ATV Review – 2012 Yamaha YFZ450
High Performance Hardware on a Shoestring Budget
by Jason Giacchino
It’s hard to believe how fast time flies—case in point, the Yamaha YFZ450. Considered by many to be the very ATV that inspired the modern 450cc racing class, Yamaha’s venerable YFZ is nearly ten years old already. Where has the time gone?
In the ever-advancing realm of ATV racing, a decade may sound like a lot of time, but back in 2003, when the YFZ450 first hit the scene, every other manufacturer was left scrambling to try and play catch-up. One by one, each of the three remaining Japanese manufacturers followed suit with a 450cc race model of their own. Austria’s KTM, Canada’s Can-Am and domestic powerhouse Polaris would join the fray by the time the decade came to an end. The trouble, at least as far as the YFZ was concerned, was many of the 450s released after Yamaha’s brought innovation (and unfortunately higher MSRPs) to the equation.
Rather than stand idly by while the competition upped the bar in the very class it created, Yamaha went back to the drawing board and unleashed an entirely new fuel-injected, aluminum (and steel hybrid) framed YFZ450R in 2009. A year later they would introduce a YFZ450X variant designed specifically for the demands of GNCC/ woods competition, and it appeared the old carbureted 2004 YFZ450 had finally hit the end of its road, replaced as it were, by two technologically superior brothers. Not so! Yamaha, in light of the poor economic conditions plaguing most of the globe of late, decided to keep the old assembly lines churning and bring back the standard YFZ450 as a bargain-priced performance quad for 2012. Oh and dig this: they managed to do so for two hundred bucks LESS than they were asking back in 2003!
A Brand New Leftover 2004?
Surprisingly, while customers would have been grateful to simply have the option of a brand new sub-,000 450, Yamaha actually managed to incorporate many innovations collectively gained in the ATV industry since the time of original YFZ’s release. Perhaps greatest of these are the changes made to the engine internals themselves. The original mill boasted titanium valves and all of the detuning that went along with the off-road motorcycle on which it was based, but these setbacks have been dropkicked for the 2012 edition.
In place of the temperamental titanium valves are more durable (and cost conscientious) steel units, and the cam profiles have been completely reworked for the demands of performance ATV riding. The original 39mm Keihin carburetor has also been swapped in favor of a larger (42mm) Mikuni CV unit. The new rolled rims that grace the YFZ450R, X, & Raptor 700 have found their way to the standard YFZ450 as well—notable for being lighter, stronger and less resistant to bead contamination by mud and debris than the ones they replace.
Other changes include new Dunlop KT551B tires up front to increase cornering traction, beefier clutch springs, a new intake boot and modern graphics. The shocks are also new HPG preload-only adjustable units (piggyback reservoir in the rear). Interestingly, Yamaha has opted not to offer the machine in its flagship blue motif, but rather only in black or white schemes, presumably in an effort to differentiate the model from its fuel injected YFZ450 brethren. All of this can be had for ,799; 0 less than the 2004 model (,999) and firmly into the thick of today’s 400cc ATVs’ MSRP.
Firing Up
Electric starting means a slight flip of the choke lever (located on the carb) and press of the left side handlebar mounted button is all it takes to get the YFZ450 to bark to life. The exhaust note is smooth and steady at idle, giving up no indication of the machine’s carbureted fuel delivery when compared to that of its fuel injected counterparts. Stabbing the throttle however reveals a slightly deeper, less contained rumble than the electric-smooth revs associated with the FI machines.
Clutch pull is a tad bit heavier than the original model’s, but smooth and precise despite the use of heavier-duty springs. Stepping the gear shifter down into first delivers a nice authoritative clunk, suggesting the ATV’s willingness to get moving.
Blast Off
Once that clutch is fed cleanly out and the throttle depressed, hold on tight—this YFZ makes copious amounts of low-end power. Somehow, well we know how—new cam profiles and a bigger carb—Yamaha has managed to up the amount of meaty torque the YFZ produces through the lower to mid reaches of the powerband. What this equates to in the real world is awesome acceleration from a standstill and the ability to decimate a berm or kick the machine sideways with only the slightest stab of your throttle-thumb.
Of course this also means instantaneous power on hand to lighten the front of the quad, so as to pop it up and over trail clutter or whoops. We were absolutely dazzled with its snappy, always-ready personality on the tight trails and in the slow going, but were all too aware of the trade-off usually associated with such competent torque-monsters: Lack of top end rev.
