More Motor Performance and Reliability
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| Hinson Racing’s billet aluminum clutch basket helps prevent fade and lets your clutch live longer by allowing more oil to reach the clutch. The extra strength of the unit means longer life before the basket starts developing grooves. We’re proud of Hinson’s incredible legacy in the moto world and added Hinson’s clutch cover for better looks and bragging rights. We never experienced even a hint of clutch fading during our stress test in Echeconnee’s sandy surface. |
Before installing our motor, we asked SS Motorsports if they had any other suggestions for components we might want to use with their engine package to increase the motor’s reliability. Scott told us, “With all of the extra power this motor will be putting out, you might want to look into beefing up the clutch. Also, all of the 450s seem to run hot, especially the ‘05 and older YFZs. These are key areas that a lot of people want to overlook because of the extra expense, but if you want your motor to last they are pretty important.” That’s all we needed to hear.
A quick call to Hinson Racing, and we had a Hinson Racing’s clutch basket and cover on the way. Besides being far stronger than the stock clutch basket, the Hinson unit allows more oil to reach the clutch, resulting in better cooling for less fade and a longer lasting clutch. While the clutch cover is more for looks, we were plenty proud to let everyone know what was lurking behind the cover.
For additional cooling, we contacted PWR. PWR makes radiators and oil coolers for ATVs as well as many other applications. We were in luck. When we contacted them, they had just finished developing a new larger capacity radiator with built in oil cooler. Designed to lower operating temperatures, this radiator holds 700cc more water than the stock YFZ radiator, which PWR claims will lower water temperatures between 28 and 30 degrees. The radiator’s oil cooler, which resides in the water tank, is claimed to lower oil temperatures by 25 degrees!
Installation of the unit was a snap. The PWR radiator bolted right up to the stock mounting brackets in minimal time with the only difference being in how the motor’s oil lines were routed. There was even a place for the stock radiator guard to mount. This unit was extremely well thought out.
Air Filter and Exhaust
When it came to choosing an exhaust for our machine, SS Motorsports recommended that we go with a Big Gun unit. SSM is currently working on developing their own pipe; however it was unavailable at the time of testing. Mike Young, owner of Big Gun, sent us one of their EVO X series exhaust systems. We were a bit concerned that this exhaust was not their top of the line system, not that we were being picky, we just wondered if it would fit in with our goal of ultimate performance and reliability for the serious Pro Am racer. Mike explained, “Many people think of this series of pipe as being below our EVO R (Stainless Steel) or EVO Carbon series pipes. In fact, the ceramic coating on the EVO X (non stainless steel) system offers a performance advantage by helping to dissipate heat away from the cylinder, promoting better cooling.” That’s all we needed to hear. Thanks Mike!
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| In order for our SS Motorsports motor to flow adequate air for maximum performance, we installed a GYT-R air filter with billet adapter and a Big Gun EVO-X exhaust system. The Big Gun exhaust did a great job of enhancing the motor’s broad and fast-revving powerband, all the while, dispensed heat away from the motor. | ||
The Big Gun exhaust has the option of being run with its Vortex quiet insert and spark arrestor installed, or fully open for closed course applications. When we were breaking in the motor we got a chance to hear the exhaust with the Vortex core installed. However, before break in was complete, we had taken it out and tossed it. We really like the option of being able to run the system with a quiet configuration, especially for machines that are used in multiple environments. After all the average Pro Am rider will probably need to practice on his race quad and he might be doing it where sound is an issue.
SS recommends K&N style filters for maximum air flow. While we were at our local Yamaha dealer, we picked up a Yamaha GYT-R filter and adapter plate. We prefer dual stage foam filters in dusty conditions, and we were disappointed to see that Yamaha does not offer a foam filter for their GYT-R billet aluminum adapter plate. We will just have to really stay on top of keeping their K&N style unit clean for now. The unit is similar to a Pro Design Pro Flow setup and installed easily in less than 30 minutes.
The Brakes
To bring our machine down from speed, we contacted Streamline for the extended brake lines that were necessary for our longer A-arms as well as some other goodies. We ordered +3 steel braided lines for the front as well as a standard length steel braided brake line for the rear. In addition, we ordered a set of Streamline’s Extreme Duty pads. We had also wanted to install a set of their Blade Rotors to complete our brake system, but they were currently out of stock, so we bolted up the stock rotors.
