A YFZ Variation That Works way Better Than We Anticipated!

At first glance you may be squinting hard to see what’s different about the YFZ-450X and, while aesthetically the X and R packages are nearly identical, there are a few major changes differentiating these two very different Sport rockets.

While there’s no doubt the R is designed for the track, the X is a purpose-built cross country or enduro racer giving Yamaha riders the ultimate platform to base their choice on.

The most noticeably different parts on the YFZ-450X are up front. While it looks similar to the R, in reality, its stance is 2.7 inches narrower.

In the grand scheme of things this doesn’t seem like a lot, however, firsthand ride experience will leave you with a different opinion.

On tight woods courses the narrower stance allows carving tight twisties with increased confidence at higher speeds. While the reduced width was intended to allow racers more freedom when riding narrower trails, one of the side effects is a reduction in bump steer.

Because the wheels are closer to the chassis and the tie rods are shorter, the overall leverage that a rock or log would have over the tire to rip the bars out of your hands is greatly reduced.

When woods riding, this means you feel less abuse and are able to ride at your highest potential. In simpler terms, it means you can win more races.

Yamaha’s engineering team didn’t stop with just a narrower stance. Fast trail riding and GNCC racing requires much quicker and sharper turning than an MX ATV allows.

Yamaha wisely chose to reduce the caster angle from 5-degrees to 4. On paper it sounds minimal but on the trail this subtle tweak allows the X to turn in a more linear arc while decreasing the overall turning radius. The result is tight left-to-right directional inputs with reduced steering effort and less motion of the handlebars.

It’s interesting to note in comparison to the original YFZ450 the new X has a 23.4mm longer A-arm (tie-rods are shorter) with similar wheel travel but still manages a width of 46.1 inches. Huh? This is all thanks to the A-arm mounts being located closer together at the center of the ATV’s frame.

Due to the width change, suspension travel did get a minor reduction from 9.8 inches on the R to 9.4 on the X. While less travel is never thought to be a benefit, the X package suspension calibration seems to offer a more usable spectrum of travel than even the R does.

This, coupled with reduced bump steer, makes for an incredibly precise handling ATV. The X’s engine is the same as the 2009 YFZ 450R but does feature newer EFI calibration and therefore responds better throughout the power band. This calibration was so well received that it found it’s way onto the 2010 450R, too.

Now that there’s both a track and trail version of the YFZ450, it does seem odd Yamaha didn’t opt to factory equip the R with race rubber and the X with a trail pleasing tread.

Yamaha believes consumers can trick out their rides after the fact and not everyone wants the track or trail rubber found on other Pure Sport ATVs. While we think a better tire would bode well for Yamaha, we really don’t think it’s a big enough problem to turn buyers off.

While differences between an “X” and an “R” appear minimal, almost indiscernible to the human eye, riding characteristics of the two YFZs are polar opposites.

At All-Terrain Vehicle Magazine we’ve been telling Pure Sport riders to buy what they need and not what looks the coolest. Fact is, Yamaha just made this critical decision easier.

The X is fully capable of track riding but its heart is in the back forty, right where the majority of 450 riders find themselves most of the time.

Also check out:

– TEST RIDE: 2009 YFZ 450 R SE

A Solid List of Improvements Broadens Renegade’s Appeal

Can-Am isn’t interested in playing things safe and it’s the reason the 2010 Renegade X gets a big boost of visual sizzle and an even bigger boost in technology.

The Renegade’s new acronym, Xxc, stands for “X package Cross Country”, a fitting name for a crossover design that meshes 4-wheel drive with huge sport appeal.

The biggest news is the inclusion of Can-Am’s all new Dynamic Power Steering (DPS). This is the same power steering system found on 2010 Outlander XT and XTP models. DPS is a totally new design and offers riders the dual choices of high and low output, adjustable-on-the-fly modes.

