Posts Tagged ‘2010 Yamaha’
2010 Yamaha XJ6
Written by admin on Wednesday, December 08, 2010 | No Comments
Categories: Yamaha Bikes Tags: 2010 Bikes, 2010 Yamaha, 2010 Yamaha XJ6, Yamaha XJ6, Yamaha XJ6 Bike
The XJ6 Diversion is pure Yamaha spirit with serious street attitude. Its compact chassis creates easy handling, while the 600cc liquid-cooled, 4-stroke, inline, 4-cylinder engine delivers good bottom power with plenty of acceleration. Its low-seat height and low weight help to create a road-hugging, streamlined machine, and the XJ6/ABS’s four-into-one exhaust with midship muffler centralizes mass for enhanced agility. Digital fuel injection and a three-way catalyzer, with O2 sensor, enable improved fuel consumption.
Features
600cc inline 4-cylinder engine
Naked version of the XJ6 Diversion
Compact chassis for easy handling
Easy-to-handle power delivery
A great all-round performer.
Review
The Diversion is like the VMax, a Ghost from the ’80s brought back to life by Yamaha in 2009. After years of the FZ6 acting as Yamaha’s entry-level model into multi-cylinder motorcycles, the XJ6 is back. Its aims to be easier to ride slow, with less power but more torque in lower revs, and above all – to be even more affordable.
After Honda proved there is a market for friendly middleweights with the CBF600, Yamaha has decided to do the same in the new XJ6 series. The concept is pretty much identical to the original Diversion of the 1980s and ’90s, but in all new trim. The XJ6 and XJ6 Diversion are made to be an attractive entry-level model. To achieve that, there was a need to be less sharp and edgy than the R6-derived FZ6. The current FZ6 sports around 100 hp, and everything from the engine to the chassis can be traced back to the pre-2006 R6 model.
The XJ6 differs in several key areas, such as the detuned FZ6 600cc inline-Four engine, new and simpler chassis and different ergonomics. It’s all done to make the XJ6 as easy to get along with as possible.
The XJ6 obediently pushes away from the traffic lights in the city centre of Sydney. The engine specs are almost identical to Honda’s CBF600, which results in 78 hp at 10,000 rpm with almost 44 ft-lbs of torque at a relatively low 8,500 rpm. Relatively because these small 600cc inline Fours like revs by nature, but the maximum torque figure is reached more than 1,500 rpm earlier than on the more highly strung FZ6.
This also means that the XJ6 is easier to launch and few revs are needed for decisive stop-and-go city riding. The Yamaha XJ6 also feels more powerful in the lower gears than the Honda. True, it’s been a while since I rode the CBF600, but I do remember that it feels both heavier and softer than my experience on the 2009 Yamaha XJ6. Spec sheets tell us that the curb weight is nearly 18 lbs lower than the CBF.
It took me about a minute to get used to the short-rider-biased ergonomics and controls, and then all I had to do was to enjoy the view of the famous Australian city and its beautiful surroundings. Everything from the clutch response to the gearbox feels as smooth as butter. Nothing about the XJ6 is intimidating even in the slightest sense, apart from the aggressive looking headlight. This is essential for someone just getting into bikes or for the more subtle personalities out there.
The XJ6 only appeals in the scenario where I couldn’t afford riding anything else. The level of finish and design adds value to what essentially is a budget entry-level motorcycle. I wouldn’t have to even test the XJ6 to see that it offers great value for money. But if I were looking, I would have been happy that I tested first because the XJ6 isn’t all that comfy for the touring part.
It took a while to get out of the Sydney city limits and onto some beautiful roads through the bush where we finally rode the Pacific Highway. In the really tight stuff, the suspension and bulk of the 452-lb XJ6 isn’t ideal. It has a tendency to jumps up and down a bit on the budget-minded suspension. The steel tubular frame chassis suits this bike perfectly, but is not quite as light as the aluminum perimeter frame on the FZ6. You lack some of the fine feedback that expert riders are looking for, but that feedback you can’t really utilize fully as a new rider, so why pay extra for it? The XJ6 and XJ6 Diversion have got what it takes to be mildly entertaining out on the open roads but not more, and that fits snugly into the concept.
