Overview	Efficiency
Price : 127894 Engine Type : Chain Drive Displacement : 149 Compression Ratio : NA Maximum Power : 13 Maximum Torque : 12 Cylinder Bore : 63 Stoke : 47 Ignition : Digital ECU Based Starting : NA Wheel Base : 1305 Tyre Size : 17 Wheel Type : Alloy Wheels	Fuel Efficiency : 38 Fuel Capacity : 13 Fuel Reserve : 2 Fuel Type : NA Charging Duration : NA
Dimensions	Safety
Length : 2000 Height : 1120 Width : 825 Ground Clearance : 190 Saddle Height : 1120 Curb Weight : 138 Total Weight : NA Weight Carrying Capacity : NA Chassis : Diamond Type	Brakes : NA Suspension : Telescopic Fork
	Drive Train
	Clutch : Wet Multi-Plate Gear Box : Manual

Triumph Motorcycles, the British bikemaker, that entered India last year, has had a successful first year. The company sold a total of 1300 motorcycles in the first year of its inception, which is actually not a bad figure for a premium bike maker that is fairly new to the market. The bikemaker also recorded its highest global sales figures in 30 years by selling 54,432 units.
Though Triumph recorded a 4.5% year-on-year growth, it faced accounting loss of £8m due to unrealised exchange rate loss, planned overseas expansion costs and ongoing investment in new models. Turnover for the group totaled £364 million, while total unit sales rose to more than 54,000 - compared to just over 52,000 in the preceding year.
Paul Stroud, Director Sales & Marketing, Triumph Motorcycles India "2014 has been a hugely successful year for Triumph Motorcycles. Growing markets like India and Brazil have been extremely critical and gratifying at the same time and they have contributed substantially to our overall figures. The industry is undoubtedly experiencing its most successful seasons and demonstrates that riding is regaining popularity as a leisure pursuit, as well as a stylish option for the urban commuter across the world."
Vimal Sumbly, Managing Director, Triumph Motorcycles India said, "In India, we have had a dream run this past year having clocked 1300 sales. We are delighted with the way things have panned out for us in the last year. It has been extremely rewarding in terms of both sales and the love we have got from Triumph enthusiasts. Globally also this has been a great year for Triumph Motorcycles. We have not only established ourselves as a front runner in the luxury motorcycles industry but have also been successful in adding value to the our global sales figures."
Introduced in November 2013, Triumph Motorcycles India has its presence in 10 key cities of the country with 12 models in its line-up.


Source by NDTV Auto

Triumph Motorcycles, the British bikemaker, that entered India last year, has had a successful first year. The company sold a total of 1300 motorcycles in the first year of its inception, which is actually not a bad figure for a premium bike maker that is fairly new to the market. The bikemaker also recorded its highest global sales figures in 30 years by selling 54,432 units.
Though Triumph recorded a 4.5% year-on-year growth, it faced accounting loss of £8m due to unrealised exchange rate loss, planned overseas expansion costs and ongoing investment in new models. Turnover for the group totaled £364 million, while total unit sales rose to more than 54,000 - compared to just over 52,000 in the preceding year.
Paul Stroud, Director Sales & Marketing, Triumph Motorcycles India "2014 has been a hugely successful year for Triumph Motorcycles. Growing markets like India and Brazil have been extremely critical and gratifying at the same time and they have contributed substantially to our overall figures. The industry is undoubtedly experiencing its most successful seasons and demonstrates that riding is regaining popularity as a leisure pursuit, as well as a stylish option for the urban commuter across the world."
Vimal Sumbly, Managing Director, Triumph Motorcycles India said, "In India, we have had a dream run this past year having clocked 1300 sales. We are delighted with the way things have panned out for us in the last year. It has been extremely rewarding in terms of both sales and the love we have got from Triumph enthusiasts. Globally also this has been a great year for Triumph Motorcycles. We have not only established ourselves as a front runner in the luxury motorcycles industry but have also been successful in adding value to the our global sales figures."
Introduced in November 2013, Triumph Motorcycles India has its presence in 10 key cities of the country with 12 models in its line-up.


