Yamaha XJ6 & XJ6

 

While we were flogging Yamaha’s latest R1 around Australia’s Eastern Creek race circuit, the Europeans were sampling a new all-rounder naked bike around Sydney. The XJ6 is a Euro version of the fully faired FZ6R which we’ll be seeing in the North American market this Spring. Both are based on the existing FZ6 but have lower specification engines and chassis. We think the XJ6 looks a bit cooler than our FZ6R, but Americans have a propensity for ignoring naked sporty bikes, so we get the mechanically similar faired version we’ll be testing in mid-February. In the meantime, here’s a sneak peek at the platform from our European correspondent. KD

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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.

Nothing about the XJ6 is intimidating even in the slightest sense, apart from the aggressive looking headlight.

The XJ6 Diversion differs from its XJ6 sibling by having a half fairing.

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.

First gear easily allows for some air underneath that front tire.

And easy it is to ride, indeed. As I first set off, the engine buzzes silently and 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.
For me, 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 I think. 
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.

All moto-journalists visiting Sydney are legally required to take a picture of the Opera House for publication.

The instruments are easy to read and identical on both XJ6 models. There’s a digital speedo on the left console and an analog rev counter to the right.
The XJ6 and XJ6 Diversion are also available with ABS at £350 extra. The XJ6 starts at £4,499 and the XJ6 Diversion at £4,949. Colors for the XJ6 are white, yellow and black, whilst the Diversion is available in red, blue and graphite.
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.

Our writer tries to take the XJ6 back to the briny deep from whence he came.

Highs:		Sighs:
Good Value for money Easy to get along with engine and ergonomics The XJ6 is a very good city bike alternative		Thinly padded seat Not enough to help you stay excited after the honeymoon

Related Reading
2009 Yamaha FZ6R Preview
2004 Yamaha FZ6 Review

2010 Honda CB1000R

Two years ago Honda introduced Europeans to the CB1000R, a slick naked bike with CBR1000RR blood flowing through its veins. Will it finally be coming to North America?

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Peruse Honda’s 2010 lineup and you’ll notice a common theme. Unless you’re looking at cruisers, all of Honda’s sporting machines are dressed up. Maybe the folks at American Honda are a bit prudish, but it would seem they have an aversion to naked bikes. Naked is, after all, the new “standard,” evoking thoughts of simpler times when motorcycles were less focused and served multiple purposes.
Evolution has improved the breed, and modern standards are basically naked supersports. The CB1000R demonstrates this with firm ties to its sportier sibling, the CBR1000RR.

2010 Honda CB1000R

When Honda discontinued the 919 in 2007 (known as the Hornet 900 across the Atlantic), Europeans saw the gap filled with the higher-performance and futuristically styled CB1000R for the 2008 model year, but the machine failed to make it into North America.

Styling cues for exhaust and tailpiece are borrowed from latest-generation CBR1000RR. The engine is sourced from previous-generation RR.

We recently had a chance to sample the 2010 CB1000R at Roebling Road Raceway, as a teaser courtesy of Honda Canada, the distributor of Honda motorcycles north of the U.S. border. Lengthy Canadian winters prevent us Canuck journalists from riding until sometime in mid-April, so Honda Canada invited some of us to ride a slew of new Hondas (some of them Canadian-market only models like the CBF600 and CBF1000, which you’ll read about soon here on Motorcycle.com) in the more temperate climate of Savannah, Ga.
Honda Canada brought the CB1000R into the country for testing, with the possibility of offering it in its lineup in the not-too-distant future.
This sharply styled, liter-class naked bike is powered by a 998cc inline-Four sourced from the ’06-’07 CBR1000RR. Being a longer-stroke engine than the one available in the latest CBR, its potential for stronger midrange torque makes it better suited for naked-bike duties.
To emphasize a broader spread of torque, the CB uses 36mm throttle bodies as opposed to the ’07 CBR’s 44mm (the current CBR uses 46mm throttle bodies). Its compression ratio was reduced to 11.2:1 from 12.2:1.
In this detuned form the CB1000R’s engine produces a claimed 123 crankshaft horsepower at 10,000 rpm, a substantial reduction from the older CBR’s claimed 170 but still satisfying considering this isn’t a bike destined for the starting grid of a World Superbike race.

Our Canadian correspondent rides a Euro-spec CB1000R, currently considered for importation north of the border. Will it be coming to a showroom near you?

