Yamaha WR250F and WR450F

With this in mind it comes as no surprise that the WRFs are the two best selling bikes in Australia. Another interesting note is that factory listens closely to what Aussie development riders like Geoff Ballard and Glen Kearney have to say, which in turn makes a better bike for local conditions.

The 05 models have just been introduced and there are plenty of little changes. Most significant of the changes to both bikes are the slimmer shrouds and seat, and a smaller eight litre fuel tank, which offer a motocross style feel. This is followed closely by a 20mm reduction in the seat height, achieved by lowering the frame 10mm at the steering head.

The front suspension gets an upgrade from 46mm to 48mm tubes and new fork guards. Meanwhile the brakes now have Honda-style hose routing. Braking on the 250 has been upgraded with a fully floating front caliper and a new front master cylinder.

On top of the fork sits a new Renthal alloy handlebar and pad, which is a nice touch.

An aluminium muffler with mechanical baffles replaces the anchor fitted to previous models, and the good news is that it can be modified for competition use.

The left side cover now has a grab handle so you can lift your bike out of the goop without putting your nice clean glove under the mudguard.

The front wheel is now easier to remove thanks to a new wheel collar and the Honda-style brake cable routing. The rear brake calliper mount is now tapered where the axle goes through so the wheel collar doesn't jam when you're re-fitting the rear wheel.

Both bikes have an alloy rear sprocket and Dunlop 908 tyres.

Upgrades to the engines on both machines have been minor, with the 250 getting a new combustion chamber shape and both bikes sharing revised carburettor and ignition settings.

RIDING BIG BLUE
I hate porker bikes so I love the slimmer feel of the new 450. Having said that, the most problem here is that the slim feel comes at a price and that' fuel capacity. If you go on killer eight-hour rides like Bazz and Dr Dan, the only advantage in slimness will be when you're leaning over the bike and pushing it home. In their defence though, Yamaha offers a couple of optional fuel tanks that should satisfy the long distance trail rider. I had an opportunity to ride a 450 fitted with the optional 12.5 litre tank and even though it was four and a half litres bigger than the standard job, the ergos of the bike hadn't been messed up too much. The bike definitely felt bigger and heavier with this tank, but that was only when I was ripping around a motocross or grass track. Once you settled into your rhythm in the bush the extra size was hardly noticeable. If you want the bigger tank it'll set you back another $550. Ouch! Because I'm a fussy type of bloke I was much happier with the standard tank, and yes Bazz, I know I'll be pushing while you're still riding but at least I'll feel good until she runs dry.

The claimed 20mm reduction in seat height is promising news for shorter riders but don't be fooled into thinking that the 450 is a bike that midgets can now ride, because it isn't. It's still a big bike and if you get stuck coming out of a gully like I did, with your legs are desperately searching for mother earth, you're just as likely to tell Yamaha to take their 20mm and shove it. In all fairness though, Yamaha are making a step in the right direction by lowering the bike, and unless you want to go back to 250mm of suspension travel then get used to tall trail bikes.

Yamaha should be applauded for fitting quality Renthal handlebars to their bikes, but once again my fussiness raised its ugly head. I reckon the front of the bike felt too low, and if there was only one thing I could do to this bike it would be to fit a higher and straighter bend bar.

The 450 I rode was straight out of the crate and the only tweaking I did was to adjust the bars and levers to suit my personal tastes. Other than the unbalanced and low front end feel, I reckon the 450 was a decent handler and for a big bike it was quite nippy through scrub and tight trails. The suspension action was plush and the only thing I would have liked to try was adding a little more sag to the rear suspension.

GREAT ENGINE
The engine on the 450 is awesome. Not so awesome that it digs holes, blasts berms into next week and shreds tyres, but awesome in that it has excellent roll-on power and a gentle serge that builds as you open the throttle.

One thing that was pleasantly surprising about the 450 was that you don't have to cut and shut the exhaust system and airbox to get the thing running properly. In standard trim the muffler was at a respectable decibel level, and if you're only trail riding this bike, don't modify it. This is a good trail-riders engine in standard trim though and all that lovely controllable power is a joy to use.

Overall opinion of the 450: give me a higher, straighter bend handlebar and you won't see me for dust.

LITTLE BLUE
If I was riding on lots of tight single track there's no doubt that the 250F would be the bike for me. This bike was nimble and easy to flick around and I immediately felt comfortable with the ergos. Compared to the 450 it had a more balanced feel to it. Power output was similar to its bigger bro'; it didn't rort and snort but it'll take you places with a minimum of fuss.

I reckon the need for horsepower on enduro bikes is highly overrated, especially if you're riding on the trails we rode when testing the WRFs. Most of the time I was in first and second gear and constantly changing direction, climbing a gully, or bouncing over a log. I'm sure that Glen Kearney, Shane Watts and the like could use a little more oomph, but I reckon the average trail rider would be miles in front on something like this bike. What I liked about it most was that I could ride it all day and not get worn out, and if I got stuck on a hill or log I could manhandle the bike myself without having to call in the local SES. Mind you though, I weigh in at a svelte 85kg and I'm lucky enough to have the build to be able to ride either the 450 or 250. If you weigh more than 90kg you may be pushing the friendship on the 250.

Like the 450, this bike had a respectable exhaust note for trail riding, and in stock trim the motor produced decent power. Very decent in fact, since this bike would lug, chug, rev or cruise, and I'm constantly amazed at how rideable and flexible a competition 250 four-stroke engine is. Incredible!

As mentioned in the 450 test, these bikes now come with Dunlop 908 tyres and they're a vast improvement over the old Michelins and up front, plain confidence-inspiring on flat turns. Thankfully the old front brake hose routing that went up, under, over and through the fork has gone and in its place is a shorter, more direct, Honda style set-up that offers a much improved feel at the lever. Yamaha will now save enough money on brake hose material to throw a free one in with every fifth bike.

Overall opinion of the WR250F- It's 'good to go' out of the crate for the trail rider, with potential to be made into an enduro racer for stuff-all money. I like it!

By Dave Sutherland