We reluctantly lined up our test mule at the start of one of the longer fire-roads gracing our test loop and wrung the new YFZ through its 5-speed transmission. Surprise! The YFZ450 refused to go flat on us anywhere throughout the power curve of each gear. In fact from nearly idle right on through past 10,000 rpm, the Yamaha produces meaty, usable power. Throttle response is nearly as reactive as anything we’ve come to expect from modern fuel injection and the gears themselves are spaced to perfection.
In terms of sheer usability, Yamaha has managed to do the impossible by developing a spread of power that shines everywhere along its curve.
Handling
Considering that the chassis itself is identical to the old 2004 YFZ, we were pretty darn impressed with how well this machine handles against even the current crop of 450 offerings. Cornering is actually a bit more neutral than the original, thanks to those new Dunlop front tires that, when coupled to the new stronger/ lighter rims, result in lighter steering feel. Despite the fact that many 450s have gotten slightly wider since the original YFZ450, we detected absolutely no instability or threat to lift on one side when cornering aggressively or flat-out drifting.
Ergonomics are quite well suited for moving around in the cockpit. We managed to hang far off the rear for wheelies, or two put our weight over the tank for field-donuts in one fell swoop. During our testing there was absolutely no unwanted contact with the controls or frame from knees, boots, snagged pants and so on.
About the biggest handling change to report would have to be Yamaha’s decision to forego the fully adjustable shocks found on the new YFZ450R & X and Raptor 700 (and the original YFZ450 for that matter) in favor of HPG preload-only units. Surely if ever there were a chink in the budget-YFZ’s armor it would be here right? Surprisingly, wrong again!
We came into the review sort of expecting the much more basic suspension package to lower the handling capabilities of the YFZ’s chassis, but were quite delighted with what Yamaha has been able to achieve here. Chalk it up to frame geometry that Yamaha’s engineers have studied for a decade; a well-balanced front/rear weight distribution, Yamaha’s tireless efforts to damp and spring-spec these shocks; or a combination of all the factors; it’s quite inspiring what this package manages to deliver.
We had the opportunity to put the YFZ through trail clutter, sand, high-speed hard pack and even moderate track use and never once encountered handling woes as a result of the suspension. Heavier riders, really fast racers, and freestyle jumpers may find justification for aftermarket shocks, but for the vast majority of YFZ riders, the stockers are plenty sufficient.
Odds and Ends
Braking is just as impressive as it was on the original YFZ450. Reliability is actually improved as a result of more durable steel valves over titanium ones. Of course, there is also an aftermarket for this particular model that can only be a result of nearly 10-years of experience.
Conclusion
Yamaha deserves props for not only recognizing the economic trends of late, but also for stepping up and addressing them directly. We came away thoroughly impressed with the machine for its performance, handling, reliability and engineering; the budget-friendly price tag is merely the icing on the cake. We’re hopeful that the 2012 Yamaha YFZ450 will provide riders who would otherwise be unable to afford taking the plunge into the 450cc class an opportunity to do so. Perhaps Yamaha’s approach will also help buck the trend of endlessly rising MSRPs year after year. This is forward thinking in its purest form and a testament to hopes of a brighter future.
Specs
MSRP: ,799
Engine Type: 449cc liquid-cooled w/fan; 4-stroke; DOCH; 5 valves Bore x Stroke: 95.0 x 63.4mm
Compression Ratio: 11.4:1
Fuel Delivery Mikuni: 42mm BSR
Ignition: DC-CDI
Starting System: Electric
Transmission: 5-speed; wet multiplate clutch
Drive Train: 2WD; sealed O-ring chain, eccentric adjustment Suspension Front: Independent double wishbone; 9.1-in travel Suspension/Rear: Cast aluminum swingarm; 10.6-in travel Brakes/Front: 127mm Dual hydraulic disc
Brakes/Rear: 173mm Hydraulic disc
Tires/Front: Dunlop AT21 x 7-10
Tires/Rear: Dunlop AT20 x 10R9
L x W x H: 72.4 x 46.1 x 42.9 in
Seat Height: 31.9 in
Wheelbase: 50.4 in
Ground Clearance: 4.5 in
Fuel Capacity: 2.6 gal
Wet Weight: 381 lb
Lighting: Dual 30W Krypton multi-reflector headlights & 21/5W LED brake light
Color Options: Black Metallic; White w/ choice of graphic package
Contact
http://www.yamaha-motor.com/sport/products/modelhome/323/0/home.aspx
What do you think? Will the 2012 YFZ450 help buck the trend of constantly raisng the MSRP, year after model year? Shout off in the Forums!