Test Ride] First Test of the Highly Anticipated Yamaha WR125R! Thorough verification of the popularity of the bike, which has already sold 1,000 units!

After a long hiatus in the lineage of numbered off-road motorcycles, Yamaha has finally decided to release the WR125R. 539,000 yen is a bit high for a 125cc model, but as of the day after the announcement, orders for about 1,000 units (planned annual sales: 1,300 units) had been received, indicating the popularity of this model! What is the true value of this highly anticipated moped off-road vehicle? Freelance writer and off-road motorcycle enthusiast Hiroaki Yatagai attended a press test-ride event held at Moto Sports Land Shidoki in Fukushima Prefecture.

⚫︎ Photo: Junya Yamauchi

Thanks to the VVA, none of the inefficiencies common to 125cc bikes are present!

The first thing that surprised me when I started riding was how powerful it was when starting off. The WR125R is a 125cc model that tends to have little torque at very low speeds, and some models are somewhat lacking. However, we were surprised to find that this was not the case with the WR125R. Acceleration from a standstill feels very powerful, and the engine seems less likely to stall than most engines in this class. I also tried a full-lock U-turn at idle rpm, and the engine seemed to stick very well at very low speeds. With this tenacity, even a beginner rider who has just obtained a driver's license will find it easy to handle. . However, what is of concern is the high RPM extension. Engines that focus on low-speed torque often do not extend nicely to high rpm. However, the WR125R delivers 15 PS of peak power at 10,000 rpm, which is high for a single-cylinder engine. When we asked the development team about the maximum speed, we were surprised to hear that "100 km/h is possible! This is exactly how I felt when I drove the car, and while I did not feel a lack of torque in the low rpm range, the high rpm side of the engine had a very good extension. In fact, this is the effect of the variable valve timing system "Variable Valve Actuation" (hereinafter referred to as "VVA") installed in this engine. The VVA switches between a torque-oriented intake cam for low rpm and an extension-oriented intake cam for high rpm. This is why the engine does not lack torque in the low rpm range, but still revs nicely all the way up to the high rpm range. The benefits of the VVA can actually be felt in real life. When the throttle is opened wide and the engine speed is increased, the torque drops around 7000 rpm and the transient characteristic becomes moderate. However, as the engine slowly revs up to around 8,000 rpm, acceleration improves and the engine powerfully blows up to the red zone of 10,000 rpm. This effect is especially noticeable when driving uphill on winding roads, and the engine runs more briskly when the first gear is dropped and the engine speed is raised to 8000 rpm or more, where the VVA kicks in, rather than running at a leisurely 6000 to 7000 rpm. With the WR125R as a partner, the rider will not feel short of acceleration when going stop-and-go, and will be able to keep up with the flow of the main road, regardless of whether there is a gradient or not. Moreover, it is lightweight and maneuverable. It is hard to find a machine that is so easy to use as a commuter's footwear.

It is a well-made off-road bike!

