Showing posts with label specs. Show all posts
Showing posts with label specs. Show all posts
Thursday, May 23, 2013
2012 Yamaha Super Tenere Review and Specs
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Ultimate MotorCycling has gotten a first-ride on the 2012 (yes, 2012) Yamaha Super Ténéré, a motorcycle fresh from Europe and ready to take on the American backcountry. The most important thing to understand about this adventure motorcycle is where it falls on the open class adventure motorcycle spectrum.
At one end, you have the dirt-worthy BMW R 1200 GS Adventure and the KTM 990 Adventure. At the other, you have the more street-focused Moto Guzzi Stelvio, Ducati Mul
tistrada, Triumph Tiger 1050, Suzuki V-Strom and the standard BMW R 1200 GS. Our ride on the Stelvio reveals that it fits in the middle of these two groups, sitting tightly between the two BMWs.
One feature of immediate interest is the Super Ténérés traction control, part of the Yamaha TCC-T fly-by-wire technology for the 1199cc, liquid-cooled, DOHC, parallel twin. It works by regulating ignition timing and fuel injection volume. The TC-2 position is designed for riding off-road and works well, while the TC-1 position is the default position for street riding.
It reduces wheelspin and wheels, as you would expect. Theres also an option to turn the system off completely, so you can back the Super Ténéré into corners or pull long wheelies, as desired. Power delivery is also adjustable, with a softer T-mode for "Touring" and a full-performance "S-mode". Along with a wide-ratio 6-speed transmission, it is possible to customize engine performance to an impressive degree.
On hardpack clay fire roads with embedded rocks, the shaft drive Super Ténéré proves its mettle. Maneuverability is outstanding, and it handles very easily for a machine that weighs a claimed 575 pounds wet (in standard trim, with a full six-gallon fuel tank). As things get tighter, the Super Ténéré has a turning radius that is quite narrow for its class.
The motor fires off a 270-degree crank, giving it a power delivery that is single-like, giving the rear tubeless Bridgestone Battlewing 17-inch tire a chance to find traction off-road (up front is a 19-incher). Also, thanks to a primary balancer, vibration is well controlled, and off-roaders will want to remove the rubber footpeg inserts for better feel.
Dont get the idea that the Super Ténéré is some sort of off-road race bike, however. It still weighs quite a bit, and the steel frame and 7.5 inches of travel at both ends can only take on so much input from the terrain. Yamaha does allow for full adjustment of the 43mm forks, and the rear shock can be adjusted for rebound damping and spring preload. Also, the seat height has two height positions, one inch apart.
Slowing the Super Ténéré down has been simplified on-road by an effective triple-disc application of ABS. It works better than a KTMs system and is on par with BMW. Yamaha inexplicably does not allow you to turn off the ABCS, something most off-roaders will want to do.
This is certainly an odd choice by Yamaha engineers. Also part of the package is UBS (Unified Braking System), which means the rear brake is applied when you pull the hand lever. Push the rear brake first and UBS is overridden.
Yamaha did not over-power the Super Ténéré, and the low-end torque feels softer than a GS. Inside the motor, everything is certainly fully modern--8 valve head with a magnesium valve cover, forged aluminum pistons, and carburized connecting rods. Feeding the motor is a downdraft twin-bore fuel injection system with 12-hole injectors for superior fuel atomization.
Keeping in line with adventure class tradition, the Yamaha Super Ténéré features brush guards and a center stand as standard equipment. Side bags and a top case are available as well-integrated accessories, though the units are not as impressive as the best from BMW.
The Yamaha Super Ténéré is nicely placed in a niche in the adventure world, setting it up to build the same sort of cults that surround bikes like the KTM 990 Adventure and BMW GS bikes. Riders desiring the 2012 Yamaha Super Ténéré will be asked to wait in line.
The motorcycle will be available through a Priority Delivery Program at Yamaha dealerships nationwide and require an advance deposit of $500, with deliveries beginning in May 2011.
