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by Mark Hinchliffe, Courier Mail Motoring Editor
REPLACING two popular bikes with one is a risky business, but Honda
seems to have pulled it off with the VFR1200FA. It replaces the
reliable mid-sized VFR800 and the hypersports CBR1100XX Blackbird.
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Although the bigger capacity V4 is smoother, it still has that V
character and sound, while challenging the Blackbird for outright
performance. The package is near perfect with beautiful styling,
Honda’s excellent build quality, a host of high-tech features and
outstanding handling characteristics.
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But all this comes at a price. Honda has
released the bike at $24,990, which not only makes it a tough choice
against fellow Japanese, but even the Europeans. And you could pay as
much as an extra $2000-odd for the semi-automatic model with a
dual-clutch model transmission similar to those found in Porsche, Audi
and VW cars. Honda Australia motorcycle marketing manager Glyn
Griffiths says the DCT model will arrive in the middle of the year.
“They were on a later production schedule for Australia and we are
therefore receiving them at a later date,’’ he says. The heart of the
new model is the new V4 engine which features the Unicam single
overhead camshaft cylinder head and sealed crankcase from its motocross
bikes. While Honda has smoothed it out, there is still that
characteristic vibe, so it is not soulless like inline fours.
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There is little torque down low and
nothing happens until about 4000rpm, then there is freight-train linear
drive right through to the soft limiter at 10,000rpm. High gearing
means you go around city corners in first and you will rarely need
sixth gear which burbles along at 3400rpm at 100km/h. You can slip up
through the gears without the clutch and the progression is smooth with
absolutely no shaft drive snatch or slip. With its fly-by-wire
throttle, it has rapid-fire response without being twitchy.
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Styling is
also smooth, with a very streamlined front fairing, discreet air scoops
and a very tidy rear end, thanks to the shaft drive and beautifully
sculptured single-sided swingarm. However, the stubby exhaust looks a
bit too much like a scooter muffler and its note is metallic and
crackly.
The build quality is as good as the best
Euro bike and the dashboard and fully lined front cockpit area is the
tidiest of any bike I have seen. To achieve its touring credentials the
riding position has to be comfortable and it is. There is only a slight
stretch to the bars, although the footpegs are a bit high for tall
people. The seat is smooth and firmly padded allowing the jockey to
move around for cornering, but also providing support for the long
haul. Despite the usually wide V4 configuration, the waist - where the
seat meets the tank - is narrow so shorter people can get their legs to
the ground even though the seat is 815mm high. The windscreen provides
good cover with clean air and no buffeting.
Summer riding will be a breeze as the fairing diverts hot air away from
your legs. There is only slight warmth coming through the seat.
Instruments are clear and easy to read with a large analogue tacho in
the middle and a digital screen either side. On the left is the speed
indicator and fuel gauge. On the right is the speedo plus two trip
meters, gear position indicator, ambient and radiator temperatures and
clock. Honda claims it is the first bike with an ergonomic indicator
switch below the horn. Well, it’s not the first and whether it is
easier is up to you. It doesn’t take long to learn not to hit the horn
by accident. Some may question the absence of a handlebar button to
toggle through the trip info and the lack of a fuel economy readout,
self-cancelling indicators and handgrip warmers on a bike of this price.
Honda has upgraded its linked brake system for more front brake
emphasis. The front brakes have attack and induce a fair bit of fork
dive which is unexpected in a linked system. ABS and the slipper clutch
system from the Fireblade are the smoothest I have experienced with no
banging from the levers.
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Where the VFR excels is in its road
holding and handling. On initial turn-in you feel the full heft of the
bike’s 267kg, but once the turn is initiated, it feels solid, yet
nimble with excellent grip and stability. Big bumps don’t shake its
course and you can power out of a corner with confidence in the rear
wheel’s traction. It feels balanced and hassle-free, the front and rear
suspension working in unison rather than fighting each other or
see-sawing.
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The rear suspension is easily adjustable for load via a
handgrip. Pillions will find a generous rear seat for a sports tourer
with big and comfortable handgrips. The rear seat also provides a large
flat space to tie down luggage. There are also hard luggage options
that clip on without the need for pannier racks. A centre stand comes
standard.