One thing worth mentioning about the tires is the fact that Yamaha have opted for a very agile 160-section rear tire. This narrow rear tire (the FZ6 has a 180) makes the bike quicker tipping into corners despite the weight, and easier to make quick maneuvers in the city.
The XJ6 Diversion differs from its XJ6 sibling by having a half fairing. That fairing is a well designed and attractive option for those planning to do more touring than city riding. The only major difference riding the two (apart from some extra wind protection) is that the mirrors stick out further. This is good for touring, but I also felt that the mirrors on the naked XJ6 were very good. Contributing to that is the fact that there’s very little vibration from the quiet engine. There’s some high frequency vibration that can be felt both in the handlebars and footpegs, which didn’t bother me much and only appeared after riding many miles.
What did start bothering me after a few miles however, was the thinly padded seat. After far too few miles, my bottom started aching. The low seat height made me feel quite big on the bike, and with footpegs touching the ground fairly early you can’t really lower those either. So I found myself trying to push my bottom backwards whilst riding to find some more padding towards the pillion seat to no avail. I can see a great opportunity for aftermarket gel seat makers here.
Riding back into Sydney, we were treated to a great photo location in front of the Sydney Harbour Bridge, popularly called the Coat Hanger. Wheelies allowed, it would have been rude not to! Besides, first gear easily allows for some air underneath that front tire. The XJ6 is a great city bike or commuter, and I’d say that this is budget with style.
Conclusion
Yamaha has now filled a gap in its model range, and overall I think the XJ6 and XJ6 Diversion offer great value for the money. The high level of finish makes the bikes look more expensive than they are, which should be well received in the market. Should you grow tired of it after a year or two, the XJ6 will be easy to shift on the second-hand market too. The only downside for me, were the thinly padded seats, but everything else was what you would expect for a model in this market segment. Diversion is back and it complements Yamaha’s increasing middleweight range nicely.
2010 Yamaha YZF-R1
Written by admin on Sunday, November 28, 2010 | No Comments
Categories: Yamaha Bikes Tags: 2010 Yamaha, 2010 Yamaha YZF R1, Yamaha YZF, Yamaha YZF Bikes, Yamaha YZF R1
The 2010 Yamaha R1 represents a paradigm shift in technology, performance and controllability among litre class sport bikes. Inspired by Yamaha’s M1 MotoGP race bike, this latest generation R1 features a crossplane crankshaft design with an uneven firing order to provide outstanding yet easy to control torque and an exceptionally linear throttle feel never experienced before. But there is far more to the R1 than just a revolutionary engine.
Key Features
This R1 keeps all the technological superiorities developed for its predecessor: YCC-T™ (Yamaha Chip Controlled Throttle) is MotoGP® inspired fly-by-wire technology used to deliver instant throttle response. YCC-I® is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.
The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.
The bodywork does more than add break-away-from-the-crowd styling with its more serious, less busy look. The side fairing is smooth for a sleek appearance. And, instead of the usual four-bulb headlight design, the R1 has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are unique to the supersport industry.
Engine
The key components of this cutting edge engine design are the “crossplane” crankshaft and an uneven firing order. Both of these features are used on Yamaha’s championship winning M1 MotoGP racer. Please note … this is not a “big bang” engine. The R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross … or “crossplane”. Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinder’s firing order is normally 1,2,4,3 with a 180 degree interval. This R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider – machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.
All Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The primary injectors utilize 12 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required. This system is lighter and simpler than the sub motor driven secondary valve type FI system, which is no longer utilized due to Yamaha’s chip controlled throttle ( YCC-T).
YCC-I or Yamaha’s Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from the tall position at low to mid rpms to the shorter setting for improved high rpm power. The transition rpm between the 2 lengths is approx. 9,400 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.
