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BIKELAND > FORUMS > R1-ZONE.com > Thread: Yamaha Releases All New 2008 R6 & WR250X Street Legal Motard NEW TOPIC NEW POLL POST REPLY
Staff


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Posts: 15259
posted September 10, 2007 08:18 AM        Edited By: Staff on 10 Sep 2007 10:39
Yamaha Releases All New 2008 R6 & WR250X Street Legal Motard

The 2008 models just keep coming. Latest to throw their hat in the ring are Yamaha, unveiling a reworked R6. Yamaha claims that the all-new "R6 is the most advanced production 600cc motorcycle Yamaha—or anybody else—has ever built". The R6 packs some interesting technology - included in the package is fly-by-wire and a slipper clutch.

Also released is the WR250X - derived from the WR250 lineage, the new Supermoto is street legal and sports a fuel injected 6 speed engine with titanium valves.


Press release follows...

from Yamaha...

2008 YAMAHA YZF-R6


A more extreme supersport experience

When Yamaha launched the new-generation YZF-R6 for the 2006 season the machine became an overnight sensation. Equipped with the most advanced technology, and featuring aggressive minimalist bodywork, as well as a phenomenally quick engine and an ultra-compact race-bred chassis, the R6 represented a giant leap for high-performance motorcycle design.






















The pace of change in the supersport world is remarkably quick, and in order to extend the machine's clear advantage and underline its position as the leading choice in the 600 supersport class, Yamaha announce the introduction of the 2008 model YZF-R6.

Featuring the most advance race-bred technology ever seen in the 600 supersport class, this sensational new model raises the bar higher by offering unrivalled excitement and class-leading engine and chassis performance. And with its all-new bodywork, the 2008 Yamaha R6 is ready to underline its position as the most impressive, aggressive and high-tech 600 in the class.

Engine

Taking 600 supersport performance to a new level

The 2007 model R6 engine delivers the most incredible hit of power from 10,000rpm upwards. With its class-leading YCC-T (Yamaha Chip-Controlled Throttle), free-revving short-stroke configuration, race-developed fuel injection with secondary injectors, and a torque-boosting EXUP system, the 600cc 4-stroke DOHC in-line 4-cylinder 4-valve powerplant is in a class of its own.

For 2008 Yamaha's engineers have succeeded in increasing the optimum performance potential of the R6 engine to an even higher level, through the application of advanced new technology as well as by fine-tuning a large number of existing components.

Introduction of YCC-I (Yamaha Chip-Controlled Intake)

The YCC-I system made its highly successful debut on the 2007 model YZF-R1, and for the 2008 season Yamaha have further increased the performance on the latest R6 with the application of this high-tech intake system.

The sophisticated YCC-I system consists of four lightweight plastic resin funnels, and each of these is divided into an upper and lower portion which form a single funnel when in normal use.

However, when the ECU detects that the R6 engine speed exceeds a specific rpm, and that the throttle opening is also above a specific level, the funnel portions separate so that the shorter lower part functions as an intake funnel, making the longer upper funnel redundant. The actual movement of the funnels is performed instantaneously by an electrically controlled servo-motor which handles the function so smoothly that the rider is unaware it is happening. And because the actual YCC-I components are light, compact and relatively simple, the whole system is effective and reliable, and is maintenance-free.

The new YCC-I system works with the existing YCC-T (Yamaha Chip-Controlled Throttle) to optimise the effectiveness of the fuel injection system and deliver an incredibly precise volume of fuel/air mix to this high performance engine. The remarkable degree of control achieved by the R6's intake system gives improved low to mid-range torque, and also enhances the power feeling in the higher rpm band. In effect, the YCC-I and YCC-T work together to expand the engine's power band, making the 2008 model R6 an even stronger and more exciting performer, offering higher levels of easier-to-use power right across the rev range.

Revised settings for YCC-T and fuel injection system

The YCC-T electronic throttle featured on the 2007 R6 delivers outstanding response right across the rev range, from idle through to the red line, and has been hailed as a great success.

