by , on May 12, 2010, 08:52 Small, light and versatile dirt bikes are big part of Yamaha’s history, but we also can’t complain about their evolution on the streets either and the 2010 WR250X model is a pure demonstration of power in this concern. Nowadays, the engine’s size isn’t as important as the overall package’s weight, handling and build quality and this versatile Yamaha motorcycle does more than meeting these last demands, it actually makes us wonder which category is the most appropriate for it. Year: 2010 Make: Model: Engine: liquid-cooled DOHC 4-stroke; 4 valves Transmission: Constant-mesh 6-speed; multiplate wet clutch Horsepower @ RPM: hp @ 10,000 rpm Torque @ RPM: Nm @ 8,000 rpm Energy: Fuel Injection Displacement: 250 L Top Speed: 85 mph Price: 6,490 Introduction If you take a look at the overall bodywork, the WR250X looks very much like any quarter liter dirt or of-road bike, but the street rubber sets it not far from the dust, but just enough to keep it clean. So is the supermoto track more appropriate for it? Yes and No. On one side, the 17-inch standard spoked wheels with road tires are the ideal solution for most supermoto bikes, but with a inches high seat, the WR250X will need a pretty tall rider to touch the asphalt with his heels. Also, the dirt section will put no problems to it so this doesn’t help us clear things out, but immerse even more into this dilemma. And yet, the 250cc liquid-cooled DOHC four-stroke; four-valves, single-cylinder engine is more than capable to make a very good impression in both situations as it is fuel-injected. Characteristic to Yamaha, the system features intake air pressure sensor and throttle position sensor for great throttle response as well as fuel economy. Actually, since last year, Yamaha answers to everyone’s questions regarding fuel consumption by claiming that their WR250X can go 71 miles with a single gallon. 2010 Yamaha WR250X The chassis is the centerpiece creating this controversy so we’ll start by mentioning that the frame isn’t your regular unit, but a motocross derived aluminum semi-double-cradle one. This offers great resistance and together with the asymmetrical aluminum swingarm, fully adjustable 46mm fork and rear shock, ensures sharp cornering and stability. So I guess we’ll have to call it either a dual purpose motorcycle or a supermoto one even though I prefer calling it versatility itself. History Competition 2009 Honda CRF230M Yamaha achieved quite a unique combination with their WR250X motorcycle and if they plan to beat the Honda CRF230M, success is guaranteed. For starters, the engine powering Honda’s motard is only a 223cc air-cooled SOHC four-stroke; two-valves, single-cylinder which is indeed fed through a 30mm CV carburetor, but at least mates to a six-speed gearbox in an attempt to even up the scales. Also, Honda uses Showa suspensions and both front and rear disc brakes while the seat is positioned inches above the ground. With a base MSRP of just $5,399, the CRF230M won’t miss customers at all. 2010 Kawasaki KLX250SF Kawasaki is definitely in for a piece of the action with their 2010 KLX250SF, a motorcycle which is more aggressively styled than the Honda and even features a more potent engine. The MSRP is also bigger – $5,599 – but there’s plenty more to this bike than style. With a 249cc liquid-cooled, DOHC, four-valves; single-cylinder engine which might not get fuel injection, but feels very well with its Keihin CVK34 carburetor especially when all that power is transmitted through a six-speed gearbox. The seat is found at inches from the ground. Exterior 2010 Yamaha WR250X Although the 2010 Yamaha WR250X won’t find its place among the “Top Ten Most Beautiful Motorcycles” ever made, the thing looks just like it needs to in order to meet the purposes of its creation. For example, the steel fuel tank is designed to offer the proper knee grip while the seat is narrow and yet not harsh like in the case of this bike’s motocross siblings. The seat cover is made out of a grippy material so that if you’re still positioned at inches from the ground, at least to be well “glued” to the bike. The handlebars bolt on the supermoto fork completed with mudguards and a blacked-out surface. At the other end rolls a spoked 17-inch supermoto wheel supporting a 298mm waved disc brake. The back end rolls on an identical wheel only, which in this case features a 230mm brake disc and a sprocket while being bolted on to an asymmetrical and matte black painted swingarm. The same color is used for the frame. But if you want to become aware of this motorcycle’s supermoto capabilities, it is enough to get a glance of the outrageously high positioned front and rear fenders. These too are designed to be simple and light while still protecting the rider from mud. A small part of that task also goes to the side panels, but their main goal is to look like they hug the gas tank and blend perfectly in with the seat. The graphics aren’t that great though, but certainly the appropriate think for 2010’s White/Red color scheme. Press Reviews 2010 Yamaha WR250X “The Yamaha WR250X is certainly perky enough given its small capacity – the modern water-cooled engine is derived from the YZ-F motocross range. Even a rider stepping up from a 125 would tire of the lack of speed – little more than 80mph is available. Stick to town and the short gearing is handy for slicing through traffic. Open roads are a bore though.” – MCN "While power is adequately sprightly at urban speeds, I was initially worried the mini motor would run out of breath at a California speedway… er, freeway pace. However, it runs just fine at 70-75 mph, using its sixth gear to bring down revs and vibration to levels that aren’t objectionable" – motorcycle "The WR250X’s frame is without a doubt the most successfully designed part of the machine. This semi-double-cradle frame is based on the famous WR250Fs; it includes three cast-aluminum sections and an asymmetrical rocker arm with crossmembers, also cast-aluminum." – moto123 "Steering geometry felt spot on and never wanted to tuck the front while remaining stable at the end of the straightaway. Clamping down on the oversized front brake gave excellent stopping power and we were still braking deeper into the corners by the time our day was finished." – motorcycle-usa "Compared to the WR-R, it has a beefier front brake, 17-inch wheels and slightly street-oriented suspension settings. Although it has the travel, handling, weight, riding position and ergonomics to work OK off-road, the tires definitely make it more suited for the pavement." – amadirectlink Price Yamaha certainly knows to put value on its products, especially when these introduce one-off features turning them into class leaders. This is also the case with the 2010 WR250X as the bike is the only one in its class to feature fuel injection and comes with a base MSRP of $6,490. Conclusion 2010 Yamaha WR250X For those who are just starting in supermoto, the Yamaha WR250X is the machine they aim for as it represents progress through technology, versatility and comfort, all at a price that doesn’t require more than the scholarship on a few months. And experienced riders are offered a fun and easy to live with alternative that can put an end to their search for a commuting mean and open a new chapter in their motorcycling days. SPECIFICATIONS Engine and Transmission 2010 Yamaha WR250X Type: 250cc liquid-cooled DOHC 4-stroke; 4 valves Bore x Stroke: x Compression Ratio: Fuel Delivery: Fuel injection Ignition: Direct ignition coil Transmission: Constant-mesh 6-speed; multiplate wet clutch Final Drive: Chain Chassis