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Yamaha
WR 450F
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Make Model |
Yamaha
WR 450F |
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Year |
2012 |
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Engine |
liquid cooled,
four stroke, single cylinder, DOHC, 5 titanium valve per cylinder. |
|
Capacity |
449 |
|
Bore x Stroke |
95
x 63.4 mm |
|
Compression Ratio |
|
|
Induction |
Fuel Injection |
|
Ignition /
Starting |
Digital
CDI |
|
Max Power |
|
|
Max Torque |
|
|
Transmission /
Drive |
5 Speed / chain |
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Front Suspension |
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Rear Suspension |
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Front Brakes |
Single disc |
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Rear Brakes |
Single disc |
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Front Tyre |
|
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Rear Tyre |
|
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Seat Height |
980 mm |
|
Dry-Weight |
|
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Fuel Capacity |
8 Litres |
Yamaha’s range-topping enduro
machine, the WR450F, gets a significant makeover for 2012, including a
revised engine, uprated frame, new bodywork plus a raft of detail changes.
The single-cylinder, 449cc, five-valve powertrain gets a reworked
fuel-injection system intended to give ’more responsive and adaptable
performance’, while a new ‘bilateral’ aluminium beam frame is almost
250-size in a bid to give quicker steering and sharper handling.
To match the frame, new slimline bodywork is also claimed to be to 250-class
dimensions while the overall look is refreshed with new black Excel wheel
rims, Pro-Taper bars and a new headlight cowl.
A ‘Competition Kit’ will also be available for riders using the bike in
closed course enduros. It comprises race-spec exhaust, including silencer
and tail pipe, 13/50 sprocket set and other items.
Following its successful introduction alongside its 2011 YZ450F motocrosser,
for 2012 Yamaha is also offering WR450F riders the option of buying its
‘Power Tuner’, which enables bikes fitted with the competition kit to adjust
the engine mapping to suit conditions.
The challenge was how to improve
on an already peerless motorcycle. But the team stepped up to the mark and
delivered a motorcycle that the whole nation has been hanging out for... a
bike that retains the hallmark features of reliability with the versatility
to win at the highest level while still providing an easy-to-ride trail
weapon.
The target customer is the fast trail rider and expert enduro rider. And the
goal is to improve handling in the tight stuff while striving for even more
linear and manageable power.
The handling goal has been achieved with the development of a new aluminium
bilateral beam frame that is very similar to the much hailed 2012 YZ250F
frame that offers scalpel sharp steering and rail-like turns. The WRF
version of this frame has enduro specific dimensions and rigidity balance
which includes different engine mounts and a new mounting position for the
subframe, which itself is comprised of a new aluminium alloy.
The result is blend of strength and rigidity in a compact machine that sets
new standards in enduro handling. The new WR450F provides a light feel,
amazing front wheel grip, superb rear wheel traction and improved steering
designed to light up the singletrack. In short, the next step in off road
chassis performance.
To complement the new frame, new
YZ inspired twin chamber suspension is fitted front and rear to soak up the
harsh terrain that fast trail and competition enduro riders encounter. Once
again, the suspension is specially endurotuned by combining the ability to
absorb big hits with a softer initial travel to tackle tight turns.
And in order to offer stable engine performance irrespective of fluctuations
in air temperature or altitude, a fuel injection system has been adopted.
This can easily be adjusted with a hand held, portable Power Tuner device,
the same unit that has proven so popular with YZ450F owners.
This pocket-sized Power Tuner is easy to carry around and operation is
simple when connected to the new WR450F via an easily located coupler.
Setting changes can be New bilateral beam frame provides amazing handling in
typically tight Aussie terrain Fuel injection offers seamless fuel supply
regardless of elevation or temperature changes made without the need to cart
around a laptop in wind, rain and often dusty conditions. The Power Tuner
offers riders a huge benefit by allowing customised fuel injection settings
to fit their personal preferences.
The 450cc engine has been specifically designed to meet the requirements of
the new FI system and chassis changes. It retains its liquid cooled, five
titanium valve, single cylinder layout. A special cam profile has been
developed to suit enduro RPM use while the five speed gearbox has ratios
suitable to cover a wide range of riding environments.