Source by NDTV Auto

California -- I’m standing straight up on the foot pegs, leaning over the handlebars of an all-new 2015 Ducati Scrambler. I’m watching the front wheel spin as the pavement below passes by. I look up and see a pack of seven other Scramblers. I look back -- seven more Scramblers. The pine smell is overwhelming and delicious as we speed through the mountains above Palm Springs.
I squeeze the bike’s clutch, blip its throttle, downshift, and let my knees bend as I release the clutch and pin the throttle. The Scrambler jumps forward, growling excitedly like a dog being let off its leash, and I hop off the pegs and land on the seat with a thump, letting the heels of my riding boots skip along the ground. You don’t ride the 2015 Ducati Scrambler so much as you play on it.

Loosen up and have a laugh

The 2015 Ducati Scrambler will coax even the most rigid riders to loosen up and have a laugh. It’s both traditional and cheeky, and especially so in the base trim we’re riding, the Scrambler Icon. There are three other approachable trims as well. The Classic is a retro version with patterned seat upholstery. The Full Throttle has been inspired by flat-track racing bikes. And the Urban Enduro is a brash but still friendly version that looks ready for dirt (even though it’s really not).

Every 2015 Ducati Scrambler is powered by the same engine, a detuned version of the Ducati Monster S2R’s air-cooled, longitudinal 803cc V-twin that delivers 75 hp and 50 lb-ft of torque. Matched with a six-speed transmission, this straightforward powertrain with its friendly powerband is meant to appeal to riders new to motorcycling that the Scrambler hopes to attract.
Ducati wants to become the Mini of the motorcycle world (or maybe we should say GTI, since Ducati is now owned by Volkswagen).

Scrambler is a lifestyle

By turning Scrambler into a lifestyle brand, Ducati aims to leverage its powerful corporate brand identity in a way that will attract new and experienced riders. Just like Mini, the strategy here is all about factory customization. The 2015 Ducati Scrambler has an extensive list of options that includes protective headlight grille, handlebar mirrors, tank bag, protective skidplate, high-mounted exhaust, and countless fuel-tank side panels in various designs. In addition there’s a line of Scrambler-branded shirts and sweaters and swag for those who want to flaunt that they’re part of a tightly knit “post-heritage” clique.

What’s post-heritage, you ask? It’s a term Ducati has created to describe its new bike’s character. In the early 1960s, the original Ducati Scrambler was part of a new breed of bikes that were capable of negotiating dirt trails as well as paved streets. Though it had knobby tires, a high-mounted exhaust, and ample ground clearance, it found a better footing on pavement than dirt. After a 10-year run, the Scrambler had been left behind by purebred, dirt-oriented motocross bikes and production ended as Ducati became more oriented to street performance, thanks to its now legendary V-twin with desmodromic valves.In the years since, Ducati has become identified with adventurous Italian engineering and style in high-speed street bikes, but the company never forgot its history. As it embraced the revival of lightweight, agile, and more friendly street bikes, what became the groundbreaking Ducati Multistrada actually began with a concept called “Scrambler” that resembled the new bike we see today.2015 Ducati Scrambler Front Three Quarter Rider 2Spunky is the word you’re searching forOur pack of 15 Scramblers pulls off to the side of road for a quick photo opportunity. As I take a long look at the Scrambler, it comes to me that this bike is indeed a scrambler, not a dirt bike. Sure, the Pirelli MT60 RS tires might find grip on a hard-packed dirt surface, but this is really something more like the Triumph TR6 desert sleds of the early 1960s -- a stripped-down street bike, not an adventure bike.It’s time to ride again. I throw my right leg over the Scrambler’s low seat, a friendly 31.1 inches off the deck. With a full tank of fuel, the Scrambler weighs just over 400 pounds, so it’s easy to move around. My 5-foot-2 riding buddy finds the bike a little too tall, while I’m 6 foot 2 inches tall and find the riding position just a little cramped. That won’t keep me off this bike. It’s a cheery machine with a vibrant personality, and any shortcomings are overshadowed by its free-spirited nature.2015 Ducati Scrambler Front Rider 1We keep riding, and gradually big desert rocks replace pine trees as we descend the steep, winding roads toward Palm Springs. I roll off the Scrambler’s throttle, its exhaust gargling as I do. With the other riders well ahead of me, I twist the throttle wide open, and the bike builds speed instantaneously. So much speed, actually, that the right-hand turn far in the distance is suddenly in front of me. I pull hard on the front brake, push lightly with my foot on the rear brake, and put my weight into the high, wide handlebars.The Duc stays balanced as it sheds speed. As I let off the brakes and ease on the throttle, I lean into the long right-hander. The Scrambler carves the turn with complete confidence. Not a single moment of drama. I come out of the corner, get the bike upright, yank open the throttle like a goon, and set up for the next corner that I’ll speed into too fast as well.2015 Ducati Scrambler With Rider Side Profile 1A Scrambler, not a scramblerI’ve been hearing Scrambler this and Scrambler that so much over the course of the day that I almost forgot what this bike is -- a Ducati. The 2015 Ducati Scrambler wouldn’t be a clone of a Scrambler from the 1960s because Ducati isn’t in the business of making dirt bikes. Street performance is the game here, and the Scrambler is meant to deliver a friendly, affordable, and personalized step into the world of Ducati.2015 Ducati Scrambler Rear Side Profile 1The Ducati Scrambler isn’t the Ducati Hypermotard, Ducati Monster, or Ducati Multistrada. It’s an urban banger, a bike where the adventure begins at your driveway, not the edge of town. It’s a synthesis of lightweight specification, high-tech engineering, and personalized style. Most important, it does what every scrambler, old or new, needs to do. It lets you play while you ride.

