For this edition of Classic Steel, we are going to look back at the evolution of Yamaha’s WR250 two-strokes.
The early 1980s were the heyday of Japanese enduro machines with all four manufacturers offering a full lineup of trail-ready machines. Photo Credit: Dirt Bike
The 1980s were an interesting time in the world of Japanese off-road offerings. At the start of the decade, you had a full complement of Enduro machines offered by the Big Four, with Honda, Suzuki, Kawasaki, and Yamaha all building alternatives to the traditional off-road powerhouses from Europe. Suzuki PEs, Kawasaki KDXs, and Yamaha ITs all offered long-travel suspension, modern chassis, and peppy two-stroke motors aimed at pleasing a wide variety of off-road enthusiasts. With Honda’s line of XRs, the biggest of the Big Four chose to cater to riders more interested in ease of use than absolute performance. With the right rider aboard, any of the Japanese Enduro offerings could win, but their attention was never as laser-focused on winning as the harder-edged off-road machines from KTM and Husqvarna.
While the Japanese offered a bike for nearly any taste, most off-road purists felt European manufacturers like Husqvarna and KTM still held the edge in performance. Photo Credit: Dirt Bike
As the decade moved on, most of the Japanese manufacturers seemed to lose interest in the hard-core Enduro market. Honda continued to pump out their incredibly successful XRs, but Yamaha, Suzuki, and Kawasaki began paring down their off-road lineups. By 1985, none of the Japanese had an Open class or 250 two-stroke in their stables, and by 1987, only Kawasaki and their plucky KDX200 remained.
By 1987, the Kawasaki KDX200 remained the last two-stroke enduro bike from Japan. Photo Credit: Dirt Rider
In 1989, the Enduro market once again started to heat up with the introduction of a pair of Japanese machines designed to go right at Europe’s stranglehold on the high-performance off-road arena. The all-new Suzuki RMX250 and Yamaha YZ250WR were based on the latest in motocross hardware and offered a much higher level of performance than previous Japanese offerings. Of the two, the YZ was by far the closest to its motocross roots, with only the bare minimum of modifications made to prepare it for off-road use. Both machines required a bit of fine-tuning to get them ready to race, but any way you sliced it a new era of Japanese off-road performance had begun.
If you wanted a high-performance Japanese off-roader in the eighties, your best bet was to modify a motocrosser like this 1987 YZ250. Photo Credit: Dirt Rider
In 1989, Yamaha finally brought true high performance to their off-road lineup with the introduction of the all-new YZ250WR. Photo Credit: Yamaha
While the RMX and YZ-WR were both aimed at the off-road market, their manufacturers took very different approaches to get their ex-motocrossers ready for the trail. Unlike the Suzuki, which sought to meet EPA requirements, the WR took a minimalist approach to off-road conversion. This meant no throttle stop to remove, exhaust to uncork, or gasket swapping needed to boost power. Unfortunately, however, it also meant an utter lack of most traditional enduro essentials. The new YZ250WR lacked the lights, side stand, big tank, spark arrestor, and off-road protection common to most machines aimed at the off-road market. It was 90% motocross with a dash of off-road versatility sprinkled in. Unlike the RMX, which was quiet, mellow, and EPA-legal out of the crate, Yamaha’s YZ-WR was a closed-course-only off-road beast.
The key to this burly performance was the WR’s motocross roots, which came through virtually unfiltered. Underneath its lovely blue livery, the new Wide Ratio was fundamentally a motocrosser, and that showed through in every facet of its performance. Internally, the YZ and YZ-WR top ends were identical, with the same cylinder, head, and piston employed by both. Unlike the RMX, which choked off its intake and exhaust, the YZ-WR used a motocross-spec exhaust and the same 38mm Mikuni TM38SS that was found on the YZ250. This afforded a significant horsepower advantage to the Yamaha in stock condition but also precluded riding it on government land without some sort of modifications. In a nod to off-road versatility, the YZ’s transmission was modified by lowering first gear and raising fourth and fifth. This, along with a heavier flywheel, made the bike easier to handle in the woods and more adept in the desert. With the taller ratios in place, the YZ’s top speed was increased from 72mph to an eye-watering 96mph. In stock condition, the YZ-WR did lack the RMX’s lights, but the ignition was prewired to accept them if the owner or course organizers deemed them necessary.