Drive Train
When we were building this machine on paper, one of the last things we worried about was the drive system. While ordering a bumper from TAG Metals, they asked us if we wanted to try their aluminum rear sprocket. We had some concern about using an aluminum sprocket on an ATV, but they assured us that it would hold up. They said in fact “It’s as strong as a steel sprocket.” So we agreed. Not to spoil the ride portion of the test, but by the time the test was finished, our newly moded YFZ’s torque wasted the aluminum sprocket. We wound up installing a SideWinder Ti-Moly chain and sprocket setup.
The Ti-Moly sprockets combine titanium with chromoly to achieve a product that is lighter and stronger then conventional steel sprockets. SideWinder claims its Ti-Moly sprockets are more than twice the strength of conventional steel sprockets and weigh 35% less. We combined the Ti-Moly sprockets with SideWinders Ti- Series chain to ensure that we had a drive train that would hold up. SideWinder’s Ti- Series chain’s tinsel strength is rated at a whopping 14000 lbs.!
To keep our drive train on track we outfitted our YFZ with TM Designworks’s complete Slide and Glide kit. The kit came complete with both upper and lower chain slides and rollers, case saver and a rear chain guide. The chain guide can be ordered with either rollers for motocross, or with a solid chain slide for applications such as desert or cross country where a rear skid plate is necessary.
Wheel and Tire Package
To get the power to the ground, we wanted to shoe our YFZ with components off the top shelf. You never saw Michael Jordan wearing Buddies did you? To start, we ordered a complete set of Hiper carbon fiber wheels. Hiper wheels have proven to be plenty strong, and weigh in close to other comparably priced aluminum bead lock wheels available on the market. Since this project has been in the works for some time, our rear wheels feature Hiper’s proprietary hubs. We like the overbuilt beefy looking hubs. However, due to issues with different axle manufacturers tolerances in spacing of their axles spines, Hiper has decided to now offer their rear rims with a standard bolt on hub design, allowing you to use your machines stock hubs, or any other aftermarket rear hub you choose.
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| For strength and looks, we chose Hyper Technologies trick carbon fiber beadlocks front and rear. To make sure we were able to get our machine to hook to the track, we installed a set of ITP Holeshot MX tires front and rear. When we tested the transition was being made from the MXR-4 tire. | ||
The only issue we had with these wheels was when one of the front tires wouldn’t hold air. Hiper’s modular design has a rubber seal that sits between the rim and the aluminum center of the wheel. One of the seals was pinches when we received the wheel, allowing air to leak out. After about 15 minutes, we changed the seal and were good to go. Installation of tires is as easy or easier on these than any other wheel we’ve used. Oh yeah, they look sick too!
In the rubber department we went with ITP’s Holeshot MX front and Holeshot MXR-4 rear tires. ITP’s Holeshot MX tires have a history of performing well on all types of track surfaces. Their MXR-4 rear tires weigh in at just 1.5 lbs each, making them ideal for maximum horsepower transfer to the ground.
Controls and Ergonomic
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| Yamaha’s GYT-R Blue Strobe graphics kit was used as a base for the machine’s decals. We think you’ll agree, this YFZ’s performance is equaled only by its good looks. |
Having a machine with comfortable ergonomics is important if you want to be able to push hard for an entire 20 minute moto. If your machine has an uncomfortable riding position, you will become fatigued much faster, resulting in slower and slower lap times. To revamp our machine’s ergonomics we started with a +2 inch taller +1 inch forward steering stem. Remember, ergonomic setups are subject to the size and style of the rider, so our stem length may not be ideal for you. We recommend you sit on as many different machines as possible to figure out what fits you correctly.
Atop the stem, we installed a set of Fasst Company Flexx handlebars. Fasst Co. offers around eight different bar bends of which we took the lowest to complement our taller stem. In case you aren’t familiar with these bars, they are constructed of aircraft quality aluminum and feature a hinged design, which allows the bars to actually flex when hitting bumps. The bars come with three different densities of elastomer bumpers, so the rider can make the bars shock absorption characteristics stiffer or softer for different tracks, riding applications, or personal preference.