2012 Yamaha Super Ténéré | Motorcycle Specs
Model...XTZ12
Engine Type...1199cc, liquid-cooled, 4-stroke 2-cylinder DOHC
Bore x Stroke...98.0 x 79.5mm
Compression Ratio...11.0:1
Fuel Delivery...Fuel Injection with YCC-T
Ignition...TCI: Transistor Controlled Ignition
Transmission...Constant mesh, 6-speed
Final Drive...Shaft
Suspension/Front...Telescopic fork, 43mm tube, adjustable preload, compression and rebound damping, 7.48-in travel
Suspension/Rear...Monoshock, adjustable preload and rebound damping, 7.48-in of travel
Brakes/Front...Dual 310mm hydraulic disc, ABS/Unified Brake System
Brake/Rear...282mm single disc
Tire/Front...110/80R 19M/C
Tire/Rear...150/70R 17M/C
L x W x H...88.6 x 38.6 x 55.5 in
Seat Height...33.26 or 34.25 in
Wheelbase...60.6 in
Rake (Caster Angle)...28.0°
Trail...126 mm
Fuel Capacity...6.0 gal
Wet Weight...575 lb
Colors...Raven, Blue
Motorcycle Riding Apperal
Helmet: Icon Variant Speedmetal
Jacket: Cortech Accelerator Series 2
Gloves: Cortech Accelerator Series 2
Pants: Tour Master Venture
Boots: Sidi Adventure
Ultimate MotorCycling has gotten a first-ride on the 2012 (yes, 2012) Yamaha Super Ténéré, a motorcycle fresh from Europe and ready to take on the American backcountry. The most important thing to understand about this adventure motorcycle is where it falls on the open class adventure motorcycle spectrum.
At one end, you have the dirt-worthy BMW R 1200 GS Adventure and the KTM 990 Adventure. At the other, you have the more street-focused Moto Guzzi Stelvio, Ducati Mul
tistrada, Triumph Tiger 1050, Suzuki V-Strom and the standard BMW R 1200 GS. Our ride on the Stelvio reveals that it fits in the middle of these two groups, sitting tightly between the two BMWs.One feature of immediate interest is the Super Ténérés traction control, part of the Yamaha TCC-T fly-by-wire technology for the 1199cc, liquid-cooled, DOHC, parallel twin. It works by regulating ignition timing and fuel injection volume. The TC-2 position is designed for riding off-road and works well, while the TC-1 position is the default position for street riding.
It reduces wheelspin and wheels, as you would expect. Theres also an option to turn the system off completely, so you can back the Super Ténéré into corners or pull long wheelies, as desired. Power delivery is also adjustable, with a softer T-mode for "Touring" and a full-performance "S-mode". Along with a wide-ratio 6-speed transmission, it is possible to customize engine performance to an impressive degree.
On hardpack clay fire roads with embedded rocks, the shaft drive Super Ténéré proves its mettle. Maneuverability is outstanding, and it handles very easily for a machine that weighs a claimed 575 pounds wet (in standard trim, with a full six-gallon fuel tank). As things get tighter, the Super Ténéré has a turning radius that is quite narrow for its class.
The motor fires off a 270-degree crank, giving it a power delivery that is single-like, giving the rear tubeless Bridgestone Battlewing 17-inch tire a chance to find traction off-road (up front is a 19-incher). Also, thanks to a primary balancer, vibration is well controlled, and off-roaders will want to remove the rubber footpeg inserts for better feel.
Dont get the idea that the Super Ténéré is some sort of off-road race bike, however. It still weighs quite a bit, and the steel frame and 7.5 inches of travel at both ends can only take on so much input from the terrain. Yamaha does allow for full adjustment of the 43mm forks, and the rear shock can be adjusted for rebound damping and spring preload. Also, the seat height has two height positions, one inch apart.
Slowing the Super Ténéré down has been simplified on-road by an effective triple-disc application of ABS. It works better than a KTMs system and is on par with BMW. Yamaha inexplicably does not allow you to turn off the ABCS, something most off-roaders will want to do.
This is certainly an odd choice by Yamaha engineers. Also part of the package is UBS (Unified Braking System), which means the rear brake is applied when you pull the hand lever. Push the rear brake first and UBS is overridden.
Yamaha did not over-power the Super Ténéré, and the low-end torque feels softer than a GS. Inside the motor, everything is certainly fully modern--8 valve head with a magnesium valve cover, forged aluminum pistons, and carburized connecting rods. Feeding the motor is a downdraft twin-bore fuel injection system with 12-hole injectors for superior fuel atomization.
