CDR Yamaha’s YZ450F: 5 Differences

Having racked up 36 titles in two decades, CDR Yamaha obviously knows a thing or two about bike prep and set-up. But that doesn’t mean team riders, Kade Mosig and Dan Reardon, both use homogenised set-ups. In fact, closer inspection of the team’s two YZ450Fs reveals the two riders’ race bikes come with several differences, each designed to suit their personal preferences and/or vastly differing riding styles.

We asked CDR Yamaha technician, Mike Landman, to detail the two factory bikes’ variances.

1. TRIPLE CLAMPS

To allow him to personalise the feel of the chassis to different tracks, Reardon uses the Xtrig upper and lower triple clamp combination, which comes with an eccentric steering stem that can be spun 180º to alter the triple clamp offset. “Kade did try these Xtrig clamps,” Landman explained. “But after a number of race meetings, he decided to return to the standard clamps, which he felt he had a better feel with.” Both run KYB’s special A-kit air-sprung fork (dialled to their individual preference) plus Renthal TwinWall bars and grips.

2. BAR MOUNTS

Despite conceding that rubber-damped bar mounts are more likely to twist in a crash, Mosig opts for Yamaha’s stock bar mounts. “Basically, I don’t plan on crashing,” he says with a laugh. “Honestly though, that risk is small relative to the much better feel I get with the rubber-mounted set-up.”

Reardon, on the other hand, uses Xtrig PHDS (Progressive Handlebar Damping System) bar mounts. They’re hard-mounted to the top triple clamp (to prevent twisting in a crash), but use elastomer spacers between upper and lower mounts to take the jarring and vibration out of the bars. They also come with a larger range (three mounting holes) of adjustment.

3. LAUNCH CONTROL

The launch control system is now standard equipment on the 2016 Yamaha YZ450F, but Mosig has been using it for the entire 2015 season. The system is designed to change the engine mapping to get the bike out of the starting gates more efficiently, and is engaged by the rider pressing the bar-mounted button. Reardon chooses to not use the launch control. In fact, he has the complete system removed from his bike.

Both riders use the same holeshot device, although notice how they’re positioned at different heights on each bike’s fork guard. This has been fine-tuned to match each rider’s starting technique.

4. SWINGARM

Despite the swingarm itself being a standard item, it’s reinforced via a welded seam to give Mosig’s bike a stiffer, more rigid feel in the rear-end (interestingly, Romain Febvre’s world-title winning Rinaldi Factory Yamaha uses a very similar mod). Mosig also runs thicker engine mounts, saying the added rigidity helps his bike track better in ruts and stops it “wagging its tail” through big whoops.

Reardon, however, doesn’t like the feel of the reinforced swingarm. “Dan prefers a more supple feel from the rear-end of his bike,” explains Landman. “It’s just a rider preference thing. I don’t actually think there’s a day and night difference in it, but guys at this level have a very refined sense for what the bike is doing on various bumps and they know exactly what they want from it.”

Rumour has it that both CDR 450s have had about 1mm shaved off main spars of their perimeter frame’s to promote extra longitudinal flex for a more compliant ride and better front-end traction, but Landman was not prepared to confirm or deny that. In any case, this frame mod comes standard on the 2016 production bike. And instead of reinforcing the swingarm itself to give the rear-end more torsional rigidity, the 2016 YZ450F achieves this by beefing up the frame’s dimensions around the footpegs and swingarm pivot.

5. BUMP SEAT

One of the most obvious features on Reardon’s bike is the bump seat. It’s situated close to the centre of the seat itself and helps to keep him positioned on the bike without sliding back. Rather than insert a bump, Mosig’s bike actually has 5mm cut out of the front portion of his seat, which creates a more subtle edge to help his arse in place.