With the modern trend leaning towards four stroke power, we took a look at the two most popular small bore Yamaha's and pitted them head to head.

Contender number one - Now a 10 year old design, but still going strong, the Yamaha TTR250 (also known as the TT250R). Yamaha first brought this bike into the UK around 1994. But due to its enormous price tag at the time they only sold a handful - at approx. £5,000! However this did not stop people desiring to own the electric start air cooled four valve dual purpose machine. They just didn't want to pay those prices, and the grey import market has been booming supplying these ever since, - at £3,200 (closer to £3,600 on the road?) - and that's at today's prices!!!

At that money the TTR comes fully equipped for the road in a serious way, including an armchair like squishy seat. Which may not be ideal for racing, but you'll love it after 8 hours in the saddle on a long trail ride.

(Two of our test pilots - Ian behind the KTM and Brian with the TTR.)

Contender number two - Yamaha's latest race iron. A full on 250cc four stroke motor that feels like its on steroids. The design now 3 years old, but at long last comes with that magic button - yes its true, an easy starting (thanks to electricity) 4 stroke Yamaha! Currently these 2003 models with electric start are retailing between $4,800 and £5,200 depending on where you buy them and what's included in the deal.

The two bikes were tested head to head in as much varied terrain as we could 'legally' find! Plus they were also taken separately to locations were we felt each would shine to give them a right 'going over'.

Track one was a small private enduro course of about 3.5 miles in length which included both tight and flowing wooded trails, Trials type sections over rocky climbs and tree roots, plus some more open fast field work and off cambered going.

(Part of the tight and slick surfaced MX practice track)

Track two, an extremely challenging MX practise track which on the day was slick and very tricky. This track had a variety of jumps, from big step ups to steep table tops, small sharp doubles, drop-offs, steep climbs and VERY sharp turns, thankfully some were bermed! Big horsepower wasn't really required on most of the track - not in these conditions. Controllable power was the order of the day, even on the massive hill.

The Testers:

Ian Putt: Weight: 10 stone, Height: 5',09", Ability: Enduro Championship Class, Own Bike: KTM200EXC.

Richard Lennard: Weight: 13 stone, Height: 5',10" Ability: Enduro Clubman Championship winner, Own Bike: WR250F/YZ250F.

(Ricky rails both bikes with ease - but the WR was faster!)

Brian Sussex - Weight: 15 stone, Height: 5',11" Ability: Sportsman/Good Trail Rider, Own Bike: Yamaha TTR250.

Adrian Harris - Weight: 14 stone, Height: 6',01" Ability: Sportsman/Good Trail Rider, Own Bike: Yamaha's WR250 2 stroke/TTR250, Honda XLR200R.

General -

Both the bikes were tested as supplied – i.e.. Standard. With the exception that the WR had stiffer fork spring fitted for the MX track.

The TTR was not originally conceived as a race bike, but that has not stopped it being transformed into one and used to great effect over the last ten years. The WR however was built with one purpose in mind - to win!

Generally the TTR engine has proved to be just about bullet proof, expect about 5 years trouble free thrashing (maybe ten!). Maintenance usually means just wash it off, in fact many owners complain of boredom, due to having nothing ever to repair!

(Brian felt nervous trying to rail berms on the softly suspended TTR)

So far the WRFs (and YZFs) have proven to be very reliable also. I initially had fears that the high revving motor would be prone to premature wear. But these concerns have been totally unfounded, - well done Yamaha. How can anyone get this much power out of a 250cc four stroke single, have it run so smoothly and hang together as well?

(The biggest difference - water cooled 5 valve high horsepower WR engine - left and air cooled 4 valve TTR engine - right.)

Riders comments:

I must admit that I expected the WR’s power to be a bit vicious but was amazed at how torquey it was - much more so than the TTR. There were a couple of steep sections in the woods, one following a 90-degree right. The WR didn't care that I was in too high a gear and just pulled right off the bottom with no trauma or spinning back wheel whereas I would have had to change down or clutch to get the TTR up smoothly.

(Flying the TTR was a delicate affair)

I don't mean to be too hard on the TTR as it was the only bike on which a "feet up" circuit was successfully completed. To suit my riding style (slow and lazy), I have set the TTR rear suspension up as soft as it will go and used block tread Pirelli MT43 trials tyres front and rear with fairly low pressures.

On the MX track the WR impressed me again. It is a superb bike - like a TTR on steroids - a stonking motor, precise handling and very confidence inspiring. The TTR in comparison was a bit outclassed in the engine and front forks department (particularly over the jumps) but it feels so comfortable and "safe" that I reckon I still did my fastest lap times on it. The TTR managed to get around quite well despite its trials back tyre. The Michelin Comp IV on the front helped greatly!

Trail Riding, the TTR is still in my practical experience one of the best trail riding tools around – low maintenance, bomb proof, and it will go the whole day on a tank of fuel. Last weekend’s Jubilee Long Distance Trial saw my riding companion get 2^nd place in the Trail Bike class on a ‘94 TTR – not bad when it was up against the "cheat" machines such as Pamperas and Serows eh? What would the WR be like on a long trail ride though? I have done a number of very Long Distance Trials on TTRs (up to 18 hours at a time) and the bike is never the problem – only the rider’s stamina. My guess is that the WR would be fine whilst the rider felt fresh but would start to get tiring towards the end of the day. I would have liked to have heard it with the standard can on as the after-market item is too loud for trail riding but sounds nice on the track.

