Joshua Jackson Builders, LLC., is proud to serve Aiken, SC., and surrounding areas, building quality affordable residential homes. We offer an array of other building options to suit any lifestyle such as; custom farm & ranch style homes and barns, hunt boxes with attached barns, elegant and modern grand estate homes, cozy cottages, commercial buildings and churches.
We are pleased to say that this company has been built solely upon word of mouth advertising since opening our doors in 2004. We strive to provide each client with individualized and personal service, undertanding your needs and desires. By offering such personalized service we have been rewarded with many happy clients.
Build Your Custom Dream Home
Building a custom home can be one of the most exciting, exhilarating experiences you'll ever have. Imagine the fun and freedom of sitting down with a gifted designer to customize a plan for the home you've always wanted. Every swatch, every photo, every color chip, every note from your favorite design show represented. A home that reflects your style and personality around every corner.
Now imagine a builder who will listen to your dreams, hear what you want for your new home and then find a way to create it. A builder who has the buying power of a national brand, and who passes those savings on to you to make your custom home truly affordable. A builder who offers innovative solutions of unbeatable quality and value. This is how building a custom home should be.
Residential Remodeling & Renovations
Living in your dream house already but ready for some upgrades? We can blend an existing space with your imagination to create your perfect home. Joshua has practical ideas to create an environment that not only fits your dreams but is functional for your lifestyle.
Equestrian Retreats for Your Lifestyle
Does your dream home revolve around a barn and horse ammenities? We get it, we are equestrians too. We have built homes in the Three Runs community for several horse lovers and we offer land/home packages for you to choose from as well! Discover our opportunities for your own mini-farm in Tayler Ridge or Kylie Creek on our Lots/Land page.
Commercial Buildings
Dreaming of the perfect place to open or expand your business? Tell us about it! Joshua has experience building back yard garages for that infamous "man cave" and rolled open doors for the mechanic stepping out on their own.
Dreaming larger scale? Talk to us about building a custom commercial building for your business needs. Whether it be small or large, we have the expertise to help your business grow.
Ask us about creating the perfect sanctuary for your members or family life center for your expanding congregaton!
Mindy Grossman was only 14 years old when she was first introduced to Weight Watchers. At the time, she was a chubby Long Island teen who had one dream: to make the cheerleading team. But for that, she'd need to lose 10 pounds.
Her mother, who struggled with the scale her entire life, took her to a local Weight Watchers meeting. There, the staff weighed the young Grossman, asked her to monitor her daily calorie intake, and encouraged her week after week to keep at it.
"I was able to try out for the team—and I made it," Grossman recalls with pride, all these years later. "Part of it was losing the weight, but part of it was the confidence [Weight Watchers] gave me."
Grossman kept that touch point—namely, what she describes as "the human emotion behind the brand"—when she took on the position of president and CEO of Weight Watchers International, Inc., in July this year. Her goal was to protect the company's legacy of a community support system, while ushering in a new era that would better appeal to new consumers who see weight as part of a larger picture.
In fact, upon accepting her new position,Grossman says that colleagues and friends kept asking her the same two questions: Are you going to change the name of the company? And will you keep the physical weekly meetings?
"I said, 'You're asking the wrong questions,'" Grossman tells Fast Company. Instead, she countered: What does the brand stand for? And what is the future articulation of the brand?
Weight Watchers, she reminded new employees and friends, comes with 54 years of history. American consumers view the weight loss brand as a credible, scientific company that delivers on its fuss-free promises. But at the same time, it's considered old-fashioned, one many associate as "their mother's" diet program. Not to mention, society moved beyond purely restricting calories—it's now all about health, wellness, and $30 yoga classes.
Related: DNA-Based Diet Advice Is Big Business With Little Scientific Support
Weight Watchers now competes against a host of companies, from weight loss apps like Lose It!, to fitness trackers like Fitbit, to fitness classes that have morphed into lifestyles like SoulCycle. As such, the iconic brand is on a mission to move toward a more holistic approach, while simultaneously convincing the public (and younger consumers) to look at them in a new light. This touches a multitude of products, including meetings, events, and content.
"It's not just about weight anymore," stresses Grossman. "People aspire to have the best life they have the way they can live it . . . Today, [consumers] want a lifestyle."
Catering To A New Generation
The start of a new calendar year is typically Weight Watchers' highest-performing period—a time that delivers the most sign-ups by those eager to jumpstart their New Year's resolutions. But in January 2015, subscribers declined 20% year-over-year to 2.9 million, from 3.6 million in the first quarter of 2014. Deb Benovitz, senior vice president, global insights for Weight Watchers, quickly commissioned an investigative survey into the sudden drop.
The results were surprising. The unifying consumer response, as Benovitz recalls, was: "'You are a diet brand, and frankly, we are no longer willing to diet. We are seeking something that fits with our life.'"
Ironically, one of Weight Watchers' biggest selling points—and one that gave way to decades of success—was its unrestrictive, flexible approach to eating. Members are not commanded to eat certain foods, curb intake at certain hours, or simply consist on cabbage soup. Weight Watchers assigns foods specific points that one can eat a total of per day. That means you're not deprived of pizza, burgers, or pies, provided they're leveled out with lower-point (healthier/lower calorie) items. It was successful in part because unlike most diets, it didn't interfere with one's social life: There was no need to extricate yourself from family dinners or nights out.
Related: Cell Massages To Cryotherapy: Inside The "Biohacking" Gym Of The Future
But what the brand heard, loud and clear, was that the term "diet" was rife with negative connotations. It's a word that feels more reactive than proactive, and screams failure should they ever fall off course.
