Track To Trail: Yamaha Unveils YFZ450 With Woods Appeal

Home Page Slide Show, Sport, Utility, Yamaha — By John Prusak on November 16, 2009 at 11:44 am

A year ago, Yamaha took the wraps off a brand new 450 sport quad that was so exciting that our former sister publication, ATV Sport, named the YFZ450R its “Sport Quad of the Year.”

The machine featured a lighter chassis, higher-performance engine, upgraded suspension, improved ergonomics and several other upgrades over the standard YFZ450. Motocross racers and dune riders gushed about the machine and raved about its prowess, to the point where trail riders and others who purchased a standard YFZ couldn’t help but to feel a little bit jealous.

“Where’s our faster acceleration?” they asked. And suddenly the ergonomics and suspension that felt so right on the standard YFZ450 now felt dated after knowing what else was possible.

Yamaha folks dodged the direct questions, and talked about the new R version as being a special edition of sorts. But they also seemed to avoid eye contact when confronted about the possibilities about a slightly more narrow, trail-oriented version of this upgraded YFZ. Clearly, they were hiding something – until now.

Big blue has taken the wraps off its 2010 lineup, and the star attraction is a new model called the YFZ450X. By doing so, Yamaha did more than just claim its own stake to the 24th letter in the alphabet (think about it – DVX, DS 450 X, TRX 700XX, KFX, 525 XC, MXR, 450 MX, etc), it infused fresh life into a sport quad market that is threatening to grow stagnant, given the state of that end of the scene right now.

For 2010, Yamaha also added some new colors to a few of its models, including the top Grizzly and the popular Raptor 250, while dropping two models that hadn’t been pulling their weight the last couple of years (the Big Bear 250 and Wolverine 350).

But for 2010, the big news is the newest X.

450X Marks The Spot

OK, quick show of hands, who would like the following features on a sport ATV: A faster revving engine; more suspension travel; better, more adjustable shocks; a roomier cockpit with a better seat and better handlebars; a lighter frame; stronger but lighter wheels; better handling in tight conditions; and a better, more precise fuel delivery system? Those without their hands up can leave the room.

Seeing that you’re all still here, it’s time to share some details.

The YFZ450X is really a YFZ450R that’s made for woods racers and aggressive trail riders who want a narrower stance for picking their way between the trees. The easiest way to tell the difference between the R and the X is the width, but there are notable differences between the models. The wider R is aimed at the motocross racers and desert free riders, while the narrower X is for aggressive trail riders and cross country racers.

The base frame on both models is a combination on no-weld cast aluminum and high-tension steel, and it’s 15 percent lighter than the traditional YFZ chassis. Cradled in its center is a high-output, fuel-injected version of the 449cc four-stroke single.

The engine is quite different than the standard YFZ, but the same as was introduced on last year’s R models. It features the titanium, five-valve cylinder head and cylinder found on Yamaha’s YZ450F dirt bike. The engine cases and transmission gears were beefed up for durability, and intake and exhaust ports are revised for more linear acceleration. Fuel is delivered through a 42mm throttle body instead of a 39mm carb.

One hidden difference between the R and the X, according to Yamaha’s Pat Biolsi, is the fuel injection mapping.

“When you are in the tight, technical woods areas, when you blip the throttle you blip it in a different way than you do on a track or when in the desert,” he explained. “You actually blip it just as quickly but you blip it a little bit less, so we really focused on the mapping. When you get into bad traction areas or when you get a lot of mud on tree roots or rocks or things like that, we really wanted to focus on rear traction and the fuel injection mapping, making the throttle response that much cleaner, quicker and smoother in those situations.”

The biggest difference between the models is in the front suspension. The X version has shorter A-arms that help create a 46.1-inch stance vs. the 48.8-inch stance on the R.

“But we didn’t just narrow up the A-arms and axles,” Biolsi pointed out. “The A-arms are totally redesigned.” Both use the same highly-adjustable, piggyback shocks, with adjustments for high- and low-speed compression, plus rebound and preload. But the way the shocks mount to the A-arms is different.

