Dirty deeds masters Suzuki DR-Z400 and Yamaha WR426F

Yamaha WR450F

Yamaha WR450F

is an off-road motorcycle made by Yamaha Motor Company. It is currently powered by a 450cc single-cylinder liquid-cooled engine. cm (27 cu in). First offered in 1998 with the 400cc engine. See, it shares many components and design concepts with the YZ400F motocross model. It's essentially a racing YZ450F slightly detuned for better handling, with headlights and coil lighting, softer suspension, a kickstand, lower noise performance, larger radiators and lower emissions. The WR in the name refers to the wide gearbox common to most enduro or trail bikes and racks as opposed to the close ratio gearbox required for a motocross racer. Over the years, the WR has benefited from the advancements of the YZ motocross version, gaining displacement and upgrades such as an aluminum frame and improved suspension. Throughout most of its service life, the WR450F's weight remained fairly constant, ranging from 244 to 249 pounds dry weight. [1]

First generation WR400F

First generation: WR400F - 1998-2000 [Edit]

Yamaha introduced the WR 400F in 1998. The 400F is a 400cc four-stroke off-road motorcycle. cc (24 cu in), produced for three years starting in 1998 and ending in 2000 (only the YZ was upgraded to 426 cc in 2000). . The WR400F is related to the YZ400F motocross model. Like the YZ400, it was considered a revolutionary model in motorcycle history, ushering in the four-stroke era, ending the dominance of two-stroke engines in motocross and off-road racing. While many modern four-stroke off-road motorcycles have been criticized for excessive repair costs and short engine life, the Yamaha WR400F has an impressive reputation for reliability, often attributed to its steel valves and large oil capacity. [ citation needed

]
Second generation WR426F [2] [3]

Third generation: Yamaha WR450F - 2003-2006. [Edit]

Third generation WR450F

In 2003, the engine capacity was increased to 449 cu in (27.4 cu in), the fuel tank was reduced to 2.6 gallons [1] and the bike came with an electric starter as standard. The 2005 WR weighed 244 pounds dry, the seat height was lowered to 38 inches, and the fuel tank was reduced to 2.1 gallons. [1] [4] The 2006 WR weighed 249 pounds dry [1] and made 42 horsepower. [5]

The limited production version of the WR450F was the WR450F 2-Trac with all-wheel drive. The transmission output sprocket drove a short, fully enclosed chain to a pump, which in turn pushed oil to the front hub through a pipe and back through a parallel pipe. [6] A maximum of 15% of power was transmitted to the front wheel at any time. [6] Yamaha planned to build 250 2-Tracs in 2004, but only a few were built, which were used for enduro racing. [6] 2006 was the last year of steel construction.

The 2003 and 2004 models were California red sticker bikes.

Dirty deeds masters Suzuki DR-Z400 and Yamaha WR426F

text:

Oleg Kamsky, Alexander Dmitriev,
photo:
Artmachine

Suzuki DR-Z400: 398 cm3, 48 hp, 150 km/h, $8200 Yamaha WR426F: 426 cm3, 48 hp, 155 km/h, $7500

Those yearning for a light and powerful sports enduro in our country most often have to choose between these “Japanese”.

For any proper endurist, banal trips on suburban roads or forest paths will no longer be enough. The soul requires extreme sports, dynamics and physical performance, and this is impossible without a machine prepared for such purposes. Evil two-stroke bikes are the lot of cross-country bikes, but the new generation of lightweight four-stroke SUVs is what we need. Such bikes allow not only “Chaynikovsky” rides along forest paths, but also professional participation in enduro competitions of any level. In a word, these are “clothes” for growth. Our “one-pot” Suzuki DR-Z400 and Yamaha WR426F are bright representatives of this tribe. The cars are very similar in appearance, as well as in technical characteristics, but not so similar as to recommend that the consumer choose between them based on the principle of “which one you like more.”