"If I look at my mother's generation, people would fix things that were broken," says Grossman. "Today's generation is more preventative; they want to live healthily. They want to educate themselves."
Members reported that even the language in weekly meetings was problematic, saying, "'Support is for weak people,'" reports Benovitz. "We are strong. We are warriors. What we want is inspiration—inspiration to keep this going . . . We want normalization.'"
What Weight Watchers found was that consumers wanted, more or less, a lifestyle brand. They want to eat better, move more, and feel zen about the entire process. They also wanted to do this all within a strong community that's both modern and accessible. And they'll spend money on it: Consumers (29% of millennials and 26% of gen X) are increasingly willing to pay more for foods and products that possess health benefits, according to a recent Nielsen report. Meanwhile, healthy categories within food, beverage, and personal care grew 7% over the last few years.
Benovitz says that consumers liked a lot of things about their program (like how easily it fit into their lifestyle), they just wanted it packaged in a new way. "We realized that if we talked about [Weight Watchers] differently and we upped certain things and played down other things, we would really be giving people pretty close to what they wanted," she explains.
Farewell To The Diet
In 2015, Weight Watchers got to work shedding its old-fashioned image while beefing up what members appreciated most, which includes, among other things, Oprah Winfrey. The beloved celebrity signed on as a spokesperson and bought a 10% stake in the company, prompting a significant stock boost.
Shortly thereafter, the brand revealed its Beyond the Scale program, which brought its new "livable" philosophy to two more sectors: fitness and mind-set. It's an interconnected approach that incorporates equal amounts of movement, happiness, and meditation to one's weight loss goal. And instead of pure calorie counting, members were encouraged to pursue healthier eating choices with the new SmartPoints system, which focuses on lean protein, fruits, and vegetables while translating mind-bogglingly complex nutritional information into simple numbers assigned a value based on calories, saturated fat, sugar, and protein.
Their program is also affordable compared to other diets, such as NutriSystem ($298 for four weeks). The average monthly cost of a standard Weight Watchers membership, which includes unlimited monthly meetings and digital tools, is $44.95.
In 2015, Weight Watchers also launched what they hoped would be millennial bait: a digital community, called Connect, where for $19.95, members swap healthy living tips, recipes, and nudge one another to keep at it. (It looks a lot like Instagram, but with far more motivational quotes and pictures of Greek yogurt.) Instead of age or location, the community is gathered together by life stages: brides getting svelte for their weddings, retirees with more time on their hands, or new moms. Each member sets personalized goals that they work toward by tracking exercise, meals, and snacks.
"Where we do best for our members is where we intersect the area between science and consumer insights," says Gary Foster, PhD, chief scientific officer at Weight Watchers International, Inc.
Even the physical meetings received a nip and tuck. In years past, Weight Watchers staff weighed attendees and assigned them a weight loss goal. Now, the members dictate to the staff how much they want to lose, along with other life goals they hope to achieve. Some are weight-related—like sitting in an airplane without a seat extender—though many are psychological, such as "I want more confidence" or "I want to feel better about myself," says Benovitz.
In this era, physical interaction is a chief goal, especially in the age of "experiential" consumerism. A study by the Harris Group found that 72% of millennials prefer to spend money on experiences rather than material objects. And seeing how wellness travel is now a $563 billion global industry, and growing at double the rate of general travel sectors, Weight Watchers announced a host of experiences, such as wellness festivals, cruises, and other community-centered events.
Weight Watchers took the new strategy one step further, tweaking the logo—and even its name. The brand now goes by the abbreviated WW, a mark that harkens to its founding theme without directly reminding the public of its diet origins. The stacked WW in an orange coin logo is identifiable without alienating the consumer. (Although the logo was first introduced in 2012, it's become more prominently used in branded materials since the introduction of Beyond The Scale.)
For the last few years, Weight Watchers' core demographic has been 90% female, with an average age of 38. In the last year, however, they are experiencing growth in a younger demographic, such as women in their 20s and 30s.
"We need to be surprising yet familiar," explains Grossman, noting that while she wants to attract millennials, the product still needs to appeal to baby boomers.
"Livability On Steroids"
So far, the changes have paid off. Revenue increased by 14% since last November to $324 million, and Weight Watchers saw its eighth consecutive quarter of member recruitment growth. It now boasts 1.3 million meeting members (an 11% year-over-year increase) and 2 million digital subscribers. Each month, over 1 million members visit Connect.
This month, Weight Watchers improves on its original SmartPoints program by launching an even more flexible program called WW Freestyle. It resembles its predecessor, but appoints zero points to 200 more foods, in addition to fruits and vegetables–none of these items need to be tracked. This includes turkey breast, seafood, corn, lentils, eggs, and peas. In addition, there are now "rollover points" in case one doesn't hit the daily allowance. Benovitz describes the latest program update as "livability on steroids."
"I've become obsessed with the word livable," says Grossman. "People want very simple things that fit into their life and social life."
So could one, in essence, consume an entire carton of fruit each day? Foster, who tested the new program for the last year, says zero-point foods propel members to add more nutritious items to their diet, with less time spent tracking–and very little risk factor.
"We've picked foods that are at low risk for overconsumption," explains Foster, adding, "very few people come to Weight Watchers saying, 'I really have a problem with strawberries.'"
