Yamaha Blaster
YAMAHA BLASTER
CYCLE WORLD TEST
Econo-quad: Who said fun has to be expensive?
WHOEVER SAID THAT THE BEST THINGS IN LIFE ARE free obviously wasn't referring to today's designer mentality. That part of society is founded on the belief that nothing is worth-while unless it's expensive, that bigger is necessarily better, that anything wearing an "economy" label is mundane, boring and should be avoided at all costs. Literally.
At 1949, Yamaha's Blaster, certainly is not free; but it's still enough of an all-around value to refute the non sensical notion that the amount of fun you can have is only proportional to the amount of money you spend or the size of what you spend it on. The Blaster is a mulligan stew of low-cost parts, low-tech parts and parts gathered from other Yamaha products, but they all work together to~ make one of the most surprising and welcome new ATV models in quite some time.
Intended more for novice and not-so-aggressive riders than for expert-level throttle jockeys, the Blaster nicely fills the gap between the pint-sized tiddler machines and the full-sized AT Vs. It’s big enough that larger riders can operate it safely and comfortably while having essentially the same kind of fun offered by a bigger quad; yet it’s compact enough that smaller riders will find it much easier to manage and far less intimidating than a full-sized machine.
In much the same way, the 195cc engine serves the needs of that disparate group of riders. The two-stroke Single is docile enough for lighter and fairly inexperienced riders, yet has enough punch to entertain those who are bigger and considerably farther along the learning curve. The engine cranks out a healthy amount of power over a very wide rpm range, which allows it to zip along trails and up hills at a clip that rivals what most 250cc four-stroke ATVs can muster. Only on long, steep uphills is it mandatory to downshift to keep the engine working in the strongest part of its powerband.
But the Blaster also has enough flywheel inertia to make the powerful, responsive engine easy to control, a trait that less-experienced riders will appreciate. The flywheels also help the engine put more of its power on the ground where it can make the most of low-traction situations. The engine has a near-linear powerband, pulling strongly and steadily from idle to maximum rpm, with a noticeable blip > of power occurring only in the middle rev ranges. This power delivery is great for all kinds of riding, be it slowpoking up rocky hills or just fooling around near camp, or faster stuff like scaling smoother, steeper hills and chasing along wide-open trails.
While the Blaster’s engine does a fine job for almost everyone, its handling is a mixed bag consisting mostly of good punctuated with a bit of so-so. Due to its short wheelbase and compact dimensions, the Blaster always tries to steer quickly, reacting almost instantaneously to handlebar movement. And on fairly smooth surfaces, the ride is acceptable if not exemplary. But the machine sometimes tends to plow the front end rather than slide the rear when gassed hard through a turn, and the ride can get kind of rough and skittery on bumpier terrain.
These problems seem to have two causes: The Blaster’s three suspension units (two front, a single-shock rear) are too stiff and thus unable to respond quickly to abrupt bumps and undulations; and the machine has a distinct rearward weight bias with a rider aboard. Installing a heavier rider in the saddle improves the ride somewhat, but makes the front-end plowing more pronounced by putting even more weight on the rear wheels.
What all this means is that the Blaster is not much fun when ridden at an aggressive, expert-level pace. But at slightly a more relaxed rate it is quite enjoyable, even if the ride remains on the choppy side of comfortable. Sandy areas invite typical ATV silliness such as donuts, wheelies, slides and so on. And the light, responsive steering makes the Blaster a great machine for playing on sand dunes.
Fortunately, the shocks are about the only components that aren’t quite up to snuff. Other components, despite not being state-of-the-art in design, perform just fine. The braking system, for instance, isn’t the almost universally standard hydraulic triple-disc setup, but instead comprises dual drums up front and a cable-actuated disc on the rear. The front brakes have a nice, progressive feel that allows the application of maximum stopping force without inadvertent wheel lockup. And the rear brake is strong without being nearly as sensitive as the hydraulic discs on most other quads. Overall, the Blaster’s brakes seem well-suited for everyone, offering enough whoa-power for experienced riders without providing too much for neophytes.
All the other controls are just as unintimidating and easy to use. The engine starts easily, requiring just one or two mild-mannered romps on the wide kickstart pedal. The clutch has a light pull and engages smoothly and progressively, making smooth take-offs a cinch. And the sixspeed gearbox shifts easily, crisply and consistently.
Ultimately, then, all that prevents the Blaster from being a virtually perfect ATV is its suspension—and even that is a fault most riders can live with. Besides, if the Blaster sells in the vast quantities that it should, aftermarket companies are bound to develop reasonably priced replacement shocks and/or springs to help rectify the problem. The need to invest in new shocks does, of course, soften the impact of the machine’s low initial cost; but suspension woes or not, the Blaster still is one of the most kick-in-the-pants enjoyable forms of motorized recreation on the market.
It’s no wonder that the Blaster is practically irresistible— not just to novices and beginners, but to more experienced riders, too. It’s proof that you don’t have to spend big money on a big ATV to have big fun. ©
YAMAHA BLASTER
$1949