The dual mode system means you can decrease the power steering input on high-speed trails by selecting DPS-MIN and, on the flip side, increase power input when you’re plying the handlebars in tight trail situations or riding over gnarly mud or rock sections by selecting DPS-MAX. In the latter mode, small handlebar movements go a long ways.

While the system truly is a high-low design, its also dynamic in function, meaning that in both minimum and maximum settings the output of the power steering unit is decreased the faster you go to help reduce wobbles or uneasiness at higher speeds. This is very similar to the way an automotive power steering unit works and is completely seamless in function on the Renegade.

After putting miles on the Xxc we began to notice that power steering goes a long way toward settling down the front end when impacting large obstacles like rocks or stumps that would normally tear the bars out of your hands. Since steering effort is reduced so much, longer rides seem shorter and, at the end of the day, you feel like you could do it all over again.

While power steering is an added expense when you roll an ATV out of your local dealership, it truly is beneficial because it improves your riding experience measurably. Our only complaint with this particular power steering system is that on both MIN and MAX settings there’s a bit too much assistance.

We’d actually like the steering effort to be more similar to non-power steering at high speeds. Currently it feels a little more twitchy than some competitors’ power steering set-ups at these speeds.

This Renegade is still powered by the same fire breathing 800R EFI V-twin pumping out 71-horsepower. New to the driveline is Can-Am’s Visco-Lok QE front differential that is now able to lock the front diff in less wheel rotations for a more positive engagement and quicker 4WD results when you need them.

In the suspension department the Xxc uses the same high quality KYB piggyback and remote reservoir shocks as last season. These dampers are multi-way adjustable with enough variations to please the most seasoned ATV guru.

A new addition to the front suspension is a front sway bar that helps to reduce body roll when the Renny is being pitched into a hard cornering situation. While we didn’t feel the need for a sway-bar on previous models, the addition really keeps the front end tracking where you want it to go while planting the front wheels steadfastly on terra firma.

The graphics for 2010 are aggressive and stylish but the yellow bead-lock wheels are more than just show. These rugged hoops actually lock the bead of the tire to the rim and are a must for cross-country racers. They not only keep the tire from spinning on the wheel but also protect the bead and lip of the rim from harsh rock abuse.

The Xxc is “all boxes checked” and ready to go where the most demanding cross-country rider would dare to take it. Just remember, if you want power steering on your Renegade this year, it’s Xxc or nothing!

WINNER: POLARIS RANGER RZR S

There’s no question Polaris struck gold with the original RZR, however, the continual progression of the RZR and ultimately the creation of the RZR S has placed Polaris in a class of its own.

No-holds-barred SxS performance is what the RZR S is all about but it broadens its appeal to a wider market with selectable 4WD, Polaris exclusive Lockn’Ride attachments and low range, making the 1-inch trailer hitch mount completely usable.

The showroom appeal and overall off-road capability of the RZR S in stock form is completely unrivaled.

With premium gas shocks right from the factory and a wider stance than the stocker, the ‘S’ is competition ready and worth every penny the upgrade costs.

It will likely be a while before any competitor comes to the table with another SxS that delivers this much heat.

RUNNERS UP

Arctic Cat Prowler XTZ 1000

It’s never a question of horsepower when you stomp the throttle on the Prowler XTZ. Arctic Cat wins the displacement race hands down delivering tremendous power to the ground in the rawest and most unadulterated way a UTV can.

XTZ means high quality suspension, bling at every angle and class annihilating power that can’t be argued with.

It’s tilting dump box and 2-inch hitch receiver makes it easy to multi-purpose this sport targeted monster.

Kawasaki Teryx Sport

No matter how you cut it, the Kawasaki Teryx comes up higher on the rating scale as a high performance off-road vehicle than as a pure utility UTV.

Its sporty handling and extremely strong EFI V-twin put it in the hot rod category so deeply you can almost overlook its excellent 4WD system, spacious cargo area and capable towing talents.

The fun-to-drive quotient is very high here and that’s what gives the Teryx, in any of its model formats, so much sizzle.