2010 Yamaha YZ450F - Dirt Rider Magazine

I've never wanted a bike to show up at our California headquarters so badly in my entire career here at Dirt Rider Magazine. After a two-day tease session by the Yamaha crew at Budds Creek, Maryland, I had desperately hoped that the newest YZ would arrive for a few West Coast test days before I scribbled out a real DR-worthy test. But, deadlines wait for no bike, no matter how new it is.In the bike's absence we can deliver our first impression of the Yamaha-far from a full test but likely what you want to know right now about this crazy-new machine. By the time you start reading this, we'll have a full test and will be answering your questions online at www.dirtrider.com. And by the time you're done reading this we'll have started our 450 Shootout and seen firsthand if the YZ450F is as impressive as we think it is.You should already be aware of what's new on the bike (if you need a reminder, click here for our 2010 Yamaha YZ450F Revealed story), but how does all that backwards-cylinder and under-seat fuel tank business work on the track? Let me tell you in one simple word: Awesome. The 2010 YZ450F is awesome. And maybe magic.The sensation of taking weight off a bike, as well as a rider's back, arms and legs, and making it disappear into the motorcycle below is no easy feat. But Yamaha has done all of that by centralizing the mass of rotating forces inside the cylinder head and dropping the fuel under the seat (the completely new chassis helps as well, I'm sure).The bike feels just as heavy and bulky as other 450-class machines in the pits-pushing it around and hoisting it up and onto a stand will give zero insight into the ride. In fact, its claimed weight is seven pounds heavier than the 2009. Even when seated, the bulbous radiator shrouds, doubling as direct-air intake scoops to the under-tank airbox, give a not-so-subtle hint of heft and undeniable girth. But looks are deceiving. And pushing is not riding.When in motion, the bike feels svelte, slim, nimble and light. This feeling is hard to describe, but the 2009 Husaberg models are as close to a comparison as there is. For those of you lucky enough to have ridden the new Husabergs, you know what I'm talking about. Like the Bergs, this Yammie loses a good portion of its mass feel when it starts rolling and handles like it is a really fast 250F. This becomes truer in the corners than anywhere else.Have Yamahas cornered as well as their competition in the past? No, at least not for everyone. Some could coax them to commit to the ruts, but in general they were reluctant to follow your instincts into and through a corner. That feeling or inconsistency is now gone. The 2010 YZ450F has a light-as-air steering feel. This fits in quite nicely with the weight feel of the bike being so minimal at your feet and butt compared to convention. Corner initiation becomes automatic as the bike falls off its upright axis and into whatever lean angle you choose. It doesn't flop over top-heavy like; it reacts predictably, and when you decide it's gone far enough, it stops leaning. It followed the bends around Budds Creek beautifully. It was just as likable in the air.We were blessed with a nicely prepped track with a few leftover bumps, but most of the line making was up to us; as the track went from flat prep to rutted choices, the Yamaha transitioned brainlessly. It's nice riding a bike that gives you confidence in flat corners, tight ruts, off-cambers (and there are plenty of off-cambers at Budds!) and even the fastest straight we could find. Somehow, it seems, Yamaha has mixed minimal effort cornering with above-par straight-line stability. I can't wait to get it out West to some familiar tracks to see how it compares in low-to-no traction scenarios. As of now, this chassis is a big, big winner. But really, we shouldn't take anything away from the motor.

For 2010, someone replaced the YZ motor with a new animal. Dirt Rider Senior Editor Karel Kramer, who's ridden every model of Yamaha's YZ-F line before 99 percent of the world, commented that the 2010 motor traits are more different to the '09 motor than the 2010 chassis is different to the '09 chassis. And this chassis is different! Confused? I was too, but when we began discussing it he started to make sense (like normal)."When they reversed the cylinder head and tilted the motor back for 2010 it's like they flip-flopped the engine character or powerband as well," Kramer said. "Before, the bottom was soft and the bike would build smoothly into a great big top-end pull. Now, the bottom has serious punch with a heavy grunt and, while it seems to have plenty on top, it isn't yanking into orbit with an 'Oooooooman!' feel like the older bikes."You should have seen him do the "Oooooooman!" move in the desk chair of the hotel room in Maryland. It was awesome. I think he covered an imaginary clutch and everything.Kramer's remarks are right on. The 2010 YZ450F has a new heartbeat. This motor must make more power than last year's, and it surely delivers it with more ferocity. We had a ton of traction at Budds Creek, so the bike didn't break loose with careless haranguing of the throttle tube. But it feels like it could if we found a gap in the ground-connection. We experienced nothing but serious acceleration and plenty of tug all the way through the mid. In fact, there might be a midrange second wind that is almost as deliberate in delivery as the great bottom-end "snap."I can see this bike going head-to-head with the Kawasaki KX450F in power output. The motor is truly impressive and 180 degrees from where it was a year ago (literally!). It does retain most of its ridability, but the new motor's punch and the directness of EFI demands respect. Just ask those at the intro who added play to their throttle cables-the bike responds that instantly. Stay on your toes or a seemingly harmless throttle blip could send you quickly into orbit.I wouldn't say this motor is as low-rpm friendly as the '09, and for sure it doesn't want to lug downstairs like that motor, but it makes more power for sure.So far, Yamaha's recent history of plush-yet-controlled suspension performance is rightfully intact. The front and rear suspenders are offering a controlled feel for all 175 pounds of my intermediate-level vet-class flogging. I even pretended to be a hero and went super fast for three corners and two straights and the bike didn't come close to buckling or showing weakness. It seems if you push the bike, it just tightens up more. If I picked up the pace somehow or gave the bike to a serious pro-level racer, I think it would need some stiffening through clickers or race-prep revalving to give optimum control for a truly higher skill level. But for local intermediates to pros, this seems to be working fine. And the beginners and novices out there will appreciate the plushness for sure.I have to complain about something. And this deserves a complaint. The '10 YZ450F isn't easy to start. The piston has to be brought up to top dead center and your foot needs to push the kickstarter down smoothly (not in a hurry!). Then, she fires up pretty well. I also had a tendency to stall the YZ-F motor while doing photo loops and trying to push second gear to ultra low-rpm. So I had plenty of practice kicking. This bike feels so light when I ride it that I wish they'd just add an electric starter already-maybe in the near future. For now, I'll unhappily kick through a bit of a procedure. Claimed improvement will come through the FI tuner we will be playing with during the first test.See you soon back in paper land with the 2010 450 Shootout!