(The WR was easy to jump and soaked up landings with ease)

But the MX track was different story. The TTR was seriously out of place and outclassed. The suspension was way too soft at both ends and kept bottoming out with little effort. The motor felt deathly slow, and the soft forks made the steering very imprecise. This made me feel nervous trying to push the bike at all hard. MX on a TTR250 - no way! The WR250F was everything that the TTR was not. It steered with absolute precision. The forks and rear shock just soaked up the big hits without any complaint at all. The WR engine was very strong and almost picked up too quickly on this slick track. The WR felt a long bike on this tight circuit and you were aware of its weight, but it was so superior to the TTR here there was no contest whatsoever.

(In tight wooded trails the TTR was smooth and relaxing)

The WR was something else. The motor is just so strong - and yet can be ridden as gentle as you like. Even the tricky steep climbs on rocks and roots didn't cause any grip problems - and as for grunt - wrong gear - so what, the WR still pulled you up there and without any hint of stalling or coughing out! The WR appeared faultless, everything seemed like perfection. Yet strangely I preferred the TTR, - Why? Well lets put it this way. After many laps on the TTR I still felt fresh, relaxed and raring to do lots more. The WR is so responsive that you had to concentrate very hard and stay on top of it, - you got the impression that it would bite you quickly if you didn't pay attention. I couldn't fault the bike BUT after only two laps I felt strained and tired, probably because I am not used to riding such a sharp bike anymore! On this track I would have chosen to race the TTR, although the WR is by far the better bike!

The MX track was interesting. The WR felt as if it was on rails, it would go where you pointed it - exactly! It was strong every where - almost too strong. So much so that I really had to concentrate hard so as not to make a misjudgement. But golly was it fast! It just loved the jumps, the berms, the straights and the hills. An awesome machine alround!

Trail Riding is the TTR's forte - but then I would say that as I actually own one. - Mind you mine is a ten year old model. But it is still very good indeed for this purpose. Its biggest fault on the trails is that unlike the WR, you just can't get the TTR's front end off the ground, so you have to hit those obstacles head on.

(Ricky and Brian take a short break during testing)

Initially I felt apprehensive jumping onto the TTR since I have only ridden this track on race bikes. The track was built with the sole purpose of building confidence over and around all the obstacles that bite you on race day, but ensuring that if it all went tits up, you should not get hurt. (Monday morning back to work and all that!)

The TTR felt very soft in all aspects. I was concerned that it would try to push on in corners, land like a sack of spuds and not the oomph to carry speed. After a couple of laps, as I started to build speed, it became clear that the bike performed far better than I thought possible.

Racing, in enduro terms, is more about carrying speed throughout a race, ie 5mph higher through a corner will inevitably mean 5mph more carried for the whole of the next straight. I think the TTR would flow, carry speed and importantly would still be flowing in that last hour when all the 450s pilots are knackered and in "Get me home mode!"

The TTR is very easy and comfortable to ride. For a sportsman or clubman they would not be at a huge disadvantage compared to many other riders. These TTR riders would probably find the WRF bit of a handful. However the TTR is not likely to be a winner.

(The WR's power was awesome on the big hill)

I have no doubt that both bikes would perform either task adequately. The WRF is a race bike but will trail ride well enough not to spoil the day. The TTR is an ideal trail bike that could also be used at the lower levels of competition very well.

Whether trail riding or racing, I think a lot of fun would be had on either bike. .......Fun is what it is all about!

Electric start, 250cc 4-stroke, 4 valve overhead cam engine, 6 speed transmission. Excellent lights, plus indicators. Full instrument panel including speedometer, main beam and neutral warning lights. Pillion footrests (suitable for someone small) and 'O' ring chain are standard.

Grey Import, brought new from Marlin at Crediton. Price £3,600 inc VAT on the road. (Strangely Yamaha have finally announced they are going to start importing them again this year, after denying emphatically to all insurance companies that they existed as a model for the last 8 years or more!).

Focus market - Economical Trail bike suitable for commuting.

(The TTR climbed the big hill smoothly and with ease)

Electric start, 250cc 4-stroke, 5 titanium valve overhead cam engine, 5 speed wide ratio transmission. 'O' ring chain comes standard, but lighting equipment as part of the 'road kit' are all extras, for which you can expect to pay another £350 to £450.

Official Import, bought new from Ray Hockey MC's. Price £4,700.

Focus market - Full on competition, Enduro or Hare and Hounds type events.

Conclusion and summary -

Well none of us has actually managed to spend a day trail riding a WR yet, so the jury is still out on that one. But as a race weapon, - if your good enough, - its awesome in almost every situation. Very few riders would ever need more power. Or a better handling bike right out of the crate, but then at this price you would expect that.

The TTR is a superb inexpensive low maintenance general off-road machine. Its nimble smart looking and has enough grunt for most situations. For fast riders its not the best choice for racing. But in slower tight events, it could still be a contender.

You pays your money and you takes your choice, but its definitely horses for courses with these two.

(Brian gives the TTR a bit of deep water testing!!!)

Report - Adrian Harris, Brian Sussex, Richard Lennard, Ian Putt.

Pictures - Adrian Harris