Torque peaks at 73 ft-lbs at 7750 rpm, and although the CB doesn’t have the brute bottom-end grunt of a Triumph Speed Triple, it does have a meaty midrange that gets progressively stronger as revs reach the 10,000 rpm redline. It has a satisfyingly flat powerband that won’t threaten to pop your shoulders when you twist the throttle to its stop. I saw about 150 mph on the digital speedo riding into a headwind along the front straight, and the bike was still pulling. The lack of bodywork, however, made holding on at that speed a real workout on the forearms and biceps.
Its six-speed gearbox operates so smoothly that it almost shifted at the mere thought of changing gears.

CB1000R steers quickly around a racetrack; a tad twitchy but competent and capable at nine-tenths.

A single-backbone, gravity-cast aluminum frame uses a fully adjustable 43mm inverted fork, and a single-sided swingarm is suspended by a single shock adjustable for rebound damping and spring preload. Suspension settings as delivered were entirely up to the task of fast lapping of the mostly smooth, flowing racecourse, so occasional track-day aficionados won’t be disappointed with this machine.

Steering geometry is a bit less aggressive than on the latest CBR1000RR (25-degree rake, 3.9 inches trail vs. 23 degrees and 3.8 inches) and the wheelbase is stretched almost an inch and a half to 56.9 inches, but the bike still felt a bit twitchy through Roebling’s long, sweeping turns. That twitchiness was caused mostly by the leverage provided by the wide, 1980s superbike-bend handlebar. Despite lacking a steering damper, the bike gave no indication that it was prone to wobble.
Turn-in is quick enough to give the impression we were riding a middleweight roadster (claimed wet weight for the ABS model I rode is 489 pounds), and there is enough cornering clearance to ride to the edges of the Bridgestone BT-015 radials (same as on some U.S.-spec CBRs), with only the extra-long footpeg feelers bearing the brunt of hard lapping.
The seating position is typical of a naked bike, with footpegs mounted rearward, and somewhere between a supersport and sport-touring bike in height, and the handlebar places your body in a modest forward lean — in other words, just right for back-road blitzing. The bike feels relatively slender between the legs and its 32.5-inch seat height allows a flat-footed reach to the ground with a slight bend at the knees (I’m six feet tall).
A compact instrument panel is all LCD and includes the usual array of info including tripmeters, speed, clock and a bar tachometer. Despite its rather low placement it was easy to read, though I’d have preferred a round analog tach—call me old fashioned. The plus side of this dashboard is that it makes for a sleek nosepiece when viewed from the front.

Combined ABS works fine on the track; adds a measure of safety on the street.

Honda’s Combined ABS uses standard-mount three-piston front calipers squeezing 310mm rotors (radial-mount calipers are used on the non-ABS version) and a twin-piston rear caliper on a 256mm rotor. The brakes require higher lever effort to slow the bike hard than it would on a supersport machine, but effort is still well within sportbike standards and feedback is precise.
The CB1000R’s racetrack handling alone won me over, but where it will really shine is on the street. I decided to give the CB a break and rode one session at a sporting street pace and this naked roadster returned the favor by exhibiting a gentle demeanor and remaining nearly buzz-free at 65 mph.
A 4.5-gallon fuel tank should provide a decent range at legal speeds, and its Euro-inspired styling (the bike was designed by Honda’s R&D department in Rome) is stylishly futuristic without being an attack on the visual senses like Kawasaki’s new Z1000. To visually reinforce its CBR-RR lineage, it borrows styling cues from its sportier brother, including its low-slung angular exhaust and abbreviated tailpiece.
Where the CB1000R will feel most at home is in an urban setting or when blazing back roads with your riding buddies. Europeans know this, as the CB1000R has proven a popular mount across the pond.
Maybe North Americans will be as receptive to this sporty roadster, should it finally reach our shores. And that just might happen. With the bike being currently tested in the land of the maple leaf, it’s certainly one step closer.

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American Honda was predictably coy when we asked them to comment on the CB1000R, explaining that it is assessing the market and looking at possibilities for it in America.
“Executive management loves the thing,” a Honda rep told Motorcycle.com. “They could decide to import it if the stars align.”

Euro-bike styling hides a capable, single-backbone aluminum-framed chassis. Single-sided swingarm evokes memories of Honda's RC-series supersports.

