Driving report Yamaha WR 250/450 F
What is good for the crossers can’t hurt for the hard enduro bikes. That’s why MOTORRAD plowed through the Catalan mountains with the brand new 2007 Yamaha WR 250 and 450 with aluminum chassis. But as the devil wants it, the fantastic enduro terrain in Igualada, around 40 kilometers north of Barcelona, sinks into continuous rain on the planned test day.
Weighing only 106 kilograms dry, we are happy with every kilogram that we don’t have to support or push through the trial passages during a fight and balance through the handlebar-wide aisles in the pine forest. Lightweight construction is, as the mouse doesn’t bite a thread, half the battle on a rough enduro ride. In the lumpy clay soil, however, the single cylinder breathes heavily, screaming more and more for speed, because the quarter-liter displacement in the middle area does not generate the necessary power. It only helps at full throttle. When shifting gears, the clutch is plucked at lightning speed so as not to lose momentum and certainly not to lose speed.
The big appearance of the little ones comes high up in the rock when the nimble 250 climbs knee-high steps without stumbling. The Yamaha technicians have trimmed the engine in such a way that it reliably loosens even from idle speed, transporting the load to lofty heights with full traction and without lashing the chain. At first, two fingers on the clutch lever, nervous, in order to save the machine from tipping over in the event of an abrupt “slap and off”, the engine is left to run casually after a few kilometers. With the narrow tank firmly pressed between the knees, the machine directing from the hip, the WR 250 purrs safely and elegantly through even the most tricky passages. The main thing is to look far ahead, ignore the criss-cross ruts and let them run with pomp, then nothing can go wrong.
The WR 250 F has earned the catchphrase of »instability«. Also because the comfort that the Yamaha WR models have maintained for years and the fluffy responsiveness save stamina and strength. Which, of course, takes revenge when sprinting over cross-country slopes. At the back on the block, at the front with too little progression, the spring elements then reach their limits. However, this should not be chalked out to the WR, but rather solved individually by installing harder springs and an adapted damper setting. But because we’re enjoying ourselves here in narrow, rocky terrain, the Yamaha technicians have more than succeeded in setting up the car.
This finding can be applied one on one to the big sister W.R 450 F transferred. The aluminum chassis, tank and plastic parts match those of the little ones, and the set-up is also aimed in the same direction: hard enduro instead of rough motocross, energy-saving comfort instead of rock-hard spring / damper setting.
Although one has learned to appreciate the lightness of the little ones, nothing beats the brawny power of the WR 450 single. Deep clay soil, if need be, even on the desert steep slope: the 450er plowed through. With plenty of bangs from the basement, without chopping the chain and rear wheel, the WR stays clean on the track, does not wedge from sheer power and stubborn cross suspension. First class, as the 450 bites itself on the rocky steps, rider and horse with a slight twist of the throttle pulls from seemingly hopeless ruts into the open ground. For the slippery surface it is certainly completely overpowered, but when it comes down to it, an excellent enduro engine with a smooth acceleration and spontaneous throttle response. Due to the poisonous rear wheel brake and the low flywheel mass, he let himself be slowed down one or two times while sledding down the slippery steep slopes.
This shouldn’t be an issue on dry, non-slip ground. This is where the stability and feedback of the new aluminum chassis count. That brings a weight saving of a few grams, but in motocross the light metal frames were not always convincing. Some specimens proved to be quite stubborn and uncomfortable. In order to be able to make reliable statements about the enduro, the Spanish sun has to work hard. Only on a hard, furrowed track will it be seen whether the focus on motocross technology is the right way for hard enduro bikes. wk
Technical data Yamaha WR 450 F
Engine: water-cooled single-cylinder four-stroke engine, two overhead, chain-driven camshafts, five valves, bucket tappets, dry sump lubrication, flat slide carburetor, ø 39 mm, alternator 120 W, battery 12 V / 6 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring Chain.
Bore x stroke 95.0 x 63.4 mm
Displacement 449 cm3
30.0 kW (41 hp) at 8500 rpm
or 21 kW (29 PS) at 10500 rpm
Max. Torque k. A..
Chassis: double loop frame made of aluminum, upside-down fork, ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, ø 250 mm, double-piston floating caliper , Rear disc brake, ø 245 mm, single-piston floating caliper.
Spoked wheels with aluminum rims
Tires 90 / 90-21; 130 / 90-18
Dimensions and weights: wheelbase 1485 mm, steering head angle 63.0 degrees, caster 116 mm, spring travel f / h 300/305 mm, seat height 990 mm, dry weight 113 kg, tank capacity 8.0 liters.
Price including additional costs 8792 euros
Yamaha WR 250/450 F (FB)
Rainer Vater from Bondorf (www.motorrad-vater.de) has already made a name for himself as a bandit specialist. The avowed two-stroke fan, ex-racing driver and Suzuki dealer has just celebrated his 50th professional anniversary and describes himself as the “living fossil of the scene”.
Its four different performance kits for the 1200 Bandit appeal to different drivers. The “father kit 1” just lets the 1200 bandit breathe more freely. This is ensured by other main jets plus jet needles for the Mikuni carburettors. And a larger intake air opening on the air filter box: 52 instead of 38 millimeters. A new pulse generator for the ignition? it causes more advanced ignition up to 1500 rpm ?? including the associated seal rounds off the financially extremely family-friendly minimal tuning: 180 euros for self-installation and 240 euros for professional assembly by the father team. All Bandit 1200 models from 2001 onwards can also do these breathing exercises with a standard silencer. On the other hand, the types from 1996 to 2000 need a retrofit exhaust for this.
This is exactly where the tested “father kit 2” for 1200 bandits of all years comes into play. At a price of 1,100 euros, it also includes an exhaust that is perfectly matched to the improved intake conditions. This is a 2.5 kilogram titanium muffler from SR-Racing including the connecting pipe to the standard manifold. This legally quiet accessory exhaust sounds pleasantly muffled, full and sonorous. Ennoble the ECE approval and elegant finish in equal measure.
Sound is one thing, power is another. But there is nothing but sunshine. According to the manufacturer, the 1200-series Suzuki is supposed to balance 98 hp on the crankshaft, and MOTORRAD recently measured 108 on the clutch. And even a whopping 123 hp in the “father kit 2”. Whereby this conversion is not only impressive because of the 15 additional horses at the top, but also because of the powerful power curve that the engine now has ?? Power in every situation.
Even around the bottom, the father-child offers more than a series offspring. From 4000 rpm the two curves drift apart dramatically. Presses at medium speeds
the tuning variant is casual and easy twelve newton meters more. That pushes. Thus, the strong-bearded father bandit is recommended as an almost ideal country road sweeper. Especially since the four-cylinder vibrating lively at constant speed is nice and clean and smoothly accelerates.
The performance kit is not intended to increase fuel consumption. But probably myself
work at great heights. “That even pushes it out of the hairpin bends at Timmelsjoch, huh? I’ve tried it myself, ”says a happy father. Tuning for touring riders, not for athletes, he calls his measures. But he can also do something else if the customer so wishes. In kit 3, in addition to the parts mentioned, he installs sport camshafts with sharper timing. They have the test copy from MOTORRAD 21/2005 on fat 138 hp
pumped up, so a whopping 30 more than series.
However, the further increase in performance, for which a total of 1910 euros are due, is only at the top. Kit 2 keeps more steam ready for up to 5000 tours. If enough can never be enough for you, the final fourth stage is a father with a lot of mental work: processed channels such as combustion chambers and increased compression. All in all, still a moderate 2475 euros, in this case the exhaust comes on top. Urgent father … tsr
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