These days many manufacturers are searching out the popular niches of the booming ATV market and competing with those already there. Yamaha has done just the opposite with their new Kodiak 450, they're taking their best-selling toy and leaving. That's right, if the former competitors want to play in the Kodiak's neighborhood, they'll have to bring another 50ccs.
Not content to merely rule the premium 400cc roost, Yamaha took their most popular ATV and added most of the 660cc Grizzly's features. Things like Yamaha's On Demand differential lock and a full digital console are no longer just the domain of Yamaha's flagship, but have trickled down to this light heavyweight. We say light heavyweight because although the so-called middleweights in the 400cc class displace less than the big boys, most still weight about 600 pounds dry. The Kodiak on the other hand tips the scales 50 pounds lighter at 550 dry. So more power, less weight, sounds like a winner right? Well, we'd have to ride the thing to find out for sure.
For this privilege Yamaha invited a few publications out to the San Gabriel Mountains, just north our little village, to try out their fully packed 450 on terrain consisting of fast fire roads, sand washes, rock crawls, and tough hard pack hill climbs. This (as always in California) leaves out mud and rich, loamy earth, but covers a variety of conditions nonetheless.
A closeup of the Maxxis T...
A closeup of the Maxxis Tires
First, for those of you not familiar with the Kodiak, it was introduced for 2000. Yes, there was a previous model with the same name, but the 2000 Kodiak was close to the current iteration--light and capable--while the old one (1999 and before) was like a Sherman tank. Apparently, there are just not enough bear names in the world for Yamaha's marketers.
The Kodiak is powered by a four-stroke, single-overhead-cam, liquid-cooled mill, this time displacing 421cc. Power is put to the ground through Yamaha's Ultramatic transmission, which has two ranges and transfers engine-braking via a one-way clutch. Yamaha's engineers claim the constant tension on the belt makes for a longer life. Four-wheel-drive is switchable and so is a front differential lock for maximum control over traction. Discs all around handle braking (40 percent more stopping power than before), while suspension duties are executed by dual A-arms up front and a swingarm in the rear.
We mentioned the new multigauge earlier; it contains readouts for speed, drive system engaged (2WD, 4WD or differential lock), mileage (overall and trip), hours on the motor, clock and gear selected. It's missing the (integrated) fuel gauge from the Grizzly, but a separate gauge sits on the tank. Cooling has been improved this year with a larger radiator, mainly for rider comfort on hot days.
To say the Kodiak is loaded would be an understatement. It continues a trend of nonflagship models getting a flagship's worth of accessories and equipment. Yamaha proudly informs us the price for all this is nothing. Zero, zilch, and if you account for inflation, it's even cheaper than the 2002 model. At $6199, the MSRP hasn't changed a penny. Perhaps best for some, the Kodiak is now proudly made in America.
To begin our shakedown we started the Kodiak easily, the thumb-starter firing instantly with no hesitation. The 450 will start in any gear with the rear brake engaged. We took off on some easy rolling trails with a few whoops. With plush suspension and a very responsive transmission, the whoops were a nonissue; the Kodiak will let you skip over them (not too fast) or roll with them, your choice. In slower off-camber corners in two-wheel-drive, there seemed to be some roll in the front end, making the Kodiak feel a little unstable. But in four-wheel-drive it wasn't an issue.
A tight sand wash allowed the Kodiak to show off its supremely light and nimble steering, slicing through tight confines confidently. At the end of the wash was a tricky little rock climb-out, but the Kodiak continued to impress by clawing right up it. Our first try was so easy we did it a few more times, elevating the speed, and we can say that even without engaging the differential lock, it scampers up rocks like a bighorn sheep. Through all of these terrains the new motor performed flawlessly, churning out however much torque was needed in a very user-friendly manner. Our only concern was the plastic skid plate. While it deflected us over some nasty rock piles, we think serious rock hounds might want something beefier. We didn't break anything but it seemed we were beating it pretty hard.
Out on some open fire roads we discovered where the Kodiak stole all that wide, meaty power from...on top. In our very informal test we got the Kodiak up to an indicated 52 mph on a long, straight stretch of road. Granted we were at over 5000 feet, but the motor tops out about the same time as the chassis, life over 50 is simply not enjoyable. But then it is a utility machine--not to say it's incapable of having a good time. It's a total blast up to 40, and really, on any road capable of much more speed you might as well use your truck.
In more technical hill climbs and off-cambers, the Kodiak continued to shine, its footing precise and power predictable with good traction and feedback from the Maxxis doughnuts. The earlier stated rollover tendency was nonexistent at a mountain-climbing snail's pace, and the soft suspension conformed to surfaces and kept in contact remarkably well for a machine with a swingarm.
A tight spot affords a good...
A tight spot affords a good look at the Kodiak's racks
In one precarious climb on semi-hardpack, the machine dug in, but we were able to reverse without incident (i.e., the ATV tumbling off a cliff), clinging to the face of the hill with some nice engine-braking and well-controlled brakes.
On the big hills, the torquey motor lets you ascend at any speed you like; very little entry speed is necessary. The light steering comes into play again as picking a line is effortless. The differential lock was rarely necessary, but when engaged, the steering effort is lighter than on many other ATVs though still noticeably heavier than without the lock.
We didn't get a chance to haul any luggage on the racks anywhere near their 264-pound weight limit, but we would definitely suggest some additional preload before doing so. The suspension is quite comfy at the stock settings but very soft.
Most of these riding impressions contrast starkly with Yamaha's flagship, the Grizzly. The Grizzly is punchy, aggressive, loves to rev out and really scream...loudly. You ride it with muscle and authority, forcefully taming the big beast; it's a bit unruly, but it's supposed to be.
The Kodiak is the polar opposite, pun intended. Its plush suspension and refined handling, easy-to-use torque and a subdued exhaust note are not for the beast master in all of us, but rather for the rider who desires power when power is needed and manners when not. The Kodiak is a hard worker that's fun to ride in demanding situations--or otherwise.