The presentation of the 2024 Yamaha YZ250F was like a sort of “déjà vu” for us. It turns out that, around this time but last year, Yamaha invited us to the launch of the Yamaha YZ250F at the French circuit MC des Costieres, in the town of Beauvoisin, located about 20 kilometers south of Nîmes.
Exactly the same scenario as on this occasion, in which, moreover, the smallest of the YZFs debuts many of the solutions of its bigger sister, including chassis, bodywork design and other modifications. But, in truth, the perception of “having already lived this moment” also generates a feeling of joy, for the fun of this natural French circuit and for the good taste that the new blue 450 had left us twelve months earlier. Furthermore, the exercise of repeating the scenario seems very useful because it is a circuit in which we already have references and can clearly appreciate the changes in behavior.
Text: Marcos Abelenda
Editing: Alexandre Nogueira
For brief context, it should be noted that, compared to previous versions, the 2023 YZ450F offered a more natural and narrow cockpit, as well as a much more agile chassis, albeit, as we pointed out at the time, less stable than before. The nervousness at the front has also transcended among the owners of the blue 450 and even among the official riders in the MXGP and AMA competitions.

It’s not even surprising, because for something the new generation YZF has that recess in front of the steering tube and a front number bracket away from the uprights, leaving a large space for a possible steering damper – the magnetic type that Yamaha continues to develop in Japan.

It’s clear that Yamaha engineers took note of these comments and acted accordingly when setting up the new 2024 YZ250F, which offers a more successful balance than its big brother.

When we got into the blue MX2, a few minutes after being surprised to admire the beautiful 50th Anniversary version, we found a much better interior than the previous version. The bodywork offers a more streamlined and natural appearance, with a notable narrowness at the front, comparable to that of a 125 seen in France – the presentation also included some races with the YZ 125 equipped with the renewed GYTR engine kit.

The new configuration of the YZ250F is also notable for the more natural position of the legs, as there is now more distance between the handlebars – lower – and the seat – higher – which clearly facilitates the gestures of getting up and down while riding. In general the cyclist’s mobility on the bike is excellent.

The characteristics of the handlebar vary less, which doesn’t convince us anyway, because it is quite high and forward – even in the most rearward position on the seats, which is standard – and because it keeps those eternal Yamaha knobs as rough as a grindstone…

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Another novelty is that the YZ250F’24 is very, very high, both when braking and climbing, as the suspension has very little performance. This is precisely the key that makes the Japanese MX2 offer a greater dose of stability than its bigger brother, as the fork and shock have a very solid and rigid configuration, both working from a high position and reducing weight transfer.
It is a plate setup which obviously reduces the feeling of comfort and the absorption of small shocks, but it is tremendously effective at high speeds because the setup is precise and reliable. When cornering it seems much more manageable than the previous model, both at the beginning of the curve and at the middle and end of the trajectory.

It is especially appreciated in multi-line shifts where you arrive in a hurry and improvise the choice of line at the last moment; or in long furrows with multiple apices. In both situations the YZ250F helps us succeed thanks to a very reactive chassis, always quick to move and easy to correct.

The blue, or rather white, pink and purple, MX2 achieves these athletic capabilities even without feeling much lighter than before, because in fact the brand declares numbers of 99 and 105 kilos (empty/full), just one less than the model previous.

During the presentation in France, Japanese engineer Atsushi Ishino, leader of the YZF development project, explained that weight reduction was not an end in itself in developing the new 250, but to achieve the kind of handling they were looking for. So much so that the new chassis is heavier than the previous one, but that was how we wanted to achieve this improvement in agility, even if there are other elements such as the subframe and the fuel pump that have saved a few grams.

As we highlighted previously, the suspension offers a firm and very “racing” configuration, which works very well at high speeds, but will not be as pleasant for lower level users. It seemed harsh to us because of the springs, and not so much the hydraulics, which is a good thing because changing the springs according to the weight and level of each will be enough to satisfy its future owners.

Fewer surprises regarding the brakes, as the Nissin set has not received any changes and maintains excellent performance, with the characteristic soft-touch front master cylinder. The mechanicals of the ’24 YZ250F don’t receive as many changes as the chassis section, but the truth is that on the track we noticed a noticeable change. You can appreciate it from the first moment you start the engine, which emits a very sporty sound and even an excessive sound level for the driver himself.

At low levels we found a very strong and very immediate throttle hit, with the clear sensation of having opted for a very aggressive setting, as if the ignition advance was very, very advanced. This invites us to forget about first and second gear in the vast majority of corners, as the sensation of torque allows us to accelerate vigorously in third gear halfway through the trajectory.

Now, at the exit of the corner, we started to understand that we had been too sure, as the YZ250F was unable to avoid a small doubt in the midrange, which doesn’t penalize much in the flat areas, but emerged in the strong climbs. of the MC des Costieres circuit. It seems that the blistering rev increase of previous versions of the inverted Yamaha engine has been sacrificed a bit, but with the benefit of having moved that energy to the higher revs.

The Japanese one is now a more pointed MX2, which clearly extends further than before and does so with a greater sense of chivalry. It’s also clear that it likes to be driven more aggressively, always taking high turns and accelerating each gear to the end, as well as requiring the use of second and even first in tighter corners.

Without a doubt, the new YZ250F will delight the more “accelerated” teenagers and high-level users, although the good thing for others is that Yamaha continues to offer great free customization possibilities in its mobile application with which to change the engine mapping , and now also with new functions, more compressible and intuitive for all users.

In short, the tuning fork brand has created an MX2 with a more balanced chassis and a more competitive engine. Finally, the new 2024 YZ250F will be available at dealers in Europe from October, priced at 9,999 euros in the standard version and 10,199 euros in the 50th anniversary edition.
Source: Terra

Rose James is a Gossipify movie and series reviewer known for her in-depth analysis and unique perspective on the latest releases. With a background in film studies, she provides engaging and informative reviews, and keeps readers up to date with industry trends and emerging talents.