Shaping Up For The Future
Weight Watchers concedes that dipping into the lifestyle market positions them in the same territory as countless fitness and food brands, including South Beach Diet and Diet.com, which delved into the sector years ago. Still, claims Grossman, their chief competitor remains people thinking they can do this themselves.
"People find that they need structure, tools, and support to be successful," she says. "They need a community."
Weight Watchers currently hosts 15,000 weekly meetings in the U.S. and 32,000 globally. They're held everywhere, from big, dense cities to remote locations in sparsely populated states like Wyoming.
Moving forward, the company wants to rapidly expand across the U.S., especially in the low-income communities often ignored in the health and wellness space. The plan is to aggressively partner with more community centers to bring their tools to the places that need it most. Approximately two-thirds of Americans are considered to be overweight or obese, and 80% do not meet the recommended amount of physical exercise, reports the Centers for Disease Control and Prevention.
Grossman considers Weight Watchers an "aspirationally accessible brand" with programs and platforms that can span across a diverse subset, no matter what the income, race, or locale.
"I've met billionaires who are on Weight Watchers, and I've met people on food stamps that were on Weight Watchers," says Grossman. "Wellness needs to be much more democratized and serve that many more people if we're really going to help solve the crisis that we're in right now."
Weight Watchers' mission is a bold one, and one that hasn't been this publicly addressed since Michelle Obama's Let's Move! campaign. The wellness scene, with all its attention to crystal healing, pricey food delivery startups, or boutique fitness classes, is often criticized for primarily catering to high-income women. As New York magazine declared, wellness is the new luxury lifestyle.
"We are the brand that can bring health and wellness to everyone, and not just a certain few," declares Grossman.
There are other opportunities for expansion, says Grossman. Currently, women make up the majority of members, making men a larger moving target. And while most Weight Watchers products involve food—including frozen dinners and a grocery store food-points scanner—the company will move into connected categories like kitchen and home. There's also "a tremendous need and opportunity" to expand their health solutions business both in the health and corporate space, says Grossman. "There's no lack of opportunities between those."
Weight Watchers is officially in a new era, one in which it sees itself becoming the brand that can boost Americans' health while also giving it a taste of that wellness lifestyle it very much aspires to. With that, expect everyone from Oprah to social media influencers asking you to "move beyond the scale"–but with food points as social currency. For Grossman, the challenge lies in how to be a brand that can work with a lot of different constituencies without turning off your retired mom.
"You can't say, 'I'm starting a movement,' it doesn't work," says Grossman. "You have to build something, and it builds upon itself and then becomes one, and that's what I hope we can do."
A full used buyer's guide on the Range Rover covering the Range Rover Mk4 (2012-2021)
2 Dec 2021
Verdict
The Range Rover has always been a car for those with deep pockets and that's very much the case with the Mk4, which sits in the top insurance categories, costs plenty to maintain, uses lots of fuel and will shed thousands in the coming years. You could buy a car that's already lost most of its value, but then repair costs are likely to be high because it will already be quite old, with plenty of miles on the clock. If you go into Range Rover ownership with your eyes open, you'll love the effortless off-roading and towing (it'll pull 3,500kg), the peerless on-road luxury and the sense of occasion that comes with every drive. Just don't try to run a Range Rover on a tight budget, because it simply can't be done.
Debate rages over whether the original Range Rover was the first luxury SUV. When it arrived in 1970, the Jeep Wagoneer had already been on sale for seven years, and this was undoubtedly more luxurious than the original Range Rover, which was actually rather utilitarian.
What is a certainty, though, is that when the original Rangie bowed out in 1994 it had set the standard for the luxury SUV, and the all-new Range Rover Mk2 was plusher than ever. With each subsequent Range Rover generation, the bar was raised still further in terms of luxury, sophistication and comfort. However, Land Rover never watered down the off-roading abilities of this large SUV. Under the sheen of opulence, it remained as tough and rugged as ever.
More reviews
When this fourth-generation Range Rover arrived in 2013, it was the most capable, sophisticated and luxurious edition to date.
Models covered
•Range Rover Mk4 (2012-2021) - It's not cheap to buy or run, but this luxurious SUV is in a class of its own.
History
The Range Rover Mk4 went on sale in September 2012 priced from £71,295, and first deliveries took place in January 2013.
Buyers could have 254bhp 3.0 TDV6 or 334bhp 4.4 SDV8 diesels, or a 503bhp supercharged 5.0-litre V8 petrol engine. By August 2013 there was also a diesel-electric hybrid, and in March 2014 a long-wheelbase edition was introduced, with an extra 186mm of rear legroom. At first this came only with a 5.0 V8 engine, but there was a diesel-electric hybrid option within a month.
Revisions late that year brought better off-roading tech, a 302bhp 3.0 SDV6 and new colours, and in late 2016 a supercharged 335bhp petrol V6 arrived. In November 2017, the SVAutobiography and P400e hybrid followed, while an interior redesign introduced the new dual-screen infotainment system.
A number of trims and special editions have been released throughout the Mk4 Range Rover's production, with Vogue, Vogue SE, Autobiography, SVAutobiography Dynamic and SVAutobiography LWB being the core selection – SV stands for 'Special Vehicle'.
Which one should I buy?
Land Rover's Supercharged 5.0-litre V8 petrol engine is magnificent, but its running costs can be crippling. Theoretically, the P400e is the cheapest to run, but it costs a lot to buy and may be out of reach, so the diesel-electric hybrid might make more sense. However, it's not a plug-in, which means we'd stick with a regular TDV6, SDV6 or TDV8 diesel.
