The 2010 Yamaha WR250X Review Has Begun…

Hi Beatr911:

I could not agree with you more regarding the Aerostich gear. My Aerostich Darien HiViz has been through hell and high water now and there is simply no other jacket I would wear at this point in time...

While on the Zero S last Fall-Winter, the Darien jacket w/ liner and pants kept my body warm and cozy down to 39 degrees and this was without an electric vest or heated gear. Driving through the outskirts of Washington DC on the I-95 last week, the 1200 GS's exterior temp indicator displayed 101 degrees while I was stuck in the midst of a 15-miles stop and crawl. With some DWB, I was able to create a buffer large enough to keep moving at an average of 7 to 10 mph while everyone else was bungeeing from 0 to 15 mph and back down to 0 again. That Aerostich with its underarm and back flap openings kept me cooler than I would have been in a car! While transitioning through downtown NY City last week, the 1200 GS indicated 102 degrees in the Mid-town tunnel and again, while moving, the Darien came through again. Excellent built in armor for the sholders, back and elbows (Pants with knees and hip armor), excellent utility as described above, excellent design with long distance comfort and most of all, excellent visibility thanks to the generous size and HiViz color.

During the few rains we hit last week, Harry was stopping to put on rain gear and then would roast like a pig on a spit. I simply zipped up the front to the top, pulled over the Velcro collar and kept riding. Even with the vents open, never a drop of rain came through and I never had to hassle with rain gear once the rain began. As temps quickly dropped from the mid 90’s to 70 degrees, it was like stepping into a welcome refrigerator for a bit too

We should transfer these two posts to the Darien Gear review. I remember when Lightfoot (John) first mentioned the Aerostich gear to me a few years back and I thought it would be just another set of gear. Boy how wrong I was considering this gears duty over the years!

By the way, I have to be up in the Seattle area on the WR250X sometime in early August for an interview with a UK Times after the cross-continent 100-mpg attempt and wonder if you wanted to go for a ride locally?

Let me know as I would love to get together with a fellow CleanMPG member and bike enthusiast while on the West Coast. I want to stop in and see Dan (WriConsult) while I am out there before the fast ride down the coast to LA as well. I would normally consider the I-5 but I so much want to ride down the Coast Highway due to all of the beautiful views I have seen over the years in pictures yet never got to experience them for myself… AND on the nimble Yamaha WR250X, it should be quite the Adventure!

And did anyone know the WR250X will be running an Iron Butt from the IL/WI/Lake Michigan border to Boston, MA (1,065 miles) later this month? Someone is going to be going to the hospital asking for an @$$ transplant after that ride is over! Stay tuned

Good Luck

Wayne

 

Hi All:

I was given permission to publish some WOT (Wide Open Throttle) metrics from a member of the WRR forums who is riding a slightly hopped up WR250R that some may be interested in. The reason why I thought these numbers were interesting is I only know of some areas on I-10 and I-40 in Texas and New Mexico, I-90 across Montana and Idaho and US 6 or US 50 across Nevada where there is a stretch of Interstate or roadway that could be ridden or driven at 80 + mph for over 50 + mile distance.

WRR/X General Discussion – Fuel Mileage

Here is WRR member's Machtig's post(s) including my request…

Even with Machtig’s lower gears and intake/exhaust/ECU-FI programming mods running absolutely flat out on a fully loaded and non-aerodynamic WR250X due to the saddle bags still allowed almost 40 mpg at its worst. At his best, was 70 mpg with the same bike and similar conditions but not WOT is all.

I suspect the modifications to the intake/exhaust and ECU added another possibly 20% increase in HP while lowering the FE of his WR250R (the on/off-road variant) maybe 10% from OEM if that helps?

Wayne

 

The variation in max speeds uphill and downhill suggest it's max speed is power limited. I can imagine a bit of aerodynamic work would raise those limits significantly.

 

Hi Beatr911:

Talking bikes is like talking about "cool" and too bad more were not interested

Andrew, here is the best frontal profile shot of the WR250X I could find off Yamaha’s media site…



Those frontal “wings” grab as much air as possible and guide it through the right frontal radiator with yet more plastic deflectors on the radiator itself to divert any road debris from hitting the fins directly. With the high compression ratio of the performance oriented .25L Yamaha motor, liquid cooling is a must or pre-detonation would be a nightmare to control through timing/valve manipulation and combustion chamber shape alone.

As you can see however, the WR is a much slimmer design (as all 250’s are) than the larger bikes. The 650’s, 800’s and the 1200 GS’ we rode last month are monsters by comparison. While there are aero improvements to be had, each one would take away the little ventilation comfort you receive from the wind coming into and through your gear.

