Ryan Nitzen | June 20, 2024
Picture this: You’re tearing through the woods at top speed. Maneuvering around trees, focusing on the tire-width line in front of you, and letting the bike work up the steep inclines. Each breath of oxygen feeds your mind and muscles as the thrill continues around each corner. In your head, what bike do you picture yourself on? Maybe it’s a meaty 450cc four-stroke. Maybe it’s a versatile 300cc two-stroke. What if I told you the bike I’d choose is the new YZ125X?
The YZ125X may be small, but it still packs a punch.
Photos by Scott Hoffman and Ryan Nitzen
It’s no secret that the YZ125 is a mainstay in Yamaha’s repertoire. The small-bore two-stroke was once the gatekeeper of Supercross stardom and outdoor excellence. Now with its souped-up stepbrother, the YZ250F, taking over in terms of the 250cc tyranny, the 125 has been regulated to a specialized set of consumers yearning for that premix fix. Its off-road-oriented counterpart, the YZ125X, was back in 2020 and received generational upgrades in 2023. Now in 2024, we took to the backwoods trails of South Carolina to test it out.
A few key updates gear the YZ125X toward the cross-country race market.
The AmPro Yamaha off-road team’s testing grounds lie only a handful of miles from the infamous Big Buck GNCC and the facility offered some real-life testing on terrain you’d find in an East Coast off-road race. Tight woods, fast fire roads, and unexpectedly-steep hillclimbs awaited the YZ125X.
This off-road-specific model was introduced to the Yamaha lineup back in 2020 and was designed to go head-to-head with the XC-3 competitors like KTM’s “XC” and Husqvarna’s “TX” range of bikes. Now in 2024, all of the YZX’s are getting caught up with updates to their styling, air intakes and braking systems.
Turn and burn. This 125 still likes to be revved out but can also be lugged along in the woods.
A few key changes make the X a close relative to the standard 125. For starters, the compression ratio is lowered and the wide-ratio six-speed transmission is tuned for easier riding on tighter terrain. The KYB suspension also features softer settings to comply with off-road riding and racing. It now sits about a half-inch lower to the ground with a lower seat height and less ground clearance compared to the 125 motocrosser. Finally, an 18-inch rear wheel and kickstand complete the “trail-friendly” modifications.
The new body styling features a rear-entry air intake.
The X also rides on Dunlop Geomax MX33 tires, while the standard 125 comes with Bridgestone Battlecross X20’s front and rear. The frame, fuel tank, seat and plastics are all shared from bike to bike, with the X weighing in just three pounds heavier than its motocross brethren. Price tags are also $100 more for the X.
Admittedly, the 125 was not my first pick for an off-road adventure. I originally thought bigger was better and spent the first part of my week on the 450cc FX four-stroke machine. While the larger-capacity 450 was undoubtedly faster than the 125, I found it at times hard to handle in the tight stuff. Jumping aboard the 125 on the other hand, felt easier to control when met with conditions requiring precision deep in the woods.
The YZ125X’s engine features a six-speed transmission that is tuned for off-road riding.
Riding the 125 wasn’t the same clutch-feathering, pipe-screaming experience that I remember growing up with. Instead, the lower compression ratio and fine-tuning to the powervalve and transmission make it much more versatile once you explore outside the confines of the motocross track. It really feels like the little bike that could, as it tackles hillclimbs and rutted wooded special tests in the same breath. The 125 feels surprisingly torquey and can lug a taller gear without the dire need to downshift. Plus, the wide-ratio six-speed transmission comes in handy once the single track gives way to a more wide-open transfer section. Less engine braking on the small two-stroke is also a benefit, as it creates a “free-er” feeling and allows the rider to carry more momentum around whatever course you choose.
The suspension package on the 125X completes its off-road personality. Softer settings on the same KYB components are noticeably less aggressive than what you’d feel on the motocross bike. Instead, the fork and shock work better at absorbing repetitive hits from the rocks, roots and chattery braking bumps that were frequent on the GNCC-style layout. These softer settings eat up the technical trails but still feel responsive enough to make quick line selections. I mainly noticed the slower rebound, as the KYB components weren’t hesitant to use every inch of travel to dampen my ride. At 180 pounds, I do feel a bit too heavy for a 125, but the stock X didn’t feel weighed down by my presence. West Coast racers (or heavier riders looking for a fun-factor two-stroke) may consider a re-valve for high-speed conditions, but the standard range of tunability will suit a wide range of lightweight pilots.
Kickstand, check. 18-inch rear wheel, check. These are a few of the add-ons that make the X more off-road-friendly.
In all honesty, the 125X feels like an oversized mountain bike with an engine. At 212 pounds fully fueled, its lightweight nature and soft suspension make it playful and easy to maneuver in the tight stuff. You can still feel the 125cc DNA that begs to be ridden hard but it plays nicely when cruising at slower speeds on more technical trails. It scoots along nicely when opened up and makes for a super-well-rounded machine. By the end of my trip, I only opted for the 125 as I chased the larger displacements over the river and through the woods.
My only complaints with the YZX are the lack of electric start and the same fuel capacity as the motocrosser. The kickstart isn’t a make-or-break item for me, but in terms of practicality, it wins every time, especially in the world of dead-engine starts. The 1.8-gallon fuel tank is another gripe for off-road riders looking to push their luck with pit stops or longer trail rides. These two simple additions would certainly upgrade the 125X from the get-go.
At a lightweight 212 pounds, the YZX is easy to handle in the tight stuff.
I see the 125X as a bike that fits two roles. First, it serves as the perfect stepping stone as the first “big bike” for riders moving up from an 85cc just like it has in years past. Here, younger racers can learn the tools of the trade like throttle control, bike handling and carrying momentum. Certainly, they can move on, but the 125, in my mind, is still the perfect pre-requisite for any aspiring racer. The other role is an adult-sized pit bike. The bike with the 125cc engine is a great option for fully-grown riders looking for that fun factor without the need for a “pull-your-arms-off” four-stroke. As the 250cc and 450cc thumpers get faster and faster, there’s something to be said about riding a small bike to its potential. And at times, a smaller 125 might be more usable than a larger-than-life 450. Whether riding or racing, the updated YZ125X goes to show that good things still come in small packages.CN
VIDEO | 2024 Yamaha YZ125X First Ride
2024 Yamaha YZ125X Specifications
| MSRP |
$7199 |
| Engine |
125cc liquid-cooled 2-stroke; reed-valve inducted |
| Displacement |
125cc |
| Bore x Stroke |
54.0 x 54.5mm |
| Starting System |
Kickstarter |
| Compression Ratio |
7.8~10.2:1 |
| Fueling |
Keihin PWK38S |
| Transmission |
6-speed; multiplate wet clutch |
| Front Suspension |
KYB SSS (Speed Sensitive System) |
| Rear Suspension |
KYB single shock, with linkage |
| Front-Wheel Travel |
11.8 in. |
| Rear-Wheel Travel |
12.4 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
18 in. |
| Front Brake |
270mm |
| Rear Brake |
240mm |
| Front Tire |
80/100-21 Dunlop Geomax MX33F |
| Rear Tire |
110/100-18 Dunlop Geomax MX33 |
| Rake |
26.4° |
| Seat Height |
38.2 in. |
| Ground Clearance |
14.0 in. |
| Fuel Capacity |
1.8 gal. |
| Weight (curb, claimed) |
212 lbs. |
