Yamaha YZF-R6

YZF-R6 is the most advanced production 600cc motorcycle Yamaha.Besides, the quality of this bike need not doubt, because the Yamaha name is a guarantee of quality.

General information
Model: Yamaha YZF-R6
Year: 2010
Category: Sport
Engine and transmission
Displacement: 599.00 ccm (36.55 cubic inches)
Engine type: In-line four, four-stroke
Compression: 13.1:1
Bore x stroke: 67.0 x 42.5 mm (2.6 x 1.7 inches)
Fuel system: Injection. Fuel Injection with YCC-T and YCC-I
Fuel control: DOHC
Ignition: TCI: Transistor Controlled Ignition
Cooling system: Liquid
Gearbox: 6-speed
Transmission type,
final drive: Chain
Fuel consumption: 5.88 litres/100 km (17.0 km/l or 40.00 mpg)
Greenhouse gases: 136.4 CO2 g/km. (CO2 - Carbon dioxide emission)
Chassis, suspension, brakes and wheels
Rake (fork angle): 24.0°
Trail: 97 mm (3.8 inches)
Front suspension: 41mm inverted fork
Front suspension travel: 102 mm (4.0 inches)
Rear suspension: Single shock
Rear suspension travel: 102 mm (4.0 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc
Front brakes diameter: 310 mm (12.2 inches)
Rear brakes: Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Physical measures and capacities
Weight incl. oil, gas, etc: 189.1 kg (417.0 pounds)
Seat height: 851 mm (33.5 inches) If adjustable, lowest setting.
Overall height: 1,100 mm (43.3 inches)
Overall length: 2,040 mm (80.3 inches)
Overall width: 701 mm (27.6 inches)
Wheelbase: 1,379 mm (54.3 inches)
Fuel capacity: 17.03 litres (4.50 gallons)
Oil capacity: 3.40 litres (0.22 quarts)
Other specifications
Starter: Electric
Color options: Raven, Team Yamaha Blue/White, Pearl White

Yamaha Super Tenere 2010

Welcoming the third month in 2010, Yamaha Motor Direct provides the official price of their new Super Tenere 2010. Motor that has the full name 'first edition' Yamaha Super Tenere 2010 released in the UK for £ 13 500. Super Tenere Yamaha itself is specially prepared to deal with intense competition, the BMW R1200GS in the world motorcycle market.

If the rate of price spec BMW R1200GS offered a far less expensive than Yamaha Tenere. This is based on the basic price of the BMW R1200GS in the price range £ 9925 to £ 12 200 or £ 1300 cheaper than the Yamaha. Yamaha Super Tenere XT1200Z Frog first appeared in the 'first edition' limited during the year 2010. This first model will come with the parts that will be available as an accessory option in 2011.

For customers who are interested, this bike will only be available through an online reservation and not through the dealer to get a demo of this motorcycle. Everything will be sold online just like the Yamaha V-Max in the year 2008. For enhanced limited edition Super Tenere having qualified off-road capability. This motor will come equipped with side box (panniers) left and right made from aluminum, which can carry weights up to 30-liters. ujuan-fit lamp protector (for off-road use only), and machine guards (bash plate) which is also made of sturdy aluminum.

Basic clothing / exterior basic (cheap version) Super Tenere itself will appear in the year 2011. Through this model plan buyers will be introduced to the world of genuine Yamaha accessories to spec their bikes in a similar way to the BMW R1200GS's most popular cruisers. For information only, 'First Edition' 2010 Super Tenere carry Liquid-cooled engine, 4-stroke, DOHC, inline 2-cylinder, four-valve, fuel injected, twin-spark with a total capacity of 1199cc. Composition and performance of this powerful machine capable of spraying claimed maximum power of 80.9kW (110PS) at 7250 rpm engine speed and torque of 114.1 Nm (11.6kgf? M) at 6000 rpm rotation

New Yupiter Z 2010

Machine
Engine type: 4 Step, 2 Valve SOHC, Air Cooled
Step diameter: 50.0 x 57.9 mm
Cylinder Volume: 113 cc
The composition of Cylinders: Single Cylinder / Horizontal
Comparison of Compression: 9.3: 1
Max Power: 6.6 kW / 7500 rpm
Max torque: 9.0 Nm / 4000 rpm
Lubrication System: Wet Lubrication
Oli Engine: 800cc (Periodic) | 1000 cc (Total)
Radiator: -
Carburetor: (Mikuni) VM17SH x 1
Slow rotation: -
Air filter: -
Transmission: 4 speed rotary type (N-1-2-3-4-N)
Clutch: Wet, Dual Centrifugal Clutch
Caster / Trail: -
Dental Ratio: -
Starter System: Electric Starter & Kick Starter

Chassis
Frame Type: Steel Tube Underbone
Suspension Front: Telescopic
Rear Suspension: Swing Arm, Dual Suspension
Brakes Front: Disc
Rear brakes: Tromol
Tires Front: 70/90 - 17m / C 38P
Rear tire: 80 / 90 - 17m / C 44P

Electricity
Lights Home: -
Sein Home Lighting: -
Sein Rear lights: -
Brake lights: -
Beterai: YTZ5S (MF Battery)
Spark plug: C6HSA (NGK) / U20FS-U (DENSO)
Ignition system: DC C.D.I.
Fuses: -

Dimension
Length x Width x Height: 1930 mm x 680 mm x1.065 mm
Seat Height: 765 mm
Distance Between Wheels: 1235 mm
Distance to Land: 150 mm
Tank Capacity: 4.2 Liter
Fill Weight: 102 Kg
Empty weight: -

Yamaha Vixion

Yamaha Vixion has a very elegant sporty style.This makes the young people in Indonesia want to have it, because this bike is suitable for use in urban areas and rural areas.Steady and stable to drive is one of the charm of this motor, so do not be surprised if the Yamaha makes this bike as a superior product