Source : http://www.automobilemag.com/

California -- I’m standing straight up on the foot pegs, leaning over the handlebars of an all-new 2015 Ducati Scrambler. I’m watching the front wheel spin as the pavement below passes by. I look up and see a pack of seven other Scramblers. I look back -- seven more Scramblers. The pine smell is overwhelming and delicious as we speed through the mountains above Palm Springs.
I squeeze the bike’s clutch, blip its throttle, downshift, and let my knees bend as I release the clutch and pin the throttle. The Scrambler jumps forward, growling excitedly like a dog being let off its leash, and I hop off the pegs and land on the seat with a thump, letting the heels of my riding boots skip along the ground. You don’t ride the 2015 Ducati Scrambler so much as you play on it.

Loosen up and have a laugh

The 2015 Ducati Scrambler will coax even the most rigid riders to loosen up and have a laugh. It’s both traditional and cheeky, and especially so in the base trim we’re riding, the Scrambler Icon. There are three other approachable trims as well. The Classic is a retro version with patterned seat upholstery. The Full Throttle has been inspired by flat-track racing bikes. And the Urban Enduro is a brash but still friendly version that looks ready for dirt (even though it’s really not).

Every 2015 Ducati Scrambler is powered by the same engine, a detuned version of the Ducati Monster S2R’s air-cooled, longitudinal 803cc V-twin that delivers 75 hp and 50 lb-ft of torque. Matched with a six-speed transmission, this straightforward powertrain with its friendly powerband is meant to appeal to riders new to motorcycling that the Scrambler hopes to attract.
Ducati wants to become the Mini of the motorcycle world (or maybe we should say GTI, since Ducati is now owned by Volkswagen).

Scrambler is a lifestyle

By turning Scrambler into a lifestyle brand, Ducati aims to leverage its powerful corporate brand identity in a way that will attract new and experienced riders. Just like Mini, the strategy here is all about factory customization. The 2015 Ducati Scrambler has an extensive list of options that includes protective headlight grille, handlebar mirrors, tank bag, protective skidplate, high-mounted exhaust, and countless fuel-tank side panels in various designs. In addition there’s a line of Scrambler-branded shirts and sweaters and swag for those who want to flaunt that they’re part of a tightly knit “post-heritage” clique.

