Cycle News

VOL. 52 ISSUE 3 JANUARY 20, 2015 P67 trails, so the FX has its own ECU setting that, like the YZ's, can be adjusted via Yamaha's GYTR Power Tuner, which is available for purchase (around $300). The FX also borrows the same 160-watt generator from the WR250F, even though the FX has no lighting. But if you ever do want to install a headlight to the FX, it's nice to know that you have the juice to power it. The FX also comes with an 18-inch rear wheel versus the YZ's 19-inch rear wheel. This allows for a higher profile rear tire, which is less susceptible to flats and pro- vides a more compliant ride over rocks and sharp edges. As mentioned, the FX shares the YZ's KYB suspension pack- age, including the YZ's excellent 48mm air/oil separate Speed Sensitive System fork. Both the shock and fork on the FX, however, are tuned for a slightly softer ride. Motor mounts used on the FX are also 2mm thinner than the YZ's for improved, more compli- ant, feel over rough terrain. The FX has a motocross muf- fler (i.e. no spark arrestor), but it's a Euro-spec YZ muffler, which means that it is a little bit quieter than the U.S.-spec YZ muffler. The FX also has a kickstand that can be easily removed. So, what did Yamaha leave off the FX that would otherwise make it complete for off-road- racing? Hand guards and a skid plate. Skid plate mounting tabs, however, are already welded onto the frame, so it seems strange to us that Yamaha did not just go ahead and fit the bike with a skid plate like it did on the new WR! Weird. On our scale and with the tank not quite topped off (maybe an inch from the neck), our FX weighed in at 248 pounds, the brochure says, 249 pounds! Compared to the YZ, that's about 18 pounds more. TRAIL RATED When we rode the FX for the first time, the bike left us with a very favorable first impression; our second, third and fourth impres- sions are just as good, too. We're still in love with the FX. Without question, the FX is a super-fun trail bike that can certainly be raced right out of the crate. Like the YZ, the FX is fast—very fast. Yet, the motor is still trail friendly. It can chug its way out of trouble down low, has excellent bottom-end and packs an impressive punch from mid- range on up. Throttle response is instant and clean, yet isn't herky- jerky when you need precise engine control for tricky situa- tions on the trail, like when you're threading your way over narrow rocks and ravines. A solid clutch helps out here, too. Clutch pull is also smooth and one-finger light. The motor works well on both wide-open and tight trails. It zig-zags its way through the tight stuff with remarkable ease, much easier than most moto-turned-off- road 250Fs we've ridden in the past. The FX is not impossible to stall but we wouldn't say that it's easy to stall, either. Even if you do, it's not the end of the world. Just hit the starter button— even in gear—and you're moving again within a second of your foot touching the ground. We wouldn't even mind seeing the button on the YZ! The FX is geared well right off the showroom floor, and the six-speed transmission makes it easy to quickly find the right gear and revs for almost any situation. There are no awkward gaps be- tween any of the gears; instead, they all just pick up where the last one left off. First and second gears are slightly lower than the YZ's; third gear is the same, while fourth and fifth are slightly taller. You can consider sixth gear as an "overdrive" gear if you want. We found that second and third are generally the workhorse gears for most single-track situations, going fast or slow. In motion, the FX really does feel a lot like the YZ250F in many The FX comes with skid-plate mounts but no skid plate. Weird. This gives it an unfinished look.

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