And you can bet they will be closely monitoring sales of Kawasaki’s similarly intented new Z1000 sports naked. Kawi tells us that, though its sales goals for the Z were modest, “We’re ahead of our plan in terms of retail performance,” adding that the warm media reception for the bike seems to have helped drive sales at the consumer level.
So, if you really want a CB1000R imported to America, get your buddies to buy several Z1000s! –Ed.

2009 Yamaha R1

 

You might not yet know what a cross-plane crankshaft is, but you will. It’s a link to Valentino Rossi’s MotoGP bike, and it’s the biggest advancement in literbike engine design in years. This new crankshaft arrangement is part of Yamaha’s latest YZF-R1, a literbike we tested last week at the Eastern Creek circuit in Australia, and it’s a design not seen in any previous production motorcycle.
The 998cc engine’s distinct sound is the obvious clue that it’s something special - it’s akin to a V-Four with a deep, purposeful note that seems a little bit angry. But it’s in the way the motor generates power that sets it apart from its competition. Gone is the peaky powerband of the previous motor, and in its place is the most tractable four-cylinder literbike yet built.

Yamaha’s 2009 R1 is ready to do battle against any of its literbike rivals.

The newly enhanced midrange is welcome, but more than that is the feel of a direct connection between the throttle and rear tire. In most literbikes, a rider is acutely aware of the possibility of being high-sided to the moon if the throttle is applied injudiciously. With the R1, even a moderately skilled rider can safely drift the rear tire on corner exits.

What’s a Cross-plane Crankshaft?

The cross-plane crankshaft has its pistons arranged 90 degrees apart from each other. Power getting to the ground… As high-performance motorcycle engines have grown more powerful, it’s become difficult to harness that power through the small contact patch on the rear tire. A typical four-cylinder engine uses a flat-plane crankshaft, and the two outer and two inner pistons rise and fall in pairs, firing 180 degrees apart. Torque is applied to the crank during combustion, of course, but also from inertia as the crankshaft rotates. This inertial torque is seen as noise to engineers, and it has the effect of confusing a rider about the amount of traction available from a bike’s rear tire. The same holds true in the world of MotoGP racing, so Yamaha engineers introduced in 2004 an uneven firing interval for its inline four-cylinder M1 with what’s called a cross-plane crankshaft. In this new design the pistons are arranged 90 degrees apart from each other around the crank, which eliminates the inertial torque fluctuation of a typical four-cylinder mill. A balance shaft keeps vibration at tolerable levels. Yamaha has adapted this configuration to its R1 streetbike, providing enhanced traction and a very distinctive exhaust note we’ve been hearing from Valentino Rossi’s racebike.

In the 600cc and 1000cc supersport categories, the successful mantra has always been lighter weight and more power. But with a claimed 182 crankshaft horsepower, the new R1 doesn’t re-set the bar in power production. And its 454 lb running weight (full of fuel, etc) is 15 up on the svelte Honda CBR1000RR.

The R1 and its new engine configuration instills confidence to its rider.

Other than the brake calipers, pretty much everything you see here is new to Yamaha’s R1.

Instead, Yamaha has focused on its stated concept for the R1: “To deliver a maximum amount of drive force in the smoothest manner possible.” We’re happy to report that this isn’t just some PR hype - it’s actually something a rider can feel after just a short time in the saddle.
One of the knocks against the old R1 was its lethargic response when leaving stoplights. The new engine’s beefed-up midrange sure helps in this regard, aided by two extra teeth on the rear sprocket. Quick launches no longer require major clutch slippage, making around-town riding much easier to manage.
In terms of its chassis, the R1 doesn’t break as much new ground as its engine. Rake and trail remain unchanged, while the wheelbase is shortened by a scant 5mm. Nevertheless, the R1’s frame is an all-new design with a significantly revised rigidity balance.
Made from a mixture of gravity-cast, CF-cast and pressed-sheet aluminum, the frame is stiffer at the steering head and swingarm pivot, but its perimeter frame rails are now 37 percent more flexible laterally, providing greater feedback when the bike is leaned over in a corner. The swingarm also had its rigidity balance tweaked, allowing more flex laterally and torsionally.
Around the Eastern Creek circuit, the new R1 proved to be quite cooperative. Turn-in response is about what we’ve come to expect from a literbike, aided somewhat by the use of a taller 55-series rear tire rather than the typical 190/50-17. There are several mid-corner bumps around the Aussie racetrack, and the Yamaha was quite adept at sucking them up without throwing the bike off its trajectory.
Helping keep things stable is a nifty steering damper. Like the previous model, the damper has a check ball that engages when the handlebars wag back and forth too quickly. This mechanical system is aided by a new electronic component that engages a damper valve when vehicle speeds surpass 125 mph or when the throttle is twisted past the halfway point.

