MXA BUILDS A BIG-BORE YAMAHA YZ270F: MORE OF A GOOD THING

VERTEX-YZ270F-INTRO

Project bikes have a life of their own. Much like kudzu in Georgia, they start out little and grow uncontrollably. Take this bicycle, for example. The MXA wrecking crew wanted to build a 270cc version from the 2014 Yamaha YZ250F. We sensed that many Vet and play cyclists would appreciate the added horsepower plus torque of a 3mm-bigger bore.

If we had stopped presently there, we would have been in and out of this project for around $650 in parts. Actually that is exactly what Cylinder Works’ 269cc kit costs. It comes with a forged Vertex piston, Cometic gasket set plus either a cast Cylinder Works canister or a bored-out stock cylinder that is replated by Millennium Tech. If you bore out and replate your own stock YZ250F cylinder, plan on the seven-day turnaround at Millennium.

It’s no secret that the Nissin brakes on Honda, Yamaha, Kawasaki and Suzuki leave a lot to be desired when compared to KTM, Husky and TM brakes. The quick and easy solution is to go big or go home. We added a 270mm Tusk oversize rotor, which just happened to go great with a $499 set of Tusk wheels.

It’s simply no secret that the Nissin brakes upon Honda, Yamaha, Kawasaki and Suzuki leave a lot to be desired whenever
compared to KTM, Husky plus TM brakes. The quick and easy option would be to go big or go home. We all added a 270mm
Tusk oversize rotor, which just occurred to go great with a $499 set of Tusk wheels.

The extra 20cc gave us two horsepower on the front of the powerband and 3 horsepower at peak—and it did exactly what we thought it would do; it chunked in the low-to-mid transition and damped straight down over-rev at high rpm. If you asked an MXA test rider what he thought, the most common solution would be that MXA’ S YZ270F kit engine and stock YZ250F engine have nothing in common. These are completely different. If you are of Intermediate or up-speed, you won’t have a lot use for the Cylinder Works 269cc engine kit. It’s not as fluid as the stock YZ250F bore plus stroke. It makes lots of power, but it doesn’t carry speed as well. The riders who loved the big-bore engine were Vets, Novices plus play racers. The Vets liked the extra torque on the start, the Novices liked the power-now really feel of an engine that didn’t need you to wring it out, and the play racers only cared about additional oomph to get over jumps.


IT DID PRECISELY WHAT WE THOUGHT IT WOULD DO; THIS CHUNKED UP THE LOW-TO-MID TRANSITION PLUS DAMPED DOWN OVER-REV AT HIGH RPM.

Off the showroom floor the 2014 Yamaha YZ250F is stiff. If you are fast or close to 170 pounds, you will be thrilled. But, smaller and slower riders will find it too firm. Enzo revalved the forks and shock to fit our test rider weight and speed. The coolest thing we did was to reroute the gas cap vent hose out the front of the cover.

Off the showroom floor the 2014 Yamaha YZ250F is rigid (the 2015 is more supple). In case you are fast or close to 170 pounds, you will be thrilled. But , smaller plus slower riders will find the 2014 model too firm. Enzo revalved the forks and shock to match our test rider weight plus speed. The coolest thing we do was to reroute the gas cap vent hose out the front side of the cover.

And if it weren’t for the unending kudzu-like ebb of project bikes, this test would have been more than. But , projects never come to a finish. There is always something else to add to the bundle. We started this project to test the 269cc kit, and we emerged away with a solid horsepower obtain and an accurate picture of who does like it and who wouldn’t. But , from that point on, everything we did has been icing on the cake—and sometimes topping on the icing. Here is the kudzu listing:

Fuel shot. Since we went big on the engine, we sensed that we might be able to get more power plus better throttle response with an Injectioneering throttle body and Vortex programmable ignition. We have always had best of luck with Injectioneering’s unique butterfly design. The Vortex wasn’t as required, since the Yamaha’s ignition is easily programmable with the GYTR Power Tuner.

A Yamaha YZ270F is not the same bike as a Yamaha YZ250F. The big-bore kit doesn’t just make the bike faster, it brings about a personality change. We aren’t telling tales out of school to say that not every MXA test rider thought that going bigger was better. The faster the rider the less they liked the 270cc kit. However, Vets and Novices loved the added grunt.

A Yamaha YZ270F is not the same bike being a Yamaha YZ250F. The big-bore kit doesn’t just make the bike faster, it brings about a personality modify. We aren’t telling tales away from school to say that not every MXA test rider thought that going larger was better. The faster the rider the less they liked the 270cc kit. However , Vets and Novices loved the additional grunt.

