MXA’s 2011 YZ 250 vs. YZ 250F

This is a great article from Motocross Action Magazine!

Here is the question that everyone wants to know the answer to, but certain people don’t want to hear: Which 250 motocrosser is better? Smoker or thumper?

The two-stroke versus four-stroke question comes up at regular intervals—so, we are rerunning our shootout to add clarity to the arguments.

    Let’s cut through the effluvia! Rules changes made the four-stroke what it is today. It didn’t get there by virtue of its power per cubic centimeter, power per pound or power per dollar. Nope! Without the AMA four-stroke exemption rule of 1998, the modern four-stroke would still be defined by the Honda XR600. Forget about EPA rules (they don’t affect closed-course racing machines), fleet fuel averages (they don’t apply to offroad bikes), cost savings (four-strokes cost more to produce) or any of the other hokey reasons that the nattering nabobs of negativity credit the rise of the four-stroke on. None of those things are players. Engine for engine, cc for cc, ounce for ounce, the two-stroke motocross engine is a vastly superior piece of equipment. If the two-stroke was invented today, it would sweep the four-stroke motocross engine off the face of the earth (which is exactly what it did 43 years ago—when the displacement rules were equal). The only way a four-stroke can compete with a two-stroke is if the displacement is larger. The AMA four-stroke rule change was the impetus for the switch (followed by significant bike sales for the 1998 Yamaha YZ400–which led every other manufacturer to jump into building four-stroke motocross bikes).

Sign the AMA Rule Change Petition Here.

No four-stroke displacement rule, no four-stroke motocross sales. No sales, no four-strokes.

A YZ250F four-stroke makes 20.1 foot-pounds of torque. Are you ready? A YZ250 two-stroke pumps out 30.6 ft-pounds.


The AMA rule forced 250cc two-strokes to compete against 450cc four-strokes. On paper it’s not that good a match, with both horsepower, torque and powerbands falling on the side of the thumper. Eventually, the factory race teams came to the realization, egged on the sales departments, that they needed to go all four-stroke, all the time.

    The last competitive two-stroke 250cc rider on the AMA circuit was James Stewart. He was still winning motos, as late as 2006 on a KX250, but by the middle of the season he made the switch to four-strokes.

"On tracks where horsepower paid big dividends, the fastest single lap time came on the YZ250 two-stroke."

 As it stands right now, only Yamaha and KTM still produce two-strokes for the masses (of the Big Five—although Husqvarna, TM and other boutique brands are still players). It is a little shocking that the AMA powers-that-be sat on their hands while the two-stroke died on the vine. Luckily, at amateur races, a 250cc stroke is legal to race in the same class as a 250cc four-stroke, but the two-stroke is not allowed to race against 250 four-strokes at the AMA Pro level. Most two-stroke fans would love to see a 250 class that was a true 250cc class (with four-strokes, two-strokes, diesels and Wankels on the line). It won’t happen because few in power want it to happen (even if they say that they do). Why not? Honda, Suzuki and Kawasaki don’t want it to happen. They don’t manufacture two-strokes for the American market and they don’t want Yamaha and KTM to show up at the 250 Nationals with YZ250 and 250SX bikes. When the subject was up for discussion a few years ago, it was reported that KTM said that if 250 two-strokes were made legal in the 250 class they promised not to put Tommy Searle on one. That butter didn’t lube the toast. And a 250cc displacement limit (regardless of engine type) has very little chance of ever being passed for AMA Pro racing. Thankfully, the amateur side has been more open-minded.

    The MXA wrecking crew has tons of two- and four-stroke experience, so it was only natural that we would answer the question that every AMA Amateur is asking. What’s better? A YZ250 or YZ250F? We chose a Yamaha-versus-Yamaha comparison because that was the best way to eliminate any handling, suspension or component issues.
Q: WHICH BIKE COSTS LESS?

     A: In 2011 prices, the Yamaha YZ250 retails for $7450 and the YZ250F clicks into the cash register at $7150. Surprised? You shouldn’t be. Yamaha feels that they have a captive audience when it comes to two-strokes—thus they have no need to run bargain prices.