PRICE: $24,990 + On roads (no price yet for DCT)
ENGINE: 1237cc, 76-degree V4 Unicam
POWER: 127kW @ 10,000rpm
TORQUE: 129Nm @ 8750rpm
TRANSMISSION: 6-speed, (dual-clutch semi-auto coming), shaft drive
TYRES: 120/70ZR17; 190/55ZR17
BRAKES: 6-piston callipers (front), 2-piston callipers (rear), linked system, ABS
FUEL: 18 litres
FRAME: aluminium twin spar
SUSPENSION: Pro-Link rear shock with adjustable rebound damping; 43mm telescopic forks with adjustable preload
SEAT HEIGHT: 815mm
KERB WEIGHT: 267kg
OPTIONS: 29-litre pannier kit, 31-litre top box, 3-position adjustable screen and 12 DVC plug.
COLOURS: red and silver
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In this issue
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by Mark Hinchliffe, Courier Mail Motoring Editor
Brute force, sinister looks and touring comfort come together in the Triumph Rocket III Tourer.
It appears to be a Rocket III Classic with a
windscreen and panniers, however there are so many changes the only
parts shared are the rear light, mirrors, brakes and the engine. Even
the seat is different with two separate layers of cushioning of
different densities and a gel pad in the pillion seat.
Usually Triumph seats seem to be made of
the best British steel, but this is one of the first with a comfortable
standard seat. However, if that isn't good enough there are three
optional seats you can choose from. These are among the 59 accessories
designed exclusively for the Touring variant, including backrests,
mufflers, heated grips and chrome parts.
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It comes with hard panniers and a look-over windscreen, but you can
also replace these with aftermarket variants. The top-loading and
lockable 36-litre standard hard luggage is neat and streamlined.
However it is a bit narrow, so it won't fit much gear. Both the
luggage and windshield have a brilliant quick-release system that is
easy to remove and fit.
It comes with hard panniers and a
look-over windscreen, but you can also replace these with aftermarket
variants. The top-loading and lockable 36-litre standard hard luggage
is neat and streamlined. However it is a bit narrow, so it won't fit
much gear. Both the luggage and windshield have a brilliant
quick-release system that is easy to remove and fit.
But the Touring model is not just about comfort and the practicality of a windshield and panniers. It's also about performance.
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The 2.3-litre three-cylinder engine has
been modified for less top-end and smoother midrange. Disregard the
80kW of power (down from 104kW) from the engine and
concentrate on the 209Nm of torque (up from 200Nm) available from
2000rpm that provides rip-your-arms-off acceleration.
It only has five gears, but you really only need to flick through to
top and then roll on and off the throttle for all the overtaking
acceleration you will ever need. That makes it a relaxing as well as a
rewarding tourer on the big open roads. The Classic features a massive 240mm tyre which looks the part, but makes steering very difficult.
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It has been replaced with a 180mm so more space can be given over to
the panniers. The narrower tyre is disguised by the rear fender and
panniers. What it means to handling is that you only have to shift your weight a
little for the bike to start turning quickly into sharp corners.
Clearance is not as good as the original, but the footboards are hinged
so they don't present a hard fixture to the road surface and they have
sturdy and replaceable wear plates underneath. Up front, the wheel is 16 inches, down from 17, which makes it easier
to manoeuvre at slow speeds. A slightly lower seat also helps with
parking manoeuvres.
Suspension has been tuned for a plusher, more comfortable, ride.
Brakes are strong and have plenty of initial bite, but the foot lever
needs more feel and a big bike like this really needs ABS as the rear
is easy to lock up on a wet road. Harley's Touring models all come
standard with ABS.
Triumph Australia says ABS may be available toward the end of the year.
Meanwhile, a naked and more aggressive version called the Roadster
arrives this month (February) with ABS. The Roadster has a more
upright riding position and is powered by a more powerful engine with
109kW and 221Nm.
Riding position on the Touring is relaxed with your arms spread to
the
big tiller and your legs spread around that wide tank. Your feet sit on
generous footboards with an adjustable heel-toe gear shifter. This is a
good position for long rides, although the economy is down
because of the extra weight and drag and the incongruously smaller fuel
tank, limiting range to about 300km.
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Triumph Rocket III Touring available from TeamMoto Triumph Springwood, TeamMoto Virginia and TeamMoto Blacktown.
