Buying a used Yamaha WR450F

Yamaha’s WR450F series has, over the last couple of decades, become a recognised standard-setter for what a reliable and well-packaged large enduro motorcycle should be. And with the recent reveal of an eighth generation, it seems Yamaha remains committed to keeping the series alive.

A key to the model’s success has been the ongoing enthusiasm for and development of the platform by Australian and Kiwi riders, with people of the calibre of Geoff Ballard and Josh Coppins helping out the cause.

For fans of the series, the story begins with the WR400F of 1998, which was seen as revolutionary for its time. After all, having a four-stroke enduro bike take on the might of the two-strokes? Get real! In fact, it worked.

Yamaha’s new gadget, which was effectively a motocrosser running YZ250Z suspension with lights and some careful re-tuning, may not have been the most nimble thing out there, but it was close and a whole lot more robust than much of its competition. That meant more trail time for less money – a winning concept.

By 2001 the WR426F was debuted and the freshen-up included a much more powerful engine which had a reputation for being a handful on the trail. Good, but definitely one for the experts.

Then in 2003 the first WR450F arrived, with the five-valve powerplant now exhibiting a nice fat low- and mid-range delivery without losing anything significant on the top-end. It was widely applauded for getting the tuning right.

Barry Ashenhurst in a bikesales review of the day noted: “In changing or updating virtually everything, Yamaha also revamped the power delivery, and frankly, we think that’s good news. The WR426F had an aggressive engine and a slab of midrange-hit that some riders, me included, just couldn’t handle. Like the motocrosser, the WR426 was a bike you could either ride or you couldn’t.”

And by way of contrast: “The WR450F is an easy, fast, bike to ride: it’s greatest virtue.” Adding to the whole ease-of-use theme was the introduction of electric start – potentially a huge bonus when you’re restarting halfway up a snotty hill.

From there, the model range has rarely looked back. It has been through some significant changes since – such as going to four valves and a reverse engine head – but has generally kept its reputation for being a tough and competitive performer.

In 2007 the WR went to an aluminium frame as it found itself facing ever-stronger competition. Then the engine switched to dry sump lubrication, while the new model bristled with detailed changes to everything from the airbox, to the brakes, suspension, and even the bashplate.

There was some initial controversy over the 2007 model losing a little of its edge in acceleration. Aftermarket tuners found the solution in retro-fitting the exhaust cam (with its different exhaust overlap) from the previous model, while the factory applied its own fix for the following year.

Yamaha rolled out what was seen as a much-needed update in 2012, with the 450 adopting the YZ250F frame, taking a 25mm haircut in wheelbase at the same time. We’re still running a version of the five-valve powerplant, which has been rotated back in the frame a little. It has much-updated tuning and is running fuel injection.

Move on to 2016 and we’re seeing what was arguably the biggest shift in the design’s history, running a rear-slanted reverse-head four-valve engine. Meanwhile the running gear has come in for a review and this is effectively an all-new motorcycle. This is also the generation where see the kickstarter deleted.

In 2019, Yamaha launched a major update of the 2016 platform, with an objective of a nimbler feel, along with revisions to the powerplant and a modest increase in fuel capacity from 7.6 to 8.3L. Perhaps the most engaging aspect for customers was the addition of a Bluetooth-accessible mobile phone app called the Yamaha Power Tuner, which gave the owner access to optional ignition and fuel maps.

Yamaha had long made access to the maps possible through a factory workshop tool, which wasn’t too expensive, but the new mobile version added a whole new layer of accessible customisation.

For 2021, the company went hunting for some weight savings and greater sophistication in the chassis. The frame was again updated, with some subtle alterations for added strength and rigidity.

Suspension at both ends was reviewed, with a speed-sensitive KYB fork on the sharp end.

The engine was a variant of the YZ450, with enduro tuning. Customer-accessible tuning was still in place, with a two-stage button on the handlebars that allowed switching between your favoured maps on the fly.

Yamaha has just launched generation eight of the WR platform, again promising a variant of the latest YZ450F powerplant. It says two kilos have been stripped out of the package, while it has lowered the frame and promised a roomier riding position. The abilities of the owner app have also been extended to include monitoring of suspension and dialing in different levels of traction control.

Once the WR platform hit its stride with the 450 engine series, it built a reputation for ease of use and very competitive if not always earth-shattering performance while offering a very high level of reliability.

Over the generations, and particularly since the introduction of the four-valve engine series, reviewers have mentioned how the enduro machine has moved closer to the motocrosser in design and feel. That’s no bad thing, as Yamaha has consistently kept the WR as a discrete product despite the cross-pollination.

A comment in a bikesales review of the 2021 model by Sam Charlwood pretty well sums up the series as a whole: “The engine’s so-called mass centralisation seems to contribute to the Yamaha WR450’s ease of use. On slower sections, tight corners and over tricky obstacles, the 119kg (wet weight) WR feels neutral and balanced, while on faster sections of trail it boasts an uncanny ability to avoid big tail wagging moments, regaining its composure almost telepathically.”

The technical details for each generation have changed, but that overall sense of a design that’s quick for its time and user-friendly seems universal.

Overall, there are few special tricks to caring for this series, with minor servicing well within reach of the owner. Our tame workshop advisor, Carl Batey of Café Racer in NSW, reckons this is also a feasible project for the would-be home mechanics who wants to learn how to handle valve lash.

He says the five-valve head requires a thinner feeler gauge on the centre intake valve. “If you cut down a feeler to suit, make sure you de-burr it, or you’ll get false readings,” he cautions.

The design for both the five- and later four-valve head is shim under buckets, which means you need to adopt a methodical approach as it involves removing camshafts for shim changes. More advice from Carl: if you’re serious about your own servicing, buy a shim kit and make sure you double-check their thickness before installation.

Unless you’re prepared to be patient and have some mechanical nouse, it’s best to fling this job to a workshop.

Access for the four-valve heads is a little easier. Intervals for the latter are 3000km or three months for oil changes and 5000km for valve clearance checks. Those intervals should be revised down if the bike is being ridden hard.

Keep in mind the chassis on these bikes cop a pretty rough time, so the suspension and final drive should be given plenty of love.

The good news for anyone in the used market is the success of these machines means there is a plentiful supply out there. Our most recent check on bikesales revealed over 110 for sale.

Prices start from around $3500, while a good just-superseded model can be had from around $13,000.

Find your own Yamaha WR450F right here on bikesales.

With a little effort, you should end up with a bike that’s quick for its era and able to deliver lots more happy rides.

For
• Plentiful supply
• Easy to ride
• Tough

Against
• Values vary hugely
• Some lead a very hard life
• Tall saddle

TRANSMISSION
Type: Constant mesh 5-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame Aluminium bilateral beam
Front suspension: Telescopic fork
Rear suspension: Adjustable link-type
Front brake: Hydraulic single disc, 270mm
Rear brake: Hydraulic single disc, 240mm
Front tyre: 90/90-21 Dunlop Geomax
Rear tyre: 140/80-18 Dunlop Geomax

DIMENSIONS
Claimed wet weight (including oil & fuel): 117kg
Overall length: 2170mm
Overall width: 825mm
Overall height: 1265mm
Seat height: 955mm
Wheelbase: 1470mm
Ground Clearance: 330mm
Fuel tank capacity: 7.4lt

OTHER STUFF
Price: $17,999 ride away
Colours: Team Yamaha Blue
Warranty: Three months, parts only
Bike supplied by: Yamaha Motor Australia