What’s post-heritage, you ask? It’s a term Ducati has created to describe its new bike’s character. In the early 1960s, the original Ducati Scrambler was part of a new breed of bikes that were capable of negotiating dirt trails as well as paved streets. Though it had knobby tires, a high-mounted exhaust, and ample ground clearance, it found a better footing on pavement than dirt. After a 10-year run, the Scrambler had been left behind by purebred, dirt-oriented motocross bikes and production ended as Ducati became more oriented to street performance, thanks to its now legendary V-twin with desmodromic valves.In the years since, Ducati has become identified with adventurous Italian engineering and style in high-speed street bikes, but the company never forgot its history. As it embraced the revival of lightweight, agile, and more friendly street bikes, what became the groundbreaking Ducati Multistrada actually began with a concept called “Scrambler” that resembled the new bike we see today.2015 Ducati Scrambler Front Three Quarter Rider 2Spunky is the word you’re searching forOur pack of 15 Scramblers pulls off to the side of road for a quick photo opportunity. As I take a long look at the Scrambler, it comes to me that this bike is indeed a scrambler, not a dirt bike. Sure, the Pirelli MT60 RS tires might find grip on a hard-packed dirt surface, but this is really something more like the Triumph TR6 desert sleds of the early 1960s -- a stripped-down street bike, not an adventure bike.It’s time to ride again. I throw my right leg over the Scrambler’s low seat, a friendly 31.1 inches off the deck. With a full tank of fuel, the Scrambler weighs just over 400 pounds, so it’s easy to move around. My 5-foot-2 riding buddy finds the bike a little too tall, while I’m 6 foot 2 inches tall and find the riding position just a little cramped. That won’t keep me off this bike. It’s a cheery machine with a vibrant personality, and any shortcomings are overshadowed by its free-spirited nature.2015 Ducati Scrambler Front Rider 1We keep riding, and gradually big desert rocks replace pine trees as we descend the steep, winding roads toward Palm Springs. I roll off the Scrambler’s throttle, its exhaust gargling as I do. With the other riders well ahead of me, I twist the throttle wide open, and the bike builds speed instantaneously. So much speed, actually, that the right-hand turn far in the distance is suddenly in front of me. I pull hard on the front brake, push lightly with my foot on the rear brake, and put my weight into the high, wide handlebars.The Duc stays balanced as it sheds speed. As I let off the brakes and ease on the throttle, I lean into the long right-hander. The Scrambler carves the turn with complete confidence. Not a single moment of drama. I come out of the corner, get the bike upright, yank open the throttle like a goon, and set up for the next corner that I’ll speed into too fast as well.2015 Ducati Scrambler With Rider Side Profile 1A Scrambler, not a scramblerI’ve been hearing Scrambler this and Scrambler that so much over the course of the day that I almost forgot what this bike is -- a Ducati. The 2015 Ducati Scrambler wouldn’t be a clone of a Scrambler from the 1960s because Ducati isn’t in the business of making dirt bikes. Street performance is the game here, and the Scrambler is meant to deliver a friendly, affordable, and personalized step into the world of Ducati.2015 Ducati Scrambler Rear Side Profile 1The Ducati Scrambler isn’t the Ducati Hypermotard, Ducati Monster, or Ducati Multistrada. It’s an urban banger, a bike where the adventure begins at your driveway, not the edge of town. It’s a synthesis of lightweight specification, high-tech engineering, and personalized style. Most important, it does what every scrambler, old or new, needs to do. It lets you play while you ride.

Source : http://www.automobilemag.com/

Photographer :  Adam Booth, Chris Denison

By building the new YZ250X, a race-ready cross-country racer, Yamaha has taken a page out of KTM’s playbook. That’s a good thing, because this new 250FX is essentially the award-winning YZ250F motocrosser with additions that make it appeal to the off-road market—namely, a six-speed wide-ratio transmission, an electric starter, and an 18-in. rear wheel. And after throwing a leg over the new 2015 Yamaha YZ250FX and taking it on some trails at Cahuilla Creek, I’m impressed. This tuned-for off-road YZ is an instant hit.
Power from the rearward-slanted 250cc single is great. There’s plenty of low-end oomph, which means there are no issues when trying to get up and over rocks or out of steep ravines. Roosting out of corners is fun, too. This bike is motocross fast on corner exits and acceleration, yet the power deliver us is smooth and controllable when you’re navigating technical terrain. The 44mm Keihin throttle body offers precise fueling and keeps the power consistent through the mid-range and all the way up to the very potent top-end. And just like on the YZ-F, the ECU of the new FX is programmable via the GYT-R Power Tuner. The stock setting, however felt pretty right on.

