2026 Yamaha YZ450F Review

While it may resemble the current model, Yamaha has taken a different approach for 2026 with a heavily updated version of its flagship motocrosser, the YZ450F. Unlike other Japanese manufacturers—Kawasaki, Honda and Suzuki—that kept their bikes unchanged for the new model year, Yamaha made significant changes. The YZ450F is now in its fourth year of the current generation (2023-plus), and the brand has doubled down on numerous upgrades.

Photography by Kit Palmer

The Yamaha is a front-runner in the pro ranks and in every 450 shootout, so why change it? To make a long story short: sound regulations. With the AMA and FIM implementing new sound restrictions in the near future, manufacturers are being forced to modify their bikes to comply. The idea is that you could buy a stock bike on Friday and line up for an AMA/FIM-sanctioned race on Saturday without modifying the exhaust and still pass the sound check. Even though these rules were pushed back another year in the U.S., Yamaha stayed the course with their ‘26 model, which is ready for sound tests whenever they are imposed.

To comply with the forthcoming rules, Yamaha added a resonator and a duct inside its forward-facing airbox to reduce extra noise. This works with the updated throttle body and intake ports to give the air a straighter path into the engine. In short, less air tumbling at the front of the bike means less noise.

The exhaust system features a new design with an additional resonator on the header pipe, tucked neatly behind the frame. The rear muffler is angled downward and features a redesigned baffle. The overall length of the muffler has also been shortened. These changes are once again geared toward reducing sound while still maintaining power.

Up front, the YZ now comes standard with a Nissin hydraulic clutch. Previously, the Yamaha rolled off the lot with a cable clutch, but you had the option of switching over to a hydraulic unit courtesy of the GYTR catalog. Now, the Nissin is the sole option, as the engine cases are specifically designed for the hydro clutch. Yamaha engineers stated that their goal was to maintain the same lightweight pull feeling of the cable while transitioning to the new hydraulic design.

A new flywheel was added to help smooth out the power curve. Out back, there’s a larger 51-tooth rear sprocket compared to the previous 49-tooth unit.

The outlet pipe on the right side of the cylinder has also been updated to a stronger aluminum design, replacing the weaker plastic one previously used.

The frame, primarily the down tube from the steering head to the engine, was also redesigned for 2026 to provide a more planted feel. The neck area is 5mm thinner, as is the engine cradle, which now has new, thinner engine mounts to match. This slimmer design is said to offer a more “relaxed” feel with less overall bump response.

To match the updated frame, a new KYB shock was installed at the rear of the bike. The new design includes a larger piston with more ports, which allows for increased fluid flow. The shock also has a tool-less adjuster on the side for easy clicker adjustments. Up front, the KYB SSS fork features new settings to suit the updated frame and shock.

Yamaha’s bodywork is streamlined for the new year, and you only need one 8mm T-handle to remove the shrouds, fenders and other components. A new gripper seat cover is also added, while the seat foam and overall shape remain the same. The rear fender has also been redesigned for better leverage when lifting the bike onto the stand.

Yamaha’s Power Tuner app returns this year with features to customize the bike’s engine character, log notes, and view maintenance schedules. The bike’s mapping has also been updated to meet new sound regulations while still delivering that powerful Yamaha performance. A new ECU lock feature has been added within the app, which, when activated, requires a password to start the motorcycle.

All these modifications added one pound to the YZ’s wet weight (now a claimed 243 pounds) and resulted in a smoother, more controlled engine feel. Although we didn’t dyno this bike, we are informed that the 2026 YZ has slightly less overall horsepower than its predecessor.

The 2026 YZ450F is available in two colors: traditional Yamaha Racing blue and a 70th Anniversary Edition featuring white, red, and black coloring. You’ll pay $200 more for the Anniversary Edition.

Laps Time

Yamaha brought a 2025 model and allowed us to do some back-to-back comparisons during our first ride test. Even though the Yamaha YZ450F is known for being the fastest-feeling bike in the 450 class, it can be tough to ride over a long moto. Its raw power and snappy throttle response give it an aggressive personality like no other, but, based on my experience, riding the Yamaha tires me out faster than some of the other 450s. The 2026 YZ450F is noticeably more manageable. I immediately felt more in control and for a longer time on the ’26 thanks to its mellower power curve. The YZ is still feisty, but it has more manners now.