On the chassis front, the YZ-WR employed the same frame and suspension that was all-new on the YZ250 in 1989. This new platform was significantly stronger and more accurate for 1989 and gave the YZ and its off-road counterpart excellent handling manners. The new 41mm Kayaba inverted cartridge forks were cutting edge for the time and featured the same settings found on the motocrosser. Out back, the YZ’s fully-adjustable KYB damper delivered 12.2 inches of travel through the use of an all-new Monocross linkage and beefed-up swingarm. The wheels, brakes, and switchgear were all YZ spec with the motocross and off-road versions both adopting a Supercross-inspired 19” rear hoop for 1989. While this made perfect sense on the motocrosser, many questioned its presence on the off-road focused WR. The bodywork on both machines was identical, with a change from red to blue for the seat and graphics standing as the only significant visual clue between the two.
On the trail, the all-new YZ250WR turned out to be exactly the motocross-inspired beast most people had predicted. The YZ’s stock engine, which felt fairly mellow on a motocross track, was an absolute rocket in the woods. It was far more powerful than any of the other stock 250 Enduro machines and a bit of a handful if the conditions were not perfect. The 10mm larger flywheel only tamed its aggressive power slightly and the machine could be difficult to control if the trail was rocky or slick. Out west, that power was a blessing and the Yamaha’s gnarly power was perfect for conquering hill climbs and blasting through deep sand washes.
The new YZ250WR was precisely what its name implied, a YZ250 with a wide-ratio transmission. Out west, this made for an excellent do-it-all racer, but eastern boys found its untempered motocross personality a bit much in tight going. Photo Credit: Karel Kramer
Like the motor, the YZ-WR’s stock suspension settings were far too aggressive for slow-speed Eastern work and most riders felt the bike needed a spring swap and revalve to deal with the endless rocks and roots common to Enduros east of the Mississippi. For high-speed action out West, the YZ-WR’s motocross settings worked very well, and the blue bullet could handle any whoop, cliff, or road jump you were brave enough to tackle. Casual riders panned its flat-prone 19” rear wheel, tiny 2.1-gallon tank, and lack of off-road features, but as the basis for a hard-core western racer, the 1989 YZ250WR was hard to beat.
The 1990 Yamaha YZ250WR maintained its motocross personality but added an 18” wheel for improved flat protection. Photo Credit: Yamaha
After major chassis changes in 1989, it was time for some serious motor updates for the YZ250 and its wide-ratio brother in 1990. An all-new top-end featured a 5mm shorter connecting rod, revised porting, and a revamped head. The reed valve was moved 4mm closer to the cylinder and the reed stoppers were modified to allow greater lift. A new ignition featured a slightly heavier flywheel for smoother power and a redesigned outer case incorporated a separate cover to allow easy access to the clutch for the first time. The ignition remained lighting capable, but the WR continued to come standard with a motocross-style front plate instead of any enduro-spec lighting. An all-new exhaust boosted the top end, improved ergonomics, and lowered sound by offering a revised shape and larger oval silencer. As in 1989, the WR’s exhaust was YZ spec and lacked any sort of baffling or spark suppression. Displacement remained unchanged at 246cc and the engine continued to employ Yamaha’s original drum-style variable exhaust port (YPVS) to broaden power.