Yamaha Chip Control Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. Similar to the R6 design, the YCC-T features 3 – ECU’s inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.
Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpm mode. While the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS switch gear.
Chassis/Suspension
Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow “tuned flex”. Finished in black, this frame boasts a compact 1415mm (55.7″) wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF (controlled filling) die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.
The engine mounting location in the aluminium frame is different than previous R1 models. The engine incline (9 degrees) and location (12mm forward) has been changed to improve the weight balance, front to rear weight ratio and the centre of gravity. Detachable magnesium CF die cast rear subframe reduces weight. The detachable design allows rear shock access and is less costly to repair if accidentally damaged.
Extra-long, lightweight aluminium “truss-type” swingarm provides great torsional rigidity for class leading handling, agility and manoeuvrability. This new lighter swingarm is made up of cast aluminium and CF die cast parts. The distance between the swingarm pivot and the rear axle has been optimized (597 mm) for excellent “turn-in” abilities and rear wheel traction.
Fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Front wheel travel is 120mm (4.7″). The thickness of the inner tube and the shape of the outer tube have been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.
Bottom link Motocross rear suspension utilizes a fully adjustable piggyback-style rear shock. The bottom link design lowers the centre of gravity for excellent handling. This shock features 2-way (hi speed & low speed) compression adjustment plus rebound and spring preload adjustability too. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7″).
Aditional Features
Immobilizer ignition system is designed to reduce the possibility of “ride away” theft. This system must recognize the “coded ignition key” in order for the unit to start. If the immobilizer ignition does not recognize the key (or a thief’s screwdriver or other type of “jimmy tool”) the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.
LED taillight reduces weight and power consumption while providing a brilliant eye catching light. The lens is white while the LEDs are red.
The seating position offers a very sporty yet comfortable riding position.
Lightweight forged footpegs for high strength.
Extensive use of hollow bolts and lightweight fasteners help trim overall weight.
Heavy-duty 50 series “O” ring drive chain.
Low maintenance, lightweight, sealed battery.
Convenient fold out under seat bungee cord straps.
The YZF-R1 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.
2010 Yamaha FZ-6R
Written by admin on Sunday, November 07, 2010 | No Comments
Categories: Yamaha Bikes Tags: 2010 Yamaha, 2010 Yamaha Bikes, 2010 Yamaha FZ6R, Yamaha Bikes, Yamaha FZ6R
The 2010 Yamaha FZ6R has a special ambience that makes you feel comfortable the minute you swing a leg over the seat. It is a sports bike that does not make any earth shattering claims; just a bike that will leave you smiling after each and every ride. Perhaps you are just getting started in motorcycling or have been around long enough to recognize that fun is not always determined by engine size or horsepower.
The Yamaha FZ6R offers features that make it easy for beginning ridres to get started: low seat height, grips that reach back, and a torquey, 600cc engine you won’t outgrow anytime soon. Add a diamond-steel frame, a sleek fairing, Yamaha R6-style exhaust and a price that makes it way more affordable that in looks.
The FZ6R fits perfectly into the less intense sport bike world with its easy to control power, light weight and low seat height. A slim compact chassis complements the fuel injected engine and its very linear throttle control. No lap records here, just a bike that inspires rider confidence and is a blast to ride.
Key Features
A rider in the market for an entry level or commuter 600cc bike doesn’t have to compromise performance or style to get value. The FZ6R is a great combination of performance, handling, and exciting sport bike style, but also with a low seat height that’s both adjustable to fit a wider variety of riders and also narrower where it counts to make it even easier to put both feet on the ground.
The engine delivers smooth power just the way today’s rider needs it, brisk acceleration with plenty of torque that makes it a pleasure to get around town, with lots in reserve for when you want more. This is certainly not a “no frills” motor. It’s derived from the FZ6 motor, fuel injected and tuned for outstanding low to mid engine performance.
