RideApart Review: Yamaha WR250R

Reviews -



The Yamaha WR250R now competes in the suddenly popular dual-sport segment. It’s smaller than the DR-Z400S, much more expensive than the CRF250L and much higher spec than the KLX250S.

What’s New:
In an age of 600lbs, 1,200cc adventure tourers wearing knobby tires, it’s easy to forget that dirt bikes don’t need to be big, heavy and expensive. This is the little Yamaha that could. Sharing an aluminum twin-spar chassis and fully-adjustable suspension with the dirt-only WR250F, don’t let the 250cc capacity confuse you — the Yamaha WR250R is a fast motorcycle on-road and off.

Seriously, we had an absolute blast running around LA freeway traffic on these, out-dragging confused Harley riders and taking advantage of the high seats, wide bars and 298lbs weight to carve through stationary traffic. The WR was even happy cruising at 90+ mph in the fast lane for extended periods.

Off-road, it’s a real dirt bike. It’ll jump, it’ll land, it’ll ford rivers and cover your buddies in mud.

What’s Good:
The WR is pricey because you get a lot for your money. Fuel injection, wavy brake discs front and rear, fully adjustable suspension, nice components everywhere you look. This is not a budget motorcycle.

It’s also a Yamaha. Which means it’s going to start on the first push of the button every single time and won’t need its engine ripped apart every 40 hours.

Unlike larger single-cylinder engines, the WR’s doesn’t make your hands numb with vibration, even while cruising at 85mph. The skinny dirt bike seat looks uncomfortable, but it’s got just the right amount of support for hours of comfort.

We didn’t try, but others report seeing top speeds of 90mph +. That from a little 28bhp, 18lb/ft four-stroke 250 single. It gets there quickly too. There’s not much bottom end, but it likes to rev. Max power arrives at 10,000rpm.

Those fancy 46mm, fully adjustable KYB forks and fully adjustable (with ride height) Soqi shock deliver 10.6 inches of travel front and rear. That’s only slightly less than the dirt-only WR250F. Because it’s revy and because the clutch is so linear and predicable, the engine is exceptionally easy to use off-road. Instead of surging ahead with the faintest twist of the throttle, you instead need to work the clutch to negotiate low-speed obstacles and work the gears when things get faster.

One of the main gripes about the WR250R is that the dual sport weighs 278lbs, 44lbs more than the dirt-only WR250F. The thing is, you don’t feel it. Everything about the R feels welter weight from pushing it around, lifting it up, balancing at very low speeds or whatever. Seriously, if you didn’t know and someone told you the weight, you’d assume they were lying.

Going back to the “this is not a budget bike” thing. It looks like the real deal because it is. The engine looks modern, the suspension is flashy, the tapered aluminum swingarm looks like it belongs on a race bike. Get it muddy and pull this up in front a bar and people will think you just rode in from Baja.

At 36.6 inches, the seat is still dirt bike high, yet it’s two inches lower than the WR250R, so you’ll be able to touch the ground as you sit on it. By twiddling the ride height adjuster and dropping the forks, you can lower that even further. New riders won’t be intimidated on the highway either. Saying it easily keeps up with traffic is an understatement. It’s faster than most traffic. This would be a great first motorcycle that’d allow you to develop your dirt skills, but it would also work for an experienced dirt rider looking for a dual sport to ride on the street too.

What’s Bad:
At $6,490 the WR250R isn’t cheap. In fact, it’s $291 more than the Suzuki DR-Z400S. But, that DR-Z doesn’t get 71mpg. That’ll save you money day-to-day, but it helps on the trails too. You’ll see 100-120 miles out of the 1.9 gallon tank.

The Bridgestone TW301/302 tires that are so good on road (even in the pouring rain) are a little limited off compared to dedicated dirt tires, but we were able to blast down sandy fire roads, through mud and over slick, wet rocks in and around water crossings without even stopping to air them down.

The Verdict:
Never owned a dirt bike? This is an non-intimidating way to get started getting dirty. Experienced dirt bike rider looking for a reliable dual-sport? This’ll do way more than just get you to the trails and still entertain you once you’re there.