On the chassis front, Yamaha added several refinements for 1990. A new offset upper clamp allowed for the bar mounts to be reversed to accommodate a wider range of riders. An all-new tank was once again shared with the YZ that increased capacity by .15 gallons and featured a new shape that carried its fuel lower on the chassis. Both radiators were repositioned 40mm lower on the frame and the seat was lowered 5mm to further lower the bike’s center of gravity. All-new 41mm Kayaba forks featured a revision to the outer tube taper to reduce weight, a slight increase in spring rate, and a redesigned cartridge system that offered more adjustability and improved air/oil separation for smoother damping performance. New fork seals added an internal spring for improved sealing and redesigned fork guards wrapped around the lower sliders to provide improved protection.
In the rear, the 1990 YZ250WR featured an all-new Monocross linkage and redesigned swingarm. The new linkage offered a revised curve that was designed to be plusher initially and firmer on hard hits. All-new brakes front and rear offered improved performance through the use of new “works style” calipers that were smaller and more rigid while also offering increased pad area. In the front, a 15mm larger rotor (245mm) further boosted braking performance. As in 1989, the YZ250WR offered slightly different styling than the motocross version through the use of a color swap from red to blue for the seat and graphics. For 1990, Yamaha also added a blue anodizing for the forks. Lastly, a new 18” rear wheel was added to address the many flat complaints riders had voiced about the 89 WR’s motocross-spec 19” hoop. This opened up tire selection significantly and provided riders with greater insurance against flats on the trail.
On the trail, the 1990 YZ250WR was once again the rocket of the class. The new motor was snappy and very responsive with a big hit in the midrange. This worked well for fast guys like Ed Lojak who raced the WR nearly stock on the National circuit. With a heavier flywheel and a spark-arrested silencer, the Yamaha had more than enough power for any sort of off-road riding the WR was likely to encounter. If the trail was tight and the going slippery, the WR could be a real workout and it was not nearly as happy plonking down the trail as machines like the RMX and KTM.
Suspension performance remained skewed toward the faster end of the spectrum with the YZWR working best when pushed. Rocks and roots that were gobbled up on the RMX and KTM made their way right to the backside of pilots on the Yamaha. If you could find a way to turn a pair of logs into a double then the Yamaha was right at home, but if you planned to spend the day picking your way through miles of Davis, West Virginia moon rocks then your forearms were in for a workout.
On the detailing front, the YZWR was once again a bit of a mixed bag. Riders loved the new 18” rear wheel but the lack of any sort of other enduro equipment meant the YZWR was a pretty poor value. At $4099, it was already $100 more than the RMX250 and KTM 250 EX/C and that was before you popped for a side stand, skid plates, flywheel, hand guards, larger tank, and lights. Add all of that up and you had a $4700 Enduro bike that still might need a revalve to work back East. If you were looking for a motocross bike you could ride in the desert then the YZWR made a lot of sense, but if you were planning to do most of your riding in the woods there were better stock choices available.
Updated styling, major motor mods, and a new name graced Yamaha’s Enduro offering for 1991. Photo Credit: Yamaha
For 1991, Yamaha dialed up a list of significant upgrades for its off-road powerhouse. First up was a name change, with the blue barnstormer finally dropping the YZ from its designation. The newly christened WR250 received an all-new motor for 1991 with a nod toward boosting power and broadening performance. A new crank for ‘91 increased stroke by 0.8mm and boosted displacement by 3.8cc for a total of 249.8cc. This new longer-stroke mill featured a redesigned cylinder which added an additional boost port and a reshaped YPVS valve to further broaden power. In addition to the new porting, the revamped cylinder moved to an ultra-hard ceramic coating for the cylinder bore for improved heat transfer characteristics, lighter weight, and to provide tighter internal tolerances. While this new liner greatly increased durability, it was no longer borable in the event of a catastrophic engine failure. A new exhaust was added to work with the beefed-up motor and further broaden the powerband. As with previous Wide Ratio YZs, the new WR lacked any sort of baffle or off-road appropriate spark arrestor for the silencer.