A lighter clutch pull is welcome although not exactly necessary for a 250. The clutch has been modified to cope with the demands of off-road. Engagement and feel are ideal for off-road needs, such as slipping the clutch when climbing a rocky hill. And you don’t need to do that very often with the new wide-ratio transmission. Gears are spaced evenly, and first does a fantastic job when conditions are tight and nasty. And it’s even better when the terrain opens up and the YZ-FX is clicked into sixth gear. The FX pulls without the stress and overtaxed feel of the previous five-speed model. Did someone say Bonneville?
According to Yamaha, the new 250FX weighs 18 pounds more than the YZ-F on which it’s based. Blame it on the extra gear, the battery, the large-capacity generator, the starter motor, the heavier rear-tire, the kickstand, even the O-ring chain. Thankfully, the extra weight is hardly noticeable after you’ve thrown a leg over the slim saddle. Helping the lightweight feel is the YZ’s configuration; its rearward facing engine and wrap-around exhaust allow for better mass centralization. Further helping this effort is fuel carried in a more central location and heavier parts such as the muffler being tucked in closer.

Overall handling is excellent. The YZ250FX is stable and agile, giving the rider full control over direction change. The front tire has a planted feel, making the bike comfortable for off-road work. There is none of the deflection that a full-fledge MXer experiences when driven hard into off-road corners. Suspension is tuned for competitive off-road racing, with the fork featuring a slightly softer spring rate than on the YZ. The shock uses the same spring as the YZ, but with dedicated settings. Of note, the engine brackets are 4mm thick as opposed to 6mm on the YZ-F. This helps to calm the bike for off-road and translates to a more agreeable ride. The 18-in. rear wheel also helps absorb rocks and tree roots better as well as reducing the chance of pinch flats.
Yamaha says it took the best parts of the YZ-F and new WR (see below) to create the FX. I believe them, but the bike does need a skid plate, and the exposed tabs welded on the frame look tacky without a covering. For the most part, though, the fit and finish, as expected from Yamaha, is well thought-out, with one exception: An exposed wiring harness was caught by a stick while I was riding, which jabbed a fuse cover open. That stated, the new 2015 Yamaha YZ250FX will surely strike some fear in the orange brigade, because this new cross-country racer is a serious contender.

YAMAHA WR250F
Yamaha’s other fresh entry in the off-road market for 2015 is the all-new WR250F. It too is an offspring of the YZ250F motocrosser, and it differs only slightly from the YZ-FX. The WR is more of a classic enduro. By that, I mean it’s intended for recreational trail riding and non-competition use. But it still can be considered a serious racer if desired. It features everything good about the YZ250FX, but it also has lights, a skid plate and an enduro meter. Also, the suspension is a bit softer, and necessary modifications have been made to meet stringent CARB and EPA emissions standards. That means the WR250F has a spark-arrestor and gets a green sticker in California.
Modifications to appease the eco-crowd are minimal. The engine is identical to the FX’s; the difference comes from a quiet muffler, throttle stop, intake resonator, and a locked ECU. Essentially,the WR250F is only an exhaust and an ECU away from being the same fire-breather as the 250FX. Yamaha even sells a closed-course ECU for $110.