and Dimensions 2010 Yamaha WR250X Suspension/Front: Inverted fork; fully adjustable, travel Suspension/Rear: Single shock; fully adjustable, travel Brakes/Front: Hydraulic single-disc brake, 298mm Brakes/Rear: Hydraulic single-disc brake, 230mm Tires/Front: 110/70-17 Tires/Rear: 140/70-17 Length: in Width: in Height: in Seat Height: in Wheelbase: in Ground Clearance: in Fuel Capacity: gal Fuel Economy: 71 mpg Wet Weight: 300 lb (California model 302 lb) Other Warranty: 1 Year (Limited Factory Warranty) Features & Benefits 2010 Yamaha WR250X Key Features: Directly descended from our YZ motocrossers and WR off-road machines—even the original Yamaha YA-1 of 1955—the WR250X is here to make Yamaha’s off-road prowess street accessible. Not exactly an enduro, a supermoto or a sportbike, the WR250X is for riders who ride mostly paved surfaces. Its sibling, the off-road inspired WR250R, is for riders who spend more time in the dirt. Engine: 250cc liquid-cooled, DOHC engine with two titanium intake valves and two steel exhausts, forged piston and plated cylinder for outstanding durability. Pentroof combustion chamber with downdraft-type straight intake helps make excellent power across the rev band, with maximum power at 10,000 rpm. First use of fuel injection on a 250 Yamaha on/off-road bike. The system relies on input from a crank sensor, intake air pressure sensor and throttle position sensor feeding a compact ECU to provide optimum combustion. An ECU-controlled EXUP® exhaust valve, along with an electronic intake control valve, broadens the powerband. High lift cams have WPC surface treatment in which the surface is sprayed with fine powder at over 100 meters per second to increase surface hardness. Three-axis engine layout keeps the engine compact. Wet sump tucks between frame rails to keep the engine height down. Rare earth-type ACM alternator keeps the weight down while providing all the current needed to run the FI and lighting systems. Direct ignition coil sits atop the spark plug—another first on a Yamaha on/off-road model. Six-speed gearbox provides a wide spread of ratios, with shower-type lubrication for reliability. Special, light-action clutch makes shifting a snap. Tucked-in, three-chamber muffler helps keep mass centralized and the bike quiet. Electric start only: Leaving off the kickstarter keeps it light and simple. Chassis/Suspension: 17-inch wheels mount radial street rubber in 110 front and 140mm rear widths and help lower the seat approximately inch compared to the WR250R. One-tooth smaller rear sprocket (13/42) works with the smaller-diameter tires to bring out the WR250X’s strong accelerating character. Stiffer springs front and rear and street-oriented damping settings reduce pitch compared to the WR250R for excellent pavement performance. YZ/WR250-inspired semi-double-cradle frame uses a main frame of cast and forged aluminum sections, with high-strength steel downtube for excellent strength and rigidity characteristics. Asymmetrical swingarm provides excellent strength/rigidity balance and a dynamic look. Cast aluminum crossmembers, extruded arms and a 22mm rear axle are carefully tuned for optimum handling. Fully adjustable 46mm fork provides inches of wheel travel. A forged lower triple clamp and a cast upper one help give outstanding front-end feel. An aluminum steering stem reduces weight. Linkage-mounted rear shock provides inches of travel with adjusters for compression damping, rebound damping and spring preload—and features a 14mm rod and 46mm cylinder for excellent damping and fade resistance. Wave brake rotors front and rear, including a large, 298mm front disc, reduce unsprung weight and provide excellent performance. Rear pedal is forged aluminum. Additional Features: A slim, steel fuel tank is shaped with knee grip in mind, and the entire ergonomic layout is designed to make the rider feel like part of the bike. Narrow, YZ-inspired seat features gripper-type cover for great seat-of-the-pants feel. Seat height is inches. WR enduro-style instrument panel provides excellent visibility in spite of the compact size. Basic mode provides speed, clock, tripmeter and self-diagnostic function. Measurement mode includes stopwatch, distance-compensating tripmeter, etc. Minimalist front and rear fenders are designed for function, simplicity and lightness. Bodywork with separate radiator heat outlet helps keep engine and rider cool. Lightweight headlight and LED taillight maximize visibility and draw less current. Separate clutch cover means easier serviceability. One-screw air filter serviceability. Adjustable front brake lever.

15 1 Highlights Class-leading learner supermoto Excellent handling and entertaining engine Loads of kit as standard At a glance Owners' reliability rating: out of 5 ( Annual servicing cost: £40 Power: 15 bhp Seat height: Tall ( in / 920 mm) Weight: Low (302 lbs / 137 kg) Prices New N/A Used £3,700 - £5,000 Overall rating Next up: Ride & brakes 4 out of 5 (4/5) If you are a taller rider, the Yamaha WR 125 X (or the WR 125 R in its more off-road guise, which has a 21-inch front and 18-inch rear where the Supermoto X has 17-inch front and back) makes for an excellent 125. Related: Best supermoto motorbikes Related: Best 125cc motorbikes Related: Learn to ride a motorbike with MCN Thanks to its off-road styling the XR is a roomy bike and while on paper the tall seat height may seem intimidating for shorter riders, the reality is that soft suspension and a narrow bike negate this and reaching the floor isn’t generally a problem. Released in 2009 to replace the XT125X, which ran alongside the WR 125 until 2011 while stock cleared, the XR’s four-stroke motor can generally shrug off the abuse suffered by small capacity bikes and as long as you keep on top of a few notable areas is reliable, frugal and likely to start every morning, which is all you can ask of a 125. As you would expect on a 125, it’s not the most high-tech of bikes and from its single overhead cam motor to its steel frame and telescopic forks you are talking about a bike built to a budget, however there is nothing wrong with that as long as it has been done well and on the WR, Yamaha have ensured a decent level of build quality. It went off sale in 2017. If you're after a bigger bike, you might want to consider the Yamaha WR 250 X instead. Watch: Supermoto 125 group test video featuring Yamaha WR 125 X There's a private group on Facebook catering for owners of this bike. Be sure to check out Yamaha WR 125 X/WR 125 R owners club. Ride quality & brakes Next up: Engine 4 out of 5 (4/5) The X is the sportier WR model and it isn’t a bad handling 125 at all. The 17-inch wheels mean you can get fairly decent rubber and while the forks lack any adjustment, you can up the shock’s preload to give a bit more support. With a seat height of 920mm (the R is even taller at 930mm) shorter riders may be concerned but most will be able to get both feel flat on the floor due to the narrowness of the bike’s waist. In or out of town the WR 125 X is fun to ride and nice and manoeuvrable, which is always handy. Although some owners find the single two-piston caliper a bit lacking at the front (ABS was never an option) you can go a long way to remedying this through a set of higher friction pads and the X has a bigger diameter disc than the R (298mm vs 240mm) to match its on-road focus. Although it does have pillion pegs, restricted licence holders are barred from taking pillions and to be honest, the 125 does struggle to carry two adults. Engine Next up: Reliability 4 out of 5 (4/5) Although more than a little basic in its design, the Yamaha WR 125 X’s