liked to use diff-lock for this climb. Even with a ledge to bounce the
front wheels, the machine stays composed and keeps on climbing with
You might wonder, does Yamaha
really need a 350, 450, 550 and 700 Grizzly? In our opinion, the Grizzly
family is pretty essential, and speaking of the Grizzly 450, we are
very glad to have it in the line of serious Yamaha 4x4 quads. The basic
machine hasn’t changed since the new frame, rear brake and EPS upgrades
in 2011. For those with a yen for simpler times, this Griz’ is
carbureted, with all the benefits in simplicity you gain with a carb.
Sure, you have to use a choke in the morning, but the 450 runs very
well, and we did not miss EFI in this case. Certainly the 450 is on a
different level from the Grizzly 550 in terms of power and chassis size.
Engine performance is perhaps not as great a step as between the 550
and 700. In terms of chassis, though, until 2014, the 550 and 700 shared
a chassis, but the 700 gained upgraded suspension in 2014. We wouldn’t
be surprised if they share a chassis again in 2015. The 450 uses a
chassis with an all-new frame, power-steering option and sealed, wet,
multi-plate rear brake originally released in 2011. As a result, the 450
is physically smaller in many ways than its bigger brothers.
IS SMALLER GOOD?
always, Yamaha did a great job making the Grizzly 450 look modern and
tough. Our Steel Blue model stayed looking great. We were never bothered
by the CVT cover’s bulge while riding.
case, we have to say that having a smaller, lower machine does have its
advantages. The machine is physically narrower, with a shorter wheelbase
and shorter suspension travel than the 550. In the front, the travel
difference is roughly an inch, but closer to 2 inches in the rear.
Overall curb weight is down as well, and that is always a good thing.
Surprisingly, the ability to work is equal to the 550, with an identical
1322 pounds of towing capacity and 88 pounds of carrying capacity for
the front rack and 176 pounds for the rear rack.
WHAT DOES IT HAVE?
multi-function display is well-protected and very informative. It is
easy to read at a glance, as well as easy to see in bright sun or in
The controls are properly simple and
easy to use. You must use the rear brake pedal, since it won’t shift the
auto transmission without depressing the rear brake pedal. We usually
just use the hand brakes while riding. Like all Yamaha CVT products, a
sprag clutch in the transmission provides all-wheel engine braking in
4WD modes and reverse. It offers simply incredible engine braking in
4WD. Add just a touch on the hand brakes for the steepest hills. No
complaints about the braking when you do need to use them. The rear
multi-plate wet brake is totally sealed, and it should last a very long
time. We found that it works great with fine feel, just like a quality
disc, but more reliable.
will find that you use this four-way switch a lot. For us, 2WD was fun
on the roads and flats, 4WD was effective most of the time, and for
anything tough, we went for diff-lock 4WD. With EPS, the stiffer
steering common with diff-lock was a nonissue.
throttle housing has two buttons and a covering switch that Yamaha
calls Three-Position On-Command. The in/out button feature lets you
switch between 2WD, limited-slip 4WD and fully locked differential 4WD
with ease. The left-side switchgear has kill, start and light functions,
and since it is a carbureted engine, a choke lever as well. We expected
jetting to be lean and the machine to be cold-blooded running a carb in
these days of EFI, but the engine had excellent manners hot or cold.
found the Grizzly 450 had plenty of power to let us get out and get
away from the city dwelling. When you are ready to turn, it is raring to
go with you.
is obvious that Yamaha wanted performance for the 450 engine, but they
wanted it to be easy to maintain at the same time. Just two valves
actuated by rocker arms fill that bill. Simple screw-type tappets set
the valve clearance. No shims needed here. There is a balance shaft to
keep the vibes in check, and there is a back-up pull starter that we
love to see on a utility machine. Like the bigger engine, the cylinder
is inclined (45 degrees) to keep weight low. Rubber engine mounts
further isolate engine vibration. With a CVT, it is important for the
engine to run very well in a relatively short rpm range. Then, you tune
the CVT to maximize the power by keeping the engine in that rpm range.
Induction is handled by a 33mm Mikuni BSR carb, and the engine breathes
out through a pleasantly quiet and responsible exhaust system. It has a
cleanable spark arrestor, but we doubt it will need care for many years.
The 450 is liquid-cooled. A high-capacity aluminum radiator with a fan
motor is positioned high in the frame for protection. We never had the
fan come on while we were moving. The light alloy cylinder uses a
bombproof ceramic-composite-plated bore. It is designed to outlast
several cast-iron bores, yet keep piston and cylinder heat expansion
The Yamaha Ultramatic CVT belt-drive transmission
also uses an automatic centrifugal clutch to maintain belt tension. The
design reduces belt wear, and in our experience makes for a very smooth
response to the throttle that is great for slow, tough conditions. The
transmission case is sealed, but it does have a high-intake vent to
allow cooling air in and keep water and dirt out of the belt case.
WORK AND PLAY
is no mistaking the family resemblance to the larger Grizzlies. They
all have daddy’s nose. The uniform look of the line-up is fine with us.
