Yamaha YZF-R 25
Yamaha YZF-R 25 | |
Manufacturer | |
---|---|
Production | 2014 - 15 |
Class | Motorcross |
Engine | Four stroke, parallel twin cylinder, DOHC, 4 valve per cylinder |
Compression ratio | 11.6:1 |
Ignition | TCI: Transistor Controlled Ignition |
Spark Plug | CR9E |
Battery | GTZ8V (MF Battery 7.4 Ah) |
Transmission | Constant Mesh, 6-speed |
Frame | Delta box |
Suspension | Front: 41mm KYB® telescopic fork; Rear: KYB® single shock |
Brakes | Front: Single 298mm disc 2 piston caliper Rear: Single 220mm disc |
Front Tire | 110/70-17M/C 54H |
Rear Tire | 140/70-17M/C 66H 5.1 in of trave |
Wheelbase | 1379.2 mm / 54.3 in |
Seat Height | 779.7 mm / 30.7 in |
Weight | 166 kg / 365 lbs (wet) |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 14 Liters / 3.7 gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, parallel twin cylinder, DOHC, 4 valve per cylinder. The engine featured a 11.6:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet, multiple-disc coil spring.
Chassis[edit | edit source]
It came with a 110/70-17M/C 54H front tire and a 140/70-17M/C 66H 5.1 in of trave rear tire. Stopping was achieved via Single 298mm disc 2 piston caliper in the front and a Single 220mm disc in the rear. The front suspension was a 41mm KYB® telescopic fork; while the rear was equipped with a KYB® single shock. The YZF-R 25 was fitted with a 14 Liters / 3.7 gal fuel tank. The wheelbase was 1379.2 mm / 54.3 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Yamaha YZF-R 25
Basically the YZF R25 is a 250 cc motorcycle
which Yamaha is referring as "A superbike you can ride every
day".
The appearance of the motorcycle is really interesting and will definitely attract huge attention from the people because its design is based on the "YZR-M1" MotoGP machine which is used by none other than ace MotoGP rider Valentino Rossi himself on track. The R25 has a smaller wheelbase and is built around a lightweight, slim and compact chassis.
The reverse-slant duel front headlamps will definitely remind you of the bigger YZF R1 while the 41 mm telescopic suspension setup has been provided for better handling and rider comfort. The fluidic shaped fuel tank and the sporty split seats at the rear clearly signify the sporty character of the motorcycle. Beside all this the R25 also gets attractive graphics and wider rear tires which will provide sufficient grip in any situation.
Overall the YZF R25 with its mass-forward silhouette and sharply-sculpted rear end has been inherited from the R-Series. ENGINE DETAILS Yamaha YZF-R25
The new Yamaha R25 uses a Liquid-cooled, four-stroke, DOHC, four-valve 249 cc engine mated to a Constant mesh 6-speed gearbox. This newly developed high performance two-cylinder fuel-injected engine generates around 36 PS of peak power at 12,000rpm and 22.6 NM of torque at 10,000 rpm.
The new engine has been designed using the latest analysis technology to actively generate a vertical whirl of air-fuel mixture in the combustion chamber while at the same time obtaining an optimum flow rate of the engines air-fuel mixture which helps in better and faster combustion and as a result of that the rider gets an impressive overall power output which is helpful for daily use and also during track use.
Yamaha also has planted their one of a kind DiASil (Die casting Aluminum-Silicon)cylinders which are lightweight and also offers exceptional heat flow.
Review
The thing about small-displacement motorcycles, especially
those in the quarter-litre class, is that some of them can be heaps of fun
to ride. This is especially so if youre a rider with a sporty outlook, and
like pushing the limit, somewhat, on what a particular motorcycle is capable
of.
When testing motorcycles with a lack of outright power, the
rider is allowed to concentrate on other traits of the bike, in areas where
barely a second thought might be given. One example is cornering speed,
another is rider comfort, and even ergonomics.