Keeping in line with adventure class tradition, the Yamaha Super Ténéré features brush guards and a center stand as standard equipment. Side bags and a top case are available as well-integrated accessories, though the units are not as impressive as the best from BMW.
The Yamaha Super Ténéré is nicely placed in a niche in the adventure world, setting it up to build the same sort of cults that surround bikes like the KTM 990 Adventure and BMW GS bikes. Riders desiring the 2012 Yamaha Super Ténéré will be asked to wait in line.
The motorcycle will be available through a Priority Delivery Program at Yamaha dealerships nationwide and require an advance deposit of $500, with deliveries beginning in May 2011.
2012 Yamaha Super Ténéré | Motorcycle Specs
Model...XTZ12
Engine Type...1199cc, liquid-cooled, 4-stroke 2-cylinder DOHC
Bore x Stroke...98.0 x 79.5mm
Compression Ratio...11.0:1
Fuel Delivery...Fuel Injection with YCC-T
Ignition...TCI: Transistor Controlled Ignition
Transmission...Constant mesh, 6-speed
Final Drive...Shaft
Suspension/Front...Telescopic fork, 43mm tube, adjustable preload, compression and rebound damping, 7.48-in travel
Suspension/Rear...Monoshock, adjustable preload and rebound damping, 7.48-in of travel
Brakes/Front...Dual 310mm hydraulic disc, ABS/Unified Brake System
Brake/Rear...282mm single disc
Tire/Front...110/80R 19M/C
Tire/Rear...150/70R 17M/C
L x W x H...88.6 x 38.6 x 55.5 in
Seat Height...33.26 or 34.25 in
Wheelbase...60.6 in
Rake (Caster Angle)...28.0°
Trail...126 mm
Fuel Capacity...6.0 gal
Wet Weight...575 lb
Colors...Raven, Blue
Motorcycle Riding Apperal
Helmet: Icon Variant Speedmetal
Jacket: Cortech Accelerator Series 2
Gloves: Cortech Accelerator Series 2
Pants: Tour Master Venture
Boots: Sidi Adventure
Wednesday, May 22, 2013
Royal Enfield Continental GT 2013 Specs Price Custom Release Date
Nothing like you have seen before in India. The design harks back to the old British era when Cafe Racers were quite popular in Europe. This is the first attempt by Royal Enfield to design something entirely different from the norm for the company but without losing sight of their history or heritage. The clip-on handlebars sit low, very unlike any other Royal Enfield bike, the twin pod console, the long fuel tank and the short seat all make for a very attractive package. Unlike the concept showcased at the Auto Expo, the Continental GT has normal mirrors rather than the cool upside down ones.
The look is very similar to the old Royal Enfield Continental GT from 1965 with similarities like the GRP tank, a humpy racing seat, rearset footrests, clip-on handlebars and well off course, the cafe racer looks. Customers back then also had an option of ‘brake cooling discs’ at the front.
Royal Enfield has decided not to put in it’s traditional engines. Instead they have chosen to go back in time to the old Lightnings displacement, 535cc. However, while the cubic capacity may be identical to the Lightning, the engine shares nothing whatsoever with the erstwhile motorcycle. RE has bored out the Classic 500’s UCE fuel injected engine and fitted it with a lighter flywheel and a re-mapped ECU. The company claims that this should help the engine rev quickly. Additionally, the motorcycle weighs a good 15kg lighter than the Thunderbird 500. All this should translate in to the fastest and most powerful production Enfield to hit the roads. If Royal Enfield can extract about 35PS or thereabouts out of the new motor, we are in for a treat.
In their lineage, this will be the first time in more than five decades that Royal Enfield will be using a double down-tube cradle for better handling. Aiding the chassis will be Paioli shock absorbers and to go with it, again a first for an RE, Pirelli tyres and let us not forget the disc brakes at either end. All this suggests that the Continental GT should turn out to be a vastly more accomplished handler than the other Royal Enfields.
On the price front, it is likely to cost between 2- 2.5 lakh, which maybe steep but hardcore bulleteers and classics lovers will find it every bit worth the money. That price will make it the most expensive Bullet ever.
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