Now that we were satisfied with its usability on the pavement, we were ready to test its capabilities on an off-road course. Instead of the stock Dunlop D605 tires, the vehicle was equipped with Dunlop D603 tires, which have a stronger off-road profile, and the tires were deflated to a lower pressure. Furthermore, the course was the main course at Moto Sports Land Shidoki, which shows the seriousness of Yamaha's intentions. With a displacement of 125 cc, we wondered if the machine would be able to climb the famous Moto Sports Land Shidoki's famous big hill.　I was not so sure, but once I started riding the bike, I had no worries at all. Although I had to downshift from third to second gear just before the summit, the engine power was sufficient for a 125cc trail model. The chassis was also quite impressive. The front and rear suspensions are not of a high grade, but they are well built for an off-road bike, and neither the front nor the rear bottomed out after a few jumps. The WR125R's chassis is designed as an off-road model that can be ridden under heavy loads, including jumps. The chassis of the WR125R is well built for high-load riding, including jumps, as an off-road model. However, lateral and torsional rigidity has been reduced so that the machine feels compact despite its full-size 21-inch front/18-inch rear bodywork. The vehicle feels small and easy to handle because it does not have the weight that comes from the rigidity of the chassis, and on slippery surfaces, the chassis flexes to catch the road surface. According to the development team, the chassis is based on the previous generation (WR155R, not yet introduced in Japan), and the basic design of the main frame, swing arm, dimensions, front and rear strokes, etc., are the same, but the balance of chassis character against engine power is very good. The VVA's effectiveness was also felt on the off-road course. Since I am not a motocrosser, I sometimes felt that the VVA was not strong enough to handle the ups and downs of the main course at Motosportland Shidoki (well, I wish I had the skills to ride without slowing down, but unfortunately I do not have that level of skill. ......). ) However, when driving on a compact mini-course, I felt no shortage of power. On the contrary, thanks to its compact body, I felt that it was the fastest among domestic and foreign trail models, including those in the 250cc class. Although I own its big brother, the WR250R, I felt that the WR125R would definitely be faster in a field such as a mini course. However, the driven sprocket is large at 59T, and the gear ratio is quite short, emphasizing acceleration. If the gear ratio were set a little longer, it might be possible to ride with a more comfortable power slide.　One can't help but wonder if a slightly longer gear ratio would allow the rider to slide along with a little more power, but this gear ratio was probably considered by the development team to be the best for the 125cc class power, even with the VVA. After riding on paved roads, dirt roads, and motocross courses, I was impressed by the fact that the 125cc class models, especially the off-road models, do not seem to lack or mismatch the engine and chassis, which is often the case with the 125cc class models, However, the WR125R is based on the WR155R, a 155cc model, and the balance between vehicle size and engine power is very well balanced. However, the WR125R is based on the WR155R, a 155cc model, so the balance between vehicle size and engine power is well balanced. Thanks to this, there is no such thing as "a good chassis but not enough engine power," or conversely, "the chassis is not well built as an off-road model. That is why I was able to enjoy riding it on a motocross course. The WR125R is a well-balanced entry-level model that is easy to handle and fun to ride for riders who are just starting their off-road adventure.

Yamaha WR125R - Detailed Description

Styling

The WR125R is a full-size trail model with a 21-inch front wheel and 18-inch rear wheel, and the great thing is that the torsional and lateral rigidity of the chassis has been reduced for this displacement class. Thanks to this, the vehicle feels strangely small when driven, even though it is full-size. We hope that you will experience the ease of handling of this full-size vehicle, which is contrary to its appearance, by taking it for a test ride throughout Japan.

WR125R ABS Specifications

Overall Length x Width x Height: 2160 x 840 x 1195 mm- Wheelbase: 1430 mm- Seat Height: 875 mm- Weight: 138 kg- Engine: Liquid-cooled 4-stroke single cylinder SOHC 4-valve 124cc- Maximum Power: 15 PS (11 kW)/10000 rpm- Maximum Torque: 1.1 kg-m( 11Nm)/6500rpm・Fuel tank capacity: 8.1L・Transmission: 6-speed return・Brakes: F=disc R=disc・Tires: F=2.75-21 R=4.10-18・Price: ¥539,000

Riding position (seat height: 875 mm)

The seat height is 875 mm, which is like an off-road bike The seat height is 875mm, which is high for an off-road bike, but it sinks in at 1G, and when supported by both feet, the heels float about 1 or 2cm. The slim and lightweight chassis makes it easy to support the rider. If you are concerned about the stability of your footing, check out the "low-down seat (19,800 yen)" and "low-down link (7,700 yen). It is possible to lower the vehicle up to 70mm (see below).

DETAILS.

Custom Vehicle 1: Y's Gear (Genuine Accessories)

Y's Gear offers parts to improve the WR125R's off-road suitability and comfort, as well as lowered seats and links to improve footing. All prices include tax and do not include installation labor.

Custom Vehicle 2: Dirt Freak

Dirt Freak, which has released a number of original off-road motorcycle parts such as "ZETA RACING," was one of the first to offer parts for the WR125R. All of them are practical items that enhance the off-road performance of the WR125R.

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