Even the entry-level Vogue gets a fixed glass roof, metallic paint, power-fold door mirrors, xenon headlights and 20-inch alloys. It also has leather trim, all-round parking sensors, a reversing camera and heated, 16-way electrically-adjustable front seats.
Vogue SE adds an upgraded hi-fi, posher seating and extra safety kit, while Autobiography brings 21-inch wheels, a 360-degree camera and quad-zone climate control. Options were plentiful when buying these cars new, so look out for extra luxuries, as a number of used models will be uniquely-specced.
Alternatives
There's so much room in a long-wheelbase Range Rover that it has very few rivals, other than the more costly Rolls-Royce Cullinan and saloons such as the Bentley Mulsanne EWB, Rolls-Royce Ghost EWB and Mercedes-Maybach S 650.
Still, there are other luxury SUVs out there, most notably the Bentley Bentayga, which is the closest rival to the standard Range Rover. Cars like the Audi Q7, BMW X5, Volvo XC90 and Mercedes GLS compete in terms of size but don't feel quite as special, although they do seat seven, which the Rangie doesn't.
What to look for
Gearbox
Every version of the Range Rover comes with an eight-speed automatic transmission, and no manual gearbox is offered.
Oil
Juddering at low speeds is often due to dirty oil in the transfer box. It's worth replacing every 30,000 miles, and asking questions if it hasn't been.
Electrics
Electronic faults are common, so take the time to check that everything works: multimedia, windows, seats, switchgear – the whole lot.
Vibrations
If you can feel any vibrations at high speeds, they may be costly to fix. Failing rear differentials and buckled wheels are not unknown.
Interior
This is one of the key reasons for the Range Rover being so easy to love; its spacious cabin is incredibly luxurious because it's full of premium materials and cutting-edge tech. Up to motorway speeds and beyond, refinement is excellent, too. There's plenty of rear seat space, especially in long-wheelbase models, and boot space is impressive, at 909 litres – or 2,030 litres with the rear seats folded.
Running costs
All models need a service every 12 months or 16,000 miles. It costs from £425 on a 3.0 TDV6, but the 10th service can be over £1,600. The 4.4 TDV8, 3.0 V6 and 5.0 V8 are dearer, and hybrid models cost from £448.
After three years, fixed-cost services are available at a reduced rate. Only the 3.0 TDV6 has a cambelt, and this needs replacing every seven years/112,000 miles, this can be undertaken as part of a major service at an extra cost.
Recalls
The Mk4 Range Rover has had 26 recalls, and problems include sub-standard wheel nuts letting wheels work loose, and doors unlatching and opening while the car is moving. Other issues centred on the electrics, seatbelt pre-tensioners, brake servos, airbags, AEB systems, instrument clusters and fuel leaks, and the engine cutting out and/or failing to start.
Driver Power owner satisfaction
The Range Rover didn't feature in our Driver Power 2021 new car survey, but Land Rover finished 22nd out of the 30 brands, which is disappointing for a premium manufacturer. High running costs and poor reliability are the key bugbears with owners, but almost every other aspect of the company's cars, including the interiors, drivetrains and handling, came in for praise.
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The idea of reinventing the wheel does not quite apply to the Yamaha Raptor 250. Unlike most manufacturer attempts, however, the significant components of this 4×4 were all borrowed – a Yamaha Trixter engine, Raptor 700 aesthetic, and YFZ450 handling and performance. And it all gelled together perfectly! This is not to say that ATV companies should stop innovating and creating models from the ground up. But heck, it worked exceptionally well for the Raptor!
The Yamaha Raptor 250 goes down in history as the lightest sport all-terrain vehicle ever built. The quad features a dual-valve 4-stroke engine, best-in-class suspension, and attractive styling. It is unrivaled in its category and has outperformed same and higher displacement vehicles since 2008.
Uncompromising, this dual-sport bike boasts of ample power and ease of operation and bridges the gap for smaller riders who are not yet ready for a larger-class 4×4. It is truly a machine that is the epitome of the saying, "Great things come in small packages." Intrigued? Keep reading – this guide will let you in on how the Yamaha Raptor 250 lives up to this statement.
Not What You Think
Do not be misguided. The Yamaha Raptor 250 is not a revamped Blaster with a four-stroke engine. This nimble quad is an all-new ATV built from the ground up, partially intended to replace the Blaster when EPA regulations put tighter reins on two-strokes. Produced from 2008 to 2013, the Raptor 250 was one of those few machines that piqued the interest of and catered to nouveau riders and aggro-enthusiasts alike. The versatility and simple mechanism of this vehicle made it a fantastic learning platform for beginner adventurers and an evolving MX bike for the more experienced racer.
One other thing that is so special about this four-wheeler is that it filled the void of what was missing in the ATV market. You can say it was Yamaha's response to the absence of a true sport machine that can be enjoyed by both women and newer/younger/smaller sport riders. It was lightweight, handled well, and equipped with a championship-winning power mill. Styling-wise, Yamaha did exceptionally well with this quad. On the outside, the 4×4 had a very racy, daring look that perfectly sits with its big-bore sibling, the Raptor 700, and the iconic YFZ450.