The initial roll-on isn’t as aggressive, and the transition from bottom to mid is much more linear. You can still rely on strong torque to pull you out of a tight inside line or load up the throttle to clear a double immediately out of a turn. I didn’t have to fear for my life while riding the new YZ; instead, I could actually use the power to my advantage and enjoy the moto for longer than three laps.

Normally I find myself taming down the Yamaha’s engine to make it more rideable, but on the ’26, I eventually opted for a more aggressive map. If someone had told me I’d do this a year ago, I’d think they were crazy. Just a few slides forward on the Power Tuner app gave the bike a more powerful feel, helping with carry-through on the faster top-end sections of Cahuilla Creek MX, where we rode the new YZ. The more aggressive map balanced the wide-open feel of the ‘25 with the smoother version of the ‘26.

The overall fueling is noticeably cleaner on the new bike. There’s less gurgling and popping from the airbox/exhaust combo, which aids in a smoother feeling from the first crack of the throttle. This also contributes to a lower sound from the front of the bike, something the Yamaha desperately needed. Even without earplugs, the induction noise from the airbox is muffled and less obnoxious. These updates make the bike feel much more refined as soon as you fire it up.

Updates to the frame continue to boost rider confidence. The new chassis overall feels more planted to the ground than the 2025 model. When testing back-to-back, the ’25 felt more skatey and less predictable, especially at high speeds. The ’23 and newer Yamahas have excellent turning ability, but they sacrifice some of the high-speed stability that we liked about the earlier models from ’22 and earlier. The 2026 model now feels more glued to the ground and provides the rider with more trust when leaning into a corner. This is the best version yet from the new-gen Yamaha, combining the nimble agility of the ’23+ with the straight-line stability of the ’22. Pair this with smoother throttle response, and you get a bike that feels calm, cool and confident anywhere on the track.

The suspension department is always one of Yamaha’s strongest attributes, and this year is no different. The KYB SSS fork is well-liked and helps boost the YZ’s on-track comfort. Small-bump compliance is top-notch, and it resists bottoming even on the biggest hits.

My preferred suspension setting was four clicks softer on the compression (thank you, tool-less adjusters) and two in on the rebound. This helped free up the function of the fork, allowing it to work more effectively with increased weight on the front wheel. We also went one click in on the rear shock’s compression, along with one-quarter turn out on high speed. The suspension changes were recommended by Yamaha’s test rider, Travis Preston, which helped the bike stay planted through the bumps and gave it a more predictable feeling throughout the track.

Yamaha’s new hydraulic clutch is a point of contention, but we have to admit that it provided good feedback throughout the day. Yamaha was one of the last manufacturers to use cable-actuated clutches, but it finally made the jump to hydraulic. Even going back-to-back with the ’25 model, it was hard to tell the difference. The engineers did a great job at keeping the lever pull nearly the same from cable to hydro. I prefer the finer point of engagement with cable clutches, but the hydraulic unit on the Yamaha didn’t hinder my riding experience in any way. If you are an absolute, no-doubt die-hard cable-clutch user, I don’t think you’ll have a big issue changing over to hydraulic with the Nissin unit on the Yamaha.

My only complaint with the new YZ is the footpeg mounts. They stick out too far from the frame, and I ended up standing on the mounts instead of the actual pegs multiple times. This forced me to take a half-step away from the frame to get a good bite from the peg to my boot. I’m sure there will be good aftermarket solutions for this, but it did take some getting used to.

I’m also still not crazy about the Yamaha seat shape and foam density, but the new seat cover does do a better job at holding the rider in place.

Manufacturers face a tough challenge: creating a faster bike that can be detuned or a slower bike that can be “tuned up.” Either way, not everyone will be satisfied. The 2025 YZ450F wasn’t a bike that needed more power; I found myself detuning it every time I rode it. Now, with a smoother power curve, I can ride the new YZ450F longer, faster, and feel more comfortable doing so. Yamaha addressed my two biggest complaints by offering a more refined engine feel and improved high-speed stability in the frame and suspension. This bike still ranks among the top 450s, but it should now appeal to a broader range of riders. CN

VIDEO | Everything You Need To Know About The 2026 Yamaha YZ450F

 

 

2026 Yamaha YZ450F Specifications

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