Looks like a 450, enjoy the grunt. Wr's are nearly as reliable as TTR's!!!
Gearboxes can be the weak link (on 450's), and Yamaha cheapened out the forks on early WR's before they spent and put the better forks SSS in the later models. They still work ok but can be improved.
And they're bit heavier than those trendy orange things, (similar weight to TTR but more than twice the HP). They are great bikes, ride and enjoy.
Looks like a 450, enjoy the grunt. Wr's are nearly as reliable as TTR's!!! Gearboxes can be the weak link (on 450's), and Yamaha cheapened out the forks on early WR's before they spent and put the better forks SSS in the later models. They still work ok but can be improved. And they're bit heavier than those trendy orange things, (similar weight to TTR but more than twice the HP). They are great bikes, ride and enjoy.
Yes, a 2005 WR450 it is, nice spotting. Thanks for the info too, it's my first WR I'm not yet schooled up on the lore. You mention that the forks can be improved? Any tips around this?
The TTR250 feels light as a feather to me so I'm fine with the weight. Those orange things are a bit lighter but parts over here a pricey and I'm certified team Blue after my great TTR250 experience.
It's going to be a while before the big 450 is ready to hit the road though. Needs a long list of jobs ticked off. New swing arm bearings, new linkage bearings, front and rear wheel bearings, spacers, new rear hub needs to be laced up, needs wiring sorted out, cracked headlight replaced, new plastics. The old owner ran a YZ450 rear wheel with a WR axle, which is a too small for the larger YZ bearings. Mind boggling.. Still, it's winter time and I like wrenching so all goods.
Here's a picture of the bearings I hammered/pressed out. Ain't she pretty?
Benjah
You asked about the forks.'s
I had an 07 which I had professionally revalved, I hated them stock. Now I have a 2015. All I know is the 15's forks stock are WAY better than the revalved 07's
This is straight off the Teknik website:
YAMAHA WR 250F AND 450F FORKS
WR450F 2016-on & WR250F 2015-on
A step to YZ based WR's has been a great move from Yamaha. The forks are still the MX units with offroad settings. If you find the fork too stiff initally and then blows through and it easy to bottom, we can change the fork so its supple on the small bumps and very hard to bottom. We developed some great settings with Greg Yager when we worked on the WR450F Adventure bike project with him. These settings are at home in the bush or on a club MX day. Just ask us for a revalve, we know why you want to change the fork setting.
WR450F 2012-2015
The first EFI WR. It was an unusual bike, being a YZ250 2-stroke chassis and a rehash of the old engine. The forks were the YZ style closed chamber KYB units and worked well, but like a lot of MX devived forks they are a bit firm initially for trail use, then blow through and are easy to bottom. This is easily fixed with a setting change (revalve).
WR450F 2006-2011 & WR250F 2006-2015
These models had an unusual fork design in the cartridge that benefits greatly from our 25-029-00 Fork T-Valve Kit. This will give the fork some much needed damping character and actually make the fork more forgiving and less harsh. There are so many complaints we hear about this fork, it really lets the bike down but it can be fixed and makes for a great bike as the engines are very strong and simple, running carburettors.
WR250/450F 2005
For one orphan year, when Yamaha changed from 46 to 48mm forks we got a 25mm cartrige fork. No idea why, some test riders whim we guess. It's not a stellar performer but we can make it a lot better with valving changes.
WR250/400/426/450F 1998-2004
Essentially all these forks are the same. We used to fit hydraulic bottoming cone kits from Suspension Tech in NZ. The stock fork used a rubber bump bottoming stop that was too short to be effective, a cylinder valve that clogged up with plastic debris from the spring guides smashing into the bumpers and was, generally an OK fork if everything was going OK. We still have all the settings from the work we did back then - and with the aid of some shock dyno development we can now make those forks far better than ever before.
Okay it's been a while now but the WR450f is pretty much in it's final form. Just needs mirrors to get it ready for re-certification.
Here it is.
Needed:
New linkage bearings
New swing arm bearings (swing arm bolt was the most difficult bolt I've ever removed)
New shock bearings top and bottom
New rear wheel hub
New wheel bearings front and back
New rear wheel spacers
New rear wheel spokes
New chain and sprockets
New hot start nut
Added fuel mixture screw
New tyres
New front rim
New plastics
Resprayed frame with factory matched colour and 2k clear coat
New radiators
New radiator guards
New Acewell digital speedo
New front wheel spacers (speedo removal)
New headlight
New brake discs front and back
New brake pads front and back
New grips
New Hand guard covers
Lots of new fasteners
New throttle cable
New Clutch cable
New fork guards
New graphics
New works connection frame guards (not fitted yet)
New GTYR quiet exhaust tip
Bike absolutely rips and is a completely different animal to the TTR. Will probably be a bit of a handful in the tight stuff compared with the TTR but I think I'm up for it.
-- Edited by Benjah on Thursday 27th of June 2019 11:49:04 PM
Hopefully my time spent on the TTR250 has set me up with the skills to safely handle the new beast.
Having had both TTR and the WR450f in pieces it's been interesting to compare how these bikes are put together. It's probably heresy to say this but the WR is definitely a little more refined. For instance, the way the carb attaches to the air box and engine intake makes it easy to get everything lined up, something I found awkward on the TTR. It's not surprising given the WR a more recent design but it speaks to Yamaha's commitment to refining their products.
-- Edited by Benjah on Saturday 29th of June 2019 02:56:10 AM