    Q: WHICH BIKE MAKES THE MOST NOISE?

     A: No contest. If you are looking for irritating sound that carries a long way, the four-stroke is the winner.
 
    Q: WHAT’S THE DIFFERENCE BETWEEN THE YZ250 AND THE YZ250F?

     A: The key difference between the YZ250 two-stroke and the YZ250F is the engine. The remainder of the changes are small set-up differences in spring rates, chassis strength and geometry. These changes stem from the fact that power output has a huge effect on how a bike handles, how the suspension works and what techniques the rider uses. The chassis must be compatible with the engine and the rider must synchronize with the capabilities of the bike.

 Q: WHICH BIKE MAKES THE MOST HORSEPOWER?

     A: No comparison. A Yamaha YZ250F produces approximately 36 horsepower at 11,300 rpm, while a YZ250 two-stroke makes on average 46 horsepower at 8500 rpm. That is a ten horsepower advantage at peak for the two-stroke.

    Q: WHICH BIKE MAKES THE MOST TORQUE?

     A: Pit pundits will always tell you that horsepower doesn’t matter as much as torque. They wax on about the torque advantage that a four-stroke engine has over a two-stroke. Guess what? A Yamaha YZ250F four-stroke makes 20.1 foot-pounds of torque. Are you ready? A YZ250 two-stroke pumps out 30.6 ft-pounds. For comparison purposes a 450 four-strokes produces approximately 34 foot-pounds.

A Yamaha YZ250F produces approximately 36 horsepower at 11,300 rpm, while a YZ250 two-stroke makes on average 46.4 horsepower at 8500 rpm.

Q: WHICH BIKE HAS THE BEST POWERBAND?

     A: Although the displacement of the two blue 250s is the same, the powerbands are apples and oranges. Here is a quick fruit pickers thumbnail of both bike’s powerbands:

     YZ250 two-stroke: For a two-stroke the YZ250 has a very broad and usable powerband. But, by four-stroke standards, the power is peaky. The snappy throttle response and explosive hit allows a YZ250 racer to make cuts and take lines that a four-stroke could never get to. In some conditions the YZ250 two-stroke powerband is phenomenal. In others it has a tendency to spin the rear tire, wheelie out of corners and wiggle on the exit.

    YZ250F four-stroke: In back-to-back races with the YZ250, the YZ250F engine feels slow. The hit is less pronounced (than the two-stroke), there is no wheelspin and the wiggle is reduced to a quiver. But, the feel of the YZ250F in comparison to the YZ250 is misleading. The lack of sensations of speed isn’t naturally followed up by a lack of speed. The powerband may be down ten horsepower, but it puts everything its got into the ground. It can be chugged. It can be lugged. And it can be revved until the cows comes home. The 13,000 rpm rev limiter and 11,300 rpm peak are about 3500 rpm higher and wider than the two-strokes working spread.

    The choice: There is no doubt that the slower feeling, but broader and higher revving powerband of the YZ250F is easier to work with than the gun-and-run hit of the YZ250 two-stroke. It is easier to ride a four-stroke than a two-stroke—not more fun.


Q: WHICH ONE IS FASTER?

     A: Going fast may not always be about sheer horsepower, but in perfect conditions horsepower will win out. In a straight line, the YZ250 two-stroke gets from one end of the line to the other end quicker. Much quicker.

    But, all is not lost for the YZ250F. Motocross is not drag racing. It doesn’t take place on asphalt. There is no rubber-soaked launch pad at the start of every straight. There are certain conditions when the slower, but higher revving, YZ250F can actually go faster over a given distance than its two-stroke competitor.

Q: WHICH BIKE PRODUCES THE BEST LAP TIMES?

     A: Although MXA had a wide range of test riders spend time on both bikes, we left all lap time testing to a single test rider. We picked a 20-something Intermediate test rider because he was old enough to have raced a 250cc two-stroke and yet not immune to the charms of a four-stroke.