Key Features:
•A YZ-bred advanced aluminum frame—carefully engineered from castings,
forgings and extrusions—enhances handling while retaining legendary Yamaha
feel and characteristics.
•Highly evolved five-titanium-valved engine
starts with the push of a button.
•Cool digital enduro computer offers
speedometer, clock, tripmeter, etc., in basic mode—or pace management
functions such as timer, distance-compensating tripmeter, average speed,
etc., when switched to race mode.
•The WR450F is green sticker approved for
California.
Review
Yamaha certainly pushed me out of my comfort zone
last week at the launch of their new WR450F in spectacular mountainous territory
around Dorrigo (NSW). Enduro bike tour company, Coffs Harbour Detour, were
tasked with setting the course, and it was a doozy.
A lot of the terrain is regularly covered with their tour groups, but due to the
level of riders on our launch quite a few ‘special test’ style sections were
added in to satisfy the Pro level riders amongst us. Riders present included;
Finke Desert Race winners, a NZ Hare Scrambles Champ who surely is the result of
some Kiwi microbiology experiment fusing mountain goat DNA with that of a human,
and dirtbike legend Stephen Gall who seemingly floats on a higher plane above
the machine and controls it by telepathy rather than human movements;
demonstrating the effortless grace and perfect technique that enabled him to
rule Australian motocross tracks for so long, and coach virtually every top
Australian rider in recent times.
I was more than a little out of place amongst such greatness. Devoid of fitness
or talent I nonetheless muddled through and ‘eventually’ conquered every
obstacle in my path, largely thanks to the brilliance of the new Yamaha.
After two days of riding together I questioned Boris and Luke from Coffs Harbour
Detour Tours about the general level of skill among their regular clientele in
comparison to mine. They noted my level was about the same as their average
customer, who generally would not be taken on a few of the more testing tracks
we traversed, but is exactly the target market for the new WR450F. Thus my
feedback is likely to be more relevant with what those at that average level of
enduro bike experience. We may stick mcnews.com.au resident fast gun Mark Willis
on a WR for more pro level feedback at a later date.
Experts chose a hard hitting map for much of the route, (a level of tune I also
sampled for the grass track loop and much of the first day’s challenges) I,
wisely opted for a softer map for the rigours of day two due to the slipperier
nature of the surfaces and the more extreme ascent and descent gradients
encountered. Mapping changes done in a matter of seconds via a hand-held tuning
unit renders old style clip, needle and jet fettling to the dark ages. Good
riddance I say.
There is nothing quite as exhilarating as a finely tuned flat-slide carburettor
when on the gas, but in every throttle opening, except wide open, the latest
electronic trickery wins hands down. On the WR450F a manual adjustment is still
provided for the idle - which I adjusted a couple of times before finding the
sweet spot as the engine loosened up - and like the mapping, is easily
adjustable for rider preference and the conditions.
The fuel injection system provides crisp fuelling with a smooth pick-up from
closed throttle. This particular Yamaha system, first introduced on the YZ450F
last year before graduating to the WR450F for 2012, is absolutely ace - I
couldn’t fault it. Smooth off the bottom to help find the elusive last skerrick
of traction where there is none, it builds into a wide torque-laden mid-range
with added pep up top, and graced with a generous amount of over-rev it was
simply flawless. Effortless starting is provided via button with the trusty
back-up kick-starter provided should your battery go flat. The machine can also
be used without a battery should you want to save weight, thanks to a larger
magneto fitted to power the fuel pump and EFI system.
The first time I thought of the clutch was at the post ride debrief when filling
out a questionnaire on the bike for Yamaha Japan WR450F project leader Masaki
Kamimura, who also rode with us on the first day of testing. It was only then
that I remembered just how faultless the take up and engagement of the clutch
had been throughout the ride. The clutch allows for effortless restarts halfway
up snotty hills even after looping out. The gearbox was also fuss free with
engagement very positive and false neutrals rare. Likewise the braking
performance was predictable with good feel at the lever.
The superb chassis was developed in conjunction with the nimble YZ250F motocross
machine and is graced with vastly improved new 48mm twin-chamber forks and a
well damped shock, making the new WR450F a class package.