Yamaha Raptor 250 Models
The Raptor 250 had five different trims and 11 different models through the course of its six-year production run, namely:
Year
Model
2008 Yamaha Raptor 250
YFM25RSP2X (Special Edition II – 2WD)
2008 Yamaha Raptor 250
YFM25RSPX (Special Edition – 2WD)
2008 Yamaha Raptor 250
YFM25RXL (2WD)
2009 Yamaha Raptor 250
YFM25RYL (2WD)
2010 Yamaha Raptor 250
YFM25RZW
2011 Yamaha Raptor 250
YFM25RAW
2011 Yamaha Raptor 250
YFM25RSPA
2012 Yamaha Raptor 250
YFM25RBW (Custom Graphics)
2012 Yamaha Raptor 250
YFM25RBL
2013 Yamaha Raptor 250
YFM25RDL (Team Yamaha)
2013 Yamaha Raptor 250
YFM25RDW (Custom Graphics)
Models came in two color schemes – blue and gray/red. The Custom Graphics trim had a pure-black finish, while the 2008 Special Edition scheme was black/orange (reminds me of KTM motorcycles). The 2013 Team Yamaha YFM25RDL was in blue/white.
Yamaha Raptor 250 Price
The Raptor's base model price could go anywhere from $3,899 to $5,099, depending on model and trim. Accessories, such as a GYTR aluminum engine or suspension skid plates, front and rear grab bars, Cycra ATV Stealth Complete Racer Pack, hour meter, and tachometer, will increase the base model MSRP. Average retail ranges from $1,470 to $2,595. Build project costs would be an entirely different story.
You can find most units for resale on Craigslist. They are typically 2008 Yamaha Raptor 250s worth between $2,000 and $4,200 – with sellers located in the Northeast, Northwest, and Far West regions in the U.S. Raptors for auction are very scarce. Special-Edition units that are near-stock and in excellent working condition are even rarer and normally acquired by racing outfits. They are modded for use on motocross tracks and actual races. You would be lucky if you get the opportunity to purchase a secondhand.
Yamaha Raptor 250 Specs & Features
Engine: A forward-inclined four-stroke, air-cooled, single-cylinder SOHC engine powers up the machine. Bore-stroke ratio is 74 x 58 mm (2.91 × 2.28 inches). It has an engine displacement of 249 cm3, a compression ratio of 9.50:1, and a wet-sump lubrication system. A 29-mm Mikuni BSR carburetor and a wet-type air filtration system handle the quad's air-fuel mixture. The estimated maximum power output of a Raptor 250 is 14.9 kW (20.28 PS). 2.38 US gal/9 liters (with a 0.26-US gal/1-liter reserve) of unleaded gasoline with a PON 87+/RON 91+ is enough to fill the vehicle's tank.
Lubrication:The Raptor's oil capacity at draining is 1.32 US quarts/1.25 liters. At oil filter change, the capacity is 1.43 US quarts/1.35 liters. You can use SAE 5W-30, 10W-30, or 20W-40 Yamalube 4 4-stroke oil or equivalent that meets JASO T903 MA standard and an API grade of at least SJ (and no anti-friction modifiers or additives).
Drivetrain: A five-speed constant-mesh sealed O-ring chain drive sans reverse and a wet, multi-plate automatic clutch system (with a manual override) power the wheels. The primary spur gear reduction ratio is 76/22 (3.455). The first gear ratio is 37/13 (2.846), and the fifth gear is 28/29 (0.966). A 9.5-feet turning radius allows for stability when making sharp turns.
Ignition: The Raptor 250 uses a DC-CDI ignition and an electric start system. It has an AC-magneto charging system that powers up electronic accessories. It requires a 12V, 6 Ah, 130-CCA (Cold Cranking Amps) YTZ7S battery with assembled dimensions of 114 x 70 x 105 mm – L x W x H with a 15-Amp main fuse and an NGKDR7EA with a 0.6–0.7 mm gap.
Tires: Dunlop KT201 AT20 × 7-10 front tires and Dunlop KT205A AT19 × 10-9 rear tires go on aluminum panel wheels. Front and rear tire pressure should be 4.0 psi/27.5 kPa (0.275 kgf/cm²). Do not go beyond the range of 24.5 kPa (0.245 kgf/cm2, 3.5 psi) and 4.4 psi/30.5 kPa (0.305 kgf/cm²) when airing tires. The maximum pressure when seating the tire beads is 36 psi/250 kPa (2.5 kgf/cm²). ATireJect Off-Road Tire Sealant (view on Amazon) comes in handy in protecting your knobbies against puncture.
Brakes: Progressive right-hand-operated dual hydraulic disc brakes and a right-foot-operated single hydraulic disc brake give the Yamaha Raptor 250 its stopping power. These brakes do not require a lot of pressure to use. They are also more than adequate to halt the machine and do not need steel-braided lines.
Suspension: Enclosed in the vehicle's steel frame is a double-wishbone front suspension with five-way preload-adjustable shocks. It also has a swingarm link rear suspension with nitrogen-charged rear shocks and an eccentric chain adjuster. Wheel travel is 190 mm (7.5 inches) up at the front and 200 mm (7.9 inches) at the rear. The long wheel-travel suspension is perfect for rider weight within the 100 to the 160-lb range but may feel limited for heavier riders.
Dimensions: The Yamaha 250 Raptor's overall dimensions are 64 x 42.1 x 40.9 inches (1,625 x 1,070 x 1,040 mm – L x W x H). The minimum ground clearance is 3.9 inches (100 mm), while the vehicle wheelbase is 43.7 inches (1,110 mm). The curb weight is 150 Kg/331 lbs. The seat height is 28.7 inches/730 mm.