    When we examined his lap times, taken from actual races not hot laps, we weren’t surprised to discover that his laps times on both the two-stroke and four-stroke were almost identical. Read that again. His lap times were identical regardless of which bike he was on. Depending on the track layout (hills, sand, whoops, jumps and hard pack) there were some deviations–but not enough to write home about.

    On tracks where horsepower paid big dividends, the fastest single lap time came on the YZ250 two-stroke. But, on long tracks with harder dirt, the slowest lap time were also produced by the YZ250 two-stroke. Why? In the test rider’s opinion, the YZ250 two-stroke was more of a crap shoot to ride in that sometimes it was so brilliant out of berms and across rough ground that it seemed effortless—yet, the YZ250 two-stroke was also a lot easier to make mistakes on and those mistakes produced erratic lap times.

    The YZ250F four-stroke never set the fastest time, but then it never set the slowest time either.

    Across the board, if an MXA test rider could turn in a 2:35 on the YZ250, he could back it up with a 2:35 on the YZ250F in the next moto.

Q: WHAT CONDITIONS FAVOR EACH BIKE?

     A: Slick conditions, where traction is limited and throttle control optimized, gives the YZ250F four-stroke the upper hand. The same held true in off-cambers and whoop sections with smallish humps. Every test rider believed that the steady throttle approach of the YZ250F four-stroke made the bike hook up better in tricky situations. Equally important for riders at tracks with concrete starting pads, the YZ250F could get off the line quicker. Unfortunately, the YZ250 two-stroke could uses its extra ponies to run it down if the start was long enough.

    When the dirt was good, there was a lot of sand, the hills were steep and the whoops were big, the YZ250 two-stroke shined. The two-stroke literally exploded out of the soft corners that the YZ250F labored through. The tighter the turns and the deeper the dirt, the better the YZ250 was.

    Q: WHICH ONE IS EASIER TO RIDE?

     A: The YZ250F four-stroke was easier to ride. When the rider twisted the throttle of the YZ250F the power built smoothly. Four-stroke power is broad and forgiving, and since the bike can rev forever, the rider doesn’t have to worry as much about shift points.

    A corollary to this is that a bike with less horsepower can be ridden closer to its full potential, while a powerful bike doesn’t always get taken to the limit—thus the extra horses often go to waste.

Q: WHICH ONE IS EASIER TO RACE?

     A: We aren’t talking about riding in a field, cow trailing, practice riding or pretending to be racing—we are talking about actual racing against an angry pack of competitors. In these situations the YZ250 two-stroke can be put to full use. A YZ250 rider, especially if he is in the midst of a pack of 250cc four-strokes, has many options available to him (not to mention more power). He can go places where the four-strokes can’t. A two-stroke rider can dive bomb the inside, without fear of the long spool up that a four-stroke rider has to worry about. A two-stroke rider can bury the front into a berm and still break off at an extremely sharp angle.

    Not so for the YZ250F rider. The YZ250F is at it’s best when the rider carries speed through the turns and flows around the track. This is fine for talented Intermediate and Pro riders, but Beginners and Novices tend to race to the corners more than through them. If the YZ250F gets its momentum broken, it takes time to get it steaming again. One truth about a conga line of four-strokes is that everyone is going to the exact same place—-there is an optimum four-stroke line and no one wants to get off it.

   A two-stroke isn’t as tightly bound to the good line as a four-stroke. It can make cuts and with just a touch of the clutch be back up to speed. The explosive 250 two-stroke’s ability to make sharp turns and quick line changes make it a much more creative race bike. One caveat: If you don’t respect the explosive power of the two-stroke you’ll soon find yourself tumbling down the track like a monkey in a dryer.
 
    Q: WHICH BIKE IS EASIER TO START?

     A: The YZ250 wins this category. The YZ250F four-stroke requires a little less leg strength to turn the engine over. It likes a smooth kick of the full stroke of the kick lever. On a four-stroke you need to get the throttle setting just right. The YZ250 two-stroke doesn’t need a full kick and the moon and the stars don’t need to be properly aligned for it to fire. Hot or cold, whiskey throttle, after a crash, the two-stroke will almost always reignite. Not so with a four-stroke.

