Street Racer
STREET RACER
Anatomy of a Dakar WR
Off-road racer Jonah Street’s rally-kitted 2011 Yamaha WR450F was built with just one thing in mind: hauling ass across the desert. Working with a total budget of only $100,000—including bike preparation, transportation for himself and mechanic Niles Follin, spares and the $20,000 Dakar entry fee—he had to limit modifications to necessities.
Logistics took up a large chunk of the budget because Street, like almost every competitor in the field, shipped everything he would need in South America first to France, where it was then loaded onto a freighter and transported to Buenos Aires.
As ridiculous as that sounds, Street assures us it was the most cost-effective and reliable means to ensure that your stuff arrived intact and on time.
Here is a closer look at Street’s 2011 Dakar racebike.
Engine: Elite competitors are limited to 450cc Singles per new Dakar rules; gone are the 690cc Singles. Street’s WR450F engine is stock, primarily for reliability reasons. “We used just two engines during the rally this year but are permitted three,” said Street. “Daily maintenance included changing the engine oil and air filters. We also went through three chains and three
sets of sprockets during the event. Niles kept checking the valves but the Yamaha never went out of adjustment.” Keeping it cool is a pair of fans, one activated by the thermostat and another via a manual switch. A GYTR slip-on exhaust bolts to a stock header pipe.
Suspension: Stock KYB units front and rear were revalved by EV0 Industries.
Due to the 58-pound difference between full and empty fuel tanks, the setup is a big compromise. With terrain varying from sand dunes to rocky washes and then asphalt transfer sections, there is no ideal setting. Street’s spring setup is for half-full tanks.
Fuel tanks: The most important parts included in the $12,500, Spain-sourced JVO Racing rally kit? The 9.25-gallon plastic fuel tanks. Twin front tanks are supplemented by a self-supporting rear tank that replaces the bike’s subframe and includes a toolbox, taillight and fender.
Navigation, Sentinel and Iritrack: A lot of electronic gadgetry resides in the rider’s cockpit. Front and center is the road book, which Street controls via a left-handlebar-mounted switchpod. Up at eye level for easy reference is the CAP repeater (a unit connected to the GPS system to provide a compass heading), as well as one of two ICO enduro computers and an engine-temp gauge. Organizers keep track of competitors via the Iritrack device; it serves multiple functions, including informing race control if the bike is moving or stopped on course, and it also provides satellite-voice communication. The Sentinel unit warns the rider if a faster-moving vehicle is overtaking him.
If all communication fails (as it might in a crash), the balise (French for “beacon”) located in the rear-fender compartment can be activated.
Running gear: Street’s WR goes through tires and brake pads like wildfire. New Dunlop D908 Rally Raid tires with fresh mousse foam inserts are spooned on daily. An oversize, 300mm front brake disc helps slow the near-400-pound bike but eats up a set of brake pads every other day.
Bodywork and chassis parts:
The carbon-fiber upper fairing provides wind protection, contains a pair of xenon headlights and helps protect the naviga-
tion equipment. The c-f engine skidplate serves a secondary function by concealing a mandatory 3 liters of emergency water. Tall handlebar risers make standing more comfortable, while a Scotts steering damper steadies the course. When not standing, Street depended on his Renazco Racing seat to keep him as comfortable as 500-mile days in the saddle can get. That all ended on Stage 6 when the seat fell off and couldn’t be fixed; he finished the last 60 miles that day standing.—Blake Conner