Information Of Specs

Machine
Engine type: 4 Step, 4 Valve SOHC - Fuel Injection, Liquid Cooled
Step diameter: 57.0 x 58.7 mm
Cylinder Volume: 149.8 cc

The composition of Cylinders: Single Cylinder / Upright
Max Power: 14.88 PS / 8500 rpm
Max torque: 13.1 N.m / 7500 rpm
Lubrication system: Wet
Engine oil: Total: 1.15 Liter / Substitution; Periodical: 0.95 Liter
Carburetor: (Mikuni) AC28 x 1
Clutch: Wet, manual clutch, Multiplat
Dental Ratio: 1 - N - 2 - 3 - 4-5
Starter System: Electric Starter and Kick Starter

Chassis
Frame type: Pressed Backbone (Delta Box)
Suspension Front
Rear Suspension: Swing Arm, Suspension Monocross
Brakes Front: Disc
Rear brakes: Tromol
Tires Front: 2.75-17 41 P
Rear tire: 90/90 - 17 M / C 49 P

Electricity
Battery: YTZSS - MF (MF Baterry)
Spark plug: CRBE (INGK)
Ignition system: TCI / Transistorized Coil Ignition (Digital)

Dimension
Length x Width x Height: 2000 mx 707 mm x 1032 mm
Seat Height: 790 mm
Distance Between Wheels: 1282 mm
Distance to Land: 167 mm
Tank Capacity: 12 Liter
Fill Weight: 125 Kg

Yamaha YZF-R125

The YZF-R125 Yamaha Race Team Replica new features SupersPort Born from the DNA-R series, YZF-R125 has the R-series style and attitude. Its free-revving, four-stroke engine liquid cooled fuel injection is for near-instant throttle response, while the six-speed gearbox allows you to store it in the power band. Deltabox lightweight frame is connected with cast-aluminum swing arm provides class-leading handling. And, because it was full size, the R125 provides a comfortable riding position.

Technical Overview

Engine -
Engine type Liquid-cooled, four-stroke single cylinder, four-valve, SOHC
124.66 cc displacement
Bore x stroke 52.0 x 58.6 mm
Compression ratio 11.2: 1
Maximum power 11.0 kW (15 PS) @ 9000 rpm
Maximum torque 12.24 Nm (1.25 kg-m) @ 8000 rpm
Wet lubrication system that
Fuel System Fuel Injection
Clutch type Wet, multiple-disc coil spring
Ignition system TCI
Electric Starter System
Transmission system Constant mesh, 6-speed
Final Transmission Chain
Fuel tank capacity 13.8 L
Oil tank capacity 1.15 L

Chassis -
Chassis: Steel Deltabox
Telescopic fork front suspension system
Front travel 130 mm
Suspension rear suspension system (monocross)
Rear travel 125 mm
24.2 ° caster angle
Trail 86.1 mm
Single front disc brake, Ø 292 mm
Single rear disc brake, Ø 230 mm
Tires front 100/80-17 M / C
Tires rear 130/70-17 M / C

Dimensions -
Length 2015 mm
Width 660 mm
Height 970 mm
Seat height 818 mm
Wheel base 1355 mm
Minimum ground clearance 155 mm
138 kg wet weight

Yamaha Scorpio Z 2010

Machine
Engine type: 4 Step, SOHC Air Conditioners
Step Diameter: 70 mm x 58
Cylinder volume: 223 cm

The composition of Cylinders: Single Cylinder Upright
Comparison of Compression: 5.9: 1
Max Power: 19 ps / 8.000 rpm
Max torque: 1.86 kgf.m / 6.500 rpm
Lubrication system: -
Engine oil: -
Radiator: -
Carburetor: -
Slow rotation: -
Air filter: -
Transmission: 5 Speed (1-N-2-3-4-5)
Clutch: Manual
Caster / Trail: -
Dental Ratio: -
Starter System: Kick & Electric

Chassis
Frame Type: Double Cradle
Suspension Front
Rear Suspension: Monocross
Brakes Front: Double Disc Piston
Rear brakes: Tromol
Tires Front: 80/100-18-47 P
Rear tires: P 100/90-18-56

Electricity
Ignition system: DC-CDI

Dimension
Length x Width x Height: 2.020 x 770 x 1.090 mm
Seat Height: 770 mm
Distance between wheels: 1.295 mm
Distance to Land: 165 mm
Tank Capacity: 13.5 liters
Fill Weight:
Empty Weight: 125 Kg

2010 Yamaha LEXAM

Not yet released garputala automatic scooter with a platform that appeared normal a few days before then, there again that carries automatic scooter concepts and newer technologies. Lexam Yamaha's display in Vietnam earlier in October 2009.

Only it will be released in 2010. This motor offers automatic scooter with aura thicker duck for body design, 17-inch rim, and still drive chain.

In Southeast Asia, the percentage of motorcycles with the largest type of Underbone still in the range of 60%. Sales figures at the end of the year 2009 is estimated 10.55 million units in Southeast Asia.

While Yamaha Nouvo is still available new Nouvo in Southeast Asia except Indonesia has a rather unique design, call it 16-inch diameter wheels front and back. CVT installed in the rear wheel. Double suspension shorter. This could be due to past results would have a long research.

This was later on followed by a comparatively successful Skywave. As we know, the motor vehicle that duck is so popular because of the ease in driving and fun.

So from that Lexam was created to bridge between the motor with automatic duck. Lexam has a body that is completely different from what already exists. Far more futuristic than any other duck.

In other words, there is no Underbone Yamaha variant of like it. That distinguish the obvious is the brake lever on the left and right handlebar. Then, Footstep without the rear brake pedal and only available perseneling foothold wide enough to make the foot free of duty, his duty is only to support the motor when stopped.