Exterior: The Raptor 250 has a steel tube frame (with a 6° caster angle and 23-mm trail) and plastic body material. Aggressive styling and superb ergonomics make the Raptor 250 stand out. The machine also comes standard with hand grips, 45-mm footpegs, and front and rear fenders. Dual 30-watt Krypton headlights mounted on the front fenders, a 3.9-watt tail/brake light, and 1.7-watt indicator lights all use multi-reflector lenses to provide superior light distribution.
Raptor 250 Pros and Cons
Yamaha got a lot of things right with the Yamaha Raptor 250. But the Japanese manufacturer still has room for improvement in making the sport quad close to perfect. Here are lists of gains and what to expect from this famous wheeler:
Pros
The quad idles quietly and features a highly responsive, light thumb throttle.
Its three-chamber muffler boosts low- and mid-range performance.
Power output is not intimidating but still fun for riders of all skill levels.
One can appreciate the Yamaha Raptor 250's agility and predictability on the track or trail, which becomes more impressive the tighter the terrain gets.
Its non-restrictive five-speed manual transmission allows riders to utilize the machine to its full potential.
The lack of a reverse gear makes for a lighter vehicle.
Its air-cooling system, coupled with an oil cooler, keeps the four-wheeler cool even when dragged around tight, technical trails.
Ceramic-composite cylinder liner supports wear reduction and excellent heat dissipation.
The vehicle's tire-and-wheel assembly provides plenty of grip and offers superb handling, no matter the road condition.
Reduce unsprung weight makes for excellent suspension performance, acceleration, deceleration, and handling – thanks to the Raptor's aluminum wheels.
Special features like a no-tools air filter access, eccentric chain adjustment, A-arms/swingarm grease fittings, and easy-to-detach bodywork make for easy repair and quad maintenance.
It features the YFZ and Raptor 700's flip-type, handlebar-mounted parking brake – the best and easiest-to-use parking brake, according to testers.
Cons
The manual clutch system may be troublesome for some riders, especially for newbies.
Handling the beast in ruts and technical terrain requires skill due to the absence of a reverse.
Straightaways and quarter-mile runs are among the machine's weaknesses.
The suspension tends to bottom out with heavier riders on the bike (weight range between 170 to 190 lbs).
Factory front and rear grab bars seem flimsy and need to be reinforced or replaced with aftermarket ones.
Head-to-Head with the 300EX
Since the Raptor 250 will naturally smoke its 250-class counterparts in stock form, it has become customary for riders to compare the machine with higher-displacement vehicles. And among all its competition, the consumer's favorite machine to compare it with is the Honda TRX 300EX.
Design
Both the Raptor 250 and 300EX feature ergonomics that appeal to younger or smaller riders. They are both eligible choices for the Youth Production class in GNCC and WPSA racing. However, since its inception, the 300EX has the upper hand in this area since it has dominated the said racing scene.
Price
There is a $1,100-difference in list price between the Honda 300EX and 2008 Yamaha Raptor 250. This is a huge consideration (and good news) for you if you happen to be a serious buyer. Since both are great race machines, you will need to decide if you would like to go for a stock 300EX or a Raptor 250 with $1100 worth of accessories.
Horsepower
The 300EX features a four-valve head that is more efficient at flowing intake and exhaust gasses. This translates to more power output compared to the Raptor's two-valve head design. On the downside, the 300EX's weight takes away from its power output. Putting a GYTR billet aluminum adapter plate on the Raptor also helps close the gap in engine performance and improve the Yamaha Raptor 250 top speed.
A stock Honda 300EX will always have more grunt than a Raptor 250, even with GYTR modifications. This characteristic gives the 300EX advantage over the Raptor when clearing doubles on the motocross track. But once both vehicles have worked their way beyond the low-end power, the Raptor gains back the advantage, as the latter can build RPMs faster than its counterpart, whether upgraded or in stock condition.
Suspension
The Raptor 250's firmer suspension, especially the front shocks, is much better than the 300EX. The impressive suspension system allows riders to charge whoops as hard as racers do on 450 machines. It also keeps the aggressive driver on all fours and driving while exiting turns. The 300EX's front shocks are inferior to the Raptor's.
Weight
The Raptor weighs 59.5 pounds less than the 300EX, so adding protective skid plates and a high-performance exhaust will not hurt the nimbleness of the 4×4. Despite additional accessories, the Raptor will still perform better on whoops and turns compared to the 300EX.
About Yamaha Motor Company Limited
Yamaha is a Japanese firm founded in 1887 in Shizouka that began as a piano and reed organ manufacturer. Eventually, the company ventured into motorcycle production after World War II and parted ways with its parent company to become Yamaha Motor Co., Ltd. From the '60s to spawning the ATV industry in the '80s to producing the Yamaha Raptor 250 in 2007, the rest is history. At present, Yamaha continues to excite and inspire its consumers with its off-road vehicles, personal watercraft, speed boats, and outboard motors.
Conclusion – Yamaha Raptor 250
Even after seven years from its final production run, the Yamaha Raptor 250 continues to be one of the most formidable 250-cc quads in the market. This is mainly due to Yamaha restraining itself from reinventing the wheel when it is not broken. The 250-cc Raptor is the perfect example of simply improving further what already works, a great demonstration of the statement, "Less is more."
By following this principle, Yamaha produced a sporty four-wheeler that charmed veterans and in-training riders alike. Of course, this does not stop enthusiasts from customizing the vehicle according to their skill and desires. Whether stock or upgraded, this beast performs beyond people's expectations. The beauty of riding a Raptor is that you do not need to modify your quad to have a blast!