It has been speculated in the past that a rider on a bike has a Cd of .5 or more thanks mainly to the rider’s frontal profile acting as a parachute. The tall profile of a rider on a bike exceeds the frontal area of a small car in some cases and all of the ungainly number of openings and strange edges just about everywhere on a bike are a detriment. And as you deduced, it’s all about the drag increasing at the velocity squared with the limited amount of power available. At 80 + mph, FE is beginning to be shot out the window and top speeds of everything from the WR250X to the mighty 2000 Insight-I are limited.

Remember that 1,100 mile high speed run from LA to Amarillo in < 16-hours we drove 2-years back? Didn’t that European Civic iCDTi still pull 45 mpg with many hours at 80 + mph on the I-40? That was impressive and it like the hybrids was loaded with underbody panels and a clean profile to “cheat” the wind.

I do have a small windscreen for the WR250X and will do another terminal test on the same section of abandoned highway I did the initial terminal velocity tests after the install to see if it actually helped or not? It will certainly reduce the wind blast to the lower chest and as any rider will tell you, taking a highway wind blast is like being in an all-day boxing match. The wind literally beats you from 35 mph on up while a cage (car/truck) driver never feels a thing.

Good Luck

Wayne

 

I remember that high-speed run all to well. I'm still sorry about that scheduling problem.

Bike aero is pretty covered in the other thread about Craig Vetter, so I won't bring it in here too much. About car drivers not feeling a thing - yes! I think if everyone had to drive with the windows down we'd end up saving a WHOLE LOT of fuel due to lower speeds.

That a 250 bike can't even hold the speed limit uphill, though, is something to think about.

 

Hi Andrew:

Very good point! I will ask Machtig if he remembers that section of I-25 including some of the more famous 5 and 6% US Interstate grades. I bet it did...

Wayne

 

Hi Chad:

Gottem!

Regarding the IB, I spent over 4-hours on the phone and writing up E-Mails with short manufacturers, Communications Gear manufacturers and seat manufacturers this morning and afternoon to sort it all out. I might do a 700-miler down to St. Louis to get some pics of the X at the Gateway to the West (the Arch) and back just to make sure all the long distance off the shelf farkles (accessories) are working like they are supposed to just in case before the real show begins later this month… I see you have a nice seat coming in as well. Do tell how it rides vs. the OEM when you get some miles on it. Anything has got to be better than OEM after 150-miles

Also, I think Krabill did 910 miles on his WR going out but may do an IB on the way back from wherever he is right now?

Here is also a close-up of the right side radiator opening… The aero is ugly but it has a purpose.



Good Luck

Wayne

 

Hi All:

The 100-mpg Adventure Touring Project Bike has begun


Wheels Off - The Avon Distanzia is on the rear with the Front going on tomorrow.

The front 14T CS sprocket is on and I will swap out the rear 42 for the 40 tonight. Some said that CS sprocket was going to be a hell to come off. I used a 1.5' breaker and it came right off?

Lots of other stuff to do even tonight but at least its started.

Regarding the Distanzia's, the following may prove interesting...

Column1	Column2	Column3	Column4	Column5	Column6
Manufacturer	Tire	F/R	Size	Weight	Circumference
Avon	Distanzia	Rear	130/80 R17 65H	16.25 pounds	79"
Bridgestone	Battleax BT90	Rear	140/70 R17 66H	9.5 pounds	76.75"
Avon	Distanzia	Front	120/70 R17 58H	9.5 pounds	72.625"
Bridgestone	Battleax BT90	Front	110/70 R17 54H	6.25 pounds	72.5"

​

The extra weight in the rear may be a show stopper but we'll see???

Wayne

 

Hi All:

Except for dropping the rear end to shorten the rear shock so as to lower it a touch, she's as naked as she's going to get



Wayne

 

Hi All:

A request... I have the ProMoto Billet/Fastway F5 pegs (fantastic machined quality by the way) but have yet to tackle the Torx head bolts that hold the OEM brackets on to install the lowboy brackets. Any suggestions before I go out and buy a set of the Torx head drivers. Why on earth would anyone want install a Torx head bolt anyway?? I will probably strip them out which would really suck These pegs are the bomb and while the instructions were a bit thin, once you get them on the OEM brackets or mounted on the Lowboy brackets and place them next to the bike, you will see how nice they really are!

The ProMoto Billet Rear rack and FIT System Hand Guards (both are also pieces of art) go on tomorrow.

I installed the RoxSpeedFX anti vibration 2" risers (pulled back about 45 degrees from vertical) and wow do they make a difference in ergo while up on the pegs before I removed the plastic and such! I did spin the throttle assembly 180 degrees and moved the clutch assembly in about 1/4" and now everything feels great. I think I will cut the bars about 1/2" for a slight aero improvement since I have everything either loose or off. I cannot wait to see if the anti-vibration aspect of the risers work as advertised. They feel good in the hands with a more natural feel for the taller WR riders. The Anti-vib will be an additional benefit if they work as expected.

