WR 250 2T

[Jonny]

per forza   
cmq mi tocca pure cambiare la camera d'aria posteriore 
chissa quando arrivera'?

[Jonny]

[piuiva]

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[Jonny]

 

[Jonny]

Here´s the magazine website:
www.revistapro.com.br

And here´s the english version of the text:

Gone are the days when the 500´s were considered the queen of motocross, both in the World and North American motocross championships. Great names of the sport, such as Roger Decoster, Eric Geboers, Georges Jobe, Broc Glover, Dave Thorpe, among many others, reached the peak of their careers riding Open Class bikes. The factories themselves, both the Japanese as the European, invested heavily in the development of these bikes, and the 80's were the most important years for those models, with 500cc machines being made from all manufacturers. Honda, Kawasaki, KTM and Suzuki all had their models, and with Yamaha was not different, beginning with the 1980 YZ465. In 1982, the model had its displacement increased to 487cc - the same as it had at the time of its extinction, in 1990 - and its name changed to YZ490. The YZ490 was considered a step backwards from the 465, because its engine had been taxed as very strong, with little low and all of it´s power on top, making it hard to ride. Yamaha would spend the next 8 years trying to improve the ill YZ490, but the damage had been done, although the model improved much over the years, it had never been a great success. Even with Broc Glover, Doug Dubach and Jeff Stanton achieving satisfactory results in the AMA 500cc motocross, the factory decided to withdraw the model from the production line, leaving orphans the Yamaha fans that wanted to compete in 500 class, or simply have a Yamaha 500cc motocross bike in their garage.

However, contrary to predictions that Yamaha would follow the choice made by Suzuki in 1984, when the RM500 stopped being made for good, removing Suzuki permanently from the 500 class and focusing on the smaller classes, a new Yamaha model arises at the end of 1991, the 2 stroke Yamaha WR500.

Designed in the USA and produced in Japan, the WR500 was born as an old friend. The engine was an enhanced and updated edition of the old YZ490 engine, keeping the same displacement: 487cc. This is a two stroke air cooled, fed by a 38mm Mikuni carburettor, with a five speed transmission. At first sight this engine looks very similar to the one that was used in our nostalgic DT180 - both in concept and in design -. Even the Energy Induction bottle is there. The old problems that once plagued the YZ490 had been solved and new features were added, like the light coil. But the bike didn´t come from the factory with a  headlight, requiring it´s installation by the owner. The frame used was based on the YZ250 and WR250 frames, but with more caster and trail angles, as well as various structural reinforcements, not seem on the smaller bikes frames.

The suspensions were more advanced units than those found on both YZ and WR250 of that period, and would only be seen in these models a year later. The WR500 was the first Yamaha to feature a completely removable sub-frame,  and the first to use  rubber cushions in fixing the handlebar to the top triple clamp.

The bike was a great success. Motocross, enduro and rally riders, as well as weekend warriors, saw in this new Yamaha model, a motorcycle simple, robust, and able to face any challenge: be it jumping a triple at some motocross track, or traveling at high speeds at a Baja race. Yamaha was again admired for its 500cc model. The YZ490 was finally avenged!
In the year of 1992, the Yamaha factory team decided to enter the new model in the AMA 500 motocross series, and gave the task to race it to Damon Bradshaw and Doug Dubach, both very  experienced riders. With some victories and many holeshots, Bradshaw finished the season fourth overall, demonstrating the competitiveness of  the WR500 at the motocross tracks.

Unfortunately, 1993 marks the last year of the 500cc class in the AMA motocross, and forecasts of low sales and decline in the public interest, have made Yamaha to end production of the WR500 at the end of that same year. Due to this short period of time that the WR500 was produced (from the end of 1991 until the end of 1993), only one thousand units were ever made. The only models were for the years 1992 and 1993, with only minor graphics differences between the two model years.


