Test Ride] Light and nimble both on and off the road! The WR125R is a fun trail for beginners and veterans alike!

After the "CELLO 250 Final Edition," there were no Yamaha trail models (numbered on-off models) equipped with a single-cylinder engine for the Japanese market. About five years later, the "WR125R" equipped with a liquid-cooled 124cc single-cylinder engine made its debut!　Let's check out the performance of the latest trail model right away! Text: Hiroyasu Ogawa Photo: Yuko Koizumi

The "Mazda2" is built with enhanced off-roading performance while taking environmental performance and convenience into consideration.

Based on Yamaha's YZ series of motocross racers, the "WR" series was developed as a racer for enduro (off-road endurance racing that is sometimes run on public roads overseas). The "WR" stands for "wide ratio," and the name derives from the wide range of gear ratios that were set up to allow the machine to be used in a variety of terrain. In 2007, the "WR250R," a trail model equipped with a newly developed liquid-cooled single-cylinder 249cc engine, was introduced, followed in 2009 by the "WR125R," an entry-level model for the European market equipped with a liquid-cooled single-cylinder 124cc engine, In 2019, the "WR155R" for the ASEAN region with a 155cc engine displacement will also be introduced. The "WR" series was not limited to enduro victories; the lineup also included models for "enjoying the ride. Based on the WR155R, the 2026 WR125R was newly introduced in the moped class in consideration of Japan's tax and license systems, economy, and other factors. Although based on the WR155R, all exterior parts except the seat and tail cowl have been changed. While the engine is basically the same as the road sport "YZF-R125" equipped with the "VVA (Variable Valve Valve Assembly)," the maximum torque has been changed from 1.2kgf-m/8000rpm to 1.1kgf-m/6500rpm, making it more suitable for off-road riding at low to mid speeds. In addition, the air cleaner capacity has been increased compared to that of the WR155R, which also contributes to improved off-road handling. The engine mounting angle has also been changed to achieve a more compact chassis. The front suspension is an upright type with an inner tube diameter of φ41mm and a stroke of 215mm, while the rear suspension is a linkage type with a stroke of 187mm. 21-inch front wheels and 18-inch rear wheels are used, ensuring a minimum ground clearance of 265mm. Brakes are front discs ø267 mm and rear discs ø220 mm, and ABS is equipped on the front only. The suspension is designed for off-road driving enjoyment. The LCD meter displays speed, engine RPM, gear position, and remaining gasoline level. It also displays the clock, trip, total distance, and instantaneous/average fuel consumption when VVA is activated. It also supports connection to a smartphone with the dedicated " Y-Connect (Yamaha Motorcycle Connect) " application installed. The latest "WR125R" is an on/off-road model that emphasizes off-road durability while meeting the latest environmental performance standards and offering convenience for everyday use, such as city riding.

Footing check.

Smooth acceleration makes city driving light!