Even with street tires, the R1 encourages acute lean angles. We rode on Michelins, but US models will be fitted with Dunlop’s new D210 rubber.

A totally new suspension system is up to the task of smoothing out the ride. Up front is a Soqi fork that has its damping circuits divided between each leg. Oil flow is simplified by having the left leg handle only compression damping and the right tube controlling only rebound damping. Yamaha reps claim this design minimizes cavitation (air mixing with the oil). At the rear, a bottom-link suspension has a more progressive ratio to make fuller use of its travel, and the addition of a hydraulic preload adjuster makes setting up the bike easier.
A revision to the engine architecture allowed it to be placed further forward in the frame, shifting the weight distribution slightly towards the front end. To best centralize mass, fuel is now carried lower between a rider’s legs and a lightweight magnesium subframe replaces an aluminum component.

Cross-plane Crank For Next R6?

Since the R1’s new firing order appears to be successful, it begs the question about whether this system can be incorporated into Yamaha’s 600cc sportbike, the YZF-R6. So we questioned the R1’s project leader, Toyoshi Nishida, about whether we might see this configuration in the middleweight screamer. The R1’s project leader hinted that the next R6 might feature new engine technology that will enhance a rider’s feeling for traction at the rear tire. He told us that because a 600’s power output isn’t nearly as potent as a literbike’s, racers in the smaller class usually apply only full power, so the cross-plane’s part-throttle benefits wouldn’t be so obvious. He added that the counter-balancer necessary with the cross-plane arrangement would sap some power, hence it wouldn’t be the most efficient way to provide that direct connection to rear-tire traction for a 600. However, he hinted that there is another way to aid rear-tire traction, and one that doesn’t involve electronics. Curious about what he referred to, I asked if there was the possibility of using a single-plane crankshaft arrangement in which the two paired pistons fire at the same time (instead of 180 degrees apart), similar to a project used a few years ago in the British Superbike championship on a Yamaha R1. That engine proved to work well in wet conditions, but it was soon outlawed by race organizers. Nishida-san’s response indicated I was barking up the wrong tree, but any loyal engineer would naturally want to keep information like that to himself. Whatever the case, we may see something special in the engine compartment when the next R6 is revealed.

When it comes to slowing down, the R1 has an upgraded braking system. Although the front brake discs are 10mm smaller in diameter (310mm), they proved to have excellent power and feel. They still use six-piston, radial-mount calipers, but the rotor carriers are now more rigid.

There is only one really heavy braking zone at Eastern Creek, but the R1’s brakes demonstrated terrific feedback and were easy to modulate. A ramp-type slipper clutch aided corner entries, allowing quick downshifts without worrying about the rear tire locking up during compression braking. A new gear-position indicator lets a rider keep track of what’s going on in the transmission.
Yamaha has joined the electronic engine-control bandwagon by incorporating a D-mode selector that allows a choice of three engine-response maps. Unlike Suzuki’s DMS, Yamaha’s system does not affect ECU settings - the performance curve of the engine always stays the same, and it’s only alteration is the response from Yamaha’s Chip Controlled Throttle (YCC-T). The default Standard mode is said to be optimal. The A-mode provides sharper initial throttle response but the same performance as Standard up top. Response from B-mode is 30 percent slower at all throttle settings.

Unlike most sportbikes’ dual headlamps, both of the R1’s projector headlights remain lit in both high and low beams.

In practice, I preferred the Standard mode, as it allowed smooth response that was amazingly cooperative. A-mode made throttle application a bit touchier but still quite manageable. B-mode provided more leisurely responses that weren’t ideal for cutting quick lap times, but it would be a good choice when road conditions are a bit dicey, such as during damp or wet conditions. Unlike Suzuki’s system, engine response isn’t neutered to 600cc-class power levels.

Getting the power to the pavement is easy thanks to the R1’s new motor.