That distinguishes it from Nouvo by Lexam is Yamaha Compact Automatic Transmission (YCAT).

Nouvo engine design on the CVT tends to conventional long dimension is designed with Lexam has very compact dimensions. Rely on machines with a capacity of 115cc, single cylinder, air-conditioned. Has a high elasticity of power, heat-resistant belt with PULLEY designed and optimized cooling system.

If you look at the concepts pretty well compared with the Nouvo. 17-inch rim is much more variable than 16 inches. Similarly, judging from the design, ideally the hell did make consumers more familiar and fascinated as biased toward the motor type of duck.

How will priced this motor? When converted into rupiah, the price in Vietnam there is 14.5 million rupiah will be obtained.

PT. Yamaha Motor Kencana Indonesia (YMKI) as Sole Agent Brand Holder (ATPM) Yamaha brand motorcycles, there is likely to be released in Indonesia, but they will do some survey first.

Understandably, the new technology is usually viewed cynically by the people of Indonesia. Call it the past experience, Nouvo not so popular.But Nouvo role not be underestimated, because opening the way Mio and other automatic scooter.

Yamaha FZ8 Rocks 2010

Have you been waiting on pins and needs for Yamaha to release a brand new bike? Well, you're lucky people because the 2010 Yamaha FZ8 right around the corner to be released and I can tell you with certainty that the 2010 Yamaha motorcycle naked FZ8 is actually one of the coolest bikes on the market.

Not only this particular bike looks sweet, but riding the bike itself is something worth while. March is when it should be delivered and when you may not be able to see up close and personal until then - this is only teaser for you to look at.

I'll keep you posted on the 2010 Yamaha FZ8 and let you know exactly how much these things and as soon as I find out - so make sure you check back!

2010 Yamaha Byson

Products Yamaha sport bike Byson will be coming soon in Indonesia. This is possible because the production license to produce the type of sport bike has been entered into the Ministry of Industry, Indonesia. Yamaha Byson own name is certain to be given to motor sport that takes the same platform with the Yamaha V-Ixion.

Appearance motorcycle Yamaha FZ16 similar to this will be coming soon after the New Jupiter Z Yamaha have also been present in the Indonesian market. According to Yamaha Byson information is "cheap version" of the V-Ixion, as though carrying the same platform, services to both later said to be no difference. Planned amount of production will be set Byson Yamaha to 80,000 units.

Yamaha Byson apply only pengebutan system from a carburetor rather than injection as used in V-Ixion. Yamaha will use Byson carburetor engine capacity 153 cc larger than the V-Ixion who only has a capacity of 149.8 cc engine. It is estimated that the price of Yamaha motorcycles Byson will revolve around Rp 18 million - USD 20 million.

The following specifications Yamaha motorcycle Byson:

Engine
Engine type: Air-cooled, 4-stroke, SOHC, 2-valve
Displacement: 153.0 cm3
Bore & Stroke: 58.0 x 57.9 mm
Compression ratio: 9.5:1
Maximum output: 14PS / 7500 rpm
Maximum torque: 14 N.m / 6000 rpm
Starting method: Electric starter
Lubrication type: Wet Sump
Carburetor type: BS26
Clutch type: Constant mesh wet multiplate
Ignition type: CDI
Primary / secondary reduction ratio: 3,409 / 2,857
Transmission type: Return type 5-speed

Chasis
Frame type: Diamond
Suspension (front / rear): Telescopic / Monocross
Wheelbase: 1.355 mm
Brake type (front / rear): Hydraulic single disc / drum
Tire size (front / rear): 100/80-17 / 140/60-R17

Dimensions
Overall Length x Width x Height: 1.975 mm x 770 mm x 1.045 mm
Seat height: 790 mm
Wheelbase: 1.355 mm
Minimum ground clearance: 160 mm
Dry weight / Curb weight: 126 kg / 137 kg
Fuel tank volume: 12 liters
Engine oil volume: 1.2 liters

Yamaha Jupiter MX ( Indonesia Area )

This type of duck motor but use a manual clutch. Using CC with 135 power disc brakes front and rear brakes at Tromol. CW type this means using Velg racing.

From what I felt during use Jupiter MX, I felt comfortable and happy using it. Although previously used motorcycles without a clutch (Shogun and SupraX), over the use of a Jupiter MX was not too much different.

Could anyone tell that Jupiter MX includes intensive fuel types, but from what I use is not much different. Even if the fuel-intensive, at least still more economical than the Mitsubishi Lancer is a drink can spend Pertamax dozen times, hehehe ...


Here are the specifications of Jupiter MX that I use:

Product Name: JUPITER MX135LC CW
Product Type: Moped
Product Price: Rp. 14,910,000
(Price On The Road to Jakarta and surrounding areas)

MACHINE

Engine Type: 4 Step, SOHC, 4 Valves (Berpendingin Liquids)
Bore x Stroke: 54.0 x 58.7 mm
Cylinder Volume: 135 CC
Comparison Compression: 10.9: 1
Max Power: 8.45 kW (11.33 HP) at 8500 rpm
Max torque: 11.65 N.m (1.165 kgf.m) at 5500 rpm
Lubrication system: Lubrication Wet
Engine Oil Capacity: 800cc Periodic Replacement
Replacement Total 1000cc
Kap. Water cooler: Radiator and 620cc engine
Recovery tank 280cc, 900cc Total
Carburetor: Mikuni VM 22 x 1, Setting Pilot Screw 1-5/8 turns out
Put langsam engine: 1400 rpm
Engine Air Filter: Dry Type
Starter System: Motor Starter and Starter crank
Type of Transmission: 4 Speed Rotary Type, with manual clutch

Chasis
Frame Type: Diamond Frame
Suspension Front: Telescopic Fork
Rear suspension: Single / Monocross
Brakes Front: 220 mm discs Tunggak
Rear brakes: Tromol with Materials "Non Asbestos"
Tires Front: 70/90 - 17 with Velg Racing
Rear tire: 80/90 - 17 with Velg Racing
Chain Size: 428