Has anyone ever attempted to conjure up a way to mount the mirrors down below and not smash them into your knees during a turn? I do not like the OEM position at all as I am staring into my arms and shoulders. Now that I have moved them in about 3/4 of an inch in total, I can see between my arms and its about the only thing I can think of to make them work for me? Going under would look goofy as hell for sure

I am still thinking about the Avon Distnazia's... They look good, add some much needed off-road capability and increase the final ratio a tad which is always a welcome addition for the slab but not if they harm the bikes FE. A more than 50% increase in weight vs. the BT90's (rear) at the outer most edges is going to be hell to bring them up to speed from a stop. They may add some inertia for downhill’s but the added unsprung weight at the worst possible location... We will see as I am now thinking about just installing the rear and running some quick measured FE segments just in case I have to revert back to the BT90's.

I have some Spyder grips and they actually have a "this is the top arrow" embedded in the mold. Does anyone know why a set of grips have a particular mounting position? Also, the instructions say clean and dry to install. I have yet to install them but soon. Any tips?

Finally, I have (2) pair of EVS Ultimate's to help with long rides for those most tender of areas. The Canari Gel Liners are great as I have had 30-hours of seat time in the car and about 30-minutes on the WR while wearing them. When the WR is all modded and back on the road, we'll see how the EVS Ultimate’s work out. The hip padding was a bit bothersome while wearing them around the house but for any off-road ride with gear lacking built in hip protection, I would highly recommend EVS's full hip protection be left in. I left the upper rear protection in and it does not seem to be getting in the way at all...

TIA

Wayne

 

Are you changing the gearing?

Have you thought about some kind of smooth disc covers on the rear wheel? The front might be risky in cross winds, but the rear is better. If you get a crosswind gust, it'll push you into the wind, where you want to go anyway.

maybe some golf-ball dimples on your helmet?

 

Hi Marc:

I hate TORX then... Still hoping I do not need an impact wrench with a Torx head installed to get those two peg brackets out on each side???

Andrew, aero modding a bike is not what most think would be the best solution as cross and buffeting winds are horrific by comparison to head wind drag reduction. It is literally boxing match all-day long with you getting slapped from side to side. One of the most important tools in a rider’s toolkit is a bottle of aspirin and it the continuous buffeting is one of the reasons for it.

A car's mass and power can carry it through winds from any angle with the subsequent loss of FE being felt but minor while a bike is being kicked around even when a semi-passes. Add in a side wind and all the aero additions hurt your FE rather than help. It is one thing to have a headwind or tail wind as bikes have wicked bad aero drag, but trying to drive a wing at stall perpendicular to the incident is far more harmful than helpful

Gearing, yes indeed! I am going from the OEM 13/42 to a 14/40 combo. Add in the rear Avon Distanzia tire’s increase in diameter to 79” from the OEM’s 76.75” (picked up for this purpose along with the off-road capability actually) and I have an effective 15.6% increase in the final ratio. Not quite as much as I hoped but 15% is not bad. 15 and 16T countershaft sprockets will fit physically but I could not find one with the right machined cut to match the WR250X’s output shaft itself. There is a 38 available for the rear somewhere but I could not find a vendor that carried one.

Good Luck

Wayne

 

Hi All:

Spent way to many hours scewing around but it is coming together. I received a prototype 3.0 gallon tank yesterday afternoon and its installed. Risers, grips, pegs (long story about those...) and wheels with Dual-purpose Avon Distanzia tires installed.

Still have the electrical to wire, remove the EVAP, install the Ricochet skid plate, ProMoto rear rack and install the panels...



Wayne

 

Hi All:

Although I have some testing tomorrow, it is essentially finished. I still have to lower the rear end by an inch but that is minor compared to the rest… I hope I will wire up the Gerbing Heated gear after the Boston to Chicago segment but before taking on the trek to the West Coast...

2010 Yamaha WR250X


Almost ready


First .99 gallons added to new IMS tank.​

More tomorrow of course.

The Moto Billit/Fastway Rear Rack and F5 pegs, Ricochet Skid plate (oh is it a nice aero mod too ), 14/40 Yamaha GYTR gearing, MSR 30 oz Emergency Fuel Bottle, RockSpeed FX 2” Anti-Vib risers, Spyder Anti-Vib Soft grips, Slipstreamer Spitfire windscreen, IMS tank (early prototype 3.0 gallon), Giant Loop Fandango Tank Bag, Fused 12V power wired up to the Garmin 1490 attached to a Ram Mount and Dualsport Avon Distanzia’s are now installed.

I went to a local gas station and filled a 1.0 gallon can w/ .99 gallons, came back and dumped it all in. No leaks so I crossed my fingers, turned the key, and she fired up within a second. I let it idle for about 15-seconds as I want to find out the new tanks actual capacity which will have to wait until tomorrow. We have Tornado Watches and Warnings along the IL/WI border this morning.

Wayne