The R1’s Mikuni fuel-injection system now incorporates the latest 12-hole squirters, augmented by secondary injectors. As in the previous R1, Yamaha’s variable-length inlet tracts (YCC-I) help broaden its powerband. The intake funnels stay in their long form below 9,400 rpm, then flip open to their shorter length for enhanced top-end pull.
Yamaha says the R1 produces 182 hp at 12,500 rpm, which should be enough for anyone riding on the street. But ratcheting up through the gears along Eastern Creek’s front straightaway, the Yamaha’s upper-rev pull didn’t feel as mind-numbing as something like the Kawasaki ZX-10R. Either this new engine’s broader powerband made it feel a bit duller or its ultimate peak power isn’t as plentiful as its burliest competition. Regardless, for a streetbike application this distinctive new engine configuration is much preferred over the previous version.
And the engine output doesn’t hurt the R1’s racetrack performance, either. Yamaha’s test rider Jeffry de Vries was able to lap Eastern Creek in the 1:37 range on the latest R1. On the previous model, his best lap was in the high 1:39 range. This bodes well for American Ben Spies who will be riding the Yamaha in the upcoming World Superbike season.
It should be noted that American-spec bikes produce six horsepower less than Euro versions thanks to smaller muffler internals that keep noise within US limits. The exhaust system continues its four-two-one-two configuration, exiting into dual underseat titanium mufflers, but it now goes without Yamaha’s EXUP exhaust valve.

A large cutout in the side fairing allows hot air to escape. Titanium mufflers look a bit bulky.

In terms of street use, the R1 now offers a slightly more hospitable riding position. Its handlebars are 10mm closer to the rider, and the seat is placed 8mm forward. Footpegs are situated 10mm forward, and they are now repositionable 15mm up and 3mm rearward. Only truly fast riders will need the pegs in their more aggressive position.
The Verdict
In my decade-plus career in moto-journalism, I’ve had to sift through reams of PR propaganda to discern mostly incremental increases in performance of sportbikes. Lose a few pounds here, add a couple of percent horsepower there. So it was with great delight that I found a palpable shift in technology when testing the new R1 that provides a real-world advancement in engine design.

Arriving at dealers at the end of this month. The Team Yamaha Blue version retails for $12,390. An extra $100 will buy either of the others, each with matching pinstripes around their wheels.

Believe the PR hype this time around. Yamaha’s new YZF-R1 provides literbike performance in a package that benefits not only racers, but also lesser-skilled street pilots. With the addition of the cross-plane crankshaft engine, it’s safe to say that Yamaha has upped the ante in delivering mega performance in a package that will benefit riders of all types. And it sounds marvelous.
Good on ya, Yamaha!

Duke's Duds

2010 Ducati Streetfighter

We could make this a very short review. If you're a Ducatista and are into big power, you'll probably fall in love with the Streetfighter. This bike is an animal – both its general nature and its ferocity when hard on the gas. We already got our ya-yas out on the high-end S model Streetfighter earlier this year when we hammered it around the marvelous Ascari Circuit in Spain at its press introduction. It certainly impressed us on the track, but what we didn't yet know is how well the new Duc works in the wide-ranging conditions on the street. We also needed to find out if the base Streetfighter is also worthy of our Italian bike rapture.
At $14,995, the standard Streetfighter retails for $4,000 less than the upmarket S version, and by doing so it goes without trick Ohlins suspension, Ducati Traction Control and some carbon fiber bits. Also, cast-aluminum wheels replace the lighter forged hoops on the S.

The Ducati Streetfighter is ready to take on all naked sportbike competitors.

Regardless, the base Streetfighter will never be mistaken for anything ordinary. The 1099cc V-Twin engine is in an identical state of tune as the S, and both bikes share brick-wall Brembo radial-mount brakes and a single-sided aluminum swingarm. Lightweight (and spendy) magnesium is used for the clutch and cylinder-head covers and the headlight bracket.

The LED position lights underneath the headlight are meant to mimic the headlights on the 1198 superbike model.

The Streetfighter experience begins even before inserting its key. It looks downright menacing sitting cocked left on its sidestand, although it's a bit dense and cluttered, especially compared to the tidier air-cooled Monster lineup. It's not exactly what we'd describe as beautiful, but its stripped-down appearance of industrial art gives it a real sense of purpose and machinery-ness.
New, compact switchgear includes a fighter pilot's “trigger catch” that covers the starter button until you're good and ready to fire up this Italian missile. On the downside, the sharp-edged and plasticky controls feel cheap, especially the turn signal switch, which is unbecoming for an expensive toy such as this.
Once triggered into life, the liquid-cooled V-Twin emits a burly rumble through a pair of stacked muflers that portends near-Superbike power production. We brought our bike down to legendary tuner Carry Andrews' Hypercycle Speed Center where it spat out 133.2 roaring ponies at 9800 rpm. Combined with a pavement-rippling 72 ft-lbs of torque, this is a contender for the most powerful naked sportbike on the planet. MV Agusta's latest Brutale may come close, but we haven't been able to test one yet.