In the bottom end, Yamaha once again added a lighting coil and heavier flywheel to the ignition to smooth out the power and allow for the addition of lights. Gear ratios were new for 1991 with the WR continuing to offer a wider spread than its motocross sibling. To improve shifting, Yamaha added a new “ratchet-type” shift mechanism that promised a more positive engagement.
Bodywork was largely a carryover from 1990, but the WR did adopt the YZ’s sleek new integrated rear fender and side plates for 1991. Gas capacity remained a bone of contention to many with the WR’s 2.25-gallon motocross tank providing excellent ergonomics but insufficient range for serious exploring or long enduro loops. New graphics for 1991 mimicked the redesign found on the YZs but moved the accents from the deeper blue hue used in ‘89-’90 to a lighter turquoise shade with magenta accents that were more in keeping with the bolder tastes of the time. As before, if you wanted handguards or additional motor protection you would have to seek them out from the aftermarket or Yamaha’s in-house YZR catalog.
On the suspension front, the WR adopted all the changes added to the YZ250 in 1991. That meant an all-new shock, revamped “Deltabox” swingarm, and redesigned Monocross linkage. The new rear end offered a 13mm longer stroke for the shock and a new ratio for the linkage that was designed to provide a more progressive action. Up front, the forks grew 2mm in diameter and added a redesigned cartridge damping system based on Damon Bradshaw’s 1990 works design. The new system channeled oil to move in only one direction through the compression and rebound valving stack to reduce aeration and provide more consistent control. Unlike previous YZ-WRs, the new WR250 did receive suspension valving specific to off-road use. While slightly plusher than the settings found on the YZ, the WR’s spring rates and valving continued to be far more aggressive than those found on its off-road competition.
On the trail, the new WR was only slightly less gnarly than its predecessors. The new valving provided a tiny bit more compliance, but its settings continued to feel more at home pounding whoops than dodging trees. The new 43mm forks and revamped shock were harsh at low speeds and tiring to ride unless you had the speed of Randy Hawkins. Many riders loved the WR’s feel on a motocross track as it was slightly plusher than the YZ without losing any of the motocrosser’s ability to take big hits. For desert riding and the occasional MX course excursion, the WR’s suspension was great, but its settings continued to be a bit too aggressive for many off-road riders’ tastes.
With the addition of Kawasaki’s all-new KDX250, the 250 enduro field offered everything from mild to wild in 1991. Photo Credit: Dirt Bike
On the motor front, the new longer-stroke engine provided the YZ with an incredibly wide and potent powerband. The engine pulled strongly off idle and then snapped into overdrive with a solid midrange hit and strong top-end pull. The new motor pulled noticeably farther on top before tapering off and delivered the type of power that felt right at home on a motocross course. The heavy flywheel and wider ratio gears did very little to neuter the WR’s potent delivery and the bike continued to be tricky to control if traction was minimal. Slick hills that the RMX and KDX slithered up with ease required a tricky balance of throttle and clutch control on the WR. For riders back East, a heavier flywheel and a different exhaust were the best ways to tame the slightly unruly WR. With these mods and some gearing changes, the WR could become a much more manageable woods partner.
As with previous WRs, Yamaha’s overall handling remained excellent. It was not as quick-turning as the RMX but it was nimbler than machines like the KTM and new Kawasaki KDX250. High-speed stability was very good and the WR was happy to stretch its legs if given the opportunity. For most riders, its abrupt power posed its most daunting handling challenge. The hard midrange hit and abrupt low-end response made the WR tricky in the tight trees and many riders found it prone to oversteer on exit. Here an aftermarket flywheel paid the biggest dividends and even national pros found the WR was a better handler off-road with a little less bark and a bit more chug.
