WR250FB 2012 grey wire mod gray wire mod, et al.
Posted 11 August 2012 - 10:46 AM
Posted 11 August 2012 - 03:31 PM
The parts catalogue on the www.yamaha-motor.com website shows the CDI unit for a WR-250FB (the letter B = 2012 Yamaha motorcycle) in the same location, and the part number for the CDI unit is the same.
All the same on a 2008 WR-250FX, too.
You sure you got the correct wire?
Posted 11 August 2012 - 03:46 PM
Posted 11 August 2012 - 03:50 PM
Here's a pic of the 2009 model I owned (and regret selling).
The CDI unit is just in front of the white plastic coolant reservoir in this pic:
Posted 11 August 2012 - 04:57 PM
Why did you sell it?
Posted 12 August 2012 - 03:45 AM
Got a few minutes?
Here's what I did to uncork my WR-250FY:
Yamaha GYTR AIS Removal Kit.
Comes with all of the parts needed to remove the air injection parts, a jet kit to rejet the carb, and instructions on how to do all of those "free mods" you've read about, as well as how to install the jet kit.
It even shows you exactly where the infamous gtay wire is located with a picture on the instructions sheet.
Well worth it, and my WR ran very well, indeed, after installing this kit.
Specifically, once this kit is installed, your bike will be have the airbox snorkels removed, the air injection parts removed, the throttle stop replaced with a shorter one to allow full throttle, the muffler outlet (the rediculously tiny one known as the "pea shooter", not the spark arrester portion) removed, the gray wire disconnected, and carburetor rejetted so the bike will run well in it's new uncorked state.
FMF Powerbomb Header and Q Muffler.
After the AIS removal kit was installed, I had the feeling that I was riding a good-running bike that still had a plugged-up exhaust system.
Boy, was that notion correct because when I installed the FMF exhaust system, the bike gained noticable power and torque across the whole rev range, and the most noticable gain was at the low end.
I did not change the exhaust camshaft timing to "YZ specs." as I felt the bike ran perfectly for me.
With the above mods, I rode the bike practically every weekend for 2 years, the only other changes being personal suspension and controls adjustments that I believe every rider should make for themselves.
The bike worked well out on the tight and often rocky trails of Connecticut - a great engine, and great rear suspension, and a great light-weight feel with high manoverability.
A very well-balanced bike.
Why did I sell it?
Because I screwed-up, basically.
No matter how great a bike is, I'll eventually start thinking about riding something else.
I envisioned getting a WR-450F and riding those same trails with mega-horsepower at my disposal, however, I saw a used 2009 Honda CRF-450X for sale before I saw a good WR-450F for sale.
I bought the CRF-450X, put it through CT. DMV inspection and got it registered for street use (required to ride on my local state forest trail loop), and started to use that as my weekend bike.
The 450 has tons of power and torque, and at first, i was basically punch-drunk with my newfound big man-sized bike.
I decided to sell the WR-250FY (CT. street title and all) to recoup the money spent to buy the Honda, and that was where I went wrong.
In hindsight, I should have kept the WR in storage until the day came where I finally decided that putting up with the considerably heavier feel of the CRF-450X on those tight trails would start to turn me off.
Well, that day came, and I sold the CRF-450X to a coworker just two weeks ago - CT. street title and all (a street titled dirt bike is not very common around here, especially a Japanese one where the Certificate of Origin says "This Vehicle Was Not Manufactured For Use On Public Streets, Roads, Or Highways". It takes money and effort to get around that part).
I rode that CRF-450X from the first weekend of December, 2011 up to July 23rd, 2012 - after not quite eight months I'd had my fill and decided the power of the 450 wasn't worth putting up with a bike that felt too big on the tighter trails, to the point of where there were certain trails I simply did not want to take since I knew it would feel as if I were piloting a locomotive down the trail.
The bottom line was the bike wasn't well balanced for me on those trails - plenty of power and the bike felt good on the faster sections of trail, but manouverability suffered on the vast majority of where I ride.
So, now I picked up a cherry 2002 WR-250FP just two weeks ago and I'm in the process of installing the parts required to put the bike through CT. DMV...
Edited by YZEtc, 13 August 2012 - 11:39 AM.
Posted 12 August 2012 - 06:05 AM
Posted 12 August 2012 - 03:39 PM
They give better performance without being loud.
But, as I wrote in my post above, you have to do all of the other mods I mentioned if you want your WR-250FB to run as you expect it to.
That's just how the bike is built because it comes in a power-reduced and restricted state (corked up).
Edited by YZEtc, 12 August 2012 - 03:42 PM.