The difference lies in the basis of the developments. If Yamaha is made on the basis of a rigid motocross bike (namely, on the chassis of a YZ series motocross bike), then Suzuki in its design gravitates more toward the classic enduro design. Moreover, there is no unification with other models of the concern - the machine was made from scratch and for specific purposes. The designers installed a high-quality, but traditional, telescopic fork in front (Yamaha has an inverted fork), and completed the steel duplex frame with a very modest (in appearance!) aluminum swingarm. Such a scheme should perfectly work out the use of the machine exactly as an enduro, without any reservations about “parquet flooring”. The “skeleton” of the WR, although in many ways identical to the DR-Z, looks much stronger and more pumped up against this background. And the fork is more powerful, and the rear swingarm is noticeably thicker. The power units, for all their external similarity, are also different inside. The Suzuki has a four-stroke engine with liquid cooling and a four-valve cylinder head, while the Yamaha has the same “watery” engine, but with a much more advanced “filling”, a five-valve head and titanium valves. True, this does not affect the power indicator in any way, but it has a significant effect on the traction characteristics and acceleration. As befits a sports enduro, the machines are started using a kickstarter. Suzuki, however, also produces a version with an electric starter and automatic decompressor, which costs $400 more. There is also a completely “parquet” version of the DR-Z400S (with electric start, with “road” lighting, comfortable suspension, etc.), but this modification is very conditionally suitable for off-roading. Such a set of differences is not a reason for arranging speculative pros and cons of models. All the advantages and disadvantages are revealed in the environment for which the cars are intended - off-road.

Are you surprised by the test photo? We just decided to have a little fun in the city, and at the same time move away from the tired landscapes with which SUVs are always associated. But this does not mean that we did not ride off-road. Where else can you ride them? In the city, riding these is nothing but torture, and in terms of technical equipment, motorcycles are not suitable for this. Therefore, after filming, we loaded the equipment into the back of a pickup truck and rushed out of town to have a blast and test motorcycles.

On dirt tracks and fields, the Yamaha is neck and neck with the Suzuki. After all, in terms of weight and power, the devices are almost identical. But if the WR pilot decides to overtake a competitor, he will be able to do this by “playing” with the gearbox: the gears are closer to each other, the maximum torque is higher. The Susa engine is inferior in sharpness to the Yamaha; it is more sedate and soft, without pronounced pickups. The characteristics are similar to the WR400. Perhaps it is the additional 26 “cubes”, plus lightweight valves, that give Yamaha additional points. It is best to evaluate the habits of models by contrast. We periodically change horses and exchange impressions. First of all, the difference in fit attracts attention. The Yamaha has a narrow cross saddle, low handlebars, and sporty placement of the footpegs. You sit as if on a camel’s hump – the saddle seems so unusually high compared to the DR-Z. And it’s true, in fact the difference in its height is 53 mm (998 mm versus 945 mm). At the same time, you can’t say that the landing is uncomfortable. On the contrary, on short trips the motorcycle's steering is more controlled. In a word, WR is conducive to active produbas and jumping, with all its features it screams that it is tailored according to strict cross-country canons. Suzuki is completely different: a more ergonomic (softer and slightly wider) low saddle, a high handlebar and a more massive hood in front, in general, a pure sports enduro. In comparison with the Yamaha, only one advantage seems clear - convenience when driving over long distances. Obviously, this is a good help in rally raids, where you have to spend long hours in the saddle.

These qualities were confirmed by our penetrations on dirt roads and fields. On long straights, where you can turn off the gas to your heart's content, the DR-Z pleased with its excellent directional stability and energy-intensive suspensions. A traditional “telescope” responds better to small irregularities. Riding the WR in the same conditions felt like sliding down steps. Due to the rigid chassis and large base, the “body” of the motorcycle shakes inexorably on potholes, forcing the driver to almost constantly stand up in the “stirrups.” The Yamaha pilot compensated for the lack of any comfort with impressive acceleration dynamics. However, hanging on the “tail”, the driver of the DR-Z could observe how much the “rear” of the WR began to “baptize” on the bumps. On flat straights, the WR pulls into the “candle” even in fourth gear in a sitting position and in fifth while standing, while the DR-Z demonstrates the same capabilities with a gearbox lag of one step.

The further into the forest, the more firewood... The nature of the area around changed, and with it our preferences. On winding forest paths and then on coastal sand, the WR felt somewhat more confident than the Suzuki and stayed a little ahead. The Yamaha performed even better on the mud track. The steel frame easily compensates for lateral forces, and rigid suspensions, coupled with a powerful rear aluminum swingarm, prevent the “body” of the car from twisting in turns. Even in the most severe off-road conditions, the driver feels the suspension range, and the short first gear and high ground clearance (45 mm more than the Suzuki) allow you to move much faster in the forest thicket. The handling is actually like that of a cross-country motorcycle - rigid and unambiguous, the car turns into turns as if on a rail, and in jerks on straight lines it “stands” perfectly.

