Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128090
2001 Yamaha WR250F In regards to Yamaha and off-road bikes, the press has consistently applauded the company - both for what it does and for what it doesn'l do. What it does is use as a base its latest, top-level motocross models (in this case, the brand-new, much-heralded YZ250F four-stroke). What it doesn'l do is ruin said motocrosser by overly de-tuning it and/or replacing trick lightweight components with cheesy, heavy parts (remember how Kawasaki found a way to ruin a sure thing a decade ago when it released its hefty, slow KDX250, rather than simply modifying a motocross-specific KX?) Of course Kawasaki's engineers aren't stupid, and finding the proper formula is not as easy as it sounds. Simply hanging a headlight on a motocrosser and calling it an enduro bike doesn't cut it, so Yamaha increases its chances for success by beginning with a strong basic concept: Bring YZ technology to the off-road market. That sounds like a throw-away marketing phrase, but following it to the letter insures that the most cuttingedge equipment is spec'ed, that the particular needs of the off-road enthusiast are considered, and that another KDX250 is avoided. With Yamaha of Troy's Ernesto Fonseca consistently winning rounds in the 125cc Westem Regional Supercross Series, there's not much question as to whether Yamaha met the first part of its goal: Obviously, this titanium-valved 250cc four-stroke is the absolute latest in MX technology, but what do the tuning-fork folks do to complete the second half of their goal? Well, for starters, Yamaha does indeed hang a headlight on the bike (more specifically, it uses a headlight/number plate combination with a 12-volt, 60-watt quartz halogen bulb that can be turned on or off via a switch mounted under the handlebar's crossbar). It also swaps the stubby motocross fender with a unit that drops down a bit in the rear and incorporates a 12-volt, 5-watt taillight. In order to run the lights, a lighting coil is used, along with a heavier flywheel (actually the weights on the YZ and WR flywheels feel about the same, but by moving the girth further out on the WR's - 100mm compared to 75 - Yamaha gives the bike more flywheel effect - important in technical off-road going). A voltage regulator and a WR·specific ignition are also utilized. Also in consideration of the aforementioned technical conditions, Yamaha has altered the timing on the cams by one tooth for better bottom-end grunt, just as it does with the WR426F (this modification can easily be reversed if so desired). In addition, the ratio of the five-speed transmission is widened in comparison to the YZ. First gear is lower at 2.385; second gear is the same at 1.750; and thJrd-through-fifth gears are taller (1.333, 1.042 and .815, respectively). Uke the motor, the suspension has been refocused for slow going over gnarly terrain, with the valving lightened up a bit (the same 4.31 and 47.0 fork and shock springs, respectively, as the YZ are utilized). For the longer distances covered in the off-road world, Yamaha mounts the same 3.17-gallon fuel tank (including .42-gallon reserve) that is used on the WR426F (the YZ's tank holds 2.1 gallons, with no reserve). The larger cell extends back on the frame further than the YZ's so a shorter seat is also utilized. To accurately monitor those longer distances covered, a resettable odometer hides behind the front number plate, and for when you're resting after covering those distances, there's a left-side kickstand. To meet forestry regulations, a spark arrestor is added to the WR's stainless-steel muffler, as is a removable sound baffle. Also, Yamaha installs an anti-backfire valve on the WR, in consideration of the downhills and engine-braking deceleration situations that abound off-road. It's one thing to modify a motocrosser to go fast off-road, but it can all go for naught if you don't protect it from the prutal conditions encountered there. Knowing that, Yamaha uses an 18-inch rear rim instead of the YZ's 19-incher, to reduce the possibility of pinch flatting a tire on a rock. Also, an aluminum guard is added to protect the left side of the WR's engine from rocks, joining the aluminum right-side guard and the resin skid plate that are shared with the YZ. The 52-tooth rear sprocket is steel instead of aluminum, so it doesn't get. bent on rocks, and the chain that wraps around it has O-ring seals to better resist the water and mud of off-road riding. And for those situations when you find yourself slowly slogging up a slippery incline, the larger-capacity radiator (11 tubes instead of the YZ's 10) should help keep the bike from boiling over (the rider him· self is on his own, however). The final two differences of the Yamaha WR250F compared to its motocross sibling are the direct result of the aforementioned changes. One