As far as we know, Thiago´s WR500 is the only one in Brazil. Despite always having used it very carefully, Thiago decided to restore it completely, having started the process  in 2005. It took a great amount of time, labor and money to get all the parts and import them. All this was only possible thanks to a Yamaha dealer located in the state of Pennsylvania, USA, called Speed and Sport Inc., which Thiago is friends with the staff and they helped him from the start. The fact that this Yamaha dealer is the largest in the U.S. east coast, and is specialized in old models and NOS parts, helped a lot.

The WR500 found greater success in the U.S. and Australia, perhaps due to large deserts and open areas existing in those countries that favor powerful motorcycles and high speeds. Because Brazilian trails are more tight, low speed oriented, very powerfull bikes were considered as a "waste", and even dangerous. Therefore, 500cc two stroke motocross bikes were never very common here in Brazil, and the few that can be seen on our trails and tracks, are also the rare Honda CR500 or Kawasaki KX500. This, of course, without mentioning the Franksteins bikes: extinct CR and KX500 engines, transplanted to modern bikes chassis, like the famous "Service Honda" CR500AF and KX500AF – perhaps those are even more exotic, because of the high cost, and low production.

Back to the WR500, I can tell you that it is an extremely powerfull motorcycle with its 60 plus horses, but at the same time very docile. The powerband is very broad, setting up in low and mid ranges as a 4 stroke, with lots of torque. But on mid-to-top and top-end is where the engine starts to get scary: The front wheel wants to go up at the slightest throttle movement, and if the traction is not ideal, the rear end fishtails with great ease, scaring who is not familiar with its "hit". Straights are swallowed with frightening ease, and hillclimbs are a joke.

Even with a design that dates to early 80s, the engine still impresses. There is an old saying often used by American "muscle cars" enthusiasts, which applies perfectly to the 500cc class motorcycles: "There is no substitute for cubic inches". A big-bore dirt bike, with lots of power, never gets outdated.

But, for you to enjoy all that power, it is necessary to have good suspensions and handling, and that´s exactly what the WR500 has got. The chassis is very stable, with its well balanced and progressive suspensions. The factory setup was aimed for trail use, the suspension being a bit soft for motocross. In this case, Yamaha offered optional stiffer springs. The stability also comes from a greater wheebase, obtained with the use of a swingarm longer than those found in the smaller bikes. This greater wheelbase is also needed to prevent, or attempt to mitigate the tendency to wheelie the front wheel, especially on hillclimbs, or when the rider gives it full throttle. Although the fuel tank is monstrous, with capacity for 15 liters, the rider almost does not realize its size, as the tank/seat junction creates a very comfortable riding position. The main limiting factor for large trail loops, is fuel consumption, a little bit high. The bike has a big appetite.

Another positive point is the low frequency of maintenance required. If basic cares such as proper air filter cleaning and  the use of  good quality gas and 2 stroke oil are taken, the bike is virtually indestructible. There are no exhaust valves, radiators, hoses and water pumps to break, and even if any problem arise, the service becomes very simple. The frequent use of the engine at low engine speeds - due to the monster torque available- also extends the life of all engine components.

But if the intention is to have fun, few bikes compare to a 500cc 2 stroke. The feeling of power, the deep sound of the exhaust, the certainty that you can overcome any and every hillclimb, and the satisfaction of leaving the modern fuel-injected bikes in the dust, is unsurpassed.

[piuiva]

...cut...

...tanto prima o poi la trovo, ahhh ce poi scommette...per intanto amo fatto scopa...




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[Jonny]

m'accontenterei del cilindro ohlins

[piuiva]

m'accontenterei del cilindro ohlins

...chettelodicoaffà  ...

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[Jonny]

te ne sei preso un altra?! 

[piuiva]

te ne sei preso un altra?! 

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[piuiva]

...Wide Ratio...the original...

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[Jonny]

The Best! 

