After we saw this thing for the first time, we hit our heads. Duh! This one is a no -brainer. Yamaha has seen success with the Limited Edition Raptors and Banshees, so why not extend the LE label to the YFZ?
There are no performance changes with the LE models, but somehow they look a lot faster! We rode this one at Glamis with the LE Banshee and LE Raptor. Look for a duning comparison in the next issue!
The ATV YFZ450 LE will be available in May 2004. Pricing should be along the lines of the other LE models — $200 more than the standard colors.
The entry-level, tried-and-true Yamaha Breeze also gets a facelift. No longer is this little 124cc four-stroke a little machine that gets pushed around. Now it is named after the mighty Grizzly 660!
This machine, also available in April 2004, doesn’t have a price set, either. Colors will be Steel Blue and Hunter Green.
“We didn’t exist in the 400cc-plus sport market in 2001,” said Rod Lopusnak, Suzuki ATV Marketing Manager. “It’s clear Honda and Yamaha dominated the sport ATV market.”
Suzuki diagnosed this as an obvious problem. To solve it, Suzuki unleashed the Z400 late in 2001.
“In seven and a half months, from April 15, 2002, until now, Suzuki took a commanding position of 22 percent in the 400cc+ market,” Lopusnak said. “We were the No. 1 selling sport model in the United States, and so far in early 2003, we’ve clearly been the top-selling model.”
The Z400 and other models (Vinson 500s, Eiger 400s) have continued to improve Suzuki’s marketshare and brand recognition. Suzuki says it hopes to repeat the Z400’s success with its newest model, the QuadSport Z250.
According to Suzuki, the number of entry-level ATVs sold in 1996 was roughly 12,000. In 2002, this segment grew 22 percent; slightly less than the 400cc-plus category.
Suzuki numbers show Honda, Yamaha and Polaris as the 250cc sport quad marketshare leaders, but it plans on changing that.
Lopusnak sees the Z250 as a vital piece to the overall marketplace puzzle. He says the new quad — which retails for $3,899 — should appeal to wide demographic, from 16-year-olds to 60-year-olds. Lopusnak said the benchmark, in terms of retail pricing, for the Z250 was the Honda 250EX.
Lopusnak says Suzuki used industry surveys and dealership visits to help develop the Z250. “Our findings are these people wanted (this model) to be performance oriented,” he said. “They want to know it’s a sport quad and to look like a sport quad. They also wanted it to be easy to use, low maintenance; just simple. They also wanted it to resemble the LT-Z400 and continue to build brand loyalty and recognition.”
Compared To The Ozark 250
The Z250 shares its powerplant with the ATV Ozark 250 utility quad, only with certain key alterations. Suzuki wanted to avoid settling for turning its Ozark 250 into a sport quad.
Suzuki claims the Z250 engine produces roughly 15 percent more performance than the Ozark powerplant. Suzuki engineers achieved this by adding a new intake and exhaust system, special gear ratios and a new crankshaft. Lopusnak said a lot of thinking went into the Z250. Suzuki even added a 29mm Mikuni flat-slide carburetor — a smaller but similar design to what feeds the Z400.
“The engine is positioned at a 37-degree angle to create a lower seat height and increase ground clearance, which in turn, helped improve handling,” Lopusnak said.
Its dry weight is 38 pounds lighter than the Ozark’s overall weight. With less weight and an increase in performance, people should feel the power gains compared to the Ozark. I weigh roughly 200 pounds with riding gear, and the Z250 didn’t hesitate with me aboard. It always had plenty of power for any section of the Little Coal River Trail portion of the Hatfield-McCoy trail system, where I tested this unit.
I wished the Z250 had more top-end speed for the long straightaways, but realize this is an entry-level unit with a 246cc engine. The thumb throttle action was smooth and responsive; the result of the flat-slide carb and crank web design, according to Suzuki. I felt comfortable knowing this torquey little engine could pull me up an embankment or over a mid-trail obstacle.
Simple & Smooth
The five-speed transmission was smooth and the automatic, centrifugal-type clutch cut down on fatigue.
The engine has plenty of torque. This section of the Hatfield-McCoy trail system has several off-camber winding trails skirting along a steep cliff and a high-rising hillside. While in a higher gear, I maintained a more controllable speed, with no need for clutching, and could coax more power when I needed it. The addition of the reverse gear increased this quad’s maneuverability and comfort levels, especially on difficult trail sections.