Electricity
Lights Front: 12 Volt, 32 W / 32 W
Sein lights Front: 12 Volt, 10 W x 2 pieces
Sein Rear Lights: 12 Volt, 10 W x 2 pieces
Brake Lights: 12 Volt, 5 W / 21 W x 1 pc
Battery: GM5Z - 3B / YB 5L-B 12 Volt 5.0 Ah
Plugs / Spark Plug: NGK CPR 8 EA-9 / 24 EPR DENSO U-9
Ignition system: DC CDI
Fuse: 10 Ampere

DIMENSIONS
P x L x H: 1945 mm x 705 mm x 1065 mm
Sitting high place: 770 mm
The wheel axis distance: 1245 mm
Minimum Distance to Land: 140 mm
Kap. Fuel tank: 4 Liter
Fill Weight: 109 kg
Empty weight: 104 kg

Yamaha Fazer 250

When I first saw the Yamaha Scorpio implied negative questions about this 220cc bike. Is this bike made worthy flagship product Yamaha Indonesia? Seen from the department responsible model when compared with its competitors. When paired with Honda Tiger Revo, Scorpio looks less muscular. When competed with pride products Indonesia Kawasaki, Ninja 150 with easy to either KO Scorpio performance and appearance. Even after the birth of "sister" V-Ixion is all the more innovative Scorpio fate unclear. Perhaps it is the destiny for the Scorpio to be a product to fill the gaps pensiunya Yamaha TZM or post RZR.

Yamaha now predict will bring Fazer 250 to replace the "responsibility" Scorpio. Products that will be flagship Yamaha Indonesia comes with engine capacity of 250cc. Views motor cruiser which was adapted from Yamaha Brazil looks so thick, especially when viewed from the side and rear. At first glance similar to the Honda CBF 250 fellow Japanese rival.

Fazer 250 is the most superior

Compared to Yamaha Fazer 250, Bajaj Pulsar and Honda Tiger Revo please step aside. Maybe it sounds so arrogant. But there it is, Fazer has a larger engine capacity of all things is superior when compared with the Pulsar and Tiger Revo. In terms of external appearance, design kerapihan obvious variant of this smallest Fazer family. External appearance imply an aura so powerful motors true street fighter. Fazer fuel tank capacity of 250 liters of 19.2 was reached even greater than the capacity of the tank "king street fighter" Ducati Monster. Monster S4R has a 1000cc capacity gasoline tank can only hold 17.5 liters. Fazer weights only 134 pounds is the lightest compared to Tiger Revo, let alone reach the pulsar is 140kg, even when compared to European sports bike though Mito Fazer still weighs 1kg lighter. One only drawback is absenya Fazer rear disc brakes. When the motor has been using this Monoshock suspension has 22 hp power and 20nm of torque at 6500 rpm. Should the problem of gasoline consumption did not seem to matter to consumers capacity above 200cc motorcycles. The question is lived when Yamaha will release this ultimate light cruiser and at what price? Because if the berries for about 22 or 23 million dollars per unit is guaranteed Yamaha Fazer 250 will "kill" rival sainganya especially Tiger Revo and Bajaj Pulsar. Given the support for non-technical factors such as image and after sales service network of owned Yamaha same can be said strongly with those of Honda.

Performance Fazer 250

Fazer 250 acceleration is similar to the Tiger Revo and Fazer but Bajaj Pulsar 250 has a top speed 145 km / h or higher 15 km / h compared to Bajaj Pulsar 180 DTSi. This is supported by several factors such as Fazer empty weight of only 134 kg, measure tire tread Fazer wider than his rival and engine capacity greater maximum besar.Tenaga Fazer 250 is 22hp at 7500 rpm and maximum torque is 20nm that can be achieved on lap 6500 rpm. The advantage of the large torque obtained at high engine rotation means Yamaha Fazer 250 can bermanufer swiftly on medium speed between 50 to 80 km / hour. An ideal conditions when the motor is used in the traffic density is in desperate need of capital, labor and big torque at high engine rotation. Conversely, if for use in travel Fazer 250 has a riding position is very ideal because such a motor cruiser and street fighter in general, has a high central Grafity but do not have to make a down position so that motorists do not quickly make you tired. Tire size 130/70 x 18 has a wide footprint adds stability so that the capacity of 250cc motorcycles had to explore this as a wet pavement or slippery. Actually Honda Tiger Revo and Bajaj Pulsar 180 DTSi is not equivalent to the opposite Fazer 250. Because proper confronted with Fazer 250 Honda VTR 250, CBF 250 or Bajaj Pulsar 220 DTSi.

Yamaha : Star V-Max Launch In june 2009

Yamaha launched the cult-classic V-Max in Las Vegas 24 years ago. It was the perfect place – the capital city of wretched excess – to launch a bike that quickly earned a reputation for big torque and bad attitude.


The original V-Max opened up the whole power-cruiser category. In the early 1980s, Yamaha wanted to produce a “hotrod” for American consumers. Akira Araki became the project leader, and he came to the U.S. to research the market. According to V-Max legend, he achieved a kind of satori while watching midnight drag races on a bridge across the Mississippi. Araki realized that straight-line performance was all that mattered to a lot of riders over here. He set out to create the motorcycle equivalent of a V-8 muscle car. His goal was to create nothing less than the quickest and fastest production motorcycle ever over a quarter-mile.

Araki installed himself in the offices of GDKI design in Santa Monica – Yamaha’s American design “think tank.” Ed Burke, a product planner with Yamaha’s U.S. office, served as an advisor and sounding board. John Reed, an English freelancer, also provided styling input (and is credited with designing the V-Max in some internet histories of the bike.) That said, Atsushi Ichijo was the Yamaha employee credited with penning the original.

