Yamaha Ybr 250 Top Speed

[Karren Bangura]

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This new 1898cc, four-stroke, four-cylinder, 16-valve High Output Yamaha marine engine provides quicker and smoother acceleration and top speed. This is achieved through the engine's increased displacement, optimized intake and exhaust paths, and a 10 percent larger throttle body for more power and torque.

DRiVE X allows you to move your boat forward and aft, laterally, rotate on an axis or hold the boat against the dock while keeping your hands on the steering wheel. Maneuvering your boat has never been easier.

700cc bike ... with the CP2 engine, it's going to outlast all of us here. As for the revs at 90mph? Dunno - never look. These engines have been independently given practically the best tick of approval ever for reliability and strength. If you were redlining it you couldn't harm it. Just get one, ride it and you'll never regret it.

@Martin Cander Welcome to the forum. Yes, the T7 will cruise along comfortably at higher speeds, but don't be surprised about it's lack of passing power reserve vs the FJR. Having owned both, owners know the FJR can pull off a pass with ease, normally without even thinking about a down shift. The T7 will take at least a gear or two downshift to move around slower traffic. If you ride two up, really be cautious about passing, it's a great all around bike, but highway speed performance isn't even in the same universe as the FJR. As to your RPM question, my T7 is running a little over 8K @ 80 mph. The T7 will amaze you as to it versatility, especially off road and it's an all around great bike, but isn't as at home on LD stuff like the FJR and if you have both, you're in tall cotton.

"Men do not quit playing because they grow old, they grow old because they quit playing" Oliver Wendell Holmes - Mods - HDB handguards, Camel-ADV Gut guard, 1 finger clutch, The Fix pedal & Rally pipe, RR side/tail rack, RR 90nm spring & Headlight guard, Rally seat, OEM heated grips- stablemate Beta 520RS

I increased the front sprocket by one tooth and was very happy. Guys that mainly ride single track drop a tooth on the front sprocket. As said above, it is not a FJR, and it is certainly not a YZ250. It is a fun "do anything" bike.

I'm normally not a high-speed cruising guy, but one day last fall while riding my T7 on the highway to an off-road riding area I wicked it up a bit to stay with the faster cars. I was very pleasantly surprised how great the T7 felt at a steady 85 mph, and I kept it there for 25 miles or so until it was time to exit. With the small spoiler I have fitted to the top of the T7's windscreen to manage wind noise and buffeting, the bike felt as smooth and comfy as my R1200GS at those speeds.

SpeedBox 2.0 for Yamaha PW (2018) and SpeedBox 2.0 for Yamaha UrbanRush remain in our current product line. These models not only unlock the speed limit of your e-bike, but also allow you to monitor real riding data on your e-bike display.

In my past life I was a scientist-specifically, a demographer who studied trends in human mortality (depressing, I know). Although my number-crunching days are behind me, my research background still comes in handy.

Test #1, Wednesday: Kawasaki Z1000

On a sunny but cool morning, geared up, nourished and caffeinated, I rode down the hill to the Mobil station. The Pearl Crystal White paint job glittered, yet left me perplexed. When Kawasaki released the Z1000 in 2003, it had bold styling. It was angular and aggressive, with an angry preying mantis headlight and upswept, double-barrel exhausts on each side. Available in black or orange, it looked modern and mean just like a streetfighter should.

Redesigned in 2007, the Z1000 is now more sci-fi than black-eye. The aluminum radiator shrouds were replaced with plastic fairing pieces with integrated turn signals. While stylish, these add-ons look, well, plasticky. The engine and frame are blacked-out, but for 2008 the bike only comes in white, which reminds me of a Camry. The orange anodized fork and wheels are beautiful, but the once-distinctive exhaust pipes now look ordinary.

Not so fast. Excessively high butt-ometric pressure resulted from the hard seat, which is thin and sharp-edged toward the back. After two hours, my posterior began to whine like a spoiled child in the checkout line.

With a small flyscreen, the Z1000 splits the difference in wind protection between the stark naked Speed Triple and the half-fairing- clad FZ1. At speed, wind was deflected up to helmet level with no turbulence.

Pushing the Z1000 hard through familiar turns on Route 33, I developed a wariness of the front brakes. Dual 300mm petal-style rotors are squeezed by four-piston radial-mount calipers. They provide plenty of stopping power, but initial bite is sharp and they have an on/off quality that is difficult to modulate. With a moderate, two-finger pull on the lever, the fork dives and the bike stands up. Confidence draining, not inspiring.