One thing that Yamaha has been known for, since the days of
the RD, and following that, the RD-LC and YPVS models, is how to put a whole
lot of performance, and fun, in a small, 250 cc package. The latest
iteration of Yamahas small sportsbike, the YZF-R25, assumes the mantle of
the R5, and its racing sibling, the TR3.
With the basic building block of a parallel-twin, the
YZF-R25 makes no bones about being a sportsbike, targeted to the young rider
who is stepping up to their first real bike. As the baby R of the
Yamaha sportbike range, the R25 does most things right, for a sportsbike.
Approaching the Yamaha YZF-R25, the first thing that strikes
the eye is its handsome looks, drawing heavily on the design DNA of its
bigger siblings, the R6 and R1. Most notably, the head-on look of the R25
resemble most strikingly the R6 of a generation ago.
The sharp, flat planes and folded angles of the fairing
certainly give the R25 a very aggressive, sporty look that would appeal to
the young man this bike is targetted for. Getting on the R25 drops you into
a 780 mm-tall pocket, with the 14.3-litre fuel tank in front, and the
tail-piece with its diminutive seatpad placing the rider into a very central
position.
Starting up the YZF-R25 lights up the Christmas tree on the
instrument panel, and the readout is divided into a large analogue
tachometer on the left, and numeric speedometer on the right. All the basic
information necessary for the rider is there, including an LCD-bar fuel
gauge and temperature meter, and gear indicator.
Two tripmeters and an odometer complete the display, and
fuel consumption calculator. We thought the instrument panel was a little
lack-lustre and basic, until we noticed the little shift-light at the top of
the cluster.
Starting off on the R25 is with a snikt into first on the
very smooth gearbox. On the launch, the power delivery is controllable, and
is definitely a plus for beginners.
Speaking of power, the YZF-R25s engine, an EFI DOHC
eight-valve four-stroke parallel-twin with liquid-cooling, pumps out a very
appropriate claimed 36.5 hp at 12,000 rpm and 22.6 Nm at 10,000 rpm. If
youve been paying attention thus far, those rpm figures should raise an
eye-brow, or both, and for good reason.
Back in the 80s, Yamaha produced the four-cylinder Phaser,
with a 250 cc engine that revved to a stratospheric for a road bike
redline of 20,000 rpm. This was done to pull as much air and fuel into the
engine as possible, in order to provide power figures that eclipsed the crop
of quarter-liter bikes of that era.
With its 14,000 rpm redline comparable to the current
15,000 rpm limit for current Formula 1 cars means that the rider has to
twist the throttle a long way, and without mercy, for the YZF-R25 to perform
at, shall we say, interesting levels.
This means that the meat of the powerband lies in the upper
reaches of the tachometer, something that will be familiar to readers who
have taken a 250 cc two-stroke road bike for a good run. While keeping the
tachometer needle below 7,000 rpm lets the R25 behave quite tractably, and
suitable for dealing with urban traffic, a little prodding of the engine
reveals that there is more meat to it than first appears.
Wringing the throttle out and this is where we wished for
a quarter-twist race throttle brings the little 250 cc engine into the
meat of the powerband, and the R25 wakes up. Not suddenly, no light-switch
on-off power here, just a sudden urge and push forward as the engine pours
on the steam and delivers.
And this is the key to riding the YZF-R25. Like its
two-stroke ancestors, keeping the R25s engine in the powerband makes the
bike feel like it has a much bigger engine. Which it hasnt. What the R25
needs is a balanced hand on the throttle, and the skill to keep the engine,
and gearbox, in sync.
So, effectively, the R25 behaves like two bikes in one.
Below 7,000 rpm, you have this tractable, easy-to-ride, daily commuter that
is capable, if a little boring. Then you kick the engine in the nuts, bring
the engine speed to about 8,000, and things happen fairly quickly.
While the YZF-R25 can be ridden by any rider, regardless of
experience level, an experienced rider will have a lot of fun winding out
the R25s engine and rowing the gearbox lever. Getting the best out of the
R25, like most every other 250 cc motorcycle, is corner speed and lean
angle.
