2019–2023 · Motocross · Buyer's Guide
The Quarter-Liter Torque Benchmark
The YZ250F from this generation sets the bar for low-end grunt among 250 cc motocrossers. Yamaha's reversed-cylinder four-stroke makes 42 hp at 13,000 rpm and 19 lb-ft at 10,000 rpm. The spec sheet doesn't tell the real story, though. This engine pulls hard right off idle and keeps charging through the midrange, and that's exactly what you want out of a tight corner with a jump right after it. The rest of the package is the KYB Speed Sensitive System coil-spring fork and a matching shock. It's a proven mechanical setup that stays plush and resists bottoming straight out of the crate.
On the track, the chassis balances straight-line stability against precise cornering and tells you clearly what the rear tire is doing. That torque makes it forgiving for a newer racer and still gives a fast rider the drive to clear jumps that come up right away. Both ends are fully adjustable. The standard Power Tuner app connects to the bike over Wi-Fi, so you can change fuel delivery in the pits from your phone. The caveat is the one every race 250F carries: hard use wears the valve clearances, the piston and rings, and the suspension itself. When you buy one, set money aside for maintenance too.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 42 hp (31 kW) @ 13,000 rpm |
|---|---|
| Torque | 19 lb-ft (26 Nm) @ 10,000 rpm |
| Displacement | 250 cc |
| Cooling | Liquid-cooled |
| Gearbox | 5-speed |
| Fork | Upside-down (USD) |
| Front tire | 80/100-21 |
| Wheelbase | 58.1 in (1476 mm) |
| Ground clearance | 13.2 in (335 mm) |
| Front travel | 12.2 in (310 mm) |
| Rear travel | 12.5 in (318 mm) |
| Seat height | 38.2 in (970 mm) |
| Wet weight | 234 lb (106 kg) |
| Fuel capacity | 1.6 gal (6.1 L) |
| Top speed | 85 mph (137 km/h) |
| Fuel economy | 43 mpg (US) |
Equipment check
Chassis
Safety
Throw a leg over, and the first thing you notice is the height. The seat sits at 38.2 in (970 mm), so shorter riders will be on tiptoe in the pits, and 13.2 in (335 mm) of ground clearance puts the whole machine up in the air. Once you're rolling, the 234 lb (106 kg) wet weight fades away, and the bike feels light and easy to move around under you. It likes to be revved, and you hear it working toward 13,000 rpm before each shift of the 5-speed box. Roll off hard and it pops on deceleration. Some riders love that crackle and others just put up with it. The 1.6 gal (6.1 L) tank is sized for motos, not for long days in the saddle.
This isn't my own ride report. It's what I've gathered over the years from paddock conversations, club-night chatter, owners I've talked with at the track, and the messages riders send me directly about the 2019 to 2023 YZ250F. The picture that comes out of all that is a bike owners find easy to live with and hard to lose money on. The complaints cluster around rider fit, the top of the rev range and the hours it spends in the workshop.
Owners bring up the electric starter as a real convenience, and they say it earns its place without making the bike excessively heavy. The clutch gets its own praise. Riders describe the lever pull as almost freakishly light, and the gearbox as slick and positive under the boot. On the engine side, the midrange hit is what owners point to when they explain how this 250F stands apart from the rest of the class. When it's time to move on, sellers report that the bike holds its value well against its rivals.
The gripes start at the top of the tach. Riders say the power stops abruptly at the 14,000-rpm limiter and there's little over-rev to lean on, so you shift promptly instead of holding a gear. Some owners find the exhaust louder and more aggressive than the one it replaced. Taller riders mention that the lower rear section of the seat closes up the knee angle and makes the layout feel cramped. The starter owners like so much also shows up on the scale. Riders put the gain at roughly five pounds over the previous generation, mostly down to that system.
Owners who race it talk about maintenance as a routine, not an occasional job. Valve clearances need checking often, and riders warn that skipping those inspections can end in severe, expensive engine damage. Top-end rebuilds come around frequently under race use, and the owners who stay on top of it are the ones who keep careful track of every service.
Worn valve clearances from hard use
Hard use leads to worn clearances, presenting as ticking sounds at idle.
Fouled or worn piston and rings
Worn or fouled components can cause low compression and blue smoke on startup.
Worn out suspension from track abuse
Track abuse can lead to worn components exhibiting oil leaks or sag when compressing forks and shock.
Deceleration popping
An annoying pop occurs on deceleration.
Where this Yamaha YZ250F pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the YZ250F is actually built for.
This is your bike. The low-end drive gets you out of tight turns and over the next jump, the suspension works straight out of the crate, and you can remap fueling from your phone between motos.
Made for Carnegie State Vehicular Recreation Area · Fox Raceway at Pala · Glen Helen Raceway
The light chassis and grunty bottom end suit technical terrain, but this is a closed-course racer. The 1.6 gal tank and 38.2 in seat limit long days, so stick to short loops rather than multi-day routes.
Made for Bar M / Kane Creek · Imperial Sand Dunes · Johnson Valley OHV Area
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