I had lunch at Chicken of Oz, a family restaurant named after the proprietor, Oz Katz. It is decorated with Wizard of Oz kitsch and American flags, and all prices on the menu end in 8. I cooled off and fueled up with a salad and iced tea.

From Route 58, I turned south on U.S. 101 at Santa Margarita. As I descended the grade into San Luis Obispo, the temperature dropped by 20 degrees. My last gas stop was in Pismo Beach. The final leg of my trip tested the fuel range of the Z1000. From U.S. 101 to Route 166 through the Cuyama Valley and then back down Route 33 to Ventura is more than 150 miles. I dialed back my speed to conserve fuel, and the low-fuel light came on at 140 miles. Back at the Mobil station where I began, the tripmeter totaled 399.9 miles and 11.99 gallons of fuel had been consumed, for an average of 33.4 mpg.

Test #2, Thursday: Triumph Speed Triple

Triumph likes to do things a bit differently. Stylistically, the Speed Triple has an iconic, instantly recognizable look. With roots in streetfighter culture, it is equal parts chic and aggressive. The 2008 styling updates refined a bike that already looked like sex on wheels. With those bug-eyed headlights, single-sided swingarm and beautifully shaped wheels, the Speed Triple wins the three-way beauty contest hands down.

Having one less cylinder than the others also delivers a unique engine experience, with much more hard-to-define-but-I-know-it-when-I-feel-it character. The exhaust note created by the 1,050cc in-line triple has more growl than the Z1000 or FZ1, which have the expected high-pitched whine of in-line fours.

But soldier on I did, and I had a blast riding the Speed Triple on Route 58. Like clockwork, I stopped in Pismo Beach for gas and then headed inland again. On the long home stretch, I again rode conservatively to save fuel. The low-fuel light came on at 145 miles. Back at the beginning, the tripmeter totaled 394 miles and 11.1 gallons of fuel had been consumed, for an average of 35.5 mpg.

Sure, it screams like a missile when revved up and stops on a dime, but the FZ1 is the least responsive bike here. With the longest wheelbase and trail (4.3 inches) and the highest steering angle (25 degrees), the Yamaha takes the most convincing to hustle through tight, technical curves. Very stable once a line is set, but more work to get it there. Motorcycles have a way of compelling us to ride them in a particular way.

Triumph Speed Triple. Of the three bikes in this comparison, it has the best combination of comfort, character, styling, power, handling, braking and fuel efficiency. Yes, the Yamaha FZ1 makes more peak horsepower, but it is only accessible if you keep the engine screaming above 10,000 rpm. And the FZ1 does offer more wind protection, but I can live without a windscreen. When these three bikes are lined up and a choice has to be made-which one I most want to ride and own-the Speed Triple is the one. In rank order, the FZ1 would be second and the Z1000 third.

Finally, it is worth noting that each of these bikes could be made better mile-burners with accessories. Triumph offers a flyscreen, gel seat, tankbag and tailbag that would go a long way to making the Speed Triple a more comfortable sport-touring platform. For the FZ1, Yamaha offers a comfort seat, an ergonomic seat with a backrest option, tankbag and semi-firm saddlebags.

I would be forever indebted to the member who can pinpoint the exact location of the speed sensor. I've painstakingly searched schematics, google, forums, photos, you name it and nothing shows EXACTLY where this thing is. Ive easily spent more than an hour digging around this bike from front to back, high and low. To compound annoyances and confusion I have a few extra miles of wiring harnesses and crap throughout too. All I need to do is simply connect a wire from the PC-V...simply. I cant button the bike up until this is sorted out.

Image search etc shows this thing, and I cant for the life of me find anything like it.....

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Would someone please be willing to snap a pic and circle it or throw an arrow at this bad boy's location? Heck even a written description. For the love of God !!! :'( :'(

Very very much appreciated.

It's a white wire with yellow stripe I believe that is in the 3 wire loom behind the starter...I will verify my statement in about 1hr when I get home...I know exactly what your asking...will include a picture...

I agree with the above post.

It's to the rear of the starter motor, underneath the two fuel tank hoses (vent hose and fuel filler neck drain) that are routed just to the rear of the starter motor.

If you gently move those two hoses out of the way and point a bright flashlight, you'll see this thing with a single Allen-headed bolt holding it down to the top of the crankcase.

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