“A wide powerband and an automatic clutch were also requested (in the survey),” Lopusnak said. “Seventy percent of the people wanted to have an automatic clutch versus a manual clutch.” Other requests asked for a maintenance-free shaft drive, storage compartment, updated petcock and electric start.
Most buyers of these models prefer not having to do as much maintenance, and like the durability of the shaft drive.
Suspension/Chassis
This quad loves a tight woods trail. The narrow chassis, nimble-and-quick handling characteristics and controllable power are ideal for dicing through dense forests. These features blend well with the engine’s low-end torque and useable powerband.
Though small, the Z250 is not cramped. Overall, it’s shorter than both the Honda 250EX and Yamaha Blaster, but is wider and has a longer wheelbase, improving stability and handling.
Suzuki engineers opted for a fortified steel-tube frame. The fuel tank bracket and rear seat rail areas are reinforced to increase the chassis strength. The subframe is permanently attached, but the unit does have a removable grab bar. Skid plates are standard to protect the engine and rear differential.
Unlike most entry-level quads, the Z250 is equipped with an adjustable spring preload suspension, front and rear. “You’ve got entry-level people who have never really ridden an ATV to people who are getting back into the market buying this model,” Lopusnak explained. “The suspension adjustability, from the various weights of this wide range of potential buyers, lets them adjust and specialize the product for the riding needs or the size of the customer.”
I found the stock preload setting of two clicks from full soft almost ideal. The only trouble was on a mid-trail jump with a flat landing, but one position stiffer on the front helped smooth the landing for me.
Suzuki has already updated the Z250’s rear shock. The original single adjustable rear shock didn’t hold up to tests on U.S. soil.
The product was initially built and developed in Japan, but Suzuki did a lot of testing in the U.S., and said it could push the envelope even further with the suspension; to better it. Suzuki engineers had Kayaba KYB develop a shock with a piggyback reservoir. “Through testing and R&D, it worked out to be a much better,” Lopusnak said. “This product would have been a natural update for 2005, but we had time and they were able to supply us with the shocks, so we added to the 2004 model.”
The sporty low-profile Dunlop rear tires work well. In tacky soil, the tires hooked up nicely. In dry hardpack and on several of the pebble-covered corners, the tires allow riders to kick the back end around and hammer through the turn.
Strategic Planning
Suzuki’s plan in the marketplace involves introducing more competitive models with similar price points to the competition.
“If you look across the board that’s basically what we’ve done,” Lopusnak said. “It holds true with the Z250. We meet the competitive price that’s out there now, but just offer more and better features. The customer is benefitting because he’s getting a better unit for the same dollar amount.”
By September 2003, Suzuki will add one or two more models to its lineup. “We’re definitely going to shore those segments (we’re not in) up and compete in them as aggressively as we have in every other segment.” Lopusnak said.
Standards for All Terrain Vehicles
Suzuki diagnosed this as an obvious problem. To solve it, Suzuki unleashed the Z400 late in 2001.
“In seven and a half months, from April 15, 2002, until now, Suzuki took a commanding position of 22 percent in the 400cc+ market,” Lopusnak said. “We were the No. 1 selling sport model in the United States, and so far in early 2003, we’ve clearly been the top-selling model.”
The Z400 and other models (Vinson 500s, Eiger 400s) have continued to improve Suzuki’s marketshare and brand recognition. Suzuki says it hopes to repeat the Z400’s success with its newest model, the QuadSport Z250.
According to Suzuki, the number of entry-level ATVs sold in 1996 was roughly 12,000. In 2002, this segment grew 22 percent; slightly less than the 400cc-plus category.
Suzuki numbers show Honda, Yamaha and Polaris as the 250cc sport quad marketshare leaders, but it plans on changing that.
Lopusnak sees the Z250 as a vital piece to the overall marketplace puzzle. He says the new quad — which retails for $3,899 — should appeal to wide demographic, from 16-year-olds to 60-year-olds. Lopusnak said the benchmark, in terms of retail pricing, for the Z250 was the Honda 250EX.
Lopusnak says Suzuki used industry surveys and dealership visits to help develop the Z250. “Our findings are these people wanted (this model) to be performance oriented,” he said. “They want to know it’s a sport quad and to look like a sport quad. They also wanted it to be easy to use, low maintenance; just simple. They also wanted it to resemble the LT-Z400 and continue to build brand loyalty and recognition.”
Compared To The Ozark 250
The Z250 shares its powerplant with the ATV Ozark 250 utility quad, only with certain key alterations. Suzuki wanted to avoid settling for turning its Ozark 250 into a sport quad.