This is helped by the R25s suspension. While the front is a
non-adjustable OEM telescopic fork, we found the spring rate and compression
to be well suited to our riders weight and riding style. Slow riding showed
the bike absorbed the bumps and potholes of city riding well, and served its
purpose on high-speed canyon strafing and highway riding.
The rear shock absorber, also an OEM unit, was adjustable
only for pre-load. As tested, the standard setting worked for general riding
duties, but rather more spirited, sharp-corner and leaned over riding would
call for the spring to be wound up a little tighter.
Taking our usual test loop of canyons, country roads and
highways, the R25 performed with no fuss. Carving the canyons revealed the
steering to be sharp and precise. While the turn-in was a touch slow, once
the corner entry was chosen, the R25 stayed there, with no hint of grumbling
about being pushed hard.
Cruising home on the B-roads was interesting. Overtaking
needs to be thought out carefully, as the response from the engine means
there is a lag between when the rider calls for flank speed to when the
engine room actually delivers. This means careful planning to account for
the engine building up the revs, to executing the overtake.
Needless to say, the gearbox has to be in the correct gear for overtaking to proceed safely. A word about the gearbox. Weve tested quite a few quarter-litre bikes over the past couple of months, and the Yamaha has the best performing six-speed box, thus far. Gears were selected without a thought, ratios were correctly chosen for the engine performance and engagement was crisp and precise every time. Right up till the point when our test rider wore race boots. This was when we found out the lever throw was a touch long, and required more movement of the left foot than when wearing normal riding boots. This meant missed shifts, lagged shifts and more false neutrals than we care to count. This is, of course, a very special case. Most people would not wear race boots on a daily basis, or for that matter, wear race boots at all while riding the R25. Just a little something to account for if you ever want to ride the R25 in anger think ahead, execute the shift decisively and dont waffle around with half-hearted foot movements. The YZF-R25s riding position in general was quite accommodating. While the rider is put into the head-and-shoulders forward position of a sportsbike, it isnt as extreme as, say, the KTM RC250 we tested. There is some place to move around, and the bars are placed in a position that doesnt put the riders bum up in the air. Good enough for highway cruising and general city riding duty, the R25s engine characteristics does mean that the rider will have to put the bike in a state of high rpm on the highway. This translates into a slight buzz in the handlebars and pegs, and the cacophony of engine and wind noise will tire the rider out, eventually. Although wide and race-like, the fairing while looking quite handsome doesnt really do the job at very high highway speeds. Tucking in behind the windscreen shows a tiny bubble of still air for respite from the wind-blast, but riding the R25 at its maximum speed wouldnt be something we would want to do every day. The remedy for that? Slow down a little, find a comfortable position, and take a break often. The R25 is not designed as a long-distance, high-speed cruiser, and should not be treated as such. Instead, this is a young mans machine, and is best suited for medium-speed corner heroics and impressing the young ladies. Fuel consumption for the YZF-R25 was not all that impressive, although we managed 6.9-liters per 100 km, according to the trip computer. Just bear in mind this two-cylinder engine is carried in a sportsbike, revs to 13,000 rpm before the shift-light starts blinking and our tester did not spare the horses. 