In order to handle the latest engine's increased performance - as well as to compensate for the stronger engine braking effect resulting from the higher compression pistons - the settings for the YCC-T and fuel injection system have been revised. In addition, a software revision has been made to the throttle actuator for improved response.

These subtle changes to the YCC-T and fuel injection settings are designed to improve the engine's overall operability during acceleration, deceleration and corner entry, giving even more exhilarating performance and extreme excitement, particularly on twisty roads.

New-design high-compression pistons

Every effort has been made to ensure that the R6 is ready to offer unrivalled performance for 2008, and the latest model benefits from newly-designed pistons that give a higher compression ratio of 13.1:1 - compared with 12.8:1 on the 2007 model. The new high-compression piston design features a crown with a slightly convex shape to create a pent-roof type combustion chamber, and the valve recesses are made shallower to accommodate the engine's four ultra-light titanium valves.

13.1:1 represents the highest compression ratio ever used on a production Yamaha motorcycle, and to handle the increased loads created by the new pistons a number of other changes have been made to the 2008 engine. The con-rod bearings are wider, while the main bearings feature a revised oil supply hole - and the intake/exhaust valve springs are made from a higher-strength alloy which ensures effective valve operation for consistently high levels of power during extreme circuit riding.

The other significant changes designed to complement the new high compression pistons involve the cam chain tensioner, which is given a palladium carbide treatment to harden its surface for more stable cam chain performance. Finally, the mutual balance between the hydraulic tensioner and spring rate is modified in order to reduce frictional losses for increased performance.

Larger exhaust connecting pipe

To ensure strong torque characteristics the 2007 R6 features a connecting pipe between the second and third cylinder exhaust pipes which induces an exhaust pulse effect every 360 degrees of crank revolution. To optimise the power-boosting effects of the range of new technology featured of the latest engine, the 2008 R6 exhaust is equipped with a 30% larger diameter connecting pipe which is designed to further improve the bike's torque characteristics at higher rpm.

More efficient airbox design

To maximise the performance gains offered by the increased compression ratio and new YCC-I, the '08 R6 is fitted with a new airbox design which features a more efficient intake mouth for reduced airflow resistance and better cylinder-filling properties.



Technical highlights

New 2008 R6 engine features

· Addition of YCC-I* electronically-controlled variable intake funnels

*Yamaha Chip-Controlled Intake

· New high-compression 13.1:1 pistons ('07 model = 12.8:1)
· Revised settings for YCC-T and fuel injection
· New shape airbox
· Uprated con-rod bearings and valve springs
· Modified semi-hydraulic cam chain tensioner
· 30% larger diameter torque-boosting exhaust connector pipe
· Reshaped rear muffler section

Engine technical overview

· 4-stroke liquid-cooled DOHC 600cc in-line 4-cylinder 4-valve
· Bore x stroke 67 x 42.5mm
· Maximum power 135 PS at 14,500 rpm with direct air intake
· Equivalent to over 200PS per litre
· Yamaha Chip-Controlled Throttle (YCC-T)
· Slipper clutch
· Titanium EXUP - Exhaust Ultimate Powervalve
· Air Intake System with straight induction
· Lightweight titanium inlet and exhaust valves
· Aluminium valve retainers
· Magnesium head and crankcase covers
· Close ratio 6-speed transmission
· Compact 3-axis shaft layout
· Race-developed fuel injection system with secondary injector
· Titanium 'midship' muffler with O2 sensor
· Compact rare-earth type AC magneto

Chassis

Taking chassis performance to a new level

With its lightweight Deltabox frame, long truss-type swinging arm, 52.5% front wheel weight bias, high quality suspension and aggressive mass-forward styling, the third generation R6 was far ahead of its time when it was launched for the 2006 season. The press and public agreed that this truly was a remarkable motorcycle, and the current model R6 is still regarded by many as the ultimate expression of extreme riding excitement.

In the same way that our designers have optimised the engine performance by enhancing individual aspects of the original design, so too has the level of chassis performance been raised by making a series of subtle but influential improvements to a wide range of components.