I rode the 2015 WR250F in a closed area with its throttle stop and intake resonator removed. Even that way, the WR feels a bit gutless compared to the YZ-FX, though it’s still a suitable trail mount. The bike can be revved high to get moving quickly, but the powerband is not as usable as that of the YZ-FX. From bottom-end to the midrange it’s lean, which causes the bike to have a little initial hesitation. As a result, it’s harder to get the WR unstuck in nasty terrain. It’s tough for the rider to find a balance between wheel-spin and bogging.
Yamaha didn’t skimp on suspension as it has on past off-road models. The 2015 WR250F features the same high-quality KYB Speed Sensitive System Spring fork used on the YZ250F motocrosser. The fork and shock both have lighter spring rates than the YZ250F. The fork uses the same spring rate as the FX but the shock is softer. Another difference: The WR fork has axle clamps designed for the odometer. Overall handling is much like that of the YZ250FX, but the WR manages to be more comfortable without feeling squishy or bottoming too much.
Yamaha says the WR is nine pounds heavier than the YZ250FX, which makes it 27 lb. heavier than the YZ250F motocrosser. The weight here is a little more apparent than on the FX. The WR reacts a little more slowly than the sharp-responding MXer, but that’s what you want when you’re cow trailing all day.

SPECIFICATIONS
	2015 Yamaha YZ250FX	2015 Yamaha WR250R
LIST PRICE	$7,890	$7,990
ENGINE TYPE	Liquid-cooled DOHC single	Liquid-cooled DOHC single
BORE x STROKE	77.0 x 53.6mm	77.0 x 53.6mm
DISPLACEMENT	250cc	250cc
TRANSMISSION SPEEDS	6	6
FRONT WHEEL TRAVEL	12.2 in.	12.2 in.
REAR WHEEL TRAVEL	12.5 in.	12.4 in.
FUEL CAPACITY	2.0 gal.	2.0 gal.
SEAT HEIGHT	38.0 in.	38.0 in.
FRONT BRAKE	disc	disc
REAR BRAKE	disc	disc
CLAIMED WET WEIGHT	247 lb.	258 lb.

Source : http://www.cycleworld.com/

Photographer :  Adam Booth, Chris Denison

By building the new YZ250X, a race-ready cross-country racer, Yamaha has taken a page out of KTM’s playbook. That’s a good thing, because this new 250FX is essentially the award-winning YZ250F motocrosser with additions that make it appeal to the off-road market—namely, a six-speed wide-ratio transmission, an electric starter, and an 18-in. rear wheel. And after throwing a leg over the new 2015 Yamaha YZ250FX and taking it on some trails at Cahuilla Creek, I’m impressed. This tuned-for off-road YZ is an instant hit.
Power from the rearward-slanted 250cc single is great. There’s plenty of low-end oomph, which means there are no issues when trying to get up and over rocks or out of steep ravines. Roosting out of corners is fun, too. This bike is motocross fast on corner exits and acceleration, yet the power deliver us is smooth and controllable when you’re navigating technical terrain. The 44mm Keihin throttle body offers precise fueling and keeps the power consistent through the mid-range and all the way up to the very potent top-end. And just like on the YZ-F, the ECU of the new FX is programmable via the GYT-R Power Tuner. The stock setting, however felt pretty right on.

A lighter clutch pull is welcome although not exactly necessary for a 250. The clutch has been modified to cope with the demands of off-road. Engagement and feel are ideal for off-road needs, such as slipping the clutch when climbing a rocky hill. And you don’t need to do that very often with the new wide-ratio transmission. Gears are spaced evenly, and first does a fantastic job when conditions are tight and nasty. And it’s even better when the terrain opens up and the YZ-FX is clicked into sixth gear. The FX pulls without the stress and overtaxed feel of the previous five-speed model. Did someone say Bonneville?
According to Yamaha, the new 250FX weighs 18 pounds more than the YZ-F on which it’s based. Blame it on the extra gear, the battery, the large-capacity generator, the starter motor, the heavier rear-tire, the kickstand, even the O-ring chain. Thankfully, the extra weight is hardly noticeable after you’ve thrown a leg over the slim saddle. Helping the lightweight feel is the YZ’s configuration; its rearward facing engine and wrap-around exhaust allow for better mass centralization. Further helping this effort is fuel carried in a more central location and heavier parts such as the muffler being tucked in closer.

