Yamaha Wr426f

YAMAHA WR426F

Quick Ride

Jack of all trades, master of none

FEW BIKES HAVE SUCH A strong following as Yamaha’s WR426F. Chalk it up to the WR’s all-around competence. With a few minor modifications, it can go from trailbike to competitive cross-country, desert, enduro or grand prix racer. Heck, even berm-blasting on a motocross course isn’t out of the question.

Last year, the original WR400F was upgraded to full YZ426F displacement status.

For 2002, the $6199 WR gets all the latest YZ upgrades-revised carburetor settings, remapped ignition, retooled oil pump, uprated suspension, new handlebar mounts, lighter front hub, more rigid swingarm and larger-diameter rear brake disc. But it still retains the 400’s headand taillights, odometer, kickstand, 18inch rear wheel, wide-ratio (hence the name) five-speed transmission, 3.2-gallon gas tank and loud-no, make that deafenz'ng-spark-arrestor-equipped muffler. All things considered, it’s about as well thought out as a converted MXer could be.

Chuck the airbox top, shorten the throttle stop, disconnect the gray secondary ignition-curve ground wire under the gas tank and remove the plug from the muffler, and the WR is ready to ride-on a closed course, of course. With its less radical exhaust-cam timing, the dohc, five-valve, liquid-cooled Thumper torques rather than snaps through the bottom of the powerband. The engine eventually comes alive, but always revs a bit more slowly than the YZ, making loss of traction less of a concern. Still, the WR will eat a Honda XR400 for lunch

and make a Suzuki DR-Z400 feel sleepy. It’s in-your-face, bark-like-a-real-dog power, with just enough control that you don’t make a mess out of things.

The chassis is similarly firstrate-and built for speed. The suspension settings are compromised to please riders from coast to coast, but lean more toward the open, higher-speed side of things. As such, the WR has a somewhat stiff nature that isn’t the best bet for crossing slimy rocks or root-infested single-track. But it will smack desert whoops without a whimper, which is exactly the opposite of a DR-Z. Ridden hard, the WR feels plush and welldamped. And yes, it will rail around a racetrack, just be careful: The additional weight and softer damping become very apparent when you come up 2 feet short on an 80-foot tabletop.

In the end, then, the WR’s versatility may also be its downfall. It has power to spare and the backbone to do anything, but it’s too broad-based-at least in stock form-to be great in any one area. So the question is, which direction do you want to go? Woods riders, for example, will want a narrower YZ-style gas tank and seat. That way, they can climb up onto the tank for tighter turning. They may also want plusher suspension. Desert riders, on the other hand, will toss the lights and coolant overflow tank, and firm up the fork and shock. Everyone will benefit from a good set of handguards and, most importantly, a quieter muffler.

So break out the wrenches, and tune the tuning-fork machine a little more. You’ll be happy you did.

Jimmy Lewis