In such conditions, all the weaknesses of the Suzuki chassis came out. A traditional “telescope” with a relatively “stupid” angle of inclination is not the best solution for a sports enduro, which is going to be driven head-to-head in extreme conditions close to cross-country racing. During sharp braking, the bike noticeably nods, and when hitting large obstacles, the fork can break through. Due to the lower and set-back footpegs, the rear of the motorcycle is lowered to a greater depth than the Yamaha (to somehow compensate for this weight distribution, the rear monoshock on the DR-Z was made stiffer than on the WR). As a result, there is an increase in the angle of inclination and reach of the fork. With moderate use, you won’t feel much difference in handling (except that the car “stands” better on the road), but in off-road mode the Suzuki pilot pays with more inert handling. And the DR-Z turns a little worse; the motorcycle needs to be forced to turn and the trajectory must be carefully controlled. When jumping, the DR-Z seems a little more comfortable, but this is only if a professional is driving. All you have to do is position yourself slightly wrong in the saddle, and when you land, the fork will work all the way. WR is great in this regard. The excellent energy intensity of the suspension and the rigidity of the chassis are 100% suitable for jumping.

Suzuki, for all its traditionality, is only slightly inferior to the narrowly sporty Yamaha. And in some things, for example, when it comes to brake performance, the Suza even has the upper hand. And more about the triumphs of Suzuki. The crossing of the ford unexpectedly ended in his victory. The Yamaha stalled in the second third of the way; and all because its drainage pipes are routed down under the engine, and the flow of gasoline stops when they are clogged. Suzuki has one, the main one, routed to the top, which saves the day. And, of course, with the WR426F the overall picture is somewhat spoiled by traditional problems with the operation of the gearbox. All the same unclear gear shifts, difficult search for neutral, as well as false neutrals. The Suzuki “box”, however, cannot boast of the standard of a Honda, but it still works better than the Yamaha’s, and this is very important for off-road use. There was no leadership observed in the hill climb. On the one hand, due to the more elastic Suzuki engine, it can “climb” better, but due to the short wheelbase (1475 versus 1490 mm), the car is more prone to tipping over.

As you know, if you don't lie around, you don't eat. Here, too, some very remarkable operational features of our machines were revealed precisely after numerous applications on the mortal earth. Firstly, stock bikes can easily damage the cooling radiators when dropped - they are covered only with soft plastic. So if the motorcycle is going to participate in rally raids, then you need to take care of protecting the unit. Yamaha also has very soft plastic. It will be very useful to immediately purchase tuning finger protection. You will save your hands from bruises, and your leverage will be useful. A standard steel steering wheel is not particularly strong and bends every time you fall. However, it also easily restores its geometric parameters. On Suzuki, if you fall, you can also collapse the expansion tank of the cooling system. It is surprising that, despite its cross-country layout, the exhaust pipe of the Yamaha engine is located somewhat poorly and always jams when there is blockage. “Susa” has a different “disease”. For some reason, the creators forgot to make a hole for a hand on the rear wing. You have to pull it out or lift it out of the mud directly by the fender, like on a light two-stroke bike. But the car is much heavier than the latter, and, as a result, the wing often cracks at the junction with the saddle. Tipping backwards on these motorcycles is not welcome - the “tails” come off like lizards. A lot of suffering after falling into the mud is associated with starting the engine. And, although carburetors are equipped with special devices for such a case, the owner will have to sweat and twitch his leg. By the way, the Suzuki engine starts faster and more confidently.

Actually, the accents were placed on their own. The Yamaha WR426F confirmed its status as a “charged” sports enduro with a slight roll to the cross. Suzuki DR-Z400 is the brightest representative of the class of universal sports SUVs, slightly gravitating towards rally raids. So for those who want to buy a dynamic enduro, the DR-Z will be the right choice. Especially considering the presence on the market of a more practical modification with an electric starter. Moreover, due to some features (comfortable ergonomics, suspension and engine characteristics), the car can be recommended to novice endurists. In any case, the DR-Z is able to forgive some mistakes, which cannot be said about the WR, which is already for professionals. However, our rating in no way means that Susa will win, it’s just that the range of its use is wider.

We looked at stock cars, and they (especially the European versions) are distinguished by “stifled” power units due to “quiet” mufflers. In terms of tuning, Suzuki has significantly greater opportunities for improvement. The tuning catalogs for it are much richer than for Yamaha. Therefore, Suzuki has considerable prospects for professional purposes.