Motocross racers like Jim Holley felt right at home on the WR250 in 1991. Photo Credit: Dirt Bike
Braking continued to be excellent and the WR was capable of out-braking most of its rivals. At 228 pounds it was by far the lightest bike in the class, undercutting machines like the KDX250 by as much as 20 pounds. Even after you added lights, a bigger tank, and a skid plate, the WR felt like a feather compared to tanks like the Kawasaki. At $4199, the WR was tied with the KTM 250 E/XC as the most expensive bike in the class and that continued to seem like a relatively poor value. At $4099 the RMX came with all the Enduro goodies and Suzuki even threw in an RM pipe, silencer, head gasket, carb top, and jets at no additional charge. New, improved, and renamed, the WR250 continued to offer a unique flavor of off-road performance. For many, the RMX250 was a much better value, but if power was your number one priority there was no better gun in the West than the WR250 in 1991.
Big changes for 1992 included a larger tank, quick-release rear wheel, and more off-road-focused suspension settings for the WR. Photo Credit: Yamaha
After several years of offering only the most modest of off-road accommodations, Yamaha finally got serious with the WR250 in 1992. While still based on the YZ250 platform, the new machine featured several changes aimed at making the WR more off-road-ready right out of the crate. Easily the most noticeable of these changes was the redesigned bodywork, which featured Yamaha’s first new front fender design in over a decade and an almost comically enlarged fuel tank. The new tank increased volume by 50%, upping the WR’s total fuel capacity to 3.4 gallons.
Chassis changes included all-new suspension front and rear with settings designed specifically for off-road riding. The new fork remained an inverted 43mm Kayaba unit but offered revamped valving and slightly more travel for ’92. The new settings were softer overall and designed to work better at low speeds without sacrificing the high-speed control Western riders appreciated. New triple clamps for 1992 improved front-end rigidity and repositioned the forks 5mm farther apart for improved stability. A new front hub was stronger and featured a 2mm larger front axle to reduce flex.
In the rear, the Kayaba shock was upgraded with the addition of an all-new heat-compensating damping system designed to minimize fade under hard use. Just as with the forks, travel was increased slightly and the damper featured spring rates and valving specific to off-road riding. An all-new swingarm maintained the Deltabox configuration but added a side stand and off-road-appropriate snail-type chain adjusters for the first time. To aid rider comfort the footpegs were increased in width for ‘92 and the bars continued to be reversible to allow for greater adjustment in the riding compartment. A new reinforced nylon brake line improved the feel while redesigned rotors reduced heat-related distortion. New pad material front and rear offered increased life, reduced squeaking, and a more progressive engagement. Chain life was upgraded as well with the addition of an off-road appropriate O-ring sealed drive chain for the first time. As in 1991, the rear wheel remained an 18” design for improved off-road compliance and increased flat protection.
Motor changes for 1992 included new porting specs, a reshaped head, a reinforced crankshaft, 20% thicker rings, upgraded YPVS bearings, a beefed-up wrist pin, and larger radiators. A new carburetor for ’92 moved away from the YZ-sourced flat-slide Mikuni TM38SS in use since 1989 in favor of a round-slide VM38SS taken from the air-cooled WR500. In testing, Yamaha found that the old-school mixer boosted low-end response and provided a smoother transition into the midrange. As a bonus, the VM38SS also provided easier access to jetting if adjustments were necessary. The ignition remained lighting capable and the WR continued to offer slightly more flywheel inertia than the motocross version. As with previous WRs, the exhaust remained YZ spec with a single-walled construction and straight-through silencer.
Motor and suspension refinements for 1992 made the WR250 a much better off-road partner. Photo Credit: Mike Webb
With previous WRs, the wide-ratio gearbox had offered a great deal of versatility,
but the super tall fourth and fifth gears were often difficult to pull with the stock gearing. The bike struggled to pull top gear in deep sand and was easy to bog if the shift to fourth and fifth were not timed perfectly. The widely spaced gears put a great deal of strain on the motor and unless the jetting was super rich, it was easy to seize the bike when pushed hard in these conditions.
