It has become a tradition. And we’re not just talking about Yamaha’s SE models and accessories for them, which affordably build on the performance and looks of the stock machines. We’re also talking about Yamaha’s now 8-year tradition of hosting the ATV magazines at California’s famous Imperial Sand Dunes (Glamis) for a day-and-a-half of abuse.
Actually, the magazine guys have only themselves to blame for the suffering. Now, four days after the event, I’m still sore and recovering from a caffeine overdose. It’s tough to sit around at camp when you can be shredding sand at any hour of the day or night on one of 16 YFZ450s and Raptor 700s at your disposal.
Among these at our campsite, 12 were SE models (see box for features), two were SEs with additional accessories, and the remaining two were a stock YFZ and Raptor.
Yamaha told me that the slip-on exhaust chops 2.5 and 3.5 pounds off the Raptor and YFZ, respectively. Horsepower is bumped up 5.5 on the YFZ, and 3.8 on the Raptor, Yamaha says. With the muffler core removed, the Raptor gets 30 percent more overrev.
During our short stay at Glamis, we rode the entire area, from our campsite near Gecko, across to Boardmanville, down to China Wall, and back up to Osborne. And, of course, all the time as fast as humanly possible, getting a good feel for the differences between the YFZ and Raptor.
In this environment and with stock shock settings, the Raptor is the machine for me, and I suspect many other riders. First, the power. It was a surprise to hear from Yamaha that both machines have about the same peak power, but not a surprise that the Raptor has more torque. Even with the stock tires, it hooks up harder in sand and vibrates less.
Due in part to lighter thumb throttle action (thanks to EFI), the Raptor has more comfortable ergonomics. The suspension is also easier going in the rough stuff. I could bottom the suspension landing 8-foot jumps into the flats, but that’s about as hard as I ever push it.
The Raptor is heavier, but it doesn’t feel bad in the air. Because of a lower center of gravity, the YFZ doesn’t feel quite as top heavy in turns and, with its stiffer sidewalls, it can be pushed a little harder in turns and steering seems slightly quicker.
All that being said, I could push the Raptor as hard as some younger, fast guys on their YFZs, and this includes MXing around the palo verde trees, fourth-gear tapped in the whoops, jumping off into the sand bowls, and wide open.
And here’s some good news: Yamaha says there’s enough adjustment in the shocks to make the Raptor more responsive or to soften up the YFZ.
Regarding the stiffer thumb throttle on the YFZ, it would probably be possible to shave a little from the outside of the carb spring and ease the action a little. Yamaha wouldn’t comment on this (probably for liability concerns) and we don’t suggest shaving the spring unless you know what you’re doing! That’s not a component you’d want to fail.
Brakes are plenty powerful on both quads, but the stock lights suck for really aggressive, high-speed night riding. And they don’t get any brighter after a weekend of sand blasting. The stock tires make for excellent powerslides, but all these Yamahas would hook up at least 35 percent harder with a less-aggressive paddle like the Edge, which would still allow decent powerslides.
Yeah, I’m still sore. But, as they say, it’s a good kind of sore; I’m ready to pack my gear bag and do it all over again.
YFZs AND RAPTORS SE MODELS AS TESTED On both YFZ and Raptor: SE graphics, front shock high and low compression adjustment. On YFZ: Grab bar, heel guards, graphics with heavy-duty stickers, carbon fiber print seat, blue-tint head lighting, gold anodized-look components, including A-arms. On Raptor: Black matte painted front cowl, graphics, red chassis, black piggyback front shock reservoirs.
ADDITIONAL ACCESSORIES FOR STOCK OR SE MODELS On both YFZ and Raptor: Slip-on muffler, air filter kit, jet kit, billet brake pedal and shifter. On YFZ: Clutch cover. On Raptor: Aluminum swingarm, skidplate and grab bar