The V-4 engine in the sedate Venture touring bike was the closest thing Yamaha had to a good old American V-8. That presented a real challenge to Kaoru Ashihara, the engineer charged with creating the motor. The Venture motor only produced about 90 horsepower, and they figured they’d need 145 to achieve their goals. They considered supercharging it, but they couldn’t figure out a way to integrate a blower into the overall design.

The solution was “V-boost.” Each cylinder was fed by a single, 35mm downdraft carb, but there were two ports, between the inlet tracts for cylinders #1 & #3, and #2 & #4. At about 6,000 rpm, a butterfly valve in those ports started to open, and it was fully open by the time revs hit 8,000. Effectively, each cylinder was fed by two carbs at high rpm.

The original V-Max made considerably less than 145 hp at the rear wheel (it was more like 120, with just under 80 pound-feet of torque), but, regardless of how the bike performed on paper, riding it was a visceral experience.

V-boost wasn’t just marketing hype. Magazines tested the original model on the ’strip (the drag strip, not the Vegas Strip) and got ETs in the mid-10s with terminal speeds in the high 120-mph range. If it wasn’t the quickest and fastest proddie bike of its time, it was damn close.

The V-Max looked the part, too. It was launched in the midst of the “Mad Max” movie sequels, and shared some of their over-the-top, apocalyptic style. Some of the design choices were goofy; the two huge scoops on either side of the dummy gas tank concealed only the horns, they weren’t ram-air ducts. But customers – at least, a certain kind of customer – loved it.

The V-Max became one of the ultimate cult bikes. It stayed in the Yamaha catalog almost continuously for over 20 years. I doubt if any model of any bike has lasted longer with fewer changes. (It got stronger forks and better brakes, which improved handling and safety, but certainly didn’t transform the bike into a good handler. Part of the impression of power and speed that the bike created may well have been attributed to the rider’s subconscious knowledge that if he had to turn or stop it, he could be in big trouble.

Over the years, there have been numerous rumors that a V-Max replacement was in the works. In 1999, Yamaha showed the MT-01 concept bike, which was received with enthusiasm. The “Bulldog” definitely picked up some of the Max’s styling cues. It may have been a trial balloon to see if the V-Max could be replaced by a Twin. The MT-01 was produced for the European market, but it never piqued the interest of the hardcore V-Max cultists. When sales were underwhelming and it failed to develop much of a mystique, Yamaha claimed that the Twin had never been thought of as a replacement for the V-Max, anyway. The company didn’t do much but design 20th anniversary badges for the old one.

In 2005, a stylish concept update of the Max was also unveiled in Tokyo. But when Suzuki released its brawny B-King, Yamaha got a loud, clear message from dealers and customers: “Whatever you do, the new V-Max has to make over 200 horsepower.”

The old model was kept on the shelves until 2007, long after its “best-before” date, but even so, when Yamaha seemed to quietly discontinue it, there was plenty of dismay in various chat groups frequented by V-Max cultists. (Note that until recently the ’07 Max was still listed as a Star model on the Yamaha website, presumably because there’s a few of the old ones in dealer inventory.)

That brings me to yesterday, and the deck of the USS Midway in San Diego harbor, where journalists were treated to the unveiling of an all-new V-Max, now sold (as a flagship, of sorts) under Yamaha’s “Star” brand.

So, what’s it like? Well, I can only tell you what it looks like, since none of us were allowed to ride it, even though the 1,000 foot-long deck of the Midway would have given us some clue as to whether it’s inherited its predecessor’s affinity for straight-line acceleration.

Of course, the old bike really was a straight-line only proposition; that combination of a grunty motor and hefty GVW completely overpowered the steel frame. The new frame is a swoopy cast-aluminum piece, and the visually massive new motor is a stressed element.

The engine is 1679cc, liquid cooled, 65-degree V-4. The 4 valves/cylinder, DOHC motor is fuel-injected and has Yamaha’s YCC-T (meaning that it’s partial fly-by-wire) and YCC-I (meaning it has variable-length intake trumpets. The 5-speed transmission is aided by a slipper clutch.

The engine is 1679cc, liquid cooled, 65-degree V-4. The 4 valves/cylinder, DOHC motor is fuel-injected and has Yamaha’s YCC-T (meaning that it’s partial fly-by-wire) and YCC-I (meaning it has variable-length intake trumpets. The 5-speed transmission is aided by a slipper clutch.

This time around, it’s been equipped with 52mm fork legs. The front fork is adjustable for preload, compression and rebound. Like me, after 24 years on the market, the rear shock is single. It’s fully adjustable, with remote adjustment.

The front brakes are dual 320mm wavy discs, grabbed by six-pot calipers. The master cylinder is a Brembo radial job. They would hardly be out of place on a superbike. It is badged a Star and might be ridden by a cruiser type, so it has a huge rear brake, too: a 298mm disc with a single-piston caliper.

We weren’t provided with weight, wheelbase, or rake/trail figures, but the overall impression (abetted by the sporty-looking BT028 Battlax ’Stones) is of a bike that should stop and turn a hell of a lot better than the original.

Yeah. So what, eh? It’s a #ü¢&ing V-Max. What about the motor?

Climbing up the Midway’s gangway, the only question I really had was, had Yamaha created a modern equivalent of the original V-Boost? Well, no. It’s been replaced by displacement.

The new mill is a 1697cc, 65-degree V-4 with a 90mm bore and 60mm stroke. You could probably drop one of the original 35mm carbs down the current 48mm throttle bodies. The old butterfly valve that siamesed the inlet tracts was a stroke of genius a quarter-century ago, but that stuff has no place in a modern, emissions-controlled world. The new bike has computer-controlled variable-length velocity stacks. Incidentally, those curved brushed aluminum dummy inlets on the original V-Max are functional on the new version.