In 1992, Yamaha revamped their wide-ratio gearbox to improve low-speed response and allow the machine to pull the upper gear more effectively. The first gear was lowered slightly to increase the WR’s chug factor and third, fourth, and fifth were tightened up to reduce the gap the motor needed to pull. This lowered the WR’s effective top speed slightly but allowed the motor to pull the upper gear more easily without bogging. The clutch feel was also improved by increasing the length of the pull rod in the internal mechanism.
On the trail, the 1992 WR250 was a much-improved off-road partner. The new motor was substantially smoother and more tractable down low with a less abrupt transition into the midrange. It was still far more potent than any of its competitors, but the WR was easier to manage if the trail was tight and traction was minimal. Low-end torque was excellent, and the new motor was much happier being lugged down the trail than in the past. The new transmission ratios were a perfect match to the broader power delivery and the WR offered a gear for almost any off-road situation. Some lighter and less-experienced riders still found the WR’s motocross-like power intimidating, but it was much more forgiving than in the past. As long as you had the skill to handle its bark, the WR offered an excellent off-road motor package.
On the chassis front, the WR250 continued its reputation as an excellent do-it-all handling machine. Turning was excellent and the bike retained its freight train-like stability at speed. At 234 pounds, the WR remained the lightest bike in the class despite its additional enduro hardware. On the trail, that light weight was apparent and the WR felt very much like the motocross bike that it was based on. Jumps, whoops, and G-outs were taken in stride with the new suspension providing excellent comfort and control. The new settings for ’92 were far plusher than in the past and much better suited for off-road use. It was still not as comfy in the rocks as couches like the KDX250 and Husqvarna WXE, but for racing, the WR250 offered excellent performance.
In most cases, the only real complaint riders had with the new WR centered on its absurdly shaped tank. The new fuel cell provided substantially more range but its wide profile and splayed-out shape made it difficult to grip the bike with your knees and arduous to slide forward in turns. The large section protruding from the top of the tank was mostly unnoticed once in motion but if you happened to slide too far forward your family jewels could be in for a rude introduction.
Overall, the 1992 WR250 proved to be by far the most well-rounded WR yet. The power, suspension, and handling were much improved, and the bike was, even more, enduro ready out of the crate. At $4199, it was still the most expensive of the Japanese competitors, but the added value of the side stand, big tank, quick-release wheel, and O-ring chain made its price seem a bit less egregious. You still had to pop for lights, hand guards, and a decent spark-arrested silencer, but overall, it was a significantly improved off-road machine.
The 1993 Yamaha WR250 was unchanged in 1992 aside from a slight update to the graphics.
After a slew of significant changes in 1992, the WR soldiered on into 1993 unchanged from the year before. Even the graphics were virtually identical, with only a small change in the “WR” font on the shrouds setting the two machines apart. This season, the motocross version of the WR received a completely new design and this change was held back from the off-road version for the first time. While the WR was unchanged, it continued to be an excellent choice for western racers. Back east, the KTM, Husqvarna, and Suzuki were better choices, but the WR was still a great selection in the proper environment.
The new tank introduced in 1992 increased fuel capacity by nearly 50% but also greatly hindered the WR’s ergonomics. Photo Credit: Yamaha
All-new from the ground up, the 1994 Yamaha WR250 offered smoother power, improved ergonomics, and excellent all-around handling. Photo Credit: Yamaha
After a year of Bold New Graphics, Yamaha was back with an all-new WR250 for 1994. Once again, the WR was based on the YZ platform, this time sharing its DNA with the second year of Yamaha’s latest design. Redesigned from the ground up, the ‘94 WR250 featured an all-new frame, revamped motor, reworked suspension, and restyled bodywork. As with previous WRs, the 1994 edition remained targeted at cross-country and western riders who favored power and speed over plushness and tractability.