Airbox. We are not fans of Yamaha’s convoluted double-wall air intake system for the YZ250F and YZ450F. Cycra makes a quite unique set of radiator shrouds that combine single-wall shrouds with atmosphere ducts to not only get more atmosphere into the airbox, but to make the YZ250F feel lighter and narrower. While we were in the airbox, we thrown the stock air filter for a $269 Twin Air PowerFlow kit.

Yellow plastic . You can buy stock YZ250Fs with azure or white plastic, which means that Cycra’s bright-yellow plastic package is the great way to go. Cycra’s kit includes all of the parts you need; all you have to do is usually add the graphics of your option.

Apart from the Cylinder Works 269cc kit, FMF Factory 4.1 exhaust system, Injectioneering throttle body mod and stiffer clutch springs, we left the YZ250F engine alone. We did run a Vortex ignition, but didn’t think it added anything that we couldn’t have gotten with the GYTR Power Tuner. The big-bore kit retails for $650.

Apart from the Cylinder Works 269cc kit, FMF Factory 4. 1 exhaust system, Injectioneering throttle body mod and firmer clutch springs, we left the YZ250F engine alone. We do run a Vortex ignition, but didn’t think it added anything that we couldn’t have gotten with the GYTR Power Tuner. The big-bore kit retails for $650.

Exhaust system. Even though the 2014 Yamaha YZ250F has one of the best production exhaust pipes we’ve ever tested, it is possible to get a little more power from an aftermarket wear out. Plus, a Ti system will save a couple pounds. Our pipe of preference was a FMF Factory 4. one RCT Ti system.

Clutch. More power. More torque. More air. Which means more pressure on the clutch. We all didn’t go whole hog on the YZ250F clutch, but we do go to stiffer clutch springs, Hinson plates and, for looks, the Hinson clutch cover.

Brakes. Western motocross brakes are nothing to get dewy-eyed over in the pucker-power department. They are weak at best. The magic pill is to install an oversized 270mm front rotor kit. And while we were doing that, we discovered that we’re able to get a complete set of Tusk tires for under $500 to go with our Tusk brake rotors. So , we installed our new rotors on red-anodized Tusk wheels (equipped with a Dunlop MX32 front and MX52 rear).

The Cycra plastic and radiator wings were a big help in making the YZ250F feel smaller, lighter and narrower. They are a big plus in that they duct air into the airbox to help the engine breathe.better.

The Cycra plastic and radiator wings were a big help in making the YZ250F feel smaller, lighter and narrow. They are a big plus in that they duct air into the airbox to assist the engine breathe. better.

Suspension. As a rule of thumb, the MXA wrecking crew loves Yamaha’s SSS suspension settings, but the 2014 settings were stiffer than previous efforts and, for lighter, faster or slower riders, we sensed that a valving change could fine-tune the suspension to suit each rider’s style. The stock setting functions very well for a 170-pound Intermediate—lighter cyclists will need to go softer, and Pro-level riders will always go stiffer. We all let Enzo Racing sort out the fork and shock internals. We all went stiffer, but that’s simply us.

Accouterments. No project bicycle would be complete without a full variety of Renthal products—sprockets, chain, 997 TwinWalls and dualcompound grips. Works Link added its Elite perch (with Y levers), brake caps, string blocks and hour meter. Moto Seat did the black ribbed seat cover, and Raptor supplied its amazing titanium footpegs.

It’s embarrassing to say, yet our $650 YZ270F project bicycle set us back over $4000. But , you don’t have to be like us. We are weak. We are addicted to gleaming parts. You can break this vicious cycle. You have the willpower to stop a project bike from attacking your bank account. Just say no to foof, anodizing and stuff you don’t need. We didn’t stop at $650, but we will pray for you.

 


MXA YZ270F PROJECT BIKE SUPPLIERS

Cylinder Works: www.cylinder-works.com or (515) 251-4070.

Millennium Tech: www.mt-llc.com or (888) 779-6885.

Vortex Ignition: www.vortexcdi.com.

Cycra Racing: www.cycraracing.com or (800) 770– 2259.

Twin Surroundings: www.twinairusa.com (800) 749-2890.

FMF Racing: www.fmfracing.com or (310) 631-4363.

Hinson Clutch system: www.hinsonracing.com or (909) 946-2942.

Tusk: www.tuskoffroad.com or (800) 336-5437.

Renthal: www.renthal.com or (877) 736-8425.

Works Connection: www.worksconnection.com or (530) 642-9488.


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