"The complexity of the four-stroke engine makes it an expensive proposition to live with."

Q: WHICH BIKE HAS THE BEST HANDLING?

     A: Both machines have their own distinct handling advantages—here is a quick snapshot of each:

    YZ250 two-stroke: The snappy power of the two-stroke has more of a tendency to lift the front wheel, break traction and spin the rear tire. As a result, the bike turns from the rear. It likes to power slide and explode out of turns. In soft dirt and loam the two-stroke gets on top of the dirt much quicker than the YZ250F. It’s more willing make quick direction changes and switch lines on a whim. YZ250 two-stroke riders are rewarded for seeking out good dirt and taking the bull by the horns. Although the weight of the bikes is the same, the power delivery of the two-stroke makes it feel lighter.

    YZ250F four-stroke: The YZ250F mill only produces power every other revolution. This produces a smooth torque curve that drives the bike forward with much more weight on the front wheel. The YZ250F is a front-wheel handler that likes to be steered around turns. The power doesn’t come on quickly, it builds over time. It’s more prone to coming out of corners like a road racer. YZ250F riders are rewarded by planning ahead, making nice arcing turns and carrying speed. The YZ250F is much more planted to the ground and when the rider makes mistakes things happen a bit slower.
 
    Q: WHICH BIKE HAS THE BEST SUSPENSION?

     A: The YZ250. The suspension components of each bike are identical—-except for their differing setups. However, the different powerbands work the suspension a bit differently. The quicker power of the two-stroke is more likely to put a spiking load on the rear suspension under acceleration and the lack of engine compression allows it to enter bumpy corners without a lot of wheel hop. Logic dictates that the setup for the same rider would have a bit more high-speed compression and a bit quicker rebound in the rear of the two-stroke.

Q: WHICH BIKE IS EASIER TO MAINTAIN?

     A: The YZ250 two-stroke naturally goes through tires, brakes pads, chains and sprockets a bit faster because it makes more power. But the complexity of the YZ250F four-stroke engine makes it an expensive proposition to live with also. And, even a mechanic with four thumbs can work on and rebuild a two-stroke at home (in the kitchen)—not so with a four-stroke. The ability to do your own engine work is one of the highlights of a two-stroke. It is a simple machine, with very few moving parts, and that fact makes it cheaper in the long run than a complex four-stroke with ten times the number of moving parts.
 
    Q: WHAT ABOUT ENGINE REBUILDS?

     A: Puhleeze! Two-stroke engines are a easier to rebuild, have less parts and the parts cost less. That recipe means that you could rebuild a YZ250 three or four times for the cost of one rebuild on the YZ250F. It should be noted that a four-stroke is very much like a maintenance-free battery—it cost absolutely nothing as long as it keeps running. In this fashion, a YZ250F four-stroke may be cheaper when it comes to pistons, rings and rebuilds—as long as it doesn’t blow. However, don’t even think about the cost of a catastrophic failure on a four-stroke engine.

For a racer, starting on a typical dirt starting line, the YZ250 two-stroke should always get the holeshot.

 Q: WHAT’S THE FINAL WORD?

     A: The MXA wrecking crew doesn’t want you to run out and buy a bike just because we think it is the winner. We want you to look at the strengths and weaknesses of the YZ250 and YZ250F (or any two-versus-four match-up) and add that to your personal strengths and weaknesses.

    Logic says that since lap times are virtually identical for the same rider on both bikes, that the real difference comes down to the battle of ten horsepower over an easier-to-ride chassis. For a racer, starting on a typical dirt starting line, the YZ250 two-stroke should always get the holeshot. If the 250cc two-stroke doesn’t beat a 250cc four-stroke to the first turn, the rider should retire and take up mushroom farming. The YZ250F four-stroke should never be able to overcome the ten horsepower disadvantage in the first 200 feet. From that point on, it’s a matter of whether the track has the kind of conditions that will force the two-stroke rider into making a mistake. If he doesn’t, he will keep the lead to the checkered flag.