is the claimed dry weight (the WR is 12 and a half pounds heavier, according to Yamaha's literature) and the other is the suggested retail price (the WR is $200 more expensive). can be kicked over without much effort (even without aid of the compression release). But although it usually starts right up on the first or second kick, there are occasions on which a stalled 250F is quite reluctant to re-fire, even with the aid of the (normally helpful) hot-start button. If gap just enough, and top speed is high enough with this tranny that we can stand losing a little. Yamaha did a good job of choosing suspension settings that are a decent compromise between fast desert conditions and slow woods applications, as the WR rarely seems out of place. Heavier riders should opt for stiffer spring rates, and woods riders may prefer lighter valving, but for the most part, the 250F absorbs obstacles with aplomb. The feel of the bike is also quite good, with a nice, flat layout that allows the rider to move easily back and forth, The only complaint here is that the large tank extends further back on the frame than does the YZ's, and some riders will wish they could get their weight further forward. If you're one such rider, it's a good idea to go with an aftermarket largecapacity YZ tank and a stock YZ seat; one of those occasions happens to be in a special test, it could ruin your score in a tight enduro. (Just look at what happened to Emesto Fonseca at the San Diego Supercross.) The spread of the wide-ratio transmission is much better suited to offroad than the YZ's close-ratio gearbox, and it's also more necessary on a small-bore thumper like this than it is on a versatile 426. That said, we plan to experiment in the future with different rear-sprocket sizes, as there are times when the gap between first and second seems a bit much. A larger rear cog might tighten up the 18 FEBRAURY 7, 2001 • cue I e n e vv s if funds allow, you may also want to go with a triple clamp/handlebar combination that puts more weight on the front wheel. Grievances are few and far between with the WR250F, so while we're on the subject, let's get our last two out of the way. First, a small one: some riders will find that their left (Above) Uke Its motocross cousin, the WR250F Is a screamer. The bike loves to be revved. just too darned much of it. If off-road riding areas are to be retained in this good power without ticking off everyone in the same county. Apart from that, we're in love with Yamaha's latest offering. The WR250F is fast, well-suspended and light. Yes, the weight of the off-road paraphernalia is noticeable, but the bike can still be flicked through the trees with less effort than just about anything else out there, a trait that becomes more and more valuable as the miles pile up and the energy runs out. Just like the YZ250F, the WR250F makes the average rider feel like a hero, and you can't ask much environmentally conscious day and more from a bike than that. age, motorcycle manufacturers are going to have to find a way to get Give those Yamaha test riders a raise! I:N heel rubs on the kickstand spring. Now, the big one: This bike is too loud! The sound level is acceptable with the muffler's baffle in place, but once it's removed (which is how most people will run it), the WR emits a bark that is downright annoying. Granted, it's a nice sound, but there's ~[fJ@®O(/n@&Jl1n@[JiJ~ fJ@@ fJ .'L7fffJfiiJDfffJWfffJ WrtJfJ@@!P RETAIL PRICE: ENGINE: $5699 Liquid-cooled four-stroke DOHC, single-cylinder, forward-inclined, five titanium valves 249cc DISPLACEMENT: , , , .. , BORE x STROKE: 77.0 x 53.6 mm COMPRESSION RATIO: ., " . " •. " " , .. 12.5:1 STARTING SYSTEM: Kickstarter Dry sump LUBRICATION SYSTEM: CARBORETION: Keihin FCR·MX37 wi hot-start button [, throttle-position sensor SPARK PLUG: : NGK CR8E CDI magneto IGNmON: D.I.D O-ring chain on 52/13 sprockets FINAL DRIVE: FRAME TYPE: HT-780 high-tensile steel semi double-cradle wi removable steel subframe FRONT TIRE: 80/100-21 Dunlop 739 REAR TIRE: 100/1 00- 18 Dunlop 739 FRONT BRAKE: .single floating 250mm disc wi Nissin hydraulic caliper REAR BRAKE: , .single 240mm disc wi Nissin hydraulic caliper FRONT SUSPENSION: Coil sprung, oil·damped telescopic fork w/l 1.8 in. travel [, adjustable rebound [, compression damping REAR SUSPENSION: Coil sprung, gas/oil-damped shock wi 12.4 in. swingarm travel [, adjustable rebound & high-& low-speed compression damping RAKE/ANGLE: , , 27.1 Q/117.4mm OVERALL LENGTH: 85.2 in. OVERALL WIDTH: 32.6 in. OVERALL HElGHT: ., .................••. _•.............•.••.•... .51.3 in. SEAT HEIGHT: ...............••.••••••.••......•....•••••.•.•... .39.3 in. WHEELBASE: ................•.•••••• _••.••.•.•..•.••.•.••..... .58.1 in. GROUND CLEARANCE: " .••...........•.•............15.0 in. CLAIMED DRY WElGHT: ..•.•••....•.............................242.5 Ibs.