PRICE: $28,417 RA
ENGINE: liquid-cooled, fuel-injected 2294cc triple
BORE X STROKE: 101.6 x 94.3mm
COMPRESSION: 8.7:1
POWER: 80kW @ 5400rpm
TORQUE: 209Nm @ 2000rpm
TRANSMISSION: 5-speed, shaft drive
WHEELS: 25-spoke 16-inch alloys
TYRES: 150/80 R16; 180/70 R16
SUSPENSION: Kayaba 43mm conventional forks (front), Kayaba twin shocks, with preload adjustment (rear)
BRAKES: 320mm floating discs, Nissin 4-piston fixed calipers (front), 316mm disc, Brembo 2-piston floating caliper
FUEL: premium, 22.3-litre tank, 7.7l/100km (tested)
DIMENSIONS (MM): 2608 (l), 895 (w), 1182 (h), 736 (seat), 1708 (wheelbase)
DRY WEIGHT: 362kg
COLOURS: black (with hand-painted silver pinstripes), black and white, black and red, and two-tone blue.
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Pass me a map of Australia; I feel a lap coming on.
by Mark Hinchliffe, Courier Mail Motoring Editor
The name Tenere comes from a Sahara
Desert region, but it is is better known to bikers for the Yamaha model
that has taken adventurers around the planet. A short ride on the new
Yamaha XT660Z Tenere is not sufficient to fully explore the potential
of this iconic bike, but it is more than enough to give you an itch for
travelling big miles.
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Yamaha's 1200cc Super Tenere is about to
hit our shores, but it will be more of a competitor to the BMW R 1200
GS Adventure that Ewan McGregor and Charley Boorman rode in their "Long
Way" adventures. This 660cc single-cylinder bike is a totally different
animal that will take adventurers to more secluded and hard-to-get-to
places. Its low-compression, bullet-proof engine has been around for
ages and now in its fuel-injected form which appears in several Yamaha
models, it is a lively and economical unit.
The robust mill is superbly suited for round-Australia duties with a
good spread of useable power but limited vibration that doesn't rattle
your teeth and leaves a stable image in the rearview mirrors. As a
dual-sport bike, it is a compromise between the road and the dirt.
Depending on what you want to do with it, you can bias it more one way
or the other.
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There is already an extensive range of accessories available from
Yamaha as well as aftermarket adventure specialists such as Hepco &
Becker and Touratech. This will allow owners to tailor the bike for
specific needs from commuting to long-range touring to extreme off-road
action.
While it will happily commute to work with its high position and
slimline lane-splitting design, most riders will want it set up for the
long haul across tough terrain, packed to the hilt with luggage, spares
and camping gear. It's therefore comforting to see a thick rear
subframe that appears to be strong enough to support stacks of heavy
luggage without sagging or fracturing.
First thing most adventurers will change, however, will be the
road-biased dual-purpose tyres and the rubber footpegs which are too
small.
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The riding position is ideal for the long haul with one of the
most comfortable seats on any dual sport bike. Some may find it too
tall and too contoured for their liking, but with its leather-like
covering, it is supremely comfortable. My only complaint about the seated riding position is the windscreen
which is so far forward it creates an enormous amount of tiring wind
buffeting. Smaller riders might not get as much buffeting, but I would
either remove it altogether or fit the larger aftermarket windscreen or
an extender. However, the screen is not an issue when standing. From up
high the bike feels just right, with plenty of control for quick
steering changes. With a quick tilt of the bars, I found the standing
position extremely comfortable without the need for bar raisers.
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The instruments are also high and quite visible in all lighting
conditions, although they would be even better if you could slightly
tilt them up for improved vision when standing. Information provided
includes an analogue tacho, plus a digital screen with odometer, fuel
gauge, clock and two trip meters.
The long-travel suspension is on the plush side, but it didn't
bottom out on a couple of big hits and jumps on a test ride down a
rough dirt track. On the bitumen it doesn't wallow or swim around
either, probably because it is a fairly lithe 208kg even with 23 litres
of fuel on board.
It flicks into corners with a light and deft feel and holds its line
well at any speed. You could easily cruise all day at Northern
Territory maximum highway speeds with plenty of stability and comfort.
However, short, sharp hits can cause a flicker through the bars, so a
stabiliser is recommended.