     Does that means that the starting gates are going to fill up with YZ250 two-stroke riders? No. The average 250 Novice or Intermediate has no 250cc two-stroke experience and it will cost him the price of a YZ250 two-stroke to gain that know-how. For most riders, with average talent, the difference won’t be worth the extra cost. The 250 two-stroke is a superior machine in most ways, but that superiority has to be perceived and acted on in a crowd full of valve-and-cam sheep.

    MXA doesn’t believe at the AMA Pro level that changing the rule that currently bans 250 two-strokes from racing in the 250 West and 250 Nationals would lead to a flood of two-strokes running away from the 250 four-strokes. The modern racing four-stroke has a five-year development advantage over the older two-strokes. Additionally, Pro Circuit, Geico, Honda, Yamaha, Suzuki and Kawasaki would keep their high-paid riders on their racing four-strokes. The real advantage of allowing 250 two-strokes in the 250 four-stroke class, would be fourfold:

   (1) Privateers could compete at a higher level for a lower cost. Even at the National level, engine mods on a two-stroke top out at around $1000—you can’t buy the top-end parts for a four-stroke for that amount.

   (2) When you mix two-strokes with four-strokes on a race track you get an interesting mix of lines, sounds and styles. The fans could, and would, root for various riders based solely on the rider’s choice of engine type. The mix would add another dimension to the races that isn’t there now.

   (3) If AMA Pros raced two-strokes then local racers would be more willing to race them also. Why? Because sales are the only reason that factories even race motorcycles. Pro racers are a sales tool—thus having Pros on two-strokes would get them credibility. The number of manufacturers who might enter AMA racing, who don’t because of the might of the Japanese four-stroke development programs, would hopefully increase. Not counting KTM and Yamaha, Husqvarna and TM are potential factories that might be willing to race in the 250 class if two-strokes were legalized.

   (4) Since the AMA handed the four-stroke a major displacement advantage with the stroke of a pen (an advantage so major that it made the two-stroke uncompetitive), it is only right that the advantage be taken away with the stroke of a pen. Of course the sanctioning bodies are afraid of what the Big Four will say if they change this rule, but if something isn’t done to increase the excitement level, lower the start-up costs, decrease the maintenance and produce simple machines that the next generation can work on in the garage—there may not be a next generation or a Big Four. Two-strokes cannot fix the American motocross market, but the death of them (or was it actually a murder) did a lot to get it in its current doldrums.

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20 thoughts on “MXA’s 2011 YZ 250 vs. YZ 250F

  1. So the 4stroke is now even with the 2. Lets equal the displacement again and go on.
    cc vs cc as in every other motorsport.

    Torque is not the “second force”. There are just HP @ RPM.

  2. Good article Charles, unfortunately, even with the AMA allowing 2 strokes to compete with their 4 stroke equals in the amateur levels, this isn’t what drives the majority of sales. People see what the racers are riding at the AMA pro national level on TV and they base their purchases off of this. The AMA needs to step up and right this terrible wrong and then the truth will be obvious and people can make an assessment based on fairness. However, with the AMA being regulated by the pockets of big 4, I do not foresee this happening. More and more fans will start watching the European circuits and will start buying bikes form the Euros. This is a good thing and a bad thing, but it may force the big 4 to evaluate their policies on a fairness doctrine.

  3. I think that the big companys like suz.kaw.hon. thought that they made two strokes perfect so they gave up on them. Nothing can be perfect i know theres a way that makes them go fast with a tweak or two. “I think that they are greedy companys nothing personal” but, its true almost 10 grand for a bike two or fore It’s almost cheaper to go out, buy a race car hop it up and then buy a pop. Then still not cost as much as a bike

  4. I believe this is four-banger strategy is an ill-conceived business model from the Big-Four…hear me out.

    First, I think they believed they could get buy-in from tree-hugger/greenie types by banishing two-strokes off-road…but the greenies want all gas-powered off-roading stopped, so this was futile.