RideApart Rating: 9/10

Photography Credit: Grant Ray

  • http://www.facebook.com/scottie.r.smith Scottie Ray Smith

    These sell out quickly here in Arkansas. Very popular for the running the trails of the Ouachita Mountains and the Ozarks.

  • http://twitter.com/mchale2020 Jordan

    These are very popular bikes here in the southeast, too. It’s easy to find WR450s all day long on CL, but you had better be quick following up on the 250s because they sell so quickly. When I have little bit more budget to play with, this will probably be my next bike.

  • http://www.facebook.com/stephan.alessi Stephan Alessi

    Could someone explain to me a little pros vs cons comparison with the Honda CRF250L? Sounds like better suspension but I’m still a little confused why it’s so much more expensive?

    • http://RideApart.com/ Wes Siler

      Better suspension, stronger motor. The CRF250L can go anywhere the WR250R can, the Yamaha will just get there faster.

      • http://www.facebook.com/stephan.alessi Stephan Alessi

        Cool thanks Wes. As far as a city bike goes I bet either works!

  • KevinB

    Where did this pick up 44lbs over the non-street legal version?

    • YBohler

      My first guess would be the Exhaust and the EXUP

      • jason wright


    • Marc

      Lighting kit front and rear, horn, left hand switchgear, mirrors, kickstand and kickstand safety switch, wiring harness and relays to support all of that, larger sump and additional oil capacity for longer maintenance intervals, o-ring chain, DOT tires. There are likely additional internal changes to engine in search of emissions and noise reductions, and that great valve maintenance cycle.

    • Guest

      The WR250F is a completely different bike. Different frame, motor, suspension, etc. It’s not a matter of bolting on street-legal parts. The only thing they share is a name.

  • YBohler

    I’ve been using the “X” version for the pas two years for commuting. I love it! a great bike.

  • TheSeaward

    Can someone shed some light on service intervals for this and the CRF250L. Neither OEM website has any type of maintenance info.

    • http://twitter.com/mchale2020 Jordan

      The Yamaha requires valve clearances to be checked every 26,600 miles going by the owner’s manual posted on the factory website. This mileage is identical to my R1 and R6 and their respected valve services.

      • TheSeaward

        That is not bad at all. Thanks for the info.

        • http://twitter.com/mchale2020 Jordan

          No probs, dude. Is that a Tycho album cover for your profile? I really enjoy that artist’s music!

          • TheSeaward

            It was actually just a background that I repurposed into an avatar. When you said that I checked it against Tineye and realized that it is indeed an album cover. So far I like what I hear. Thanks for the accidental music suggestion.

  • Jason Stone

    I miss mine. great bike. Replacing the exhaust with an aftermarket unit drops about 15lbs. It could use revalving for serious fast off-roading but its a solid very low maintenance required platform. I put 12,000 miles on mine before I sold it

  • TheSeaward

    Thanks for the extra info. You’re doing a good job of selling them.

  • Arin Macchione

    Picking nits here but the 250F’s suspension consists of 48mm forks with a bit more adjustment then the 46mm forks on the R’s. The F gets a KYB shock not a Soqi. I just want to point out that they don’t exactly share a suspension/frame setup. While the frames maybe very similar, the subframe on the R is round steel tubing but the subframe on the F is square section aluminum. Carryon.

  • Von

    I would love to buy the WR250F, but I’m only 5’6″ so I know tip toeing around town would get annoying and fatigue would set in. I choose the CRF250L. My only reservations about the CRF250L bike is that it’s heavy, under-powered and horribly suspended for aggressive off-road riding. It is amazing how despite all of this, every review I read still calls this bike things like ‘fun’, ‘great commuter’, ‘best buy’, etc. The low seat height of the CRF250L is key for me, as is the much lower price. I see that for around $1,500 I can make the CRF250L become leaner and meaner, almost on par with the WR250R and still cheaper. Race Tech can redo the suspension and Best Dual Sport Bikes has a power kit. All of this will add 6hp, lose 15 pounds and make the bike off-road worthy for someone heavier than 100 pounds or advanced in dirt riding. There’s still 2013 models around for $4200, I’d like to try to get one for $4k later this year, add the $1500 in mods and still have a bike worth only $5500 that can hang with a $6,600 WR250R and commute comfortably for me all day long.