2018 Yamaha Raptor 700 Review

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2018 Yamaha Raptor 700 Review

2018 Yamaha Raptor 700 Review A great driver can drive any sport ATV well, but few machines make almost every rider or riding experience better. In our 2014-in-depth review of the Raptor 700R, we have found that it is perfect for almost every adult rider with some off-road experience. The phenomenal performance and handling of the Raptor inspires the much experienced, while its driving ability gives a novice the confidence to relax.

In the 2015, Yamaha has set 10% more horsepower on the ground and mid-range so that the engine feels even more unstoppable under load. The new suspension settings were at the front with slightly firmer spring rates, with softer initial damping, reduced rebound damping and an increase in the ride by 2 mm.

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The rear shock received 5mm more preload, plus slightly increased compression and rebound attenuation. New, taller front Maxxis tyres are designed to roll smoothly through bumps while improving directional control in sand or loose dirt. Based in Ohio and testing in the sand of the beautiful Oregon dunes, while the engine updates were obvious, the other changes were slightly more difficult to fully evaluate.

In this sense, we have acquired a 2016 Yamaha 700R to test on the trails and even a motocross track in our neck of the forest for further evaluation. To assess the diversity of the Raptor’s performance, we have reached the trails at Haspin acres in Laurel, Indiana and a private practice trail in the north of Kentucky. Test drivers included 44-year-olds, 5 ‘ 8 “, 196-lb, Rob Ray, a very experienced game rider who is accustomed to pushing the stick-sport ATVs hard, and the 18-year-old, 155-pound Jordan Trimble, a national motocross competitor of the C-class. Both are highly qualified riders who offer different backgrounds and perspectives.

The Raptor 700R is powered by a liquid-cooled 4-stroke engine with a four-valve, double-overhead-cam-head design. With a bore and a stroke of 102.0 x 84.0 mm it reaches its 686cc displacement. The profit of 10% of the PS last year was the result of a new single exhaust port head with a higher compression piston, which was raised from 9.2:1 to 10.0:1, in addition to a new cam profile, a newly designed exhaust system with stainless steel header and a revised fuel injection settings.

The compression ratio is still on the conservative side for a modern sports ATV, which allows for excellent reliability and the use of cheap pumpgas, although we only burn premium or better fuel, which is the octane Falloff in Over time. Yamaha even adjusted the counterweights to prevent the engine from collecting unwanted vibrations. Needle bearing equipped rocker arms help to reduce friction. A ceramic-coated cylinder reduces friction and heat build-up, while a forged aluminum piston, connecting rod and crankshaft help reduce the interchangeable mass for faster throttle response.

The air-fuel mixture is handled by a Yamaha injection system supplied by a 44mm throttle valve. Electric start brings the Raptor to life the engine is paired with a five-speed manual gearbox with reverse gear. Pull the clutch in the first gear and turn the knob on the right front fender to move downwards. The end drive is handled by a did-X-ring chain, which makes Yamaha feel that it holds oil and dirt better than a standard O-ring chain.

What has always made this engine so brilliant is that it can be dragged around at a good pace, or twisted and ripped. Now, in our second round with the updated engine, it’s obvious that it’s both a bit better than before. The engine begins to pull immediately out of the idling, with enough torque and horsepower under half the throttle, which it easily turns its way up to the hills. The exit turns up a gear, the engine grabs life and takes up the speed with the authority when you crack the accelerator without having to slide the clutch in search of RPMs.

If you barely reach the middle class, the power supply is seamless when you enter the meat of the power band. Just get the big 700 spun a little bit; It jam corners and feels unstoppable on climbs. On the track or faster trails, the 700 quickly builds RPMs for a large single that can be updated in a hurry. Power builds up until you enter the upper end of the power band, where it gradually begins to scan. This keeps them on the rise before the speed limiter jumps in, which increases the reliability. The raptor reaches in haste 60 mph, with much acceleration left. We have never reached the top speed of 70 + mph.

The Raptor was the first ATV to use a hybrid aluminum and steel chassis that enabled Yamaha to maximize power and save weight as needed. A removable aluminium sub frame, cast aluminum Swingarm and aluminum uppera arms add up to the weight saving. Front-end geometry is very similar to the original YFZ450 with the A-arms tightly together preventing unwanted bump steering.

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KYB shocks at both ends feature spring preload, high and low speed compression and rebound attenuation adjustments. You control an impressive 9.1 “of suspension rides forward and 10.1 ” from connection-supported rear ride.

The suspension at both ends last year received new settings to complement the increased performance and the new 1 “Taller, 22 ” Front Maxxis tires. The rear shocks received 5mm more spring preload, plus slightly stiffer compression and rebound damping. The front shocks received a small increase in the ride by 2 mm. The dual-rate front springs are characterized by a slightly stiffer spring rate in both stages. The compression damping was reduced slightly in the first part of the stroke and the rebound damping decreased.

2018 Yamaha Raptor 700 Review

  • MSRP* $8,299 – Team Yamaha Blue/White
  • Engine Type 686cc liquid cooled w / fan, 4 timed; SOHC, 4 valves
  • Hole x Strain 102.0 mm x 84.0 mm
  • Compression Ratio 10.0: 1
  • Fuel Distribution Yamaha Fuel Injection (YFI), 44mm
  • Ignition 32 Bit ECU
  • Starting System Electric
  • Transmission 5-speed w/reverse; wet multiplate clutch
  • Drive Train 2WD; sealed O-ring chain, eccentric adjustment