Despite my, ahem, widening girth, the new forks worked brilliantly and shrugged
off the worst of my timing mistakes over obstacles, and with the shock preload
wound on to provide 90mm of sag it was easy to keep the front planted when
required.
The nimble steering geometry allowed me to easily change my line of attack on
rutted sections while retaining enough stability to prevent me darting all over
the track as I strayed over odd shaped rocks, or slipped over gnarly tree roots
that were seeking to bring me undone. Due to my well-honed sense of
self-preservation and caution, deflection is one trait I can’t abide on the
trail. Thankfully the WR450F was rock-solid in the stability stakes at low
speeds. Over the two days, only one brief section of track saw higher speeds
reached, thus I can’t make a definitive call on the stability of the WR450F at
speed, but certainly encountered nothing to suggest that this might be a
problem. I would expect wide-open desert racers to fit a steering damper as a
matter of course.
The standard foot pegs offered great purchase for my boots and the long, slim
seat worked well ergonomically. I am not a doyen of body positioning by any
means, but I never felt in the least bit restricted and never heard any
complaints from the more animated riders amongst us.
Shorter riders will rejoice loudly at a welcome feature of the new WR450F. Seat
height has been lowered to 960mm as a consequence of ground clearance being
reduced to 335mm. I never bottomed out either end of the machine and only once
struck the lower frame rails while making a judgement error negotiating a downed
tree. At a short legged 178cm, I found the reduced reach to the ground, for a
quick dab of the boot to regain front traction, quite reassuring.. The reach to
the bars is also 10mm shorter.
Reliability was also a high priority for Yamaha engineers. Larger radiators,
wider big-end bearings to cope with the low speed chug loads made possible by
EFI, a piston oil-jet sprayer to help cylinder cooling and a myriad of other
changes were introduced to improve serviceability. The dry sump engine retains
the five-valve layout of the previous WR450F, a top-end design with an
unparalled record of reliability in recent years. This record will help endow
confidence in prospective purchasers, a very important point in the world of
high-performance enduro machines in regard to ongoing ownership costs and an
area where Yamaha has the runs on the board.
The standard machine ships with Bridgestone Gritty rubber. Our launch bikes were
fitted with a Dunlop D952 rear hoop and a Metzeler Six Days Extreme up front, a
combination that worked extremely well across all surfaces encountered.
The only thing the WR450F did wrong during my time with it was to sometimes take
a few stabs of the starter button to fire, and a muffler bolt worked loose on
another machine. The lack of any ignition key or physical security demands that
a cable lock be carried for overnight stops.
Dynamically the only slight flaw I found was that, despite the agile handling
and slim profile, the WR felt a little heftier than would be preferred. While no
scales were present at the launch, Yamaha staff claimed the machine is 114kg dry
in enduro trim with ADR road gear removed, or 129kg with its 7.2 litre fuel cell
full and all ADR accessories in place.
The modest 7.2 litre fuel cell is a restriction for many but Yamaha are only
weeks away from introducing an optional larger main tank and auxiliary rear
tanks for more long-distance adventures. A warning light on the instrumentation
illuminates when two litres are remaining in the standard tank. Obviously
standard range is largely decided by your wrist, and we didn’t run the machines
dry, but guesstimates are: an average 100km range; reducing to 80km for fast
aggressive riding; or extending perhaps as far as 120km in more moderate use.
Clearly, the WR450F is no lightweight motocross machine, nor is it designed to
be, but for most weekend warriors and enduro riders the WR will pose no problems
and will be forgiven if the new WR450F lives up to the rugged reputation earned
by its recent predecessors.
The expected reliability along with the tractable engine and excellent
suspension make the $12,999 WR450F my preferred option in the big-bore enduro
market. Incorporated in that price is a competition kit valued at $650 inclusive
of a new front master cylinder, braided brake line, handguards, GYTR muffler
tip, LED tail light and plate holder, brake snake, 13/50 sprocket set and wiring
for the optional ($399) power tuner.
- Pictorial - Yamaha WR450F Image Gallery
+ Positives
- Smooth tractable engine
- Easy EFI tuning
- Throttle response
- Excellent suspension
- Negatives
- A little heavier than ideal
- No security
- Three month parts only warranty par for the course in this segment but still
not generous enough
Source
mcnews.com.au
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