The Yamaha YFZ450R is the best-selling 450 sport ATV in the world. Not only has it outsold the competition for multiple years, it's also continuing to rack up championships. In fact, the YFZ450R has won the last three AMA National ATV championships, as well as hundreds of local championships along the way. Nearly race-ready right off the showroom floor, the YFZ-R is built to perform right from the word go. We recently spent a few days in Glamis riding Yamaha 450 and Raptor 700 SE models. The annual trip is midweek as to avoid the crowds, but the recent holiday had definitely taken its toll on the typically smooth terrain. While the YFZ450R is an incredible machine, the YFZ450R SE offers customers a chance to be just a little different than the rest. The unique SE color, graphics and cool GYTR bumper are just enough to stand out in the crowd, especially if that crowd happens to all be wearing the ever-popular Yamaha blue.
DOLLARS AND CENTS The YFZ450R SE costs an additional $200 over the standard YFZ-R model. At $8999, you're buying a 9000-dollar quad, but let's face it, the $8799 standard model is a 9000-dollar quad as well. Compared to the competition, the Honda or standard-model Can-Am will save you $1200 off the top, and a KFX is still $700 less as well. While these machines cost a little less to get into, you really have to look at the bigger picture with the current 450 market. Of those mentioned, the slightly pricier Yamaha is the only one with an MX, race-ready, 49-inch-wide suspension system. For motocross, desert or dunes, this wider track width is the industry standard and will cost you thousands in A-arms, shocks and axles to upgrade too. The Yamaha not only comes at a race-ready, 49-inch track width, but it also features topof-the-line KYB shocks. These shocks are adjustable for high-/low-speed compression as well as rebound. The Yamaha's shocks are truly as good as it gets on a stock machine. In all fairness, the Can-Am DS450X mx comes with really great upgraded shocks and a wider, MX-ready front end. The difference being that the MX version of the DS is $9699, making it $1900 more than the standard model.
HOW FAST IS THE YAMAHA? The Yamaha flat out rips. It's not a stupid, throw-you-back-on-the-seat kind of power, but it's fast. Yamaha's fuel injection delivers crisp, usable power that is always there when you need it. The super-smooth power curve is great everywhere, but it really shines on the track. The YFZ-R can make an average rider look fast and a fast rider look flawless; it's just really that much easier to ride than the competition. Power comes on smoothly, the transmission shifts like butter, and it doesn't wear the rider out.
WHAT ABOUT PUTTING IT TO THE GROUND? The YFZ-R's assist and slipper clutch really improves shifting feel and fights fatigue with a claimed 25-percent-lighter clutch pull. Yamaha's slipper clutch also drastically reduces the oft-dreaded fourstroke engine-braking characteristic, improving cornering and improving bump absorption under braking. It is not a stretch to say that the YFZ-R puts the power to the ground easier and more efficiently than any other stock machine we've ever ridden.
DOES IT TURN? The YFZ-R turns really well with the ability to stick a corner or just as easily drift around it with the right amount of throttle. The Maxxis tires work pretty well on just about any terrain or type of dirt you might find at the track. While the tires work really well in groomed dirt, they are still predictable and fun to ride in the sand dunes. Only on the biggest and steepest dune climbs did we ever find ourselves wishing for a set of paddles. The wider track width/stance and lower center of gravity noticeably improve cornering as well. We tend to bang out around a hundred berm shots in a typical photo shoot, and the YFZ450R can be thrown harder into a dune face or berm than you would dare on any other stock ATV. It stays level and planted, even when you hook a little bit of extra additional traction.
HOW'S THE SUSPENSION? The YFZ450R suspension is unbeatable for a showroom stock machine. When the YFZ450R came out in '09, the suspension was great but had a few flaws in valving, etc. Over the years Yamaha has continued to test, tune and improve the OEM setup to the point that they are at today. With the help of racer/test rider Dustin Nelson and a handful of other talented test engineers, Yamaha has really got it beyond good. The '14 or '15 YFZ-R stock setup is very comfortable being ridden by a fast intermediate to a local pro level. In fact, we've ridden many project builds that were not on the same level, even with thousands of dollars worth of help from the aftermarket. This is impressive in itself, but even more so when thinking of how much work/money it took to race ATVs in the recent past.
HOW ARE THE BRAKES? Braking feel is excellent. Both front and rear feature ventilated rotors and brake lever. The Yamaha parking brake system allows for simple removal, leaving you a sleek and desirable clutch perch versus the clunky, awkward perch found on most other brands.
WHAT ABOUT COMFORT? The YFZ-R is comfortable and enjoyable to ride, even for hours at a time. Suzuki started the T-shaped seat back in the late '80s on the LT-250R, bringing it back again with the late LT-450R. They were on to something, and Yamaha was not afraid to borrow and improve upon it. The YFZ-R's seat is not big and ugly like the early LTs, but it really gives you something to lay into when trying to readjust bike position with your rear end or inner thigh. The seat is king, but the overall ergonomics are impressive as well. Anyone up to about 6 feet tall will find controls, bars, and seat-to-peg height about perfect. If you are 6 feet or taller, a taller stem or lowered pegs will make the mighty R that much more comfortable.
HOW IS WORKING ON IT? We typically just perform basic maintenance on our loaner machines, but we had the pleasure of building our last year's loaner into a WORCS machine. Yamaha has added tool-less fasteners for attaching all the YFZ-R's plastics. They have also redesigned electrical and battery mounting, allowing it to remain on the machine when removing plastics for easier basic maintenance or repairs. Quick and easy plastic removal really improves cleaning efficiency, as well as making nearly any repair a little easier.