    Second, The big four knew they’d get dealership buy-in because the dealerships saw the potential for service work like they get with street bikes. The average Joe doesn’t have the specialized tools for a complete rebuild on a current 250F.

    Third, two-strokes can be kept competitive for extended periods with inexpensive maintenance and aftermarket support, where ‘diesels’ from two years ago are either worn out or uncompetitive. The only way to stay in the race is to buy new at least every two years. Looks like a better bottom-line, except for the fact that the market won’t bear that burden, and you’ll kill your consumer base off.

    Two strokes that can be maintained without factory service, and that remain competitive for more than two seasons, don’t allow for the numbers the Big-Four want to see in dirt bike sales. Their attempt to duck around environmentalists with “cleaner” bikes is also a load, given the higher noise and the real goals of environmentalists. On both fronts, this was a bad business strategy.

  5. FOUR STROKES ARE NOT FAIR ..TWO STROKES ARE THE BETTER BIKE…. SIGNED LONG RIDER AND RACER BERNARD W PIGLER

  6. The AMA is rediculous! 250cc vs 450 cc Common get real!The funny thing about that statement is even with that large of an advatage the two stroker is damn close to being competative even after their development has basically stopped since the introduction of the modern four stroker.If the AMA just raised the two stroke limit to 300 cc the two strokes would be back with the front runners!Its my fealing that the AMA is working in conjunction with the manufacturers to raise profites.This in my opinion is only hurting the sport and in more ways then one.If you cant afford a new fourstroke and cant race your two stroke many people find it easy and less expensive to find something else to do then save up for a fourstroke that they cant afford to fix when it breaks!Yeh for Endurocross and offroad event like Erzberg and Romaniacs These venues are about racing not pushing their money hungry agenda upon you…Oh and Yeh to sites like this that help keep light on the subject

  7. Well, I am not sure, if it would be fair to allow 2-stroke 250cc ride along and next to 4-stroke 250cc dirt bikes in MX races. The reason, I am not necessarily for it, is because it is simply a different technology and 2-stroke have the double amount of power-cycles / ignitions, and therefore an unfair advantage.
    A race victory just because of having a more powerful bike is not really a winning situation a honest man could be proud of !!!!

    It would be far more fair, if the classes wouldn’t be designated in cylinder-cc, but instead in kW or horsepower, with an allowed tolerance of +/- 2 or 3 kW/HP. That way, all technologies could compete pretty fairly.
    I really think it’s a shame, the classes are not in kW / HP!

    Personally I am all for the 2-stroke!
    And – at least in MX – real men ride 2 strokes !!!!
    4-strokes are boring and is for pussies and old ladies (in MX!).
    I really hate 4-strokes with a passion in MX, and believe their introduction per se was a crime against mankind. I don’t want 4-strokes out completely now, but what I hate the most is, that these goddamn eco-communists and environment bastards DON’T WANT US TO HAVE FREE CHOICE !!!!!
    There are so few 2-stroke MX bikes out there, in comparison to all the other vehicles.
    2-strokes are NO PROBLEM WHATSOEVER for the environment to handle!
    Nothing but irresponsible fear-mongering and lobbying against freedom!

    They apparently don’t want allow us, to chose a 2-stroke and try whatever they can to ban it altogether! This attitude alone, should everyone who doesn’t care about the technologies, cause to get a 2-stroke, just to let them fuckers know, THIS IS AMERICA, THE LAND OF THE FREE, WHERE WE HAVE FREEDOM OF CHOICE.
    THIS AIN’T COMMUNIST RED CHINA, WHERE THE FREAKIN GOVERNMENT MAKES OUR CHOICE OR RUNS OUR LIFES!
    Or will you all guys just switch to 4-stroke, just because the freakin government doesn’t want us to have true MX fun, that smell of burning premix, the jelling sound, a powerband that might get out of control, the brute force acceleration .. the good ol’ feeling of a 2-stroke !!!!