14,000 rpm sees the ECU cutting the power. Braking on the YZF-R25 is handled by a 300 mm floating-disc grabbed by a two-piston caliper in front, and a 220 mm disc at the back. Pushing the R25s front brake hard and we are talking about racetrack level hard showed the brake slowing the bike down, but not as fast as we would like, and we noted the lack of ABS. Under normal riding, the brake was fine, and showed no signs of over-heating or fade, but spirited corner riding had us backing off a little after a long stretch of corners and hard braking. Again, under normal circumstances and we emphasise the word normal the R25s rider will never notice this, and the brake is more than adequate for city riding and highway speeds. Just in case someone decides to ask about the rear brake. Our test rider only uses the rear brake for two things touching the rear brake just before entering a corner to settle the suspension, and to hold the bike at traffic lights so he can straighten up and take his hands off the handlebars. If youre changing rear brake pads more often than the front, then youre riding the bike wrong. This of course, exempts purposefully locking the rear wheel up for skids, stunts and the like, something Hong Leong Yamaha specifically warned us against doing when we took delivery of the YZF-R25. Speaking of riding the 166 kg YZF-R25 hard, its diamond configuration frame was suitably stiff everywhere, and showed no signs of flex when pushed to the limit in corners and swift changes of direction. The R25s quality of build was exemplary throughout, save the fact that the pillion seat pad was loose in its mounting. We didnt know if this was a production fault, or something that was peculiar to our test bike, since many had ridden it before us. We remarked on this to Yamaha when we returned the bike, and were promised the issue would be looked into. Coming with twin-headlights separated by the air-intake runner in front, and LED tail-light, the R25 ticked the boxes for adequate lighting in typical riding conditions. Of note was the headlight beam throw at night, which was more than enough to light the way for fast highway night riding in confidence. The 2016 Yamaha YZF-R25, which is mechanically unchanged from the 2015 model, retails for RM20,630, including GST, excluding road tax, insurance and number plates. The R25 comes in two colors blue and matte grey. Rivals to the Yamaha YZF-R25 locally include the Kawasaki Ninja 250 which retails for approximately RM22,000 excluding GST and the , which goes for RM21,081 with GST. So, who should buy the Yamaha YZF-R25? Being a small-displacement sportsbike, the first person that comes to mind is the young lad who is looking for a proper first bike. The R25 certainly fulfils that requirement, with its twin-cylinder engine, and smart, sporty looks. The lack of ABS is something we frown upon since the R25s closest rival, the comes with it standard, as the bike is intended for pretty much the young rider, but understand that in the interests of price-point marketing, some corners have to be cut. Handling of the YZF-R25 is more than adequate, and for a young rider, will teach many lessons about corner speeds, entry and exits, while drumming in the lesson of throttle control and proper gear selection. As for the author, the R25 brought back a few memories about caning an RD350LC around the streets of Kuala Lumpur, decades ago, and the current Yamaha R25 would certainly find a place in his stable. Source
Make Model | Yamaha YZF-R 25 |
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Year | 2014 - 15 |
Engine Type | Four stroke, parallel twin cylinder, DOHC, 4 valve per cylinder |
Displacement | 249 cc / 15.1 cu-in |
Bore X Stroke | 60 x 44.1 mm |
Cooling System | Liquid cooled |
Compression | 11.6:1 |
Induction | Electronic Fuel Injection |
Lubrication | Wet sump |
Ignition | TCI: Transistor Controlled Ignition |
Spark Plug | CR9E |
Battery | GTZ8V (MF Battery 7.4 Ah) |
Starting | Electric |
Max Power | 26.5 kW / 36 PS @ 12000 rpm |
Max Torque | 22.1 Nm / 16.7 lb-ft @ 10000 rpm |
Clutch | Wet, multiple-disc coil spring |
Transmission | Constant Mesh, 6-speed |
Final Drive | Chain |
Frame | Delta box |
Front Suspension | 41mm KYB® telescopic fork; |
Front Wheel Travel | 130 mm / 5.1 in |
Rear Suspension | KYB® single shock |
Rear Wheel Travel | 124.4 mm / 4.9 in |
Front Brakes | Single 298mm disc 2 piston caliper |
Rear Brakes | Single 220mm disc |
Front Tire | 110/70-17M/C 54H |
Rear Tire | 140/70-17M/C 66H 5.1 in of trave |
Caster | 25° |
Trail | 93.9 mm / 3.7 in |
Dimensions | Length 2090.4 mm / 82.3 in Width 718.8 mm / 28.3 in Height 1135.3 mm / 44.7 in |
Wheelbase | 1379.2 mm / 54.3 in |
Seat Height | 779.7 mm / 30.7 in |
Ground Clearance | 160 mm / 6.2 in |
Wet Weight | 166 kg / 365 lbs |
Fuel Capacity | 14 Liters / 3.7 gal |