2016 yamaha yz450f




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  • On the Yamaha YZF, the exhaust cam opens the valves later, closes them sooner and has a duration of 8 degrees less.

    when yamaha redesigned the yzf engine back in it really stuck a balance between power and control. the version carried.

    For , Yamaha engineers didn't rest as they went to work with a host of refinements for the YZF. Check out our first ride review on.

    The new Yamaha YZF has gone through a whole host of refinements and will also come in 60th Anniversary Yellow. Additionally, the gap for neutral has been reduced to lessen the chance of accidentally popping the bike out of gear while racing. The complete system perfectly complements the more aggressive ignition mapping that we also installed via the GYTR Power Tuner. The pressure plate was rougher at the micron level.

    Yamaha YZF - First Ride | Dirt Rider

    Click on images to enlarge. Yes, but the changes are small qualitative steps as opposed to a major overhaul of the existing YZF. That said, Yamaha did try to address some engine issues that MXA was critical of. Here is the list:. The exhaust cam has 0. Valve lift is the distance that the valve is lifted off of its seat. Increasing valve lift, without increasing duration, can yield more power without much change to the nature of the power curve.

    On the Yamaha YZF, the exhaust cam opens the valves later, closes them sooner and has a duration of 8 degrees less. The intake cam has 0. What does all that mumbo-jumbo mean? There is more low-end power and a better transition into the middle. The valve springs are slightly stiffer than the springs. More important, the spring design has been changed to eliminate coil bind at high rpm. In , there were some failures of the ball bearing-equipped roller on the gear stop lever, so in , the ball bearings were replaced with a plain roller, which would not explode like the ball bearings had.

    For , the gear stop lever not only gets a percent-stiffer spring, but the plain roller is now supported on both sides of the stopper arm.

    Yamaha has changed the dog shape on the gears to allow for more precise shifting, especially on the previous weak link while up-shifting. Additionally, the gap for neutral has been reduced to lessen the chance of accidentally popping the bike out of gear while racing.

    A new machining process on the clutch surface of the YZF pressure plate ensures a smoother and flatter gripping point for the clutch. The pressure plate was rougher at the micron level. Instead, Yamaha drilled holes in the backing plate of the impeller to relieve pressure on the seal side.

    This equalizes pressure on both sides of the pump and improves water pump seal life. But hold on to your hats; Yamaha has upped the ante, even though Yamaha uses the same button as Suzuki and Kawasaki. Less horsepower translates into less wheelspin and more forward hook-up. Once the YZF clears the starting gate and travels between 30 and 60 feet off the line, the horsepower ramps back up to max power without you doing a thing.

    That is a sweet deal. With the typical launch control system, the rider gives up 4 horsepower all the way until he shifts to third gear. It will automatically shut off when you shift to third. As for the chassis, Yamaha is trying to chase away the demons that its frames have been tormented by at turn-in for the last decade. The frame was a step in the right direction, but the loose feeling on the entrance to corners was not totally eliminated.

    The fork offset has been changed from 22mm to 25mm. This may seem like an earth-shattering move on the geometry front, but in reality it is just a return to the previous offset. The 3mm offset change decreases the amount of trail in the front wheel.

    This change in trail has a symbiotic relationship to the next chassis change that Yamaha made for Normally, a lighter spring rate is chosen to accommodate a lighter rider, but Yamaha is still aiming for its original pound target audience.



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