single is liquid-cooled and more than gets on with the job in hand. As it is restricted in its performance you can’t expect too much from it but a claimed 15bhp and of torque puts it in the right ballpark and given a decent straight you can hit an indicated Yamaha WR 125 top speed of 65mph. What’s more important, however, is the fact even at this rate you should see around 90mpg. With a SOHC maintenance is fairly basic but on a 125 even basic maintenance is often skipped and that’s where you need to be wary. The WR only carries of oil in its motor, which means that while a basic service is nice and cheap (an oil and air filter kit, spark plug and oil costs just £25 and is easy to do at home) if the engine is showing any signs of wear and drinking a bit of oil, damage can occur quite quickly as owners aren’t generally great at keeping an eye on the oil level. When buying used, always check its oil level, see if the owner has any idea when it was last looked at (or what oil was put in...) and listen for a rattle or smoke on start-up that might hint at damage within. The issue that 125s suffer from is that generally they are hammered from cold and not given the chance to warm up and that can lead to issues. As there is only a single cam, checking the valve clearances isn’t too expensive but it should be done at every service, which is every 3500 miles, and seldom is. Owners report that incorrect valve clearances can lead to poor fuel economy, so it is worth paying a professional to do it as it should only be about £100 in workshop costs. Reliability & build quality Next up: Value 4 out of 5 (4/5) So much of a 125's build quality and reliability depends on the mechanical sympathy of the previous owner but it seems the WR can shrug off a lot of abuse. As on most budget 125s the exhaust rots through (check it for leaks) but as replacement systems are just £200 this isn’t a huge drama (unless the studs are rusted solid) and the frame and wiring are quite robust. Major engine issues are few and far between however the big issue is crash damage, which can manifest itself as anything from bent bars and forks twisted in the yokes to scratched plastics and a damaged radiator. Always have a good inspection of the bike to see if it has suffered. Unlike the R model, it is unlikely the X will have been off-road so you don’t need to be as wary of damage on the bike’s underside, but check the wheel rims for dents and the spokes for rust. The two-piston sliding calipers can seize on their sliders, but a rebuild kit is only £35 and they are simple to resurrect and you can add stainless steel brake pistons to reduce the chances of their seizing. As on any 125, watch for damage due to theft so inspect the frame numbers and see if the steering lock works and that one key fits all the bike’s locks. Our Yamaha WR 125 X owners' reviews show overwhelming love for the bike, with just one reader giving it fewer than the maximum five stars. It only really gets marked down for the tall seat height. Value vs rivals Next up: Equipment 4 out of 5 (4/5) Even for a newer rider, insuring a Yamaha WR 125 X isn’t a huge drama as its age makes it affordable. Economy figures in the 90mpg range and annual servicing costs of less than £150 make it a very cheap bike to run and there are loads of aftermarket parts available online to help cut running costs should anything fail. If you are prepared to do a bit of basic home DIY (oil and filters), the WR 125 X is a cheap bike to run. Although not necessarily that cheap to buy. Prices vary from about £1300 for a tatty bike to £4000 for a late model, which is quite a lot for a 125. Although that said, they do hold their value and are popular buys so as long as any major new-rider tumbles are avoided, selling it again for a minimal loss is quite likely. Its main competition comes from the Aprilia SX125 and the SWM SM125R. Equipment 3 out of 5 (3/5) The WR is pretty basic but the fact it is water-cooled and fuel-injected is good and also the LCD dash having a fuel gauge as standard is excellent. The X comes with spoke wheels, which is cool, and even a tool kit, which by now will probably be missing so invest in a proper C-spanner to adjust the shock rather than attack it with a hammer and drift. Loads of owners fit aftermarket exhaust systems, so check its legality as you will need an MOT at some point, and with complete bodywork kits costing just £500 from China, these are also common. Although due to the 125’s price, £99 decal kits are even more prevalent so if you see one with an obvious aftermarket decal kit (Red Bull, Monster, etc etc), assume it has been crashed and inspect it well for signs of damage. Other common extras include wheel rim tape, small licence plate hangers, new levers and sometimes chunkier bars. Specs Engine size 124cc Engine type 4v four-stroke single, 6 gears Frame type Tubular steel double cradle Fuel capacity litres Seat height 920mm Bike weight 137kg Front suspension 41mm inverted forks, no adjust Rear suspension Single shock, preload and rebound damping adjust Front brake 298mm disc, four-piston caliper Rear brake 220mm disc, single piston caliper Front tyre size 110/70 x 17 Rear tyre size 140/70 x 17 Mpg, costs & insurance Average fuel consumption 45 mpg Annual road tax £22 Annual service cost £40 New price - Used price £3,700 - £5,000 Insurance group - How much to insure? Warranty term Two year unlimited mileage Top speed & performance Max power 15 bhp Max torque ft-lb Top speed 75 mph 1/4 mile acceleration - Tank range 100 miles Model history & versions Model history Yamaha WR 125 X (2009 – 2017): New model, replacing the XT125X. Yamaha WR 125 R (2009-2017): More off-road targeted, the R is effectly the same chassis and motor but with a 18-inch rear and 21-inch front wheel sizes for an off-road look and a smaller front disc. Other versions WR 125 R: Trail version with different wheels/brakes Other Yamaha WR reviews on MCN Yamaha WR 250 X review (2008-on) Owners' reviews for the YAMAHA WR125X (2009 - 2017) 5 owners have reviewed their YAMAHA WR125X (2009 - 2017) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below. Review your YAMAHA WR125X (2009 - 2017) Summary of owners' reviews Overall rating: out of 5 ( Ride quality & brakes: out of 5 ( Engine: out of 5 ( Reliability & build quality: out of 5 ( Value vs rivals: out of 5 ( Equipment: out of 5 ( Annual servicing cost: £40 5 out of 5 Slow, but my favourite01 March 2018 Year: 2012 Annual servicing cost: £30 I am both tall (6'3") and heavy (18stone) I have owned a few different 125 bikes over the years (yzf125r, nsr125, rs125) and this wr125x is the slowest but also my favourite by far especially for the riding I do, with my weight on it mine can only just manage to get to 70mph on a flat with a long run, but where I live I hardly ever go on any roads that allow more than 60mph so no big deal. The real benefit of a bike like this is you can get so good at slow manoeuvres on a bike like this which helps a lot in London and its tall slim profile means you can filter through any gap your handlebars fit through and its low weight means it feels like riding a bicycle especially if you have any experience on bikes that weight 200kg+, but it also has proper big bike wheels which make it feel like a real bike and inspire confidence in corners (but not on the stock tyres they are okay in warm dry conditions but horrific in the wet). all my friends who have ridden my bike love it when its moving but the shorter friends struggle to get their feet flat its the only real downside. Ride quality & brakes 5 out of 5 I can only ride this bike for about 45mins