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| TAG Metals front bumper and AC Racing Glide Plate protect the front and underside of our machine. An AC Racing Grab Bar was installed as well, to replace the stock unit and came complete with number plate mounts and all necessary hardware. To protect our expensive powder coat from boot wear we installed a set of Works Connection aluminum frame guards. | ||
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| To deck out the machine’s cockpit, we chose a set of Fasst Co. Flexx handlebars to minimize rider fatigue. The stock clutch perch and lever were replaced with a blue anodized Works Connection Elite perch/lever and to the stock front brake perch clamp was replaced with a matching Works Connection perch clamp. | ||
For our machines controls, we ditched the stock Yamaha clutch perch and replaced it with a trick blue anodized Works Connection Elite Clutch Perch and Lever. The Elite clutch perch setup features their “on-the-fly” adjustment system, with a large adjuster that can simply be rotated either direction, with no lock ring like the stock clutch setup, allowing for quick clutch adjustments during a race. The perch also allows you to adjust the reach of the lever for different hand sizes. The latest version of this lever features a grooved adjuster surface for more accurate adjustments. The Elite Clutch Perch also features a nylon sleeve inside the perch clamp, allowing it to rotate, rather than break, in the case of a rollover.
On the other side, we left the stock brake perch, lever, and master cylinder in place, but replaced the clamp with a matching blue anodized Works Connection perch clamp. As we mentioned before, SS Motorsports supplied us with a Pro Design kill switch and start button. To finish off the controls, we installed a set of Scott grips.
Aluminum Bolt-Ons
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| GYT-R nerf bars and heel guards gave our pilots a feeling of security on the machine. While building the machine, we truly appreciated their precise fit and easy installation. |
Starting up front, we installed a Tag Metals silver aluminum bumper. The bumper is very light and extremely good looking. GYT-R aluminum nerf bars installed easily with a very precise fit and GYT-R heel guards were added for additional protection. We protected the underbelly of our machine with an AC belly skid and we also installed an AC racing grab bar which came complete with number plate. To protect our newly powder coated frame, we installed a set of Works Connection aluminum frame guards. The frame guards cover the frame next to the pegs where boot wear is most commonly found. Their weight is insignificant compared to the price of having your frame re-coated.
Numbers, Graphics, and Carbon Fiber
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| VYP-AIR’s carbon fiber hood is as well made as anything on the market and features a unique snake head design. VYP-AIR did a truly artistic job of making the serpent head mold into the shape of the YFZ. This is a unique look that will make you stand out from the rest. |
For cosmetic purposes, we installed a GYT-R graphics kit followed by a plethora of sponsor stickers. Taking care of our number needs was a set of GYT-R number plate backgrounds, with CEET Racing black and chrome numbers. You need to be careful when installing the CEET numbers. While they look good, it is easy to make the chrome border look a bit rough from placing the sticker a few times to get it straight. Mist the number plate background or fender with some slightly soapy water before applying for easier movement. Then squeegee the extra water out. Also be careful, scorers don’t like reflective numbers like this.
Just before this project was finished, we were contacted by Mickey Spegal, president of Vyp air carbon fiber components. Mickey had just released his 450R carbon fiber hood on ATV Scene, and wanted to know if we wanted to feature his new prototype carbon fiber hood on our YFZ. Vyp Air’s hood features a unique design. Looking like a snake head, the hood gives the YFZ a mean and aggressive look and the lines of the hood flow more naturally with the shape of the YFZ than some other hoods we have seen in the past. With the final part installed, our machine’s transformation from high strung stocker to full tilt monster was complete. Now on to the track!
Ride Test
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| With this much power, only experienced riders need apply. While the motor had awesome mid to top end power, you could also lug it a gear high out of corners. This motor is pro-class fast with a powerband that even a vet rider would love! |
Since we were building a no compromise race machine, we wanted to test it at a no compromise race track. So we headed south to Echeconnee Motocross Park in Lizella, Georgia. When we arrived the track was rougher than your grandma’s old wash board, as it hadn’t been touched since the race the previous weekend. Our Elka suspension would certainly be put to the test. In addition, we knew heading in that the track’s sandy surface was sure to show any weaknesses in the motor and the constant load on the motor was sure to put PWR’s new radiator to the test.