Delivering power to the new WR was a YZ-derived 249cc two-stroke mill that featured several changes aimed at providing a smoother flow of power. Internally, the WR featured all-new porting, a heavier crank, and a reshaped power valve that was re-timed to open earlier. An all-new ignition continued to offer lighting capability and a redesigned clutch employed heavier steel plates to help put more power to the ground. A new exhaust sat lower on the chassis and beefed up low-to-mid power while continuing to employ the YZ’s unrestricted silencer. Carburation duties were once again handled by a 38mm round slide Mikuni mixer that Yamaha felt delivered better low-end response and a smoother delivery than the flat-slide carb used on the YZ.
Chassis changes included an all-new frame that Yamaha claimed reduced flex by over 20%. Redesigned bodywork gave the WR a new look and a much sleeker profile. A new tank kept the increased capacity but did a much better job of staying out of the rider’s way. The 3.4-gallon fuel cell was much narrower at the seat/tank juncture and no longer splayed out comically at the front. The larger tank did require the use of a slightly shorter seat than the one found on the YZ, but the overall feel of the riding compartment was much improved for 1994. The new side plates tucked in better, and the exhaust side no longer bulged out like a dual-shock machine of old. This improved layout made it easier to grip the machine in the rough and less intrusive to slide forward in turns.
Suspension changes for 1994 included all-new components that shortened travel slightly from 1993. This was done to lower the machine and allow it to take a better set in turns. The shock, linkage, and swingarm were all new, and continued to employ a side stand, quick release, and snail-type chain adjuster for trail-side convenience. The new shock was shared with the YZ and featured a 4mm larger piston for improved compliance on small impacts. While the shocks were identical, the WR featured a slightly softer spring and less-aggressive damping than the one found on the YZ.
Up front, the WR used the same inverted Kayaba fork found on the YZ but offered damping settings that were softer and designed to be more trail friendly. Unlike the shock, the forks used the same springs employed on the YZ. Overall travel was reduced by .4-inches in the front and .2 inches in the rear with the forks offering 11.8 inches of movement and the rear clocking in at 12.4 inches. As before, both the front and rear components offered a full array of adjustable compression and rebound settings.
Big Power and firm suspension made the WR the motocrosser of the off-road world in 1994. Photo Credit: Karel Kramer
On the trail, the all-new WR offered an improved but not revolutionarily different riding experience. The YZ-derived motor remained by far the most aggressive in the class with power that felt only slightly less potent than a full-on motocross machine. Ridden back-to-back with the ’94 YZ250, it was significantly smoother and more mellow in its delivery, but when compared with the other machines in its class the WR felt like a 500. The powerband was very wide, with good low-end, a strong surge in the middle, and decent overrev on top. The new heavier crank and steel clutch plates allowed the WR to hook up better on slippery surfaces, but it remained a motor that demanded respect. Out west, the additional power the WR offered was appreciated as it had more than enough boost to blast up steep hills and power through deep sand. Back east, a more restrictive silencer and heavier flywheel were still recommended to tame the savage beast.
One issue that plagued the WR in both environments was detonation. As delivered, it was prone to pinging on pump gas and no amount of jet swapping seemed to alleviate this completely. This was also a problem on the YZ, so the round-slide carburetor was likely not the issue. For riders planning to race the WR or put a ton of strain on the motor a mix of high-test and race gas was highly recommended.
On the chassis front, the new WR was once again improved but not remarkably different in feel from its predecessors. The motocross-spec suspension was the stiffest in the class with settings that craved road jumps and sand whoops. It offered the most control when pushed but was the least compliant when plonking along the trail. This was perfect for hair scrambles and western-type events but eastern enduro riders still found the stock settings a bit stiff. Turning and overall handling were excellent, and the stoutness of the new frame could be felt in the rough. The new tank was much less intrusive to the rider and the slimmer midsection made it easier to move around and grip the bike when necessary. While the new tank was certainly an improvement, some riders still complained that the fuel cell made it difficult to get forward in turns. Unfortunately, if you wanted to swap it out for the YZ tank you would need to get the motocrosser’s seat as well.