at a time then my lower back hurts but it is a supermoto this is what to expect. I upgraded the front brakes to HH sintered EBC brake pads they were very cheap at £20 don't seem to have worn out my disk much quicker than standard pads and work very very well with my pilot street tyres (and remember I'm very heavy and they keep me out of trouble) Engine 5 out of 5 this little engine is the best 4 stroke 125 engine around in my opinion (I have around 12k miles on this little engine over the years) it gives great performance and I regularly see myself getting 80-90mpg imp. even though I ride at full throttle everywhere (I mean like off the lights I'm at full throttle but also I don't always use the most efficient gear I have a tendancy to be down a gear from the one I should really be in for fuel economy) when ridden super economical I have managed 98mpg imperial But if the valves need a service I have seen it drop as low as 60-65mpg. power delivery is decent, it wont set the world on fire but it is sufficient for town riding. but you cannot really pass well above 50mph there isn't enough oomph so you gotta plan ahead. Reliability & build quality 5 out of 5 I got mine second hand with 6000 miles on the clock. the bike is built very well and I found it to be very reliable all you have to do is check your oil properly and make sure its got enough but never overfill the oil and you are going to have a great bike for a long time. Value vs rivals 5 out of 5 I am amateur mechanic so servicing is very cheap for me, every 2 years i change the brake fluid and coolant, I do an oil change every 3000 miles or after a year has passed I only change the filter every 3 oil changes and it only takes about 1 litre of oil so its super cheap. This engine is tuned quite high for a 125 so if you ever experience a loss of top speed or you find your mpg is quite bad then its likely your valves need doing (it was always valves for me) I have done the valves every time I experience a loss of power and they were always quite out of spec but when put back to specification the bike was straight back to full speed and excellent MPG. (like the bike wont go past 55 mph or if I am getting 60mph but the fuel consumption is much higher) the valves are adjusted with screw type adjusters but you don't need the special valve tool because it is trash and doesn't have clearance to fit on some of the valves so I use needle nose pliers and a high quality set of feeler gauges because whats the point of doing the job if your feeler gauges are cheap and aren't accurate. also if you fit an aftermarket exhaust you will need to adjust your valve clearances more frequently. Equipment 4 out of 5 I changed my tyres to Michelin pilot street radial (make sure to use radial they are higher quality than cross ply) this was the best upgrade I have ever made to a bike they work so well in the wet and the dry I really appreciate these tyres especially as I have crashed twice in the past when more expensive tyres lost traction in the wet (pirelli and bridgestone) There is a small toolkit attached to the bike its actually pretty good I have made good use of it twice in situations where I might have had to call someone for help otherwise it also includes a tool to adjust the rear shocks preload which is pretty nice. Buying experience: bought mine from a dealer with 6000 miles on it for £2750 but it had been customised with Redbull decals which I removed after a while (I thought it looked horrific) dealer "Zenith motorcycles" in Tottenham is primarily a repair shop with 3-4 bikes for sale but after sales service was fantastic significantly better than my experience at 4 different main dealers. 5 out of 5 05 August 2016 by Edd Year: 2015 I am a tall rider, use my bike for commuting to work. This is the perfect bike for nipping in and out of traffic. Seat height is high bit that is a massive plus for me. Deals will my weight fine as well, easy to flick through the gears and pulls enough for ease of use around town. Ride quality & brakes 5 out of 5 Great ride, longer travel than most learners so rides over potholes and speed bumps with minimal fuss. Brakes are sharp and responsive, but not to aggressive for a learner Engine 5 out of 5 Once run in runs like a dream. Quiet which is good but would be nice to hear it a little more. Would also help in traffic to let cars know you are there Reliability & build quality 5 out of 5 Never had a problem with it Value vs rivals 4 out of 5 Loses a mark for high purchase price but I get over 125 miles from one tanks. Fill up costs £ Equipment 4 out of 5 It's basic, gear indicator would be nice but it does the job I put hand guards on which really help deflect wind off the hands in the colder months. Buying experience: Can't fault the garage I bought it from, great service from the guys at A2 Motorcycles in Gravesend 5 out of 5 Yamaha WR125R19 January 2016 by Ashley Version: WR125 R Year: 2010 Annual servicing cost: £50 Really nice bike feels really smooth and love being above all the traffic around me. the previous owner had lowered it slightly and I find that its a bit too low for me im about just over 6ft and long legs and I sit on it with my feet flat on the floor. The bike is great for getting around and I just love going out riding it. I have been riding it for over a year and am an all around year rider and I can say it handles well in all weather conditions. if I had to change one thing about this bike it would be the weight. its not ridiculously heavy it just seems a bit heavy for a 125. but for me its a 5 out of 5 in the 125 category. I have experienced problems with it which I don't think is due to unreliability I think it was just down to being unlucky. Ride quality & brakes 4 out of 5 the bike is a decent all around bike. obviously handling better in dry and more fun to ride because your not too worried about it slidding out. I could easily ride this bike hours with no breaks. at first I thought the brakes were a bit soft not being sharp... but new brake pads were put in (which I needed anyway) and they were excellent Engine 4 out of 5 As you know my engine did brake but I don't think the bike is unreliable. only thing I think I don't like about the bike is the sound from behind to me it sounds a bit tinny but you would probably find this with all 125 4 strokes Reliability & build quality 4 out of 5 The bike is built absolutely great the looks of it dominate the roads. only problem I had was the oil stopped flowing some reason to the top of the engine and caused the piston to seize up. I don't think this bike is unreliable I think it was down to unluckiness. I now have another engine out in and still runs perfect. Value vs rivals 5 out of 5 fuel is amazing on it i can easily last betweeen 100-115 miles on £5-£6 of fuel depending on wind direction... Equipment 4 out of 5 The standard tyre is a bit too bold for my liking I changed them to a more motocrossy tyre because I like to do a bit of green lanes and off-roading every now and then ;) Buying experience: I payed £1750 for mine and id say I got it on the cheap side! the previous owner was selling it for a while (because he had other bigger bikes) so I think he didn't mind it going for a few hundred £ less... originally he was advertising for £1900 and I think he had brought the price down then aswell. 