To make sure we pushed the machine hard, we invited Chris Earlywine and W.L. McCarley to come out and thrash our Pro Am YFZ. W.L. is a talented young Pro Am level racer, who has beaten some pretty well-known pros in the past, and nearly won the 2004 Open Pro-Am championship. Both riders are fast, but with different backgrounds and riding styles, perfect! We felt they would give us a well rounded view of the machine’s performance. Scott from SS Motorsports also showed up to help us finalize the machine’s jetting for maximum performance.
Motor Performance
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| PWR’s new large-capacity radiator with built-in oil-cooler did an outstanding of keeping our fully-built motor running cool, even with the constant drag of Echeconnee’s deep sandy surface. Scott from SS felt that while it’s pricey, the PWR radiator would definitely help extend the engine life. |
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Both test riders came away extremely impressed with SS Motorsport’s Stage 3 Motor package. When you first get on this machine you want to start riding it in a conventional manner, rev to the moon, shift, rev to the moon, shift etc. Riding in this manner works on this motor because it has arm pulling mid to top end power, with an emphasis on a super strong midrange. While we had our machine set up without a high RPM rev box for reliability purposes, neither of our testers ever complained about hitting the rev limiter. As we hoped, this motor gets the job done before you hit the rev limiter, which should help it last an entire race season.
What is unconventional about this motor’s power is just how incredibly strong the bottom end is. You probably wouldn’t even notice it was there, unless you tried to explore the machine’s low RPMs, or until you got tired and stopped shifting as much. Either way, this is a pro-level competitive 450cc motor with the easy to use power characteristics of a big bore. Scott from SS felt that the Big Gun exhaust would be a good match for the power characteristics we wanted in this motor. Man, was he ever right! Although we knew we were benefiting from the extra air provided by the GYT-R filter, we couldn’t help but want to install a foam filter with all of the dust we were kicking up. Please Yamaha, make a dual stage form filter for your GYT-R aluminum flange setup.
Both riders felt the SS Motorsports engine package would be competitive against any other motors in Pro-Am or even Pro class. W.L felt that, “While the machine has smooth power which makes it easy to ride, the amount of power on tap definitely makes this a motor package for a rider with lots of experience. Chris Earlywine said, “This motor’s throttle response is incredibly crisp at any RPM level. Further more, the motor pulls from bottom to top with no weak spots. Its competitively fast yet its seamless power delivery make the motor less fatiguing than many other fully-built YFZ motors out there.
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| Both of our test riders were over 6 foot tall, so they liked the +2+1 stem with the Fasst Co. Flexx bars. While this set up seemed to be perfect for our tall test riders, we recommend you sit on as many machines as possible before choosing which stem length and bar bend is right for you. |
Aiding in the machine’s consistent power was PWR’s new radiator and Hinson’s clutch basket and cover. We have seen many 450s come boiling off Echeconnee’s track, but no matter how hard we pushed the machine throughout the day, we never caught one whiff of antifreeze. This radiator is worth its weight in gold, and just may wind up saving us money in the long run on costly engine repairs. Scott from SS commented, “I really like the design of PWR’s new radiator. The unit works so well, I wish I could convince more of my customers of the benefits of this thing. It really did a good job of keeping things cool during our testing.” As far as the Hinson clutch components go, we can only report that clutch action and engagement remained smooth and fade-free throughout our resting.
Overall, this motor absolutely exceeds our expectations. From its fast and ride-able power delivery to SS Motorsports’ extra attention to detail, we believe that SS has all of the right philosophy and tricks to become the next big name in motor builders.
Stopping Power
The YFZ had outstanding brakes stock, but with Streamline’s steel braided lines and Extreme Duty pads installed, braking power seemed to be mildly improved. Riding in the sand, you don’t have to work your brakes as hard, as the heavy track surface helps your machine scrub off speed, so we really didn’t get to punish the brakes as much as we would have liked. We do know that back in 2004, Jeremiah Jones had some issues with brake fading due to too much heat build up in the brakes. Switching rotors cured his problem for him, so as a precautionary measure, and for additional performance, we would definitely recommend adding Streamlines Blade Rotors for the Pro Am ranks.