Suzuki claims the Z250 engine produces roughly 15 percent more performance than the Ozark powerplant. Suzuki engineers achieved this by adding a new intake and exhaust system, special gear ratios and a new crankshaft. Lopusnak said a lot of thinking went into the Z250. Suzuki even added a 29mm Mikuni flat-slide carburetor — a smaller but similar design to what feeds the Z400.
“The engine is positioned at a 37-degree angle to create a lower seat height and increase ground clearance, which in turn, helped improve handling,” Lopusnak said.
Its dry weight is 38 pounds lighter than the Ozark’s overall weight. With less weight and an increase in performance, people should feel the power gains compared to the Ozark. I weigh roughly 200 pounds with riding gear, and the Z250 didn’t hesitate with me aboard. It always had plenty of power for any section of the Little Coal River Trail portion of the Hatfield-McCoy trail system, where I tested this unit.
I wished the Z250 had more top-end speed for the long straightaways, but realize this is an entry-level unit with a 246cc engine. The thumb throttle action was smooth and responsive; the result of the flat-slide carb and crank web design, according to Suzuki. I felt comfortable knowing this torquey little engine could pull me up an embankment or over a mid-trail obstacle.
Simple & Smooth
The five-speed transmission was smooth and the automatic, centrifugal-type clutch cut down on fatigue.
The engine has plenty of torque. This section of the Hatfield-McCoy trail system has several off-camber winding trails skirting along a steep cliff and a high-rising hillside. While in a higher gear, I maintained a more controllable speed, with no need for clutching, and could coax more power when I needed it. The addition of the reverse gear increased this quad’s maneuverability and comfort levels, especially on difficult trail sections.
“A wide powerband and an automatic clutch were also requested (in the survey),” Lopusnak said. “Seventy percent of the people wanted to have an automatic clutch versus a manual clutch.” Other requests asked for a maintenance-free shaft drive, storage compartment, updated petcock and electric start.
Most buyers of these models prefer not having to do as much maintenance, and like the durability of the shaft drive.
Suspension/Chassis
This quad loves a tight woods trail. The narrow chassis, nimble-and-quick handling characteristics and controllable power are ideal for dicing through dense forests. These features blend well with the engine’s low-end torque and useable powerband.
Though small, the Z250 is not cramped. Overall, it’s shorter than both the Honda 250EX and Yamaha Blaster, but is wider and has a longer wheelbase, improving stability and handling.
Suzuki engineers opted for a fortified steel-tube frame. The fuel tank bracket and rear seat rail areas are reinforced to increase the chassis strength. The subframe is permanently attached, but the unit does have a removable grab bar. Skid plates are standard to protect the engine and rear differential.
Unlike most entry-level quads, the Z250 is equipped with an adjustable spring preload suspension, front and rear. “You’ve got entry-level people who have never really ridden an ATV to people who are getting back into the market buying this model,” Lopusnak explained. “The suspension adjustability, from the various weights of this wide range of potential buyers, lets them adjust and specialize the product for the riding needs or the size of the customer.”
I found the stock preload setting of two clicks from full soft almost ideal. The only trouble was on a mid-trail jump with a flat landing, but one position stiffer on the front helped smooth the landing for me.
Suzuki has already updated the Z250’s rear shock. The original single adjustable rear shock didn’t hold up to tests on U.S. soil.
The product was initially built and developed in Japan, but Suzuki did a lot of testing in the U.S., and said it could push the envelope even further with the suspension; to better it. Suzuki engineers had Kayaba KYB develop a shock with a piggyback reservoir. “Through testing and R&D, it worked out to be a much better,” Lopusnak said. “This product would have been a natural update for 2005, but we had time and they were able to supply us with the shocks, so we added to the 2004 model.”
The sporty low-profile Dunlop rear tires work well. In tacky soil, the tires hooked up nicely. In dry hardpack and on several of the pebble-covered corners, the tires allow riders to kick the back end around and hammer through the turn.
Strategic Planning
Suzuki’s plan in the marketplace involves introducing more competitive models with similar price points to the competition.
“If you look across the board that’s basically what we’ve done,” Lopusnak said. “It holds true with the Z250. We meet the competitive price that’s out there now, but just offer more and better features. The customer is benefitting because he’s getting a better unit for the same dollar amount.”
By September 2003, Suzuki will add one or two more models to its lineup. “We’re definitely going to shore those segments (we’re not in) up and compete in them as aggressively as we have in every other segment.” Lopusnak said.
Standards for All Terrain Vehicles