There’s a single injector below the butterfly in each of those throttles. We weren’t told the valve diameters. The intake cams are chain driven, and the exhaust cams are geared from those. The compression ratio is 11.3 to 1.

All in all, it’s a pretty big air pump, squeezing the charge pretty hard. Yamaha hasn’t published horsepower or torque figures. (I’m reminded of Rolls Royce. Back in the day, they never published power figures for their cars. When asked, a spokesman once described it as “ample”.) Yamaha’s Bob Star went one better, though, telling the assembled journalists that the new V-Max produces 200.1 metric PS – about 197 American horses – with 120-plus ft-lbs of torque. That should be ample.

Exhaust gases are fed through a complicated 4-1-2-4 system of headers and collectors, into two massive titanium mufflers. They look as if they’ve been tucked away reasonably well.

That power is fed through a slipper clutch to a five-speed transmission. As with the original, the final drive is by shaft. Sure, it saps some power, but they know their market.

They should know it. As journalists milled around the bike on the Midway’s flight deck, I chatted with Mr. Ichijo and Mr. Umemoto (designer of the new version), as well as Norm Kerachuk who works at GDKI here in California. They told me that Yamaha had been noodling on a new V-Max since 1997, when they’d started the project in hopes of having it ready for the company’s 50th anniversary.

One thing that made the redesign a challenge was that every time they assembled a focus group of current V-Max owner/cult members, they were told not to change a thing. You can judge their success yourself from the photos here, but I will say that the bike looks better in the metal than in pixels, IMHO.

In terms of rider amenities, the bike presents little in the way of wind protection, but the neutral riding position should provide reasonable slow-speed comfort while giving owners the option of being an active participant on winding roads. The analog tach features a prominent shift light – the better to win the impromptu drag races that inspired the original creation. There’s also a cool, multi-function digital display with everything from a clock to a throttle butterfly-angle display. You might not want to look at that too closely while actually riding.

We’ll definitely ride this beast as soon as we can so we can tell you how much of what we loved about the original V-Max has been retained and how much of what scared us has been improved. But, frankly, if you think you want one, you probably can’t wait for even a “first ride” impression from us.

This year, Yamaha U.S. will be getting a limited allotment of 2,500 V-Maxes. They will be sold on a build-to-order basis, with a $1,000 deposit being the equivalent of slipping the doorman a twenty. Dealers will start taking orders today (June 4, as I write this). I strongly suspect that even by the time we’ve been given a chance to ride this bike, the first year’s edition will be sold out. Delivery is scheduled to begin in November. The MSRP is $17,990.

Source : http://www.motorcycle.com

2009 Yamaha MT-01 SP launched

The MT-01 has always been a bit… dull? So Yamaha are trying to remedy that now, with a limited-edition SP version. Yes, the company has launched the 2009 MT-01 SP, which gets a few extra bits and pieces to spice things up a bit. The engine is still the same 1,670cc v-twin, which produces 90 horsepower at 4,750rpm and 150Nm of torque at 3,750 revs. Wet weight is 265 kilos.

On to the new bits – the MT-01 SP gets a 43mm USD Öhlins fork and adjustable Öhlins rear shock. The bike rides on 17-inch wheels, which now wear 120/70 (front) and 190/50 (rear) Pirelli Diablo Rosso rubber. According to Yamaha, all these changes provide ‘a more intense experience of ‘Kodo,’ a Japanese expression for soul beat, pulsation or the external expression of latent power.’ Er… yeah, well, whatever. We’d still take the 2009 R1.

2009 Yamaha FZ6R Review

Wanna fit in at the burger barn but don’t have the bank account to support the high cost of a pure supersport? Are you interested in a comfortable ride on the street as well? You just might be interested in the retooled and freshly faired version of the existing FZ6 – the all-new Yamaha FZ6R.

While the nearly naked FZ6 sported an aluminum chassis and a high-strung engine from the previous generation R6, the fully faired FZ6R carries the styling of a supersport but in an affordable package. The FZ6R is fills a price point in the model line as well as aiming at women riders and entry-level sportbike lovers.

Emerging as an all-new model for Yamaha, the FZ6R bursts onto the scene in four vivid colors and graphics packages. Here you see the yellow stunter edition. Rumor has it the yellow bikes have more horsepower.

Yamaha has just introduced comfort to the commuting sportbike crowd. We’ve seen a lot of price-driven bikes crop up lately - cheaper bikes for a softer market - and Yamaha steps up the plate with a great looking player.

While the sportier FZ6 is still available for the pure more experienced riders with a starting MSRP just $300 higher, the FZ6R dips below the $7000 mark and comes with a new steel chassis and a completely revised and retuned 600cc inline 4-cylinder DOHC powerplant that’s is sure to please many newcomers.

New riders can expect to find an all-new steel frame and swingarm with comfortable and adjustable rider positioning to provide a bike that you won’t soon outgrow. The 30.9-inch saddle seat height (FZ6 is 31.3) can be raised 20mm from the stock position, while the bars can also move 20mm forward by rotating the bar mount columns with the included tool kit. Compared to the FZ6 model, the handlebar is 12mm rearward and 12mm lower. The seat position is 4mm forward and 2mm lower than the FZ6.

The relaxed geometry, tighter rider triangle, tuned-for-low-to-mid powerband and R-bike styling make the FZ6R a notable addition to Yamaha’s sportbike line-up.

Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.

But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook.

These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R.

Efficiency runs deeper than just through your wallet. When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6.

The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radius.

Upon my initial seating, I noticed how easily I could flat-foot with the saddle in its low position. I kept it in its low position and didn’t experience any knee pain after 150 miles.

Comparing the FZ6R to the FZ6 (last ridden in 2006), one will notice the lack of punch at the whack of the throttle. The 6R has a milder state of tune, and this pays off with power being available at revs that are more easily accessible – no need to zing it to redline. The engine gains speed slowly but deliberately, accompanied by a slight buzz after 7000 rpm.