4 out of 5 Lovely bike with the following Pros and Cons08 October 2011 by phobos4 Have had my Yamaha WR125X since Nov 2010 and have clocked up over 3,000 miles so far. Its a great package overall - decent power for around town and A-roads, proper tires for grip and traction in all conditions, plus sharp, stylish looks. The large frame is quite unusual for a bike in this class with many people are quite surprised its only 125cc. The tall seat gives a rider plenty of leg room as well as a terrific view over traffic. The WR125X is also quite light so you can pedal it easily through traffic and blast off first in line at every red-light. The practical tool tool kit under the seat comes in very handy when you need to adjust or fasten those mirrors on the go. Overall, I'd say this is the best 125 Supermoto out there. The bad points: short riders will struggle with the (dare I say, KTM-style?) seat height of 920mm! The lack of a tachometer will bother those who want to know when they will red-line. Even though it'll do 68 mph or so, stay away from Motorways on this one - the combination of its high centre of gravity and meagre 137kg mean that you will get sucked into a lorry in windy conditions. The seat is also quite narrow, so rides longer than 50min can get quite uncomfortable. Ride quality & brakes 4 out of 5 Engine 4 out of 5 Reliability & build quality 4 out of 5 Value vs rivals 3 out of 5 Equipment 5 out of 5 5 out of 5 The best 12514 November 2009 by WRtom This is my second bike and I love it. The handling is amazing and just falls into corners. The engine is good and will hit about 75mph at a push. The only downside is the seat height which for a learner bike is quite high. However it's great fun and leaves you smiling after every ride. Ride quality & brakes 5 out of 5 Engine 4 out of 5 Reliability & build quality 5 out of 5 Value vs rivals 4 out of 5 Equipment 4 out of 5 Back to top Yamaha WR 125 X graphics kit

Zastanawiasz się jakie supermoto „125” wybrać? Wiemy który model zapewnia najwięcej przyjemności z jazdy podczas codziennego śmigania! Trzeba przyznać, że te maszynki mają w sobie coś, co intryguje. Smukłe sylwetki i drapieżny design maszyn o pojemności 125 cm3 przyciąga wzrok. Czy niewielki silnik i nieścinająca z nóg moc 15 KM przypadną do gustu jeźdźcom testowym, z których wszyscy dawno skończyli 20 lat? Wątpliwości znikają błyskawicznie. Już po kilkunastu kilometrach jazdy na supermoto po raz kolejny staje się jasne, że przyjemność z jazdy niekoniecznie zależy od mocy silnika. Gdy wyścigowy wyjadacz dosiądzie dynamicznej „125”, z zadaniem wyciśnięcia, ile się da, do głosu dochodzi głęboko dotychczas uśpiony duch małolata. SPRAWDŹ TEŻ: Jak zdać prawo jazdy na motocykl (kat. A, A1, A2)? Test kasków w cenie do 500 zł Jeśli chodzi o supermoto najmłodsze w tym gronie są Derbi, Beta i Husqvarna, które czarują małolatów od początku lub od połowy tego roku. Yamaha i Aprilia to bardziej doświadczone sprzęty. To, że od starszych można się czegoś nauczyć i że warto ich naśladować, widać nie tylko po dość podobnej stylistyce i kolorowym wzornictwie plastików, ale i po innych elementach. Np. Beta i Husqvarna dostały chłodzone cieczą silniki Yamahy. Jednak mają one zasilanie gaźnikowe, a nie układ wtryskowy. Derbi postawiło na stosowany także w innych modelach czterozaworowiec Piaggio. Jedynie Aprilia trwa przy swoim sprawdzonym, jedynym w tym gronie dwusuwowym singlu pochodzącym z RS 125. Jako jedyna też stawia na nożny rozrusznik. Przy użyciu ssania i energicznym kopaniu sprzęt zaskakuje najpóźniej za trzecim razem. Rozlega się wówczas blaszany, dobrze tłumiony odgłos, pozwalający oczekiwać jadowitej reakcji silnika. Aprilia SX 125 SM Na dużym wyświetlaczu masa informacji. SX jako jedyny w grupie pokazuje obroty silnika. Pod kanapą umieszczono łatwo dostępne akumulator i zbiornik oleju. Serducha ruszają. Najłatwiej idzie rozruch Yamahy. Dzięki wtryskowi paliwa nie trzeba bowiem korzystać ze ssania, zbędne są też inne czynności. Wystarczy naciśnięcie guziczka i znany z YZF-R 125 silnik odpala, czysto wchodząc na obroty. Husky, Beta i Derbi wymagają trochę akrobacji przy dźwigienkach ssania, ale po krótkiej chwili również pracują równo. Od początku dźwiękiem wyróżnia się Husqvarna. Najbardziej przypomina on maszynę wyścigową. Beta wtóruje jej basowo, przy każdym ostrym dodaniu gazu zręcznie udając, że ma większą pojemność. Prymusem i pod względem głosu, i kultury pracy jest WR 125 X. Inna rzecz, że na siodło o wysokości 910 mm trzeba się wdrapywać, a nie go dosiadać. W zamian sprzęt rozpieszcza jeźdźca najprzyjemniejszą pozycją. Do tego dochodzi bogaty kokpit i robiący najbardziej dorosłe wrażenie wygląd. Dzięki wyposażeniu, WR 125 X nawet na postoju sprawia wrażenie „250”. Ale jest też druga strona medalu: spora masa – 144 kg. Sprawdź swoją wiedzę -> Prawo jazdy na motocykl. Zdałbyś egzamin? [QUIZ] BETA RR 125 MOTARD Pod pokrywką schowano wkręcany korek zbiornika paliwa. Przedni hamulec z filigranową tarczą hamulcową przegrzewa się i odmawia posłuszeństwa po kilku ostrych hamowaniach. Długo przełożone. Miejskie pojedynki zależą bardziej od zręcznego puszczenia sprzęgła i zmiany biegu w odpowiednim momencie niż od masy. Beta wymaga wczesnej zmiany biegów, bo jej silnik ma wprawdzie dobrą dynamikę na niskich obrotach, ale później niezbyt chętnie się wkręca. W Aprilii trzeba to robić z wyczuciem na wysokich obrotach i utrzymywać ją w wąskim zakresie 7000-9000 obr/ /min. Toczyć się można i na niższych obrotach, ale moc pojawia się dopiero około 6000 obr/min, o prawdziwej zaś dynamice można mówić od 7000 obr/min. Także Huska nie jest wzorem dynamiki, bo – tak jak wszystkie (w mniejszym lub większym stopniu) sprzęty – ma za długie przełożenie. Jednak od średnich obrotów całkiem chętnie zabiera się do pracy. Tak samo jest w Derbi. W hiszpańskiej maszynce przyjemność z niezbędnej do dynamicznej jazdy częstej zmiany biegów psują trochę zbyt długie skoki dźwigni. Pod względem elastyczności Derbi kapituluje nawet przed słabą w tym temacie Aprilią. DERBI SENDA DRD 125 SM W ubogim kokpicie po gałach dają spore kontrolki. Czasem jednak, mimo zapiętego biegu, jest sygnalizowany luz. Delikatna armatura hamulca jest uzbrojona w przewody o stalowym oplocie. Nieco tępy hebel jest kiepsko dozowalny. Może być lepiej. A skoro o Aprilii mowa, to po jej cienko tapicerowanej kanapie nie ma co spodziewać się komfortu. W Derbi jest jeszcze gorzej: siodło nazbyt wyraźnie daje odczuć biegnące pod spodem rury ramy. Coś podobnego można powiedzieć o Becie, z tym że jeździec ma w jej przypadku prawo narze- kać na coś jeszcze – na niezbyt wygodną pozycję. Biker siedzi bowiem dość nisko, z uniesionymi rękoma i mocno ugiętymi kolanami. Wprawdzie po przyzwyczajeniu się można Betę ostrzej przegonić po zakrętach, ale z powodu za słabego sprzężenia zwrotnego nie jest to najprzyjemniejsza zabawa. Husky i Yamaha dowodzą, że może być lepiej: oferują wystarczająco tapicerowane siodła, pozycję blisko kierownicy i odpowiedni kąt ugięcia kolan. HUSQVARNA SMS 4 Jeden z niewielu kłopotów w Husqvarnie – nieporęczna i trudna do rozłożenia boczna podstawka. Standardowa czacha wygląda jak z innej maszyny. Mieści się w niej mały, kiepsko świecący reflektor. Garby, które dają w kość. Zwłaszcza na SMS 4 motocyklista od początku czuje się dobrze i ma zaufanie do sztywno, ale przecież nie za twardo zestrojonego podwozia. Miękko zestrojona Yamaha jest trochę wygodniejsza, jednak przy ostrzejszym stylu jazdy wyczuwa się wyraźne pływanie przodu. Widelec mocno nurkuje, co pogarsza prowadzenie maszyny. Z drugiej strony jednak zawieszenia wygładzają wiele nierówności, które u konkurentów w całości docierają do bikerów. Zadziwia natomiast fakt, jak poręcznie dość ciężki jak na secinkę WR 125 X pokonuje wolne zakręty. Ta maszynka dopiero na dużych prędkościach staje się bardziej ociężała od konkurencji. Zupełnie inne wrażenie sprawia Aprilia. Na zakrętach jest nadzwyczaj stabilna i