To meet the latest emission regulations and safety standards, the WR125R is equipped with a catalyst and ABS. The vehicle weighs 138 kg, and was heavy when pushed and pulled while off the bike. However, when straddling the bike, the lower part of the body is heavy and the upper part is light, giving the impression of a low center of gravity, and while the bike is stable in an upright position, the left-right movement of the body (balance correction) is light. The smoothness of the machine's behavior makes the body feel light, and although the seat height is high at 875mm and the rider has to stand on one toe, the body is easy to support because the weight of the vehicle does not rest on the leg on which the rider's foot is planted. Riders of around 170 cm in height will not feel as uncomfortable on their feet as the seat height. The rider felt upright stability when starting out on the road, probably due to the gyroscopic effect of the large-diameter 21-inch front wheel. Another benefit of the 21-inch wheels is that the front wheels are less likely to swing when passing through deep waders on the main road or gaps in the rough pavement, and the vehicle also exhibits a high degree of straight-line stability. On the other hand, the machine is not as agile when entering a corner or when handling the vehicle. However, the handling itself is not peculiar, and there is no sense that the bike is too aggressive to turn. The WR125R's behavior is neither too sharp nor too dull, and it has a generous feel that is typical of a trail model. The engine idles at about 1500 rpm, and torque picks up at 2500 rpm, with practical torque to accelerate the vehicle at 3000 rpm. The torque itself is not fat, but rather thin, but it has a tenacity that prevents the engine from stalling even when starting off in third gear at idle, and the light clutch lever operation makes the engine easy to handle from very low rpm. In urban areas, there are many opportunities to start following the car in front. In such cases, the engine can keep 4000 rpm and upshift to keep up with the flow of traffic, and if the rpm is increased to 5000, the engine can lead the flow of traffic with its acceleration power. The "VVA (Variable Valve Valve Assembly)" switches the intake cam from low speed to medium to high speed at 7000~7400 rpm, but there was almost no opportunity to turn the cam to that level in city driving. This is because 5000 to 6000 rpm is the power band where acceleration power can be clearly felt, and if this rpm range is maintained, the driver can enjoy stress-free, brisk driving. Incidentally, the meter read approximately 60 km/h at 6000 rpm in 6th gear and approximately 70 km/h at 7000 rpm, which I personally felt was fast enough for a 4-stroke 125 cc trail model. The front and rear suspension has a long stroke, as is typical of trail models, and on paved roads in good condition, the ride is not as crisp and flat as on a road sport bike, and there were times when we felt a slight up-and-down movement. On the other hand, when riding on rough pavement or through gaps, the shock is smoothly absorbed within the stroke, and the machine exhibits a high degree of stability with little turbulence in its behavior. We also tested tandem driving and found that the rear did not drop too much even when riding as a tandem, and the vehicle held its ground without bottoming out when crossing a deep wadachi on the pavement. The damping performance was well demonstrated, and I could feel stability even when riding in tandem. The front and rear brakes had sufficient stopping power, even when riding in tandem, and the ABS intervention on the front wheels was slow, making it easy to control the braking force and feeling a sense of security. However, due to the difference in the amount of suspension stroke and settings, the machine behaved more like a road sport than a road sport due to the load transfer during braking (i.e., it leaned forward). The seat height is also high, and many people may feel that it is difficult to get a good footing. However, the weight of the car feels light when riding in it, and the high seat height also provides a high eye point (viewpoint) and a good vantage point. The sun was setting as we were finishing our test drive, and although the low beams were bright with a wide light distribution to the left and right, I was concerned about the lack of depth. When the high beams were turned to high-beam, depth was added and the beam coverage was considerably wider. The headlights provide several times clearer visibility than the headlights of trail models, which were once derided as lanterns. The engine delivers torque from idle that does not easily stall the engine and runs smoothly up to 6,000 rpm, providing stress-free acceleration in the city. The machine's behavior, which is not too sharp, is also easy to drive. The upright and relaxed riding position allows for a lively riding experience, although the footing requires some getting used to. The WR125R is a fun machine to control.

The fun of dirt riding is conveyed to a wide range of riders.

The torque sticks at idle, allowing the "WR125R" to travel at a walking pace on dirt surfaces. It is less likely to stall, and its good upright stability means that it is less likely to lose its balance unexpectedly, making it easier to make U-turns and trek along the road. The fine up-and-down movement of the suspension felt on paved roads can be felt on dirt roads as a sense of stroke that absorbs the unevenness of the road surface and stabilizes the machine's behavior. While the high seat height makes the footrests feel tight, it also reduces the tightness of the knees, making it easier to stand. While standing allows the rider to move the body back and forth (body action), the "WR125R" has a slimmer seat width and body, and the exterior parts are smoothly shaped to prevent body and boot snagging, making it easier to perform body action, and the styling allows more aggressive machine control. The styling allows for more aggressive machine control. In addition, the large-diameter 21-inch front wheels, generous suspension stroke, and damping characteristics that allow the rider to step on the ground without bottoming out make it possible to enjoy light dirt riding, even in the motorbike class. However, when riding over logs, on uneven terrain, or on hill climbs, where the vehicle body moves significantly in the vertical direction, the rider feels the weight of the vehicle body and the absolute lack of torque and power. Still, it is capable of riding on a motocross course as long as you don't skip jumps (we rode it on a real motocross course during the media test ride), and it is capable of riding on passable forest roads with a comfortable margin of safety. The WR125R's torque is tenacious from idle, making it difficult to stall, and its VVA makes it smooth up to high rpm, giving it the flexibility to be ridden at a variety of paces according to the rider's skill level. It is an ideal machine for beginners who want to start touring on forest roads or off-road riding, and it is also a perfect machine for intermediate to advanced riders who want to enjoy the fun of machine control on dirt surfaces. Although it is in the motorized class and therefore not allowed to travel on highways, I personally found it so enjoyable to ride both on and off-road that I did not find this to be a major disadvantage. Although the equipment and comfort level are up-to-date, the appeal of this model is that it offers a good balance that is typical of the trail models of yesteryear.

Main specifications of the 2026 Yamaha WR125R

・Length x Height x Width: 2160 x 840 x 1195 mm ・Wheelbase: 1430 mm ・Weight: 138 kg ・Engine: liquid-cooled 4-stroke SOHC 4-valve 124cc single cylinder ・Max output: 15 PS/10000 rpm ・Max torque: 1.1 kgf・m/6500rpm ・Fuel tank capacity:8.1L ・Transmission: 6-speed return ・Brake: F= single disc, R= single disc ・Tire: F= 2.75-21, R= 4.10-18 ・Price: ¥539,000 [Test Ride] Light on and off the road!　The WR125R is a fun trail bike for beginners and veterans alike (22)