“By changing the lower mounting position on the lower A-arm, that drastically changes the leverage ratio that works on the shocks, and that gave us the plush feeling we wanted when going over tree roots, rocks, things of that nature,” Biolsi said. “That’s really important when you’re trying to reduce fatigue and make a more enjoyable experience for the rider. Whether you’re a recreational rider or you’re racing, like a GNCC-type rider, you really want to be able to go over those really gnarly, tight, technical sections with minimal negative feedback to the rider.”

Also, to make the quad handle better in tight quarters, Yamaha reduced the caster angle (from 5 degrees to 4) and trail (from 21mm to 18) on the front end. One degree and 3mm may sound puny, but the changes reduce steering effort and aid in tighter handling between the trees, Biolsi explained. We can’t wait to find out for ourselves.

Other than being 2 inches more narrow, the rear suspension is essentially the same between the two X and R models, but notably better than the standard YFZ450, though the shock and spring settings should offer a slightly more plush ride on the X, Yamaha said.

Ergonomically, riders get all of the advantages found on last year’s popular R model, including a mega-comfortable seat that’s narrower at the front and fat, wide and plush at the rear. The fuel tank has cushioned, textured side panels, perfect for hugging with your knees. The aluminum Pro Taper handlebars are adjustable to four positions. The throttle comes in a new shape, plus it’s got a much easier pull, thanks to the move to fuel injection (vs. carbs on the standard YFZ last year).

A special Bill Ballance Edition of the 450X will be available with racing graphics and frame, a gold chain, silver wheels, quick-release fasteners on the body work and a special grab bar and number plate up front.

Both the R and X models come with new wheels that are lighter and stronger, thanks to a new inner-rolled lip.

We spent a lot of time on the YFZ450R last year, and loved it. We haven’t ridden the YFZ450X yet, but are eager to get the chance.

Limited Changes In Utility Lineup

Yamaha’s Grizzly lineup returns essentially unchanged for 2010. At the top of the lineup, however, folks can order a Grizzly 700 FI EPS in the Special Edition package for 2010 with an appealing new look.

The SE version is available in what Yamaha is calling “White Midnight Armor” with “Water Dipped Graphic.” It features off-white plastic with a subtle honeycomb/carbon fiber looking base in light silver with a swirly design over the top of that. Obviously, given that mouthful, it’s hard to describe, but it’s quite appealing in person. The SE also gets cast aluminum wheels.

The base, fuel-injected Grizzly 550 and 700 models return unchanged, with customers getting to choose between standard models or upgrade to Grizzlys featuring power steering. Power steering is not an option lower in the Grizzly lineup, where customers can choose between a 450, three different versions of the 350 (4WD IRS, 4WD straight axle or 2WD) and the entry level 125.

The Big Bear 450 IRS is Yamaha’s only returning utility quad with a manual transmission, and we expect it to stay popular with the mudding crowd.

Colors Change In Sport Quads, Too

Sibling rivalry can be a tough thing. Just ask Venus and Serena Williams, Kurt and Kyle Busch or Eli and Peyton Manning. You definitely want to cheer for family, but nobody likes to be upstaged by their own sister or brother.

So how do you think the venerable Raptor 700R feels right about now? It has stood alone as the best selling sport quad in the U.S. for several years, but it has lost that title to its younger brother.

The Raptor 250 now has the crown, according to Yamaha. We love the little 250 and definitely understand the appeal, but wonder if the $3,400 difference in price between the two models in the current economy has as much to do with the swap in the No. 1 position as anything.

Both the big and small Raptors return essentially unchanged for 2010, except for an updated special edition package on the 700 and new color and graphic options. On the 700, the SE comes with some funky new graphics over its white and black body work and deep red frame. Plus, the SE gets a grab bar and heel guards from the Yamaha Genuine Yamaha Technology Racing (GYTR) department.

The Raptor 250 comes in white with black accents for 2010. The white, for some reason, makes the machine look smaller than it did in black or blue. Expanding on what it did with its Raptor 90s last year, Yamaha will include two graphics kits when the 250s are shipped to dealers – one featuring black and pink that’s aimed at a female audience, the other with a black and flames for the guys. The Raptor 90 gets the same graphics options as the 250.

Yamaha’s sporty Wolverine 450 4×4 and Raptor 350 return unchanged.