We like the Grizzly look.
Despite the carburetor,
the Grizzly lights up quickly and is happy to pull a load right away.
We never noticed that the performance was affected by either weather or
altitude. The response is not as instant as an EFI engine, but we like
the trade for less complexity and the back-up pull starter. The engine
is willing, and it pulls well to a little over 50 mph. For best results,
you will find that you run the transmission selector in low range about
25 percent more often than you would on the 550. Performance is spry in
low with instant acceleration. At the same time, the low-speed control
for slippery rock and root crawling is very rideable. Our trail sections
were broken up with some groomed two-track, and we were able to push
the Grizzly hard with no brake fade. We felt some roll in the tires, but
not too much from the suspension. We actually had the new 700 Grizzly
along, and its longer travel feels a little more cloud-like over small
bumps. The shorter-travel 450 feels more planted, with a more crisp feel
to the initial suspension movement. There is good wheel control, but
not as much plushness as the larger Grizzly exhibits. Being narrower,
shorter and having a tighter turning radius paid off in tight
conditions, though. At speed, there seemed no greater tendency to lift
the wheels while cornering hard. With the EPS, the steering is always
light and predictable.
rock and root garden was in a place where we did hear the skid plates
get used. The 450 power and CVT tuning is flawless for technical riding
We got our share or low-range rock
crawling and climbing in. We even had to deal with a sudden blind ledge
in an already steep climb. The 450 waltzed right through all of it. The
lower CG seemed like a decent trade-off for the slight loss in initial
plushness. Despite being shorter, the machine is not prone to crazy
wheelies in rough climbing. There is plenty of power without there ever
being enough to upset the chassis. We were more than happy playing on
tight trails. We weren’t so excited to work, but the Grizzly was fine
there as well. LIVING ROOM
riding position is open and roomy, with a cushy seat that adds to the
suspension feel. The machine is a little more compact, but was plenty
comfortable for riders over 6 feet tall. The Grizzly has one of the
better standing riding positions in the 4WD world, and the 450 continues
the tradition. All of the controls feel like they are right where they
should be. The efforts are light but accurate for technical work. The
floorboard area really leaves your feet happy and protected. We only got
in a little mud and water, and coverage at the feet and from the
fenders is very nice. As much as we love the 700, there was no game of
rock-paper-scissors required when the riders swapped machines. The 700
is faster but feels bigger. The 450 feels a little more compact, but
trades you for responsive handling. We were happy on both machines for
different reasons. We didn’t try dragging an Elk, but we never found
anything that the 700 would do that the 450 would not. We did find some
gaps that the 450 would fit through and the 700 would not. With the
diff-lock on in low range, the 450 will really get the job done. Having a
chassis that is both nimble and calm just helps.
while cranking turns on off-camber terrain, the 450 stays planted. The
relatively compact size would seem to be a negative point here, but it
Yamaha does have one really cool feature
for the 450: the 2014 model is $500 cheaper than the 2011 model was. You
have to love negative inflation. For any sort of tight trail use, the
450 is the machine to have. We liked it on the trail, and even more so
when it came time to load it on the trailer. It certainly isn’t petite
by any stretch, but it is just a bit smaller when it counts. The 450 is
not smaller in the heart. It had the spine to tackle anything we dared
with excellent results. Consider this the SUV of quads—Sporty Utility
Vehicle. Able to work but born to play.
2014 YAMAHA Grizzly 450 Engine 421cc, 4-stroke, liquid-cooled, single SOHC Bore x stroke 84.5mm x 75.0mm Fuel system Mikuni 33mm BSR Fuel capacity 4.0 gal. Starting system Electric Final drive Shaft Chassis N/A Suspension/wheel travel: Front Independent double wishbone/6.3" Rear Independent double wishbone/7.1" Tires: Front Maxxis AT 25x8-12 Rear Maxxis AT 25x10-12 Brakes: Front Dual hydraulic disc Rear Sealed, oil-bathed, multi-disc Wheelbase 48.5" Ground clearance 10.8" Seat height 33.1" Turning radius 118" Total rack capacity 88 lb (f)/176 lb. (r) Towing capacity 1322 lb. Curb weight 606 lb Color Hunter Green, Steel Blue, red, Realtree AP HD Camo Price $7199 (hunter green, steel blue, red); $7549 (Realtree AP HD)
The rear independent suspension offers welcome ground clearance and has superior action when you hit angled bumps or ruts.
like the no-tools air-filter access, modest but usable storage and the
heavy-duty rack. The steel rack is not as fancy as some, but it has
plenty of tie-down points. The toolkit is basic but handy nonetheless.
We used the air gauge more than any other tool.
is always comforting to know that the underside is covered. Composite
skid or glide plates handle the underside protection quite well. We
didn’t bang them up much.
WARNING: Much of the action depicted in this magazine is potentially dangerous. Virtually all of the riders seen in our photos are experienced experts or professionals. Do not attempt to duplicate any stunts that are beyond your own capabilities. Always wear the appropriate safety gear. Copyright 2008 Hi-Torque Publications, Inc. All rights reserved. Console Login