Yamaha WR426F parameters: 426 cm3, 48 hp, 155 km/h, $7500

Fourth generation: Yamaha WR450F - 2007-2011 [Edit]

Fourth generation WR450F

For 2007, the WR received an aluminum frame, reducing weight from 249 to 246 pounds. [8] In addition to the aluminum frame, the 2007 WR450F saw an updated dry-sump engine, with a new balancer, cylinder head and camshafts with lower lift and shorter life than previous generations, and restyled plastics. New graphics were introduced in 2009, and the 2010 was not sold in the US. [ clarification needed

]

AMP Motorcycles

That's the case with the German duo AMP Motorcycles, which consists of a father and son named Michael and Allen Posenauer, who live in Offenbach. They recently completed a cool conversion of a Yamaha WR400 F - and their enthusiasm is infectious.

It seems like we both just don’t want to let go of that happy time when the son learns everything from his father,” Allen says. -This is not for making money, but for fun. We have a workshop in an old office building and we tinker there after work and on weekends. It's great to be able to still enjoy spending time with your dad as an adult.

Fifth generation: Yamaha WR450F - 2012-2015 [Edit]

Fifth generation WR450F

After 3 years of design, the all-new 2012 WR450F was released with the 2012 YZ250F frame, KYB SSS forks, fuel injection and repositioned engine. [10] According to Yamaha designers, the only modifications needed to the YZ250F chassis were updated engine mounts. [10] The engine was turned rearward to shift the center of gravity and improve handling [10]

Hi all. Question for wr250r owners.

The first banal one is gasoline consumption. How much does this baby eat in different modes? The officials write 3.2... To put it mildly, I believe it. no, well, maybe in theory if you drive 40 km/h on an excellent road... Others write about the consumption of 6, with altered brains and thrown out ecology. Overall I'm confused. Help. Asphalt in one. soil in one. asphalt solo full tour body kit. riding with a passenger (yes, yes, a hard masochistic saddle and so on, but suddenly someone was riding)

2. tachometer. I know that there is no tachometer in the standard settings. But I heard/read somewhere that you can switch the standard instrument panel to a mode in which this same tachometer will be present. Yes, driving without a tachometer doesn’t bother you, but on the other hand, the engine is torquey and if such an option exists, that’s cool.

3. speed. Does it run 110-120 on standard sprockets? Does the chassis allow you to drive a hundred on the ground?

4. How does the shifter behave in terms of off-road tourism? They say that just put a neoprene stocking on the fork and forget about oil leaks... How true is this?

5. valve adjustment. Again, if you believe the manual, then once every 40,000. What does this even look like? I disassembled the engine, measured the gaps, ordered washers, until the pedestrian arrived, the washers arrived and assembled the engine, again the motorcyclist. How standardized are these washers? For KTM one, for Honda another, for the 450 VR one, for the 250 another?

6. Injector. Do I understand correctly that if the injector is clogged, I change it and go? How difficult is it to change and can it be done in the field? Approximate price of this injector.

6.1 injector and reserve. Again, do I understand correctly that if there is an injector, then there must be a fuel pump? I heard a story that driving on reserve can lead to the combustion of this very pump. Truth or nonsense? We're talking about vrk. Again, there is no need to talk about saffron milk caps. It’s just that the tank is small and most likely there will be frequent situations of switching to reserve.

6.2. no abs? and can't be installed as an option? Yes, I understand that on the ground where most often this spendthrift will live, it is, to put it mildly, evil. but on the asphalt the thing is not superfluous.

6.3 flashing the injector. How difficult is it? Is it even possible? Ideally, I would like to see an analogy with the 690m KTM. There are several ignition maps. From the series you are driving on asphalt: you have turned on the economical vegetable mode. Sunday ride annealing: turned on evil mode.

7. Why do many people throw away the environment? For the sake of a couple of extra horses? Does the environment affect the consumption of a motorcycle?

8. Is the stock air filter serviced (washed, soaked in oil, then moved on) or paper?

9. Is the stock light complete crap?

10. Is the clutch hydraulic or mechanical?

Uff... Well, something like that. Sorry for the confusion.

Thanks for answers.

Sixth generation: Yamaha WR450F - 2016-2018 [edit]

Sixth generation WR450F [11]

For 2021, the WR gains the 4-valve engine with reverse engine fuel injection, previously available on the YZ450F since 2010. Yamaha also introduced the new YZ450FX model, a more enduro-focused version of the 450 off-roader that uses more of the motocross model's design elements, such as a stiffer suspension and close-ratio transmission, while retaining electric start and an 18-inch rear wheel.

For 2021, the WR450F remains largely the same, with the exception of changes to the airbox cover, as well as the replacement of silver wheels with black ones.

For 2021, the WR450F remained similar to the 2016-2017 models, with the big difference being that the bike was no longer available for green sticker registration in the state of California.

https://www.yamahamotorsports.com/off-road/models/2016/wr450f