precyzyjna, budząc bezgraniczne zaufanie. Jej zestrojenie jest udane, a jednocześnie SX imponująco łatwo wpisuje się w zakręty. Jeździec ma jednak wrażenie, że przednie koło znajduje się za daleko z przodu i że motocykl chce jechać szerszym łukiem. Na dalsze wypady nie należy wybierać się Aprilią. Tym bardziej że trzeba by wziąć kanister z paliwem. Średnie zużycie przy umiarkowanym stylu jazdy wynosi 4 l/100 km, można więc sobie wyobrazić, co dzieje się w zbiorniku, gdy gaz jest odkręcony na full. YAMAHA WR 125 X Łatwo dostępna skrzynka narzędziowa znalazła miejsce w trójkącie ramy. Może pomieścić całkiem spory zestaw. Prymitywne napinanie łańcucha i brzydki stalowy wahacz obniżają standard wyposażenia. Deczko w palnik. Stanęliśmy przed knajpką, by co nieco przekąsić. Przy parkowaniu pojawiły się drobne problemy. Boczna podstawka Husqvarny dała się rozłożyć tylko gdy jeździec działał z dużym wyczuciem, a w Derbi zbyt słaba sprężyna nie chciała jej (podstawki) wciągnąć na miejsce. Wzmocnieni posiłkiem ruszyliśmy dalej. Przyszedł czas na dawanie w palnik. Tu mściła się duża powierzchnia czołowa wysokiej Yamahy. W połączeniu z dużym końcowym przełożeniem dosiadający jej jeździec nie miał szans, by nadążyć za pozostałymi. Zmierzona w idealnych warunkach prędkość maksymalna 110 km/h spada przy najlżejszym wietrze lub wzniesieniu. Gdy Yamaha raz odpadła od peletonu, nie była w stanie go dogonić. Tu wybiła godzina chwały Aprilii. Dzięki maksymalnej prędkości 114 km/h odjeżdżała pozostałym jak chciała. Poczekaliśmy, aż dołączyła Yamaha, aby ruszyć krętymi dróżkami wśród winnic. Jednak na jeźdźcach okolica nie robiła wrażenia, bo każdy z nich jechał „z nożem w zębach”. W końcu weszli w buty 16-letnich szczawi. W zaciekłej gonitwie po wzgórzach i górkach biker na Aprilii, z powodu jej wąskiego pasma obrotów użytecznych, nie mógł sobie pozwolić na zapięcie niewłaściwego biegu. Becie też się zdarzało wyjść z zakrętu na zbyt niskim biegu. Yamaha i Huska korzystały z przewag wynikających z dobrego wyważenia i poręczności. Na zjazdach, gdy WR 125 X spokojnie znosił kolejne brutalne hamowania, niedotłumiony widelec Bety nurkował, a czasem wręcz dobijał. Hamulce po piątym ostrym hamowaniu całkowicie wysiadły. Aprilia okazała się tu prawie tak samo odporna, jak Yamaha. Kolejna była Husqvarna, mimo że jej heble mają lekkie problemy z dozowaniem. Stopery Derbi pozwalają jedynie na hamowanie typu wszystko albo nic. Spóźnione lamenty. Po całym dniu wygłupów, czas na powrót do świata dorosłych. Po łbach tłucze nam się pytanie: Husky, Yamaha i cała reszta – gdzie, do cholery, byłyście, gdy mieliśmy po 16 lat? Jakie supermoto 125 cm3 wybrać? Yamaha WR 125 X. Zwycięstwo rozsądku, ale przecież w tym teście chodziło o maksimum funu z codziennego śmigania. Dobre wykonanie, najlepszehamulce i wyposażenie. Poręczność też sprawia sporo przyjemności. Husqvarna SMS 4. Wygrałaby, gdyby w tym porównaniu chodziło o to, która secinka najbardziej chwyta za serce. Najlepsze podwozie, doskonałaporęczność i najlepsze wyważenie wśród testowanych „125”. Aprilia SX 125 Supermoto. Charakterystykę dwusuwa po prostutrzeba lubić, bowiem wykop silnika może spowodować wpadnięcie w lekki sprzęt oferuje doskonałe hamulce i nie gorsze podwozie. Derbi Senda DRD 125 SM. Silnik mało elastyczny i z długim przełożeniem, a przy tym wcale nieoszczędny. Czyli zero powodów do dumy, podobnie zresztą jak poręczność i wyposażenie. Beta RR 125 Motard. Mocny, elastyczny i do tego niezbyt wiele pijący silnik to jedyny atut Bety. Jakość wykonania i podwozia na tyle odstają, że sprzęcik wylądował na końcu stawki. Krzywe mocy dają wyobrażenie wrażeń z jazdy. Aprilia, która do roboty serio zabiera się dopiero przy 6500 obr/min, wyraźnie przekracza moc 15 KM. Derbi reprezentuje zasadę „na dole nic, u góry niewiele”. Najbardziej równomierną krzywą mocy dysponuje Yamaha. Dane techniczne: Aprilia SX 125 SM Beta RR 125 Motard Derbi Senda DRD 125 SM Husqvarna SMS 4 Yamaha WR 125 X Silnik Rodzaj 1 cylinder, dwusuw 1 cylinder, czterosuw 1 cylinder, czterosuw 1 cylinder, czterosuw 1 cylinder, czterosuw Wtrysk paliwa/gaźnik Ø 28 mm Ø 30 mm Ø 28 mm Ø 29 mm Ø 28 mm Sprzęgło wielotarczowe mokre wielotarczowe mokre wielotarczowe mokre wielotarczowe mokre wielotarczowe mokre Śr. cylindra x skok tłoka 54 x 54,5 mm 52 x 58,6 mm 56 x 50,7 mm 52 x 58,6 mm 52 x 58,6 mm Pojemność skokowa 125 cm3 124 cm3 125 cm3 124 cm3 124 cm3 Moc maksymalna 15 KM (11 kW) przy 8500/min 15 KM (11 kW) przy 8100/min 15 KM (11 kW) przy 8250/min 15 KM (11 kW) przy 8750/min 15 KM (11 kW) przy 9000/min Podwozie Rama podwójna, kołyskowa, ze stali podwójna, kołyskowa, ze stali grzbietowa, z aluminium podwójna, kołyskowa, ze stali podwójna, kołyskowa, ze stali Widelec upside-down, Ø 40 mm upside-down, Ø 41 mm upside-down, Ø 40 mm upside-down, Ø 40 mm teleskopowy, Ø 41 mm Hamulce przód/tył Ø 260 mm Ø 220 mm Ø 300 mm Ø 270 mm Ø 300 mm Ø 180 mm Ø 260 mm Ø 220 mm Ø 298 mm Ø 220 mm Rozmiary opon przód/tył 110/70 17 / 150/60 17 110/80 17 / 130/70 17 110/80 17 / 140/70 17 110/70 17 / 140/70 17 110/70 17 / 140/70 17 Ogumienie Pirelli Diablo Michelin Pilot Sporty Vee Rubber Pirelli Sport Demon Pirelli Sport Demon Wymiary i masy Rozstaw osi 1480 mm 1439 mm 1355 mm 1465 mm 1430 mm Skoki zawieszeń p/t 260/270 mm 260/270 mm 120/110 mm 260/282 mm 210/230 mm Wysokość siodła 880 mm 890 mm 880 mm 880 mm 910 mm Masa z paliwem 125 kg 118 kg 135 kg 127 kg 144 kg Poj. zb. paliwa/rezerwa 10/3 l 7/2 l 8/0 l 9/1 l 9/0 l Cena jeszcze nieustalona 14 600 zł2 tylko na indyw. zam. 15 700 zł 15 900 zł Pomiary własne Prędkość maksymalna 114 km/h 107 km/h 104 km/h 110 km/h 110 km/h Przyspieszenia-50 km/h (s) 3,7 4,3 4,8 3,9 4,4 0-80 km/h (s) 7,7 9,3 11,4 9,8 10,8 Elastyczność50-80 km/h (s) 13 8,7 16,7 14,5 12,2 Zużycie paliwa Szosa l/100 km 4/98 okt. 2,9/95 okt. 3,6/95 okt. 2,9/95 okt. 2,9/95 okt. Zasięg km 250 252 222 293 291 TOP 5 BEZPIECZEŃSTWO Prawidłowe ciśnienie w oponach motocyklowych. Dlaczego jest takie ważne? RÓŻNE Jazda próbna motocyklem. Jak sprzedać maszynę, by jej nie stracić? MOTOCYKLE Następca ZX-6R w drodze. Kawasaki chce konkurować z Aprilią RS 660 MOTOCYKLE Ostatnie pożegnanie. Kultowy i superważny model Suzuki znika z rynku RÓŻNE Francuzi bronią się przed obowiązkowymi przeglądami. A my robimy je co roku

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Info o motorce ve zprávách nebo po telefonu. V textu Zlín763 12 720 x Suzuki RM 125 - [ 2022]Prodám Suzuki RM 125 , motorka prošla kompletní renovací + restyle kit, nové je téměř vše.. Přidám spoustu dílů, a sadu starších plastů.. Jen sednout a jezdit Uděláno.. Výfuk ProCircuit Pneu Mitas Duše HDD Plasty Restyle kit RMZ 2019 Sedlo c ... 75 000 Kč Prostějov798 55 690 x Yamaha wr 125r - [ 2022]yamaha wr 125r Rok 2014. Najeto 20000km. Cnc páčky. Dovoz německo. Super stav 75 999 Kč Karviná733 01 343 x Brzdová pumpa zadná YAMAHA, HONDA - [ 2022]Predám nový brzdový valec zadnej brzdy. Pasuje na motocykle: yamaha: YZ125 1990-2002 YZ250 1988-2001 YZ80 1993-2001 YZ85 2002-2016 DT125 1990-2006 DT200 1988-1996 DT230 1997-1998 TTR250 1993-2002 TT-R250 1999-2006 TT250R TT-R/RAID 1992-2 ... 950 Kč Slovensko987 65 61 x Acerbis cosmo 2 vesta - [ 2022]Prodám vestu s chrániči loktů a ramen na mx/downhill. Vesta je v dobrém stavu. Původní cena 2000 Kč. Velikost S/M yamaha yz 80,85,125,250f,250,450f wr 250,450f Kawasaki kx f 80,85,125,250,450 Suzuki rm 80,85,125,250 rmz 250,450 Honda c ... 700 Kč Zlín760 01 96 x Keramické brzdové destičky přední i zadní - [ 2022]Keramické brzdové destičky původně zakoupeny na yamaha wr125 x. Mám k prodeji jeden pár předních a jeden pár zadních destičky, nové zabalené Cena za jeden pár+pošta 300 Kč Domažlice346 01 13 x Rozeta 53 zub. - [ 2022]Originální nová zadní rozeta s 53 zuby na yamaha wr125 X Cena+pošta 300 Kč Domažlice346 01 16 x

