Sports enduros KTM 450 EXC and Yamaha WR 450 F in a test

No matter the category, KTM machines have been the high-flyers in the sports enduro segment for years. With the WR 450 F, Yamaha is now making a run at the top dog KTM 450 EXC.

Off-road lovers can give the Yamaha product planners a vigorous pat on the back. While the other Japanese manufacturers only serve the sports enduro segment half-heartedly, the men in blue clearly avow themselves to the enduro sport. Just one year after the fundamentally reworked four-litre model, the new Yamaha WR 450 F is surging into the undergrowth for the 2016 season. The 450-series had to previously manage with the five-valve single installed in the motocross model until the year 2009. Now the current crosser delivers the technical basis. With the rear-tilting cylinder, the tank reaching far under the seat, the airbox placed behind the steering head and the reversed cylinder head (inlet in front, outlet in rear), technicians are pursuing one goal above all else: the centralisation of mass and therefore agile handling.

Compared to this unorthodox technical concept, the concessions have a fine-tuning effect on the enduro needs. The Yamaha WR 450 F is distinguished from crossers by the 18-inch rear wheel, a fan, the longer translated gears two to four, a lighting system, a quieter silencer and an electric starter. The pressure on the knobs then immediately also intones a new era. As years ago with the Husaberg off-roaders, the rattling from the intake system in front of the seat dominates the acoustics.

Yamaha WR 450 F with a 7.5 litre tank

The KTM 450 EXC is comparably respectable. Yet the simple concept – ohc single, ground-in steel frame and directly articulated strut – draws attention. Like all KTM enduros, the 450 EXC is the clear market leader in its category and sets the new reference point for the new Yamaha WR 450 F after countless test wins.

It already sets a new standard in terms of ergonomics in the first few metres. Because the transparent KTM tank fits snugly around the frame backbone, the EXC has a slim waist despite the added litres in the tank volume. The Austrian has hit a sore spot in its Japanese competitor with this right away. The protruding air filter housing gives the Yamaha WR 450 F significantly broader knee grip in tight curves where the pilot has to slide forward.  It could be gotten used to, but the 7.5 litre tank adopted from motocross may pose greater challenges for the enduro fan. The most popular two-hour enduro events can hardly be managed without refuelling with this fuel supply. A decisive disadvantage in these competitions.

54 HP has to be tamed

Motors and drivers are warm. Turn into the enduro terrain. From rain-washed rock slabs, deep washed-out uneven roads, soft sand, loose scree – no place for full throttle junkies. Instead it calls for finesse and traction. The KTM 450 EXC easily rolls over the difficult terrain and, despite the somewhat clunky fork and the hardly sensitive strut on small shafts, presses on surprisingly smoothly over sharp rock edges or holes.  The combination of the lively motor, smoother and easy to control clutch as well as a light front end makes it easy for the EXC to play with the terrain. A short burst of gas and the front wheel effortlessly lifts over wash-outs, a skilful finger on the hydraulically operated clutch provides for a smooth use of power. Just so that we are not misunderstood: 54 hp has to be subdued a bit on difficult terrain, requiring throttle discipline from the driver. But the Austrian does everything to make it easy for the driver.

You might almost say: unlike the Yamaha WR 450 F. Already upon the first departure, the single surprises with a strong engine brake, straining the front end when shifting. Especially in challenging passages similar to trails, this phenomenon of the WR has a continuously noticeable heaviness. The blame for the sluggishness is probably not due to the drag torque alone. Lifting the front wheel over roots or edges with metered gas bursts on single trails also requires a great deal of concentration from the driver and makes the WR into a kind of alternative to the KTM.

Transformed on the motocross track

It is only partially due to the technical specifications. While the 119 kg Yamaha WR 450 F has six kilos more beef than the KTM 450 EXC, the lion’s share of this mass is focused on the rear. Compared on the scale, the WR only has one more kilo ballast in the front than the KTM. Tests with the mappings changed via Power Tuner changed at the high drag torque and nothing essential changed in the single that is quite ugly single in the low revs. What a shame. Because especially with the very sensitive Kayaba suspension elements, the WR could have been able to put itself in the limelight. Not least thanks to this combination, the Yamaha plugs away – when kept on the gas – like a tractor through impassable turf and also offers good traction on slippery ground and at least reconciles with the drivers in these situations. Nevertheless, it cannot hide its motocross gene, both due to the high compression at 12.5:1 (KTM: 11.8) and the short stroke with 60.8 mm (KTM: 63.4 mm).

In fact, the leaf has turned completely on the motocross track, which in this country is the training terrain of most enduros. At the higher speed level, the drag torque that is so disruptive in the undergrowth disappears abruptly so that the single can mutate into a universal weapon, above all with its distinctive free-revving.  And the front part is rehabilitated on the cross track. The strong guiding front that is so typical of Yamaha off-roaders literally bites into the ground and allows the Yamaha WR 450 F to circle through smooth curves or to precisely take the inside lane in bends in an unrivalled safe manner. But the WR has changed in more ways than just this. The suspension elements calibration is among the best that is currently offered in the off-road segment. The fork and strut absorb small impacts just as excellently as they hide away hard landings in a smooth deadening way.

The performance of the EXC is relativised

The Yamaha WR 450 F has nothing to fear from the KTM 450 EXC under these conditions. The aforementioned clunky suspension elements remain well behind the comfort of the Yamaha chassis. The nervous front demands a skilled lane selection by the driver. In light of this, the superior performance and the nimble handling of the ESC are relativised. One thing is clear: The Austrian bike needs a dedicated driver for speedy lap times on the high-speed track.

And a decisive driver. Because with clearly distinctive strengths, the unlikely duo steals the show in completely difficult terrain. The Yamaha WR 450 F on motocross and cross-country tracks, the KTM 450 EXC in challenging hard enduro terrain. Advantage goes to KTM: The reputable appearance on the motocross track and the therefore wider range of application ultimately clinches the victory for the EXC.

 

MOTORRAD off-road review

Engine:

	Maximum number of points	KTM 450 EXC	Yamaha WR 450 F
Starting behaviour	10	8	10
Acceleration	20	18	16
High-revving	20	16	18
Peak power	20	20	18
Controllability	20	17	14
Clutch	10	9	7
Gearbox	10	8	8
Running smoothness	10	8	6
Total	120	104	97

Chassis:

	Maximum number of points	KTM 450 EXC	Yamaha WR 450 F
Handling	20	19	14
Stability	10	7	8
Fork calibration	20	14	18
Strut calibration	20	17	18
Front brake	10	9	9
Rear brake	10	8	8
Ergonomics	10	9	8
Total	100	83	83

Other:

	Maximum number of points	KTM 450 EXC	Yamaha WR 450 F
Weight	10	8	5
Workmanship / equipment	10	8	8
Price	10	6	6
Total	30	22	19

 

	Maximum number of points	KTM 450 EXC	Yamaha WR 450 F
Overall ranking	250	209	199
Placement		1st	2nd

MOTORRAD test result

1st KTM 450 EXC

Finesse in challenging terrain and a solid appearance on cross-country tracks give the KTM 450 EXC a universal character compared to the Yamaha. The EXC skilfully combines simple technology with a great deal of experience.

2nd Yamaha WR 450 F

Excellent suspension, high-revving engine – on the cross-country track, the Yamaha WR 450 F benefits from the technical basis of the motocrosser. A high engine drag torque and slow handling, however, slow it down on the hard enduro terrain tremendously.