Overall handling is excellent. The YZ250FX is stable and agile, giving the rider full control over direction change. The front tire has a planted feel, making the bike comfortable for off-road work. There is none of the deflection that a full-fledge MXer experiences when driven hard into off-road corners. Suspension is tuned for competitive off-road racing, with the fork featuring a slightly softer spring rate than on the YZ. The shock uses the same spring as the YZ, but with dedicated settings. Of note, the engine brackets are 4mm thick as opposed to 6mm on the YZ-F. This helps to calm the bike for off-road and translates to a more agreeable ride. The 18-in. rear wheel also helps absorb rocks and tree roots better as well as reducing the chance of pinch flats.
Yamaha says it took the best parts of the YZ-F and new WR (see below) to create the FX. I believe them, but the bike does need a skid plate, and the exposed tabs welded on the frame look tacky without a covering. For the most part, though, the fit and finish, as expected from Yamaha, is well thought-out, with one exception: An exposed wiring harness was caught by a stick while I was riding, which jabbed a fuse cover open. That stated, the new 2015 Yamaha YZ250FX will surely strike some fear in the orange brigade, because this new cross-country racer is a serious contender.

YAMAHA WR250F
Yamaha’s other fresh entry in the off-road market for 2015 is the all-new WR250F. It too is an offspring of the YZ250F motocrosser, and it differs only slightly from the YZ-FX. The WR is more of a classic enduro. By that, I mean it’s intended for recreational trail riding and non-competition use. But it still can be considered a serious racer if desired. It features everything good about the YZ250FX, but it also has lights, a skid plate and an enduro meter. Also, the suspension is a bit softer, and necessary modifications have been made to meet stringent CARB and EPA emissions standards. That means the WR250F has a spark-arrestor and gets a green sticker in California.
Modifications to appease the eco-crowd are minimal. The engine is identical to the FX’s; the difference comes from a quiet muffler, throttle stop, intake resonator, and a locked ECU. Essentially,the WR250F is only an exhaust and an ECU away from being the same fire-breather as the 250FX. Yamaha even sells a closed-course ECU for $110.

I rode the 2015 WR250F in a closed area with its throttle stop and intake resonator removed. Even that way, the WR feels a bit gutless compared to the YZ-FX, though it’s still a suitable trail mount. The bike can be revved high to get moving quickly, but the powerband is not as usable as that of the YZ-FX. From bottom-end to the midrange it’s lean, which causes the bike to have a little initial hesitation. As a result, it’s harder to get the WR unstuck in nasty terrain. It’s tough for the rider to find a balance between wheel-spin and bogging.
Yamaha didn’t skimp on suspension as it has on past off-road models. The 2015 WR250F features the same high-quality KYB Speed Sensitive System Spring fork used on the YZ250F motocrosser. The fork and shock both have lighter spring rates than the YZ250F. The fork uses the same spring rate as the FX but the shock is softer. Another difference: The WR fork has axle clamps designed for the odometer. Overall handling is much like that of the YZ250FX, but the WR manages to be more comfortable without feeling squishy or bottoming too much.
Yamaha says the WR is nine pounds heavier than the YZ250FX, which makes it 27 lb. heavier than the YZ250F motocrosser. The weight here is a little more apparent than on the FX. The WR reacts a little more slowly than the sharp-responding MXer, but that’s what you want when you’re cow trailing all day.

SPECIFICATIONS
	2015 Yamaha YZ250FX	2015 Yamaha WR250R
LIST PRICE	$7,890	$7,990
ENGINE TYPE	Liquid-cooled DOHC single	Liquid-cooled DOHC single
BORE x STROKE	77.0 x 53.6mm	77.0 x 53.6mm
DISPLACEMENT	250cc	250cc
TRANSMISSION SPEEDS	6	6
FRONT WHEEL TRAVEL	12.2 in.	12.2 in.
REAR WHEEL TRAVEL	12.5 in.	12.4 in.
FUEL CAPACITY	2.0 gal.	2.0 gal.
SEAT HEIGHT	38.0 in.	38.0 in.
FRONT BRAKE	disc	disc
REAR BRAKE	disc	disc
CLAIMED WET WEIGHT	247 lb.	258 lb.

Source : http://www.cycleworld.com/