    Why support companies who build ONLY 4-strokes and want to take the freedom of choice away from us, the customers ???? FUCK ‘EM
    People, spend your money wisely and most imporant: HAVE FUN

    Just my 2 cents…

  8. The 2 stroke vs. 4 stroke debate will probably be around only a few more years. Both 2 strokes and 4 strokes of any cc soon will not be able to compete with electrics. Right now bikes like Quantya, MX and the KTM freeride are in their infancy (and there are many other companies making these bikes), but at the rate battery technology is advancing inside of 10 years electric bikes will probably take over. No gas engine will be able to compete with the torque and power of an electric engine. If you doubt this go google “White Zombie drag race” or look at this http://www.youtube.com/watch?v=BrHXdM9f13k
    It no doubt will suck watching motocross without hearing the sound of an engine ripping up the track but riders will ride what will get them around the track faster.
    Here is a guy making his own out of a CRF:
    http://www.evdrive.com/emoto_project/moto_project.html
    I’ll probably never give up my YZ250 but I’m just predicting that the 2 vs. 4 thing will be moot by the end of this decade.

  9. Ok, Someone needs to make this website MORE WELL-KNOWN. We just need to send all this stuck up four stroke riders somewhere else or at least give the two strokes their own class and see which races get viewed more often!! I URGE YOU ALL TO SIGN THE AMA & FOUR STROKE PETITION SEEN ABOVE! we can all make a difference.

  10. So here is a question, what sort of fuel limitations are there for the bikes. seeing what has happened to snowmachines recently, i think with a Direct Injection 2 stroke, you could still take a 450F with a 250. None of the major companies seem to be interested in it. I know this would add cost, but it might at least get some 2strokes back out there. It cant be that much more radical than automatic oil injection (back in the 70’s). Out of an 800cc snowmachine engine, they are getting 160+hp! similar technologies in a 250 should be able to get close to if not above 50hp. not to mention that then your engine would still weigh less/cc and be half as big in general than the 450’s giving a nice handling advantage. I suppose then its back to trying to keep the front tire down. Maybe i’ll give it a shot once i finish college. (mechanical engineering) it must be embarrassing to 4stroke riders to have to race something with such limitations to make it ‘fair’.

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  12. Anyone that has ridden a fourstroke would never dirty thier arse on a 2smoke.

  13. Jethro you are one dumb red neck with an inferior 4stroke seriously mate 2 strokes are so much faster! If you could handle the power you would know lol

  14. Jethro, I have a fourstroke and I love it. It’s the beat bike I’ve ever had, geuss what my next bike is going to be? My next bike is going to be a TWO STROKE, There just better (look at this page). I need the horsepower and I don’t want a fat ass turd 450 that eon’t start or corner. Two strokes are more fun anyway, in all honesty 4 strokes have made motorcross leas interesting.

  15. Two Strokes are the best all the way no need to hav too do all the maintance and crap and get amongst the power BAND WOOOOOOOOOOOOOOOOOOOOOOOO ;)

  16. I ride a 2000 tricked out yz250. My buddy rides a kx250f, i ride his bike every once in awhile. I feel like im riding a horse, the power is so much different. I almost feel as if im not riding a dirt bike, i could not wait to get on my yz250. Plus his 250f was way louder had my ears ringing. You can not beat a yz250, fun as hell but will ut you on your ass in a heart beat.

  17. I get a new 2012 yz 250, amazing The power is onreal!! lol long live the smokers!!!!

  18. I’ve ridden both 250 2-strokes and 450 4-strokes (CR250s CRF450). The 4-stroke is just easier to go fast on, but less fun to ride. Because of that, the sweet sound of a 2-stroke and the ease of working on the smoker, I run an 04 CR250. As play bikes, 2-strokes are hard to beat.

  19. Yes 2 strokes are good but 4 strokes are better for the average rider i mean you can learn to ride on a 250f and also race it at a pro level the yz 250 no way you could learn on it.

    Hey at the end of the day as long as you have a bike to ride who cares 2 or 4 there both good

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