For 2008 our development team have succeeded in elevating the chassis performance to an even higher level with a range of improvements that are designed to deliver razor-sharp handling performance. As a result the 2008 R6 responds instantly and precisely to every steering input, allowing the rider to stick accurately to a chosen line, or to make an instant change at will to suit the conditions. Indeed, to ride the latest R6 is to experience the most impressive levels of braking and cornering performance imaginable from a street-legal machine.

Newly-designed Deltabox frame

The goal for our designers for 2008 was clear: to create a chassis that would offer a whole new level of handling performance to complement the new YCC-I equipped engine.

In order to achieve this, the R6 development team completely re-configured the existing frame's subtle balance of rigidity by making extremely small changes to the wall thickness on the twin spars, particularly around the knee-grip area. At the same time the wall thickness of the head pipe has been increased for higher levels of rigidity, while the cross-member between the left and right sides of the Deltabox frame is removed for 2008 - as with the 2007 model R1.

These detail changes - which are virtually impossible to detect from a visual inspection of the exterior - are designed to enhance the rigidity balance between the head pipe and pivot, while also delivering slightly higher levels of lateral flex.

The new frame's revised balance of rigidity and strength has the effect of achieving better handling performance and more precise feel in fast turns, allowing the rider to accelerate harder after clipping the apex.

Revised fork settings and new lower triple clamp

In order to complement the revised handling characteristics of the new Deltabox frame, the fully-adjustable 41mm upside-down forks are equipped with new outer tubes whose rigidity balance has also been altered.

The rigidity balance of the lower aluminium triple clamp has also been adjusted to match the new fork outer tubes and frame. This has been achieved by increasing the width of the fork clamps and redesigning the ribs on the underside of the clamp - and at the same time, fork offset has been increased.

The positive effect of these small but important changes to the front end is to give the front tyre an even more 'planted' feel during braking and cornering for increased stability, and to enable the rider to feel even more accurate feedback.

Ultra-light magnesium subframe

The 2008 R6 is equipped with a lightweight magnesium alloy subframe - the first time this material has ever been used for this purpose on a Yamaha motorcycle. Magnesium has an outstanding weight-to-strength ratio, and by saving 450g, this new subframe not only makes an important contribution to reducing overall weight, but also helps to achieve a greater concentration of mass which enhances overall handling qualities.

Modified truss-type swinging arm

One of the significant features which makes an important contribution to the R6's remarkable handling agility and stability is its long truss-type swinging arm which pivots close to the bike's midway point for reduced squat during acceleration.

As with the new frame and modified forks, the rigidity balance of this advanced swinging arm has been fine-tuned for 2008 by the addition of ribs inside the rear cast portion - while the end sections have been changed from extruded to forged aluminium.

Increased front disc brake thickness

For 2008 the thickness of the dual 310mm diameter front discs has been increased from 4.5mm to 5.0mm, a change which not only improves the heat dissipation qualities during extended use, but also optimises the gyroscopic moment of the front wheel assembly to give a more 'planted' feel to the front tyre.

Lighter rear suspension

To help minimise weight, the rear suspension system's 2-way compression damping adjuster is mounted on a new lightweight bracket similar to that used on the latest R1.

New riding position

The R6 features a front wheel weight bias of 52.5%, and to optimise the potential chassis performance our design team have adjusted the riding position to give an even greater overall front end weight bias with the rider on board. The hip position is moved forward by 5mm, and the handlebars are 5mm further forward and 5mm lower, while the angle and drop of the bars is also revised.

These changes give the R6 rider a closer and more connected relationship with the bike's front end, allowing them to interpret more accurately the feedback from the surface. This allows riders to select and hold the desired line through a curve for quicker and more accurate cornering, which gives a more exciting and satisfying riding experience.

Minimalist mass-forward bodywork

The third generation R6 broke new ground with its aggressive, cut-down bodywork which gave the impression of a powerful creature waiting to pounce on its prey. Whilst maintaining the essence of the current bike's special character, the radical new 2008 R6 bodywork design takes this concept to the extreme.