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A highlight feature of its performance is the brakes. The twin disc
front has brute force with soft initial bite and great progression
while the back brake also has good feel, even when wearing chunky
off-road boots.
Yamaha XTZ660 Tenere
PRICE: $15,565 Ride Away with 12 months Rego in QLD
ENGINE: fuel-injected, liquid-cooled, 4-stroke, 660cc, 4-valve, single cylinder
BORE X STROKE:100x84mm
COMPRESSION: 10:1
TRANSMISSION: 5-speed, wet clutch, chain drive
FUEL: 23 litres
SUSPENSION: telescopic forks, 210mm travel, monocross swingarm, 200mm travel
BRAKE: 298mm dual discs (front), 245mm disc (rear)
TYRES: 90/90-21 (front), 130/80-17 (rear)
DIMENSIONS (mm): 2246 (l), 900 (w), 1477 (h), 895 (seat), 1500 (wheelbase), 260 (clearance)
WET WEIGHT: 208.5kg
WARRANTY: 24 months, unlimited kms, parts and labour
COLOURS: blue, black
Images from Yamaha Motor Europe
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With just a few small mods the new Tenere can be transformed into a serious long haul Adventure bike....
Ron Grant takes us through the changes he's made to his Yamaha Tenere to make that long journey that much more enjoyable. Simply modifying the seat so the rider
can move back and forward combined with a higher set of handlebars
provides far greater comfort and control, particularly when standing on
the pegs. I found the different sitting position changed the rider vs
screen relationship with the screen now providing a high level of
comfort and minimal buffeting.
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The foot pegs are a little narrow when
standing up – easy fixed with a set of PivotPegz. The stock Metzler Tourance tyres are fine
for the daily commute but for more off road riding, a set of Michelin
T63's work a treat. Excellent on bitumen handling but really are the
business in the dirt – plus they provide long tyre life. While you are
fitting new tyres, a set of Ultra Heavy Duty tubes is the best way to
prevent (or at least greatly minimize) pinch flats. And with dirt tyres
fitted a rim lock will be necessary to secure the rear tyre.
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The suspension is one of the best set ups
on any Japanese Dual Sport bike, but regardless, for the real serious
off roader there are some improvements available. The front forks do
not have any damping adjustment, easily fixed by fitting RaceTech Gold
Valve fork emulators. This mod provides both compression and rebound
damping adjustability and really does enhance the fork action.
The rear shock is pretty close to the mark, but can be upgraded with a
different damping and or heavier spring as required. If it is the
Strezlecki Track or Birdsville Track or you just have a passion for
2,000 or 3,000 or 4,000 k's of rocks and corrugation – then an upgrade
to an Ohlins shock may be viable.
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The engine is a beauty, smooth, torquey
and with ultra long service intervals - oil change at 10K and valve
clearance check at 20K. The EFI provides exceptional fuel economy at up
to 25kml when riding in the manner you promised your wife. High speed
off road / sand will see this drop to as low as 17kml – still an
exceptionally frugal fuel consumption. Fuel range is between a very
healthy 400 to 500 +.
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The 2010 Suzuki RM-Z450 has
proven it's the crème de la crème of the heavy weight MX 450cc class,
winning the April 2010 ADB (Australasian Dirt Bike) Magazine Shootout!
The world's first-ever mass produced
fuel-injected motocross machine, the ground-breaking Suzuki RM-Z450
opened the door to a whole new era in motocross design when it was
introduced with the revolutionary new advanced fuel-injection
technology.
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Enhanced throttle response and power
throughout its rev range, the 449cc, four-stroke, single-cylinder,
liquid cooled, DOHC, 4-valve engine features the latest cylinder head,
piston, crankshaft, throttle body, cam shafts and valve springs.
Pioneered by Suzuki, the Electronic Fuel Injection (EFI) system is even
better with a reversed throttle valve movement, directing mist away
from the valve to produce more power and enhanced throttle response.
The RM-Z450 was up against tough competition in the Shootout including
Kawasaki, KTM and Honda 450cc motocrossers, as well as the all new
Yamaha YZ450F. The Suzuki however swept the board and received the
highest marks in all three categories; engine, handling and ergos.
Built with lessons learned from racetrack domination, Suzuki's ultimate weapon is ready for launch.
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