When it’s time to slow down, the front and rear Brembo master cylinders pipe that stopping power through a 5-way adjustable lever to a pair of dual-piston pin-slide Akebono calipers up front gripping two 298mm rotors. Providing adequate power for the bikes intended audience, they’re not up to the standards of power and feel as racier sportbikes. The rear single-piston pin slide Nissin caliper chomps on a 245mm rotor, the same as found on the FZ6 model.

The all-black FZ6R Raven model has an MSRP of just $6,990 while the Team Yamaha Blue/White, Cadmium Yellow and Pearl White paint and graphic schemes run slightly higher at $7,090. Each color has a different graphics package – two are traditional Yamaha and two are more in line with the flashy and cool R6 designs.

The FZ6R is a worthy option for someone who wants a practical and easy-to-ride bike yet wants some sporty styling and responses. It’s at your local dealer now.

2009 Yamaha T-Max 500 Review The ideal combo of scooter and motorcycle?

While the T-Max has long had a solid Euro-following, Yamaha USA has always been skeptical about the market for such a functional but unglamorous bike in America. The thinking is that, in America, motorcycles are used more for recreational purposes so they have to be cool. While we get that whole Gregory Peck and Audrey Hepburn, Roman Holiday classic Vespa thing, we often don’t know what to make of these neither-fish-nor-fowl maxi-scooters.

But now, the T-Max is sold here. It arrived just in time for four-buck gas in SoCal, when Yamaha couldn’t keep the smaller Vino in stock. The tuning forkers had visions of selling a freeway-capable scooter to people with longer commutes. I, for one, hope that the current blip back towards a buck-something gas doesn’t dampen the company’s willingness to promote this product. Although the high end of the scooter market will take some developing, I believe there’s role for the motorcycle as a primary vehicle.The T-Max was totally revamped for the 2008 model year, which is the version we now get Stateside for 2009. A new body style, which grows on you, conceals an all-new alloy frame, which replaces the old tubular steel chassis.

The first impression on approach is that it’s extraordinarily long. Then, when you sit on it, the seat feels firm, high, and wide. The T-Max does not have a completely flat floorboard, like a classic scooter. Still, the relatively low step-through threshold makes it easier to get on and off than a conventional motorcycle. The seat height comes into play when paddling the bike into and out of parking spots. I found myself sliding forward off the seat, so that I could plant more of my own weight on the ground when pushing it around.

With a full tank of fuel, it weighs close to 500 lbs. It takes a fair amount of effort to get it up on the center stand, but the passenger grab rail provides a solid grip for that job. I found I noticed the weight more when I had to rock it off the stand. It is also the first bike I’ve ridden with a parking brake.

The starting protocol is simple: With the key and kill switch in the ‘on’ position, there’s a momentary delay while the fuel injection system pressures up. Then you hold either brake lever in and hit the starter button. (There are no foot controls. The rear brake is operated by the lever on the left handlebar, and the front brake, as usual, on the right.) There is no kick starter, nor is it possible to bump-start it.

An automatic centrifugal clutch engages when you increase revs. I noticed a slight delay in the clutch engagement that was frustrating when I was trying to get away at low throttle openings. To set out perfectly smoothly, I found myself holding the left (rear) brake in until I felt the clutch bite, then easing off the brake to roll away. I own a Yamaha Vino 125, which clutches flawlessly, so I suspect this glitch might come down to a minor setup problem on Motorcycle.com’s particular test bike. As soon as you’re underway, the low center of gravity keeps it unthreatening even at parking-lot speeds.

Despite being half a foot longer than say, an R1, the T-Max is very maneuverable in town. If you’re out running errands, there’s room for a good-sized bag of groceries, or a full-face helmet under the seat. The seat is held in the open position by a pair of hydraulic lifters, and there’s even a light in the storage compartment. There are also two non-locking ‘glove compartments’ in the front cowl. I imagine that, in Europe, commuters usually these for a pack of Gauloise cigarettes in one and a flask of Grappa in the other. Or maybe just coins for tolls.The combination of 15-inch wheels and almost five-inches of suspension travel, make this the most capable scooter I’ve ever ridden when it came to soaking up the bumps in crappy urban asphalt. The suspension setup and overall geometry also make carrying a passenger a piece of cake. I can’t remember ever riding a scooter – or motorcycle – as good as this for two-up duty. I could hardly tell the chick was back there. Her comments were also favorable as she loved the seat, secure grab rails, and specifically noted the comfortable footpeg position.The new alloy frame feels as stiff as a modern beam frame. The fully-stressed motor bolts to the back of the frame. The swingarm pivots on the engine castings, so unlike most scooters the motor is sprung weight. That takes some pressure off the single rear shock, which is positioned about where it would be on a sportbike.

The net effect of fork, frame, shock and Dunlop Sportmax tires is taut, confidence-inspiring handling that easily compares to conventional motorcycles. It’s capable of carrying a downright surprising degree of lean angle through the corners. More importantly (considering its daily commuting brief) the T-Max is amply capable of cruising in the fast lane on the freeway without the alarming vagueness of some other maxis.

The 360-degree parallel-Twin is an interesting piece. It’s a long-stroke, undersquare motor; a choice made to emphasize torque and provide a good spread of power. You’d expect that the two pistons, moving back and forth together, would create vibration. There is a third piston that’s 180 degrees opposed to the two ‘real’ ones. The result is an essentially vibration-free ride. As with all counterbalanced motors, the price for smoothness is paid with the currency of inertia, so the motor doesn’t want to spin up too quickly.