Even if your primary goal is commuting to school or work, you want to be able to get out and have fun riding some twisty back roads. The FZ6R is ready to put a grin on your face! The diamond-shaped frame, made of high-tensile steel pipes using the engine as a structural member of the chassis, becomes the foundation for handling performance. It’s designed to provide the right rigidity balance to contribute to smooth cornering performance.
When it comes to putting power to the pavement, the new FZ6R uses nothing less than quality radial tires, 120/70R 17-inch front and 160/60R 17-inch rear. And this bike’s excellent stopping performance is due to dual 298mm front discs and a 245mm rear disc, both with comfortable to use controls.
Engine
The fuel-injected engine in the FZ6R has been designed to meet the demands of today’s motorcyclist. This engine optimizes the entire flow from the intake of the fuel-air mixture to combustion and exhaust. Even though it shares both bore and stroke dimensions with the FZ6, the cylinder head, crankcase, intake and exhaust system, as well as the clutch and shifter, were completely redesigned for the FZ6R, creating a power unit with an entirely different character.
The 600cc liquid-cooled 4-stroke in-line 4-cylinder engine is ready to respond with smooth, linear performance when the rider twists the throttle. Maximum output is achieved at a spirited 10,000 rpm and maximum torque is obtained at 9000 rpm. Bottom line: Its outstanding “torquey” low to mid rpm engine performance is just right for someone who enjoys commuting to work or school or riding the canyons on the weekends.
Lightweight forged aluminum pistons are used. Because the aluminum alloy is heated and formed under pressure without having to melt it completely as in conventional casting techniques, the strength of the original metallurgic matrix of the aluminum is maintained. As a result, a forged piston is stronger than a cast one and can thus be designed for lighter weight, which contributes to a reduction in vibration. In fact, many riders will be surprised at how smooth this motor is.
The 32-bit ECU controls the four-hole, two-direction, high-dynamic-range type fuel injectors for superior injection control. By delivering the precise fuel-air mixture needed for conditions, the engine can deliver great power and fuel economy.
Much like many of today’s high end sport bikes, the FZ6R has a 4-into-2-into-1 midship exhaust. Not only does it provide a throaty, yet comfortably quiet exhaust note, the system also includes 3-way catalytic converter technology to reduce exhaust emissions.
Chassis/Suspension
With its exciting sport bike looks, onlookers will know this isn’t just another middleweight bike. There’s no mistaking Yamaha’s high-performance heritage in the FZ6R.
The seat has separate front and rear sections, and the rider’s seat features an innovative height adjustment mechanism. The seat can be set 20mm – just over 3/4 of an inch – higher for taller riders, a change that can make a big difference on an all-day ride. The handlebar position can be adjusted 20mm forward by rotating the handlebar clamps to fine-tune rider comfort.
The overall chassis rigidity has been designed to provide both excellent handling and all-day comfort. In order to further enhance the smoothness and comfort of the ride, the front-end dimensions a have been optimized, including a caster angle of 26° and trail of 103.5mm, contributing a bike that has great steering feeling, making the bike even more of a pleasure to ride.
The front suspension has sturdy 41mm inner tubes, matched to a die-cast aluminum upper triple clamp and forged-steel under bracket, providing superior cushioning performance and good front-end feel. Wheel travel is a generous 5.1 inches to help soak up those bumps in the road.
The rear suspension is lightweight and contributes to the mass centralization, and the mono-cross suspension provides excellent wheel travel, a full 5.1 inches. Superior road hugging performance has been achieved with optimally designed damping-force valves and oil channels.
This bike boasts hydraulic disc brakes front and rear. The 298mm diameter front discs are lightweight for reduced unsprung weight, while the single rear disc is 245mm, and the brakes feature semi-metallic pads. The brakes have been designed to offer great feel and superb braking ability. FZ6R mounts tubeless radial tires on cast aluminum wheels. While their lightweight construction helps centralize mass, they also help contribute to agile handling.
Additional Features
The meter panel gives the rider plenty of feedback, including a digital display speedometer, analog tachometer, odometer/ tripmeter, fuel gauge, and water coolant gauge.