One area where the WR was not an improvement was the price. Year-over-year it jumped $600, leapfrogging even the pricy Europeans. At $4999, this made it officially the most expensive bike in the class and that still did not include lights, skid plates, hand guards, or a quiet silencer. This was roughly $600 more than a CR250R cost in 1994 so if you were looking to convert a motocrosser it might not have seemed like a terrible deal. Yamaha did most of the tough work for you and as long as you were okay with its harder-edged personality, the WR was a very capable off-road racer.
Minor motor mods aimed at reducing detonation and Bold New Graphics made up the balance of WR250 changes in 1995. Photo Credit: Yamaha
After a complete redesign in 1994, the WR250 was back with only minor changes for 1995. This season the YZ250 finally got an all-new engine design, retiring the original YPVS configuration in use since 1982. The YZ’s new power valve system mimicked Kawasaki’s KIPS by adding an exhaust gas resonator to their traditional drum valve to boost low-end response. The WR did not get the new motor design, but Yamaha did richen the jetting and retard the ignition timing slightly on the WR in an attempt to reduce the pinging that plagued the ’94 machine. The YZ also received frame changes aimed at improving turning for ’95 but the WR’s frame remained unchanged. Graphics were all-new on both machines with a colorful and cartoony look that people seemed to love or hate. The suspension remained unchanged on the WR while the YZ adopted an all-new fork design for 1995.
The ’95 WR250 was a great western racer that was as at home on the track as it was on the trail. Some people even felt the WR was a better handler than the YZ in 1995. Photo Credit: Dirt Bike
On the trail, the WR’s updated motor did not run appreciably differently despite its updated jetting and ignition. Power was still plentiful and the engine continued to ping under a load if pushed. Even with careful jetting, a 50/50 mix of race gas was still advised. The older frame turned out to be a blessing as most testers felt it handled better than the updated YZ chassis. It was still not as sharp-turning as the Suzuki, but it offered a great all-around handling package. At $5249, its price crept up another $250 and it remained the most expensive bike in the class.
The YZs and WR moved to an all-new blue hue in 1996. Photo Credit: Yamaha
For 1996, the WR250 got an all-new color scheme but under that blue plastic, it was the same machine it had been the year before. This season, the YZ250 moved to an all-new platform with sleek bodywork and a redesigned suspension. Ironically, motor changes on the YZ this season ended up giving it a mellower delivery than the WR. The off-roader’s motor was actually faster than the motocross version and many felt both bikes would have benefited from a swap in power plants. By this point, the WR’s bodywork was beginning to show its age, but no one besides Damon Bradshaw was likely to go looking for more power.
The Yamaha WR250 offered updated graphics but no other significant changes for the off-road warriors in 1997. Photo Credit: Yamaha
For 1997, the WR250 got Yamaha’s new strobe graphics, more comfortable grips, and no other significant changes. The new blue front fender and strobe graphics were handsome, and many people felt it’s look was an improvement over the cosmetic excesses of the early nineties. With the all-new four-stroke WR400F ready to make its debut in 1998, Yamaha was no longer interested in developing the two-stroke WR250 for the US market.
Back in Japan, the WR250 received a major revamp in 1997 that moved the machine to the latest YZ platform. Photo Credit: Yamaha
While 1997 signaled the end of the run for the WR250 in the USA, it did continue to be updated and sold in other markets. An all-new WR250 two-stroke employing the latest YZ250 layout made its debut back in Japan in 1997. This machine would continue through 1999 when Yamaha would finally retire it in favor of the all-new four-stroke WR250F.
Today, the legacy of the original WR250 lives on in Yamaha’s YZ250X. Casual riders and off-road racers continue to enjoy its motocross-like performance and incredible versatility. Today, the four-stroke is king, but there is still a lot to love about the simplicity, cost, and excitement two-strokes like the YZ250X bring to the table.
Today, Yamaha’s modern YZ250X embodies the minimalist performance ethos of the original WR250.