Domů iCMN Testy Přišla si pro korunu? - Yamaha WR125R Přišla si pro korunu? Yamaha WR125R Postavili Japonci vysavač peněženek, nebo stojí za každou korunu z těch téměř sto tisíc korun? WR125R při svém představení nastavila laťku hodně vysoko a je jenom na ní, zda ji v testu neshodí. Je slunné úterní odpoledne a začíná test Yamahy WR125R (r. 2009). Motorka, která už na papíře avizovala, že se bude prát o příčku nejvyšší mezi stopětadvacítkami, je teď v našich rukou a nebude to mít lehké. O čem je? Nová WR je především o vysokém sedle, příjemných ovládacích prvcích od Domina, skromném palubním přístroji a skvěle fungující přední dvoupístkové brzdě a nekonečných celodenních výletech. Odkud je? WR125R přišla rok po představení silniční YZF-R125, a to se stejným čtyřventilovým po představení veřejnost netajila nadšení z nových malorážek Yamahy, ale také se současně objevily kritické hlasy, které si na paškál braly například výfukový svod, který je zbytečně dlouhý a hodně na ráně. To ale má své důvody. Yamaha se snažila zapracovat na zlepšení odezvy motoru na plyn, a proto tyto psí kusy. Nic z toho si ale neověříme, dokud si na motorku nesedneme a neprotáhneme ji. Anorektička Od pohledu je WR hubeňoučká a relativně chatrná. Kdo z fotek čekal dospělého nástupce trochu infantilního malého XT, bude zklamán. Přitom oba tyto modely zůstávají stále souběžně v prodeji. WR je sice od pohledu trochu vratká, ale ze sedla už situaci vnímáte jinak. Motorka si vás drží hezky vysoko, abyste měli nad děním kolem vás dostatečný přehled a řídítka pevně v rukou – při jízdě potom i zbytek motorky v nohou, díky endurovým stupačkám, do kterých se nemusíte bát opřít. Je čas z wéerka vymlátit všechny vlastnosti, které do něj v Japonsku nasypali. Terénní, nebo městské enduro? Je WR více na silnici, nebo do bláta? Téměř silniční obutí a zároveň nabroušené stupačky připravené pro endurovou obuv řadí WR125R přesně mezi město a terén. V Japonsku se asi nemohli rozhodnout… Vyjíždím na krosovou trať, abych si vyzkoušel, kde jsou limity podvozku této Yamahy. Beru v potaz, že WR je primárně civilní motorka, a proto mě velice těší fakt, že se nemusím bát rozjet ani na větší než malou lavici. Jak schroupe podvozek přistání ze skoku, záleží na způsobu dopadu. Pokud se jezdci povede dopad rozložit mezi obě kola v poměru přibližně 3:2 ve prospěch zadku, nemusí se ani při větším skoku dostat na dorazy. Pod tři litry Jestliže se ale na skok chcete pořádně rozjet, je třeba motorku pořád držet v otáčkách, protože pod 7,5 tisíc otáček se prakticky nic neděje. To motorku trochu sráží i při používání na silničních komunikacích. Naštěstí se ani šetřílkové nemusí bát otočit heft na doraz, protože s tímhle vstřikováním patnáctikoňový agregát prostě nad tři litry nepojede, i kdybyste heft přetočili dvakrát dokola. A to je hodně slušný výsledek. Vyjede všechno? WR jsem nebrodil nejtěžšími terény, jako Yuki TR 250 nebo Blatu 125BXE. I tak si Yamaha nedělala hlavu s dlouhými písčitými výjezdy, ve kterých zůstávala stále dobře ovladatelná. Na závěr dne, stráveného převážně v terénu, jsem si položil zajímavou otázku: podle čeho vybrat endurovou nebo motardovou verzi, ve které se WR také prodává? Enduro sice s žádnou překážkou problém nemělo, ale všude, kudy jsme jezdili, bychom projeli se stejnou grácií i na motardu. S tím byste si užili mnohem více zábavy a mnohem méně starostí ve městě a navíc byste mohli vyrazit třeba do Písku nebo Sosnové. Stejně tak pak do terénu. Motardové pneumatiky na sedmnáctipalcových ráfcích se totiž těm na WR standardně montovaným endurovým „slickům“ téměř vyrovnají. Jaký zanechala dojem? Yamaha WR125R je sice dražší a těžší, než jsme zvyklí, ale jezdí prakticky zadarmo, i když s ní mažete konstantně 120 km/h. Projedete s ní všechno a ve štychu vás nenechá. V podstatě jenom pozitivní dojmy. Snad jediné, co vás za srdce rozhodně nevezme, je zvuk z koncovky výfuku, ale na ten to nejezdí a navíc LeoVince má připravený laděný komplet (který vám za téměř deset tisíc bude po výkonové stránce stejně k ničemu, jako v případě YZF-R125). Než se ale rozhodnete pro WR, koukněte i po zajímavé konkurenci, a pokud jste již ve WR utvrzelí, dobře zvažte, zda verzi R, nebo X. Má konkurenci? O patnáctikoňovém čtyřdobém enduru s šestistupňovou převodovkou pro á-jedničky jsme si ještě nedávno mohli nechat jenom zdát. Před dvěma lety začala s finálními pracemi na motorce této specifikace Blata. Homologace se ale nakonec protáhly až do letošního jara, kdy se české motorky začaly prodávat souběžně s WR od Yamahy. V tu dobu tu už ale byla i Derbi a její, dovolím si říci, „luxusní“ model DRD 125 R, který by jak testovanou WR, tak naši Blatu strčil hravě do kapsy. Přitom Derbi je „jen“ o 10 000 dražší než Yamaha. I tak už ovšem mluvíme o astronomických částkách na hranici sto tisíc korun, a to rozhodně není dimenze dostupná průměrné české rodině. Blata je v tomto případě mnohem přívětivější s cenou 83 900 Kč. Objem 124,7 cm3 Výkon 11 kW/15 k@9000 Točivý moment 12,2 Nm@8000 Hmotnost 133 kg (provozní) Cena 99 990 Kč Motor: čtyřdobý, kapalinou chlazený jednoválec, OHC/4 ventily, vrtání x zdvih 52 x 58,6 mm, vstřikování, elektrický startér, šestistupňová převodovka, olejová náplň 1,15 l Podvozek: ocelový rám, vpředu teleskopická vidlice, zdvih 240 mm, vzadu hliníková kyvná vidlice s centrálním tlumičem, zdvih 230 mm, brzdy vpředu kotouč 240 mm, dvoupístkový třmen, vzadu kotouč 220 mm, jednopístkový třmen, pneu vpředu 80/90-21, vzadu 110/80-18 Rozměry: délka 2180 mm, šířka 835 mm, výška 1220 mm, sedlo 930 mm, světlá výška 265 mm, rozvor 1430 mm, nádrž 8,5 l Diskuze k článku blade28 25. 1. 2010 Jestli to opravdu do 7tis. nejede, tak to se blata v těch otáčkách sotva plazí (dle grafů). Na tom písku by měl asi motard přece jen problémy (měl by ale zase líp sedět v zatáčkách na silnici, že). Jinak dík za test. ps: wr je pravda trochu předražený, ale furt neni ta cena tak přestřelená jako současná ofi cena zastaralé vydechlé xt125 (to blata nabízí mnohem víc - zajímalo by mě jak si vede v evropě proti stejně nevýrazným značkám jako třeba sherco125 nebo beta125) Hawk 26. 1. 2010 Ahoj, máš pravdu, že Blata je na tom spodku ještě o něco hůř, ale nemůžu si pomoct, celkově mě bavila v terénu mnohem víc, ale je to daný spíše geometrií motorky a její výškou. Do XT125 si hodně rejpnu v novém čísle ČMN, protože to je motorka, která na trhu nemá už absolutně opodstatnění za ty peníze, takže taky souhlas :-) Nejhorší je, že k týhle motorce přibyde ještě Kawa KLX125 a D-Tracker, prakticky to samí nepoužitelný za ty samí peníze. Jak si Blata stojí ve světě budeme brzo zjišťovat až budou k dispozici první čísla. Několik kontejnerů už do světa odešlo :-). Michal 7. 3. 2010 Mrzi mě, že jste zde nevložili další 125 Derbi terra 11kW / 125ccm vodou chlazený a s nižší váhou než WR a nebo Adventure od Derbi což je luxus dle mne ve své třídě, celkově mě připadá malá informovanost o Derbinách a potom je zde Aprilia 125 motard, která lze kitem otevřít až na 18 koní ve dvoutaktu, ať mladí vědí co můžou mít oproti tomu co jsme jezdili my když jsme byli výběr ve 125 je dneska super. Chtěl bych být znovu mladý s bohatýma Mikeš Michal 7. 3. 2010 A další Husqvarna SM 125 Hawk 8. 4. 2010 Ahoj, test Derbi Terra vyšel v novinách a je už i zde na O Aprilii (dříve MX) SX samozřejmě víme, stejně jako o Husky SM 125 a dalších suprovejch motorkách, bohužel ale dostupnost předváděcích kousků je nulová, tudíž je není možno použít k testu, maximálně k představení. jan 6. 8. 