The Yamaha DT200 is a dual-purpose motorcycle manufactured during the 1980s, 1990s,and continues into the 2000s (decade) by the Yamaha Motor Company. Though never imported into the U.S.A., the rest of the world, including Canada, received this model. It received a redesign for 1989, and became a match for Kawasaki's KDX200 off-road machine. In Canada, the new model sold there until 1996. It continued on in South America, the Middle East, Europe,Australia, and Africa. It spawned the DT125, in two versions, as well as a WR200. Today it has been redesigned as a DT230R. Competition for the DT200R came from Suzuki's TS200RM, imported into Canada from 1993 until 1995. Honda never imported its superior CRM250 into North America. The DT200 or WR200 used a liquid cooled, oil injected, (autolube) case reed inducted, Y.P.V.S. power valved(electronically operated power valve system while motocross bikes are equipped with mechanically operated power valve system), single cylinder, 2 stroke engine. As a dual-purpose bike, it was designed for on and off road use, and is street legal in Canada. The WR200 cylinder had exhaust boost ports, whereas the DT200 didn't. In addition, the DT200 had oil injection.
Bore and stroke: 66X57mm
Transmission: 6 speed
Starting: Primary Kick
Brakes: front and rear disc ( 1989 and newer)
Compression ratio: 6.4:1
Horsepower: 33 bhp /8500 rpm
Torque: 23.5 Nm (17.4 lb-ft) /7500 rpm
Standing quarter mile: 25.73 seconds /138.46 km/h (86.04 mph)
Top speed: 162 km/h (101.25 mph)
Carburetion: One Mikuni TM28SS
Ignition: CDI magneto
Suspension Front: Telescopic front fork, with air bleed, 270 mm travel
Suspension Rear: single shock swingarm;adjustable preload and compression dampening, 270 mm travel
Ground Clearance: 315 mm (12.4 inches)
Dry Weight: 108 kg (238 lbs)
Fuel capacity: 10 L ( 2.2 imperial gallons; 2.75 US gallons)
Oil Tank Capacity: 1.2 L (1.1 Imperial quarts; 1.38 US quarts)
The DT200 is a capable, recreational bike, and has been used in enduro competition with some limited success, although it was never intended as a competitive racer. This machine is a stealth motorcycle event sound tests it registers between 74 and 82 dbA. Meeting noise level requirements has never been an issue.
The DT200R shares similar engine cases with the ATV BLASTER - But the Blaster is not crank case induction like the DT200R. Both DT200R & Blaster crank shafts are compatible, the DT200R piston doesn't have port's like the Blaster, but the Blaster piston can be used with the DT200R. In the Blaster version & some of the DT200WR versions the oil pump is not installed, blanking plug is fitted over the oil pump drive.
The Yamaha WR200 shown above has the same crank & Stroke as the DT200R & ATV Blaster. The WR200 crank cases are similar to the DT200R but with a bigger reed cage port and slightly revised induction port shapes in the crank cases. The WR200 has a larger cylinder bore size of 66.8mm diameter giving a displacement of 199cm with a standard compression of 6.3:1 in standard form. The standard cylinder is nickel plated and has slightly larger porting plus two boost ports ether side of the exhaust port. This in turn makes the WR200 power valve different in shape to allow three exhaust ports to be controlled. The WR200 has a direct cable clutch drive pinion in the clutch cover, where as the DT200R & Blaster use a conventional push rod through the clutch center. The WR200 also uses a larger Mikuni TM30SS Carburetor. The WR200 Frame, Tank, seat, plastics, forks, swingarm, airbox, rear shock and electrics differ from the DT200R.