Although Yamaha claims the motor was designed for low and mid-range power, our consensus is that it is a little anemic off the bottom (for a motorcycle) but that it has lots of power up top (for a scooter.) Most motorcyclists are used to gauging speed by the sound of the motor, so having a bike accelerate while it maintains a nearly constant engine note can actually be quite disconcerting. I didn’t do a top-speed test, but it feels as though there’s still a bit on tap at an indicated 95 miles an hour.

Up at freeway speeds, or at any speed for that matter, the mirrors are crystal-clear. They’re positioned well forward on the fairing, offering exceptional rearward visibility.

For California readers, it’s worth noting that the narrow overall layout combined with a fairly tall seat and an upright riding position make the T-Max one of my all-time favorite lane-splitters. The only thing you can’t do on it is pull in the clutch and blip the throttle to politely remind car drivers to make a little room.

If something happens in front of you, the brakes are more than able to reel the T-Max in on short notice. There are twin 267mm discs up front, gripped by four-pot monobloc calipers. The long, low geometry also allows the rear brake to contribute, even in hard braking situations.After a few days on the 2009 T-Max, I could easily imagine choosing it as a primary vehicle for daily commuting. As equipped, it’s not perfect for that assignment, but Yamaha’s already anticipated one of my key desires by offering a nice accessory top box. Even with the capacious underseat storage compartment, there’s no such thing as too much luggage space.For every day, year-round use, I’d like to see heated grips, or at the very least better wind protection for the rider’s hands. A wired-in accessory power socket located in the underseat compartment would allow for onboard charging of a modern commuter’s various PDAs, cell phone, laptop and the like.

Riding through dark winter nights is made easier by the best headlights I’ve used in a long time. But I’d like Yamaha to add four-way flashers. Last but not least, I’d like to see ABS, at least as an option.

If you’re looking for the two-wheeled equivalent of a Honda Accord, this is a strong contender for your next bike. At $8,099 (for the yellow version seen here) it’s priced competitively close to the base-model Suzuki Burgman 650 or about $800 more than Yamaha’s venerable FZ6 all-rounder - if you’re comparing it to real motorcycles.

Changing the attitudes of American motorcyclists towards maxi-scooters will take some time. I for one hope Yamaha hangs in there with the T-Max, since it’s a great bike that deserves a real following.

Source : http://www.motorcycle.com

2009 Yamaha R1 Unveiled!

After providing as much speculation, information and product renderings to readers as possible, we can finally spill the beans on the much anticipated R1. Yamaha has pulled out all the stops with a ground-up re-do of its iconic literbike. New bits abound, including its styling, chassis and, most intriguingly, a MotoGP-derived firing order of its innovative engine.

In the top class of roadracing, engineers have battled with harnessing the huge amounts of power and getting it to the ground efficiently. In 2004, Yamaha’s GP engineers introduced an uneven firing interval for its inline four-cylinder M1 with what’s called a cross-plane crankshaft. Instead of the two outer and two inner pistons rising and falling together, the R1’s engine has individual cylinders firing 90 degrees apart from each other. This eliminates the torque fluctuation of a typical four-cylinder mill, plus it gives the Yamamotor a very distinctive exhaust note similar to that of Valentino Rossi’s racebike.

“It gives a much more precise feeling in the throttle action,” says Yamaha’s product planner Derek Brooks. “You feel like you can sense that edge of traction.”

The engine still displaces 998cc, but it does so with a bigger bore and a shorter stroke; its rev limit remains at 13,750 rpm. Its architecture appears to be even more compact than previous. It inhales through Mikuni throttle bodies with secondary injectors and Yamaha’s electronic throttle and variable length intakes (crossing over at 9400 rpm). New for ’09 is addition of three throttle control maps selectable via a switch on the right handlebar. The default setting is a typical setup, while the “A” mode delivers extra midrange power. Softer response is available from the “B” setting.

"Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version"

Internally, the engine has several high-tech bits. Aluminum pistons are forged for strength, squeezing the intake mixture at a high 12.7:1 ratio. Connecting rods are fracture-split for added durability, while titanium intake valves are light in weight. A coupling-type balancer rotates opposite to the crankshaft to quell vibration. A ramp-type slipper clutch eases high-rpm downshifts.

The R1’s chassis is also slathered with the New Brush. The frame consists of a cast-aluminum forward section mated to Controlled-Fill die-cast outside rails and extruded inside rails. Like the’08 R6, the subframe is made from magnesium for reduced weight from the outer edges of the bike. The aluminum swingarm is also new. Rake, trail and wheelbase are unchanged from 24.0 degrees, 4.0 inches, and 55.7 inches, respectively.

The 43mm inverted fork is by Yamaha subsidiary Soqi, and it’s notable for having separate circuits for rebound and compression damping in each fork leg, said to be like the M1 GP bike. The Soqi shock has provisions for high- and low-speed compression damping, rebound damping, and in a nice surprise, a hydraulic preload adjuster.

Another user-friendly addition to the R1 is adjustable footpegs. Those needing extra cornering clearance can relocate them 15mm higher and 3mm further rearward. Instrumentation now includes a handy gear-position indicator, something frequently requested by consumers.

Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version. It’s led by a pair of projector-beam headlights flanked by ram-air intakes. An abbreviated side fairing features what Yamaha calls a layered body design that is said to better dissipate heat from the engine and radiators. Surprisingly, the The One continues with undertail exhaust pipes, which is part of the reason why it has a lofty 32.8-inch seat height that might annoy Tom Cruise.

Interestingly, Yamaha has quoted a wet-weight figure for the R1 rather than the usual dry weight. If the quoted figure of 454 lbs is to be believed, the bike has lost about 10 lbs compared to the previous version.

If you want one of these for your own, you have a choice of four color schemes. The Team Yamaha Blue and Cadmium Yellow versions retail for $12,390, which is a sizable bump of nearly $700 compared to the ’08 models. An extra $100 will buy a Raven (black) model with red accents or a white/red combo reminiscent of the original R1. Coming to a dealer near you this January.