2009 Yamaha YZ450F First Ride

Yamaha wins the race to the showroom, but how's the 2009 YZ450 at the track?

Small changes highlight the 2009 Yamaha if you compare it to the upcoming Kawasaki KX450F and what we expect to be an all-new Honda CRF450R, but getting on the showroom floor first has its benefits, too.

The biggest change to the bike is in the swingarm, and its advantage is said to be in traction. We had a tough time feeling this directly, but what we did feel was that the suspension is still great. Heavier riders (ones around 185 pounds) found the bike to be right where it needed to be and didn't have to fiddle much with the clickers. Lighter riders (in the 160-pound range) liked a slower rebound setting and less compression all around. As it has been our experience in the past, the bike is very sensitive to ride height. If it isn't turning how you like, try switching up the setting by as little as one turn of the shock spring (typically between 2-3mm of ride height). We've found a happy place for most of our riders in the 102-105mm range. Yes, you complainer about the turning, check your sag and we'd bet you're not in the correct range!

And onto one of the best features of the YZ which carried over from last year-its quiet yet funny-sounding muffler. This is good for the sport, and you'd better get used to it with impending sound regulations. It muffles a very solid and long-pulling motor that has plenty of torque, light on the snap. Once you get over what you think you're feeling-confusing the sound with power and actually feel the bike pulling-you understand that the bike is fast. It may not have the snap of an open muffler, but if you need more gusto out of the powerplant, try twisting the throttle farther before you toss the muffler. Even our faster pro riders were amazed with how the bike pulled (even a gear high), yet it didn't sound fast. It just moved quickly and sounded slow. Add in the way the bike utilizes the upper rpm and makes it hard to hit the rev-limiter, and you have a bike that makes the most of each gear. It can be screamed like a 250F, but for most of our riders it was fastest to ride a gear high and slip the clutch a little.

Some generic Yamaha traits are the solid durability and a very clean-and-easy-to-work-on layout. Typically, YZs have needed help with a cramped rider cockpit, but the bar mounts will change that. The clutch perch furthers this works-bike-level adjustability. And though there was no change to the radiator shroud, we didn't catch our boots on it. Maybe the new seat cover is holding us on the bike better so the shrouds don't have to. The gold chain is a nice touch as well.

Just like last year, the YZ450 is a solid player and made friends with every rider who got on the bike. And once set up, the bike typically takes very little track-to-track fiddling. This may be one of the last carbureted 450s as well, so some of you who fear the electronics revolution might think long and hard about grabbing a bike with brass tuning. And if having a good lap time bike is your goal, we know this Yamaha shines in that department.

Modifications We'd Like To Try:
Exhaust systems in conjunction with modified ignition boxes.
Altered frame mounts or mount spacing.
Honda-style steering damper to hold the bike in turns better.

Dirt Rider Specs
MSRP: $7399; $7499 white
Claimed wet weight: 238 lb
Actual weight (ready to ride, no fuel): 228 lb
Actual weight (ready to ride, tank full): 240 lb
Seat height: 37.1 in.
Seat-to-footpeg distance: 20.7 in.
Footpeg height: 16.4 in.