The upward bounding motion created by the strong single line running between the rear axle, through the pivot point, and on up to the head pipe is maintained. For '08 the upper edges of the sidepanels and the top of the fuel tank have been redesigned to accentuate the mass-forward appearance and focus attention on the front end.

The dynamic front cowl is also new, and gives an even more slippery and more aerodynamic look, and is complemented by a new super-slim 4-piece tail cowling. And for reduced drag - and to facilitate removal for track day use - the mirror mounts are relocated from the actual front cowl surface to the cowl brackets.


Technical highlights

New 2008 R6 chassis features

· Newly-designed Deltabox frame with revised strength and rigidity balance
· Modified front fork outer tubes and lower triple clamp
· Revised fork offset
· Lightweight magnesium subframe
· Lightweight rear suspension compression adjuster bracket
· New swinging arm with rebalanced strength and rigidity relationship
· Lower and more forward riding position
· Thicker front disc brakes ('08=5mm; '07=4.5mm)
· Redesigned minimalist mass-forward bodywork

Chassis technical overview

· 'Straight frame' Deltabox concept, with steering head, swinging arm pivot and rear axle on one plane
· Fully-adjustable 41mm upside-down forks with 2-way compression damping
· Fully-adjustable rear shock absorber with 2-way compression damping
· Dual 310mm diameter front discs with radial mount calipers


Available colors (Europe)
Yamaha Blue
Competition White
Graphite

Available colors (USA)
Team Yamaha Blue/White
Raven
Liquid Silver
Cadmium Yellow w/Flames

MSRP - $9,799 (Cadmium Yellow w/Flames)
MSRP - $9,599 (Raven, Team Yamaha Blue/White, Liquid Silver)


Availability - December/November '07



WR250X

















ALL-NEW FOR 2008:

ENGINE:

• Fresh-sheet design 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.
• Large titanium intake valves have WPC coating, a 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 showertype
lubrication for reliability. Special, light-action clutch makes
shifting a snap.
• Tucked-in, three-chamber muffler keeps the mass concentration
up 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 1.4
inch compared to the WR250R.
• One-tooth smaller rear sprocket (13/42) works with the
smaller-diameter tires to bring out the WR250X's strongaccelerating
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 10.6 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 10.4 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 35.2 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.




MSRP - $5,999 (Team Yamaha Blue/White)

Availability - January '08






Source: Bikeland.org & Yamaha Motor Corp USA & Europe



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zx12adam


Member
Posts: 878
posted September 10, 2007 03:28 PM        
Love the WR250X.

I'd consider a Sumo but not a 250, it's just not enough motor for street riding. Now bring on the 450X!
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stevewfl


Moderator
Posts: 27831
posted September 10, 2007 08:48 PM        
I love the 250 as well, but I'd expect more HP as well such as Suzuki's 400
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matt sterbator


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Posts: 1367
posted September 11, 2007 09:15 PM        
Yeah, good for the 6speed and fuel injection, but why the hell not a 450 ????

Aluminum frame, 250 motor, and only claimed dry weight 15lbs lighter than the steel framed DRZ-400SM ????

Bring on the 450
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zx12adam


Member
Posts: 878
posted September 12, 2007 08:38 AM        
I thought I'd seen that WR250 Sumo somewhere several months ago...


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stevewfl


Moderator
Posts: 27831
posted December 16, 2007 09:25 PM        
this R6 bike will present the '07 CBR600RR that dominated the shootouts last year....a tough go in '08!


