Professionally ported cylinder with a redesigned head. You want power and every builder is delivering. Any engine placed in a high state of tune will wear faster than its bone stock counterpart. End of discussion. Check compression, piston clearance and the condition of the connection rod once a year. Gaskets are cheap……. My ride. I pulled it apart after 20 hours to do rings. It looked and measured fine. Changed the rings and ran it until it started making noise hours later. It needs a Piston and a hone.
I probably let it go longer than I should have. Keep in mind that my Blaster started life as a 15 HP piece of crap and now it eats piped Banshees for lunch. I take very good care of it and it gets the best maintenance that money can buy. I also beat it like a rented mule. Top of the line drag Blaster. Too much money invested. Everything else looks good. Hell, I can make one last for 50 years if the internal components stay lubed and I never ride it. An engines life is measured by hours.
I build a ton of YZ and engines every year. We keep a very close eye on the ones for our local sponsored boys. Every thing looked great. We ran a brand new top end for 25 hours and found that the stock Yamaha, cast piston skirts had worn.
It was ready to blow up. Top level performance requires top level maintenance. A compression test is not the deciding factor when it comes to measuring wear of internal components. Thinking of buying a four stroke? Very embarrassing in front of fans. OConnor Racing , Oct 2, The biggest problem you would have with a pre machine is getting the rear brakes in good working order. Our Blaster did need a new rear brake cable, and we also removed the oil injection tank, and the carburetor top was replaced by a Motion Pro unit.
A stock Blaster is powered by a cc, two-stroke engine with a manual clutch and a six-speed gearbox. Suspension systems are similar, utilizing dual A-arms up front and a steel swingarm out back. Yamaha did not use the same chassis for the Raptor as was used on the Blaster. A new frame, suspension geometry and, of course, bodywork were all developed for the Raptor. Yamaha only gave the Raptor a fraction more wheel travel.
The numbers read 7. A huge handling improvement made to the Raptor is found in the inch rear and inch front tires. The Blaster was equipped with inch balloons at all four corners. They also had their stock exhaust systems replaced by new FMF products. Jetting requirements on the Blaster included a Dyno Jet kit DN with the needle placed on the top clip, a change to a mainjet and three turns out on the fuel screw using the stock pilot jet.
The Raptor worked great without any jetting changes after we installed the FMF slip-on muffler. Our older Blaster also received a full set of Race Tech shocks, DG nerf bars, front bumper and swingarm skid plate. One light kick will usually fire the two-stroke engine up. The choke is easy to access on the carb, and warm-up time is minimal. Out on the track, handling and power differences were very noticeable. Power-wise, the two-stroke Blaster has very little bottom end.
You have to ride the clutch coming out of the corners and keep the revs up to accelerate fast. That broad power of the Raptor makes the machine great for any skill level. You can lug the thumper around and not worry so much about gear selection. When you do want to go fast, our cc Blaster has the ponies if you know how to find them. Rev it hard, shift often and you can win a drag race or even turn faster lap times on the Blaster.
However, for the average rider, the easy-to-use Raptor will produce speed. We had three riders of different skill levels record their fastest laps around our local track AV Motoplex. On the Blaster, his lap time was seconds. On the Raptor, his lap time dropped to On the Blaster, he turned a time, and on the Raptor, a lap. You must be wondering why they stopped making Yamaha Blasters if they were so popular.
Fortunately, these have been so widely produced that there are tons of second-hand ones in the market that are still in excellent condition. One thing that riders have a problem with when it comes to the older Yamaha Blaster models is the breaks. Older ones have a drum brake, which is still good but could be better. After though, they incorporated hydraulic blasters for the newer models.
You will find dual hydraulic breaks both at the front and back of the Blasters. Another key difference is the headlights , where it was moved from the handlebars to the new nose section. The price for it is still relatively low, but it varies depending on the year and condition.
If you get a lower-priced Blaster, the chances are that you may need to replace certain parts, such as the Yamaha Blaster carburetor, as they have already been worn out. Being able to replace its parts easily and rebuild it is one of its main advantages though.
This helps it stay in top shape and extends in shelf life. At top speed, it can reach about 55 mph. With a little fixing up and maintenance, you can get it to 30 to 40 hp. Modifying enough can help you bump up its horsepower to 45 hp.
It could rival a Yamaha Raptor if you put in the work. Blasters are fun to ride and have enough power to get you through almost any trail. Parts for it are accessible and, with many high-quality products that can be found anywhere.
Because of this, Blasters can become very durable rides that can last you a lifetime. Another popular vehicle made by the same company is Yamaha Banshee. The two have similar features, such as being two-stroke, carburetors, and hydraulic discs.
Both of them were also discontinued due to strict regulations, and many riders often compare the two. The Yamaha Banshee is better suited for experts because they pack more power.
They have more speed, too. Although Yamaha Blasters have a newmodel for everywhere, they can be generalized into two groups.
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