WHAT'S IT LIKE ON THE TRACK? The YFZ-R has been bred for the motocross track, but it's equally as good in off-road situations. We raced a few WORCS races on the YFZ-R in both stock and modded-out form, and our test rider even won a National Hare and Hound desert race on it. The power delivery is perfect on a motocross track. It's not overpowering, but has plenty of pull to get over the largest jumps on any quadfriendly SoCal MX track we could find. Besides the 49-inch track width, longtravel suspension and great handling, the real beauty of riding the YFZ-R is that it doesn't wear you out. The suspension is stable and forgiving, the power comes on with electric-like delivery and the clutch action is superb. Dropping a gear while entering a corner doesn't cause excessive unwanted engine braking, and traction remains undisturbed.
HOW ABOUT THE TRAIL? The YFZ-R comes stock with a wider 49-inch platform compared to the rest of the field. In super-tight, wooded, XC-type situations, you might even find it a little too wide. In XC-racing situations, top XC racers find themselves narrowing up the YFZ-R with aftermarket A-arms, much like motocrossers have been doing with wider suspension on the rest of the 450s. While this XC application will add costs similar to widening an MX quad, the YFZ-R is still a great trail machine for any and all of the trails we ride out on the West Coast. The YFZ-R's decent-sized fuel tank and EFI fuel efficiency also give you the range needed to conquer the longest of rides.
IS IT THE ULTIMATE DUNER? Yamaha sport quads have the duner segment pretty well-covered. As for stock machines, the big-bore Raptor 700 features not only a super-torquey, dune friendly power curve, but it is also one of the most comfortable machines you could throw a leg over. When the dunes are in good shape, the Raptor 700 is an easy choice for all-day dune enjoyment. When the dunes are a little on the beat side, such as our recent Yamaha SE trip following Presidents' Day weekend, you will really appreciate the wider, longer-travel and more refined YFZ-R suspension package. When the dunes are anything but ideal, the YFZ450R is the machine to be on. Even after a good wind, it is really a matter a 1-inch-taller stem and long-travel A-arms with Elka Stage 5 shocks. The Roll Design arms are incredibly strong, increase travel, and add caster and camber adjustability. The Elka Stage 5s are really dialed out of the box, as they developed specs directly for the roll setup with Dustin Nelson and Josh Row. The rear axle is super tough and did not need to be replaced, and the stock brake lines also worked just fine. We added a Precision damper for added control and reduced fatigue, and a set of Flexx bars and handguards for superior bump absorption and a really comfortable/familiar sweep. The Yamaha engine performance was easily improved with a set of dropin cams from Hot Cams, a full-system exhaust with a MegaBomb header from FMF and an MSD ignition to re-tune the fuel curve. We removed the stock airbox lid and replaced it with a pre-filtered/vented Pro-Tec model. This basic performance setup is capable of both holeshots and victories at just about any level of MX or offroad racing.
WHAT DO WE REALLY THINK? We love the YFZ450R. It's almost completely race-ready off the showroom floor, and it is proving to be super reliable. In stock form, it's as comfortable at an MX track as it is on local trails or the biggest of dunes. We did a complete build on it for WORCS and a few National Hare & Hounds, but it would truly be competitive with just a set of nerf bars and a solid rider. This is by far the most capable stock 450cc machine that is available today.
SPECS YAMAHA YFZ450R ENGINE/TRANSMISSION Engine typeLiquid/oil-cooled, Ti 5-valve, DOHC 4-stroke Displacement ………………………………………….449cc Bore x stroke ……………………………95mm x 63.4mm Compression ratio ………………………………….. 11.8:1 Lubrication system ……………………………… Dry sump Induction …………………………………. 42mm Mikuni EFI Starting/back-up ………………Electric push-button/none Starting procedure …………..Turn on key and hit button Choke location …………………………………………….N/A Air filter: Type ……………………………………………………. Foam Access ……..Release seat and 4 clips; remove 1 bolt Transmission ……………………….. Fully manual 5-speed Reverse procedure……………………………………..None Transmission pattern …………………………1-N-2-3-4-5 Drive system …………………………………………….2WD Final drive ………………………………………………. Chain DIMENSIONS/CAPACITIES/WEIGHTS Fuel capacity ………………………………………… 2.6 gal. Wheelbase ………………………………………………… 50" Overall length/width/height …………..70.7"/48.8"/41.9" Seat height …………………………………………….. 31.9" Ground clearance ……………………………………….. 4.5" Claimed wet weight ………………………………….405 lb. ROLLING CHASSIS Frame …………………………………….. Steel round tube Suspension/wheel travel: Front ……….Dual A-arms w/adj. hi/lo comp./reb./prel. piggyback shocks/9.8" Rear ………….. Swingarm w/adj. hi/lo comp./reb./prel. piggyback shock/11.0" Brakes/actuation: Front …….Twin-piston hydraulic discs/right-hand lever Rear …………………….. Hydraulic disc/right-foot pedal Parking ………………………………….Left-hand lever/lock Tires: Front ……………………………. 21×7-10 Dunlop KT351 Rear …………………………….. 20×10-9 Dunlop KT356 DETAILS Lighting: Front ………………………Two 30W Krypton headlights Rear ………………………3.9/0.5W LED tail/brake light Instrumentation …………… Temp/fuel/neutral indicators Colors …………………….. Blue, white/red, SE Black/red Minimum recommended operator age ……………….. 16 Suggested retail price ……………… $8799; SE, $8999 Contact ……….Yamaha Motor Corp., (800) 962-7926
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