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ZX14 gone!
CBR600RR track bike

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stevewfl


Moderator
Posts: 27831
posted December 26, 2007 06:03 PM        Edited By: stevewfl on 26 Dec 2007 17:04
wow where are all the brand loyal Kawasaki people to represent the ZX6 during times like these? HELLO? Anything to offer up in '08 against the R6??? hehe the litre bike class is soon to be humbled too, stay tuned
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CBR600RR track bike

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stevewfl


Moderator
Posts: 27831
posted December 27, 2007 04:27 PM        
i SAW the '08 R6 at Cycle Springs of Tampa while picking up a couple of 2CTs today. Man that bike is sweet
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike

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yelozx10r


Expert Class
Green '07 zx6r
Posts: 122
posted December 28, 2007 03:18 AM        
Yeah damn that R6 is going to be sweet. It'll defenately be a better bike than the honda BUT won't win the shootouts cos it won't have the streetable low and midrange torque that the cbr600 has.
I think it also shows that manufacturers (bar honda) are focussing their 600's on the track. Man, Yamaha sure do engineer their bikes so sweetly!!! Unlike the zx6 which has a little too much black plastic... but hey there is a big price difference between the zx6 and the r6 in my country anyways.

I think the zx6 will still hold the corner speed side of the 600 market and the R6 will steal the High revving, hauling ass side of the market from the zx6. I think the cbr will still hold the 'go fast easy' title as it always has. Anyone can get on a honda and ride their fastest as opposed to the other brands that require a bit more effort or skill to haul some ass.

I'd buy that R6 fosho... but I prefer my zx6, it has some serious attitude and character.
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stevewfl


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Posts: 27831
posted December 28, 2007 10:01 PM        
but the '07 ZX6R is not the best performer on track or street in its class. I figure they'll be back in 09.
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike

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stevewfl


Moderator
Posts: 27831
posted December 29, 2007 07:21 AM        
oh -

[quote}I think the cbr will still hold the 'go fast easy' title as it always has. Anyone can get on a honda and ride their fastest as opposed to the other brands that require a bit more effort or skill to haul some ass


If you read the shootouts, with the same rider the Honda went around the track the fastest. This has nothing to do with "going easy" and everything to do with winning races. Plus the Honda distributued the power across the whole band better than every bike except the Triumph 675 (which still lost shootouts because it didn't handle as well on track or street)

quote:
I prefer my zx6, it has some serious attitude and character

yes the ZX6 is a great machine but placed last in the shootouts because when they dropped from 636 to 600 it lost power across everywhere and didn't perform as well as the other bikes. I suspect Kawi will correct this.
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike

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warbird


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posted December 29, 2007 09:34 AM        
Steve, how much did you pay for your 2ct's?
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stevewfl


Moderator
Posts: 27831
posted December 29, 2007 02:53 PM        
quote:
Steve, how much did you pay for your 2ct's?


cycle springs in clearwater near me has the 2CT tires for $151 (size 190/50). I picked up 2 rears. without doing deep research or ordering online thats the best I found.

what are you seeing them priced at?
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike

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warbird


Needs a job
Posts: 2728
posted December 29, 2007 03:23 PM        
150 and up.................mostly up............. But those are online prices and don't include shipping. You are getting a GREAT deal on your CT's................thumbup
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robloe30


Parking Attendant
Iraq Vet
Posts: 1
posted April 13, 2008 08:27 AM        
Hey you guys are going to give me SH** over this but...Hyosung is releasing a RX450SM with a claimed 50HP to the rear wheel! It also comes stock with 180 rear tire and Brembo brakes. All for around 4,500. It's supposed to be a bored out DRZ400SM engine. I think I might weight and see the bike. Run a search on the net you'll see it it looks sweet. Believe me im not a fan of Korean bikes but I have to hand it to them the look great!!



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stevewfl


Moderator
Posts: 27831
posted May 14, 2008 05:53 PM        
quote:
Hey you guys are going to give me SH** over this but...Hyosung is releasing a RX450SM with a claimed 50HP to the rear wheel! It also comes stock with 180 rear tire and Brembo brakes. All for around 4,500. It's supposed to be a bored out DRZ400SM engine. I think I might weight and see the bike. Run a search on the net you'll see it it looks sweet. Believe me im not a fan of Korean bikes but I have to hand it to them the look great!!





This one?






____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike

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zx12adam


Member
Posts: 878
posted May 21, 2008 02:35 PM        
With gas near $4.00 a gallon the WR250X is looking better, maybe 250cc isn't too small afterall. Some owners are getting 60mpg out of them.


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