2010 čau hele kde se da ten motard wr 125X koupit ojetej na motoinzerci ani tipmoto neni pripada mi ze tady tech weerek je v cechach fakt malo to je divny ne zase naopak yzfrek 125 je v cechach mnoho cim je to? Hawk 28. 1. 2011 Ahoj Honzo, je to jednoduše tím, že všude v televizi je to samí Rossi a každý se vidí na jeho mašině, proto všichni mladí prahnou po vlastnictví YZF-Rka, přitom mnohem univerzálnější a zábavnější dvacková WRka, nejdou tolik na odbyt. Je to smutné, ale k tomu musí každý motorkář dozrát Další iČMN články ČMN 2008: Nejmenší z rodu Je to sranda, jak se mění měřítka. Devítistovka VN ke Kawě patří jako máslo k chlebu, akorát že kdysi to byl "děsně velkej čopr", tenkrát ještě s označením 750, resp. 800, a teď je to nejmenší zástupce téhle kategorie od "zelených" a mohou na něm jezdit už osmnáctiletí - poměr výkon/váha je pod zákonnou hranicí 0,16 kW/kg. Jenomže pokud vám a priori nedrásá ego, že jezdíte na nejmenším čopru od Kawy, tak věřte tomu, že se povozíte královsky... ČMN 2008: 2 x Fun Není to tak dávno, co se v motocyklových katalozích začala objevovat kategorie "funbike". Do té se začaly řadit většinou lehké jednoválcové motocykly s objemem kolem šesti set kubíků a konstrukcí vycházející z endur. Ve stejné kapitole je možné najít i následující dva motocykly - bavorského scramblera G 650 Xcountry a italskou sportovkyni Pegaso 650 Factory... ČMN 2007: Spaghetti Western Americký filmový žánr zobrazující Divoký západ a po celém světě známý jako western byl pro řadu Evropanů těžkopádný a jejich mysli nepochopitelný. Není proto divu, že "rozverní" Italové přišli se svou verzí, jak takovou tématiku vyjádřit, a vznikl spaghetti western. Pro tyto filmy jsou charakteristické znaky jako přímočarost, minimalistický děj nebo nízký rozpočet. Nevím, jak na ostatní, ale na mě italská novinka Moto Guzzi Bellagio působí jako takový "špagetyvestern" na dvou kolech... Články na MotoLife Motorbike 7-8/2022 Prázdniny jsou tady a s nimi i letní vydání Motorbike. A nijak jsme na něm nešetřili, na téměř 150 stranách najdete samozřejmě testy (především letošních novinek, od skútru přes cestovní endura až po supersport), reportáže z domova i za světa, sport a spoustu dalšího. Jako vždy jsme udělali vše pro to, aby vás Motorbike bavil – a věříme, že vás bavit bude. Přejeme hezké léto! Testy Ducati DesertX ... Motorbike 6/2022 122 stran, 12 strojů v testech, od stopětadvacítky po dvanáctistovku, sportovní reportáže od road racingu po speedway. Tak by se dalo jednou větou stručně shrnout červnové vydání Motorbike. Najdete v něm ale samozřejmě mnohem víc. Testy Triumph Speed Triple 1200 RR Triumph dvanáctistovkou v novém Speed Triplu výkonově dotáhl přímou konkurenci. Představení klonu RR s polokapotou á la sedm... Motorbike 5/2022 Většina motocyklových značek uvolnila pro testování své letošní novinky a tak už naplno jezdíme a zjišťujeme, co nám která z nich nabízí. V květnovém Motorbike si tak můžete mimo jiné přečíst test do poslední chvíle přísně utajovaného, zbrusu nového H-D Nightstera, kterého jsme měli možnost vyzkoušet ve španělských horách, dále na vás čeká „lidský“ Streetfighter V2 či cestovní Honda NT1100. A to n... Motorbike 4/2022 Zavřete oči a poslouchejte. Slyšíte to? No jasně, venku jsou slyšet první zvuky jara a spíše než štěbetání ptáčků oceníme my, motorkáři, zvuky linoucí se z koncovek výfuků. V redakci nejsme výjimkou, i na nás „leze jaro“, a tak jsme pro vás do dubnového čísla stihli otestovat několik novinek ze světa motocyklů a motocyklového vybavení. 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by , on April 29, 2013, 02:16 The Yamaha WR125R loves adventures. All you have to do is jump on the saddle and fire up the engine then you can venture to the woods or other dirty tracks. The bike features a tasty of road styling with aggressive lines and sharp-cut fenders. You’ll also like the sleek seat, the ergonomically designed handlebar and the sporty headlight. As far as power is concerned, the Yamaha WR125R is propelled by a fuelinjected, liquid-cooled, 4-valve, 4-stroke SOHC single-cylinder engine. The engine puts out 11 kW (15PS) at 9,000 rpm and Nm ( kg-m) of torque at 8,000 rpm and is mated on a constant mesh transmission. The motorcycle rides on 21-inch front and 18-inch rear wheels wrapped in new dualpurpose tyres. The wheels are combined with 240 mm front and 220 mm rear discs that offer a pretty strong stopping power regardless of the terrain conditions. Hit the jump for more information on the Yamaha WR125R. Overview Whether you feel like tearing up the dirt or hitting the road, the WR125R gives you the means to do it – with a full-size, 125cc design finished in Yamaha’s aggressive off-road styling. For instant, free-revving performance, the WR125R uses a fuelinjected, liquid-cooled, 4-valve, 4-stroke SOHC single-cylinder engine. And to ensure impressive off-road potential, its 21-inch front wheel and 18-inch rear wheel are fitted with new dualpurpose tyres. The 240 mm front and 220 mm rear discs deliver effective stopping power with lots of feel - while a 930 mm seat height and the handlebar/seat/footrest relationship let you stand up when riding, for off-road comfort and control. 125cc full-sized enduro Liquid-cooled, 4-valve, 4-stroke single cylinder Fuel injection 21-inch front wheel / 18-inch rear wheel Large-diameter wavy discs Designed for stand up or sit down ridingFeatures At Yamaha, we don’t see a smaller engine capacity as a limiting factor. We see it as an opportunity. That’s why our 125cc models deliver performance and style unlike any other bikes in their class. Whether you want a punchy runaround for the city streets, a rugged off-road machine for weekends in the wild, or a classically-styled cruiser complete with teardrop tank and high bars, you’ll find it in the 125cc range. Each bike is shot through with the DNA of its larger capacity brothers and comes packed with the kind of rider-focused high-tech features that have become synonymous with the Yamaha name. High-performance engine A fuel-injected, liquid-cooled 4-stroke SOHC engine delivers instant, free-revving performance. The addition of a 6-speed gearbox ensures that you’re always on the power - whether crawling up a dirt mound or opening the throttle on the open road. Motocross-inspired chassis To help you cope with the rigours of the trail, the WR125R uses a pure motocross-inspired steel double cradle chassis. Featuring chunky 41 mm front forks and a Monocross rear end with adjustable shock, it delivers a riding experience that’s both comfortably rigid and totally manoeuvrable. Ultimate agility The dirt is an unforgiving surface. That’s why the WR125R features a 21 inch front wheel and 18 inch rear wheel, designed to be agile enough to slice through gravel and sturdy enough to take hard landings. Dual-purpose tyres ensure exceptional performance on or off the road. Super-responsive suspension Telescopic forks at the front and the swingarm with link-system suspension at the rear take the worst bumps out of your ride, whatever track you’re charging around. The lightweight braking system keeps unsprung weight low, for superresponsive suspension on all types of terrain. Ride the way you choose A 930 mm seat height and the handlebar/seat/footrest proportions are designed to let you stand up when riding off-road - crucial for your comfort and control when facing trickier terrain. Wavy disc brakes for total confidence For the perfect on and off-road braking combination - strong stopping power combined with plenty of feel - the WR125R uses ø 240 mm front and ø 220 mm rear wavy disc brakes. Specifications

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