[lele74]

per forza   
cmq mi tocca pure cambiare la camera d'aria posteriore 
chissa quando arrivera'?

perchè? Aspetti che qualcuno la getti sul tuo campo? (visto che hai detto che talvolta è successo con qualcuno dei vari motorini che hai in collezione ...magari qualcuno butta via pure l'ohlins  )


OT: mi servono 4 frecce x fifty

[Jonny]

quella l'ho cambiata da tempo 
per le frecce del fifty prendi quelle posteriori dell' Aprilia Sr ditech,hanno il vetro bianco ma sono le stesse

[lele74]

quella l'ho cambiata da tempo 
per le frecce del fifty prendi quelle posteriori dell' Aprilia Sr ditech,hanno il vetro bianco ma sono le stesse

allora ora cambiale anche al cagiva

Io cerco le frecce vecchio tipo: come quelle in foto (le montavano i modelli ante 88: tipo il full cx rosso di Monzo)

[Jonny]

scusate l'O.T
ma monzo vedne un casino di roba,di sicuro le ha!

[Jonny]

abbelli!Vendo la motaccia,1300¤uri

[ROB]

Ciao ragazzi, ecco la mia!

qui appena presa


rimessa in sesto nel box di un mio amico con rifacimento motore, riverniciatura telaio, rifacimento impianto elettrico, ecc


qui con le plastiche rmz450 e mascherina ufo ghibli, visto che non ho trovato manco un adesivo per abbellirla


e qui con le grafiche complete rockstar


un saluto a tutti e in particolare a piuiva e johnny che ho contattato più volte su altro fourm quando comprai la moto ad ottobre.

[Jonny]

Molto bella,ti dara' un sacco di soddisfazioni 
cmq sn un fottuto lunatico del caXXo 
alla fine mi tengo la mia motina  ...nn saranno certo quei 1000 ¤ che mi cambiano la vita...anche se mi farebbero molto comodo...vabbe' ho fatto un po' di domande di lavoro,spero di trovare un lavoretto estivo

[Jonny]

cmq un minimo di aggiornamento glielo farei,che codino e che fiacatine posteriori di una moto anni 2000 si possono adattare piu facilmente?magari anche la sella....il massimo sarebbe pure serbatoio e pararadiatori...visto che hanno un aspetto proprio "vintage"

[piuiva]

...mammamiquant'èbellaporcoddueee!!!...



...ma quanto stavano avanti a iwata vent'anni fa?  ...

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[ds54]

...mammamiquant'èbellaporcoddueee!!!...



...ma quanto stavano avanti a iwata vent'anni fa?  ...

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Ma cosa c'ha .....

il cavalletto laterale anche a destra ?

[Jonny]

mi sa che e' il centrale 

[piuiva]

mi sa che e' il centrale 

... di serie illo tempore...



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[Jonny]

io non le ebbi 

[Svalvolato]

E si, le moto serie di allora avevano il cavalletto centrale, lo avevo anche io sull'RX...

[Jonny]

Lo ebbi sull'elefant 

[mistermou]

Ma un KIT plastiche (bianche) per la my 1990 quanto costa ?  Indove le comprate voi? 

[piuiva]

Ma un KIT plastiche (bianche) per la my 1990 quanto costa ?  Indove le comprate voi? 

...dovrebbe avercelo la UFO il costo? booooohhh, anzi si lo pii famme sapè che m'enteressa  ...

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[ROB]

cmq un minimo di aggiornamento glielo farei,che codino e che fiacatine posteriori di una moto anni 2000 si possono adattare piu facilmente?magari anche la sella....il massimo sarebbe pure serbatoio e pararadiatori...visto che hanno un aspetto proprio "vintage"

l'ideale sarebbe predere serbatoio-convogliatori-sella-parafanghi-fiancatine-telaietto post-cassa filtro!
a occhio direi che così facendo si possa montare qualsiasi due tempi moderno.
volendo anche senza telaietto e cassa filtro si può fare bene con l'ausilio di qualche staffetta e la creazione di qualche pezzo ad hoc per coprire la cassa filtro originale.

[Jonny]

lo scarico cosi alto e' il problema,sarebbe da adattarne uno che passi piu basso