With 1099cc of V-Twin power on tap, you probably could've predicted a photo like this.

To get rolling, you'll have to endure a heavy clutch pull and a slightly grabby dry clutch, but from then on out, the Streetfighter offers an adrenaline-soaked yee-haa! ride. The engine feels as if it's always straining against its leash, ready to lunge. A slightly tall first gear in the not-as-light-as-other-brands gearbox keeps acceleration almost docile if you prefer, but the spunky V-Twin comes on especially hard at 7000 rpm and will easily and inexorably loft the front wheel even if you're not a wheelie guy. This bike is a traffic ticket waiting to happen.
Speaking of raised things, short people will dislike the 'Fighter's 33.1-inch seat height. The bike's lack of a fairing forced Ducati engineers to find space inside the tail section for electronics, a battery and exhaust valve servo motor, and all this stuff jacks up the height of the seat. At the other end of the equation is a handlebar set lower than other naked bikes. This aids front-end feel and stability at speed, but it also places pressure on a rider's wrists that impinges on comfort at normal street speeds.
However, the 'Fighter's ergonomics work surprisingly well on the highway for a naked. The low grips force a more aerodynamic torso position, and the oncoming air pressure alleviates the amount of weight carried by a rider's hands. A compact instrument cluster is just within eye's reach, with multiple displays for a variety of info. A handy low-fuel tripmeter counts up once the 4.4-gallon tank reaches its “reserve” level. The mirrors offer a decent view to check your Six for bogies, but their wide placement is an impediment to lane splitting.

The Streetfighter's ergos are much more accommodating than an 1198, but they are also more committed than most other sporting nakeds.

We usually have good experiences with Showa suspension components, but the SF's shock initially confounded us with its stiffness. As delivered it had zero static sag, and it only had a slight amount even after dialing out almost all available spring preload, indicating the spring rate is too stiff for solo riders.

It took a bit of work to get the rear suspension dialed in, but it was worth the effort.

Making matters worse is that turning the preload rings is a bitch, even with a selection of spanners for doing such a job, because of the multitude of frame tubes and the passenger pegs hindering access. And with no collar between the spring coil and the ring, there is a large amount of friction that resists turning. It took about 30 minutes of hammer-and-punching and wrenching 4mm of rotation at a time to dial back the preload. We whine about this only because getting the proper amount of preload is critical to a bike's handling performance, and it really shouldn't be this laborious.
"...the SF's shock initially confounded us with its stiffness."
Once the PITA preload was lessened, we reduced rebound damping to match and also took out a few turns of the compression damping's 5.5-turn range to achieve a more compliant ride. The bloody knuckles were worth it, as the rear suspension was then well matched to the proper wheel control up front. It would be interesting to see how the S model's Ohlins suspenders would match up in a side-by-side comparison.
No complaints whatsoever from the insanely powerful Brembo radial-mount 4-piston monoblock calipers and monster 330mm rotors up front. Fluid flows from a radial master cylinder through  braided-steel brake lines to deliver incredible feel, and the rear brake requires a firm foot to lock the tire, which suits us perfectly.

If you're looking for a high-performance naked sportbike, the Streetfighter should be on your wish list.

Although the Streetfighter is equipped with a non-adjustable steering damper, Ducati imbued the upright naked with added stability by kicking out the fork from the 1198's position – with a 26.5-degree rake and 114mm of trail, it's nearly a chopper in the sportbike world. A longer swingarm extends the wheelbase to a lengthy 58.1 inches, further adding stability. With more than 60 ft-lbs of torque available from 4000 to 10,000 rpm, ratcheting the throttle open at any speed will have you thanking the engineers for the bike's steering calmness as you're catapulted quickly into the next zip code and a more severe penal code.

Stability takes precedence over extreme agility with the Streetfighter.

Inhaling twisty roads is a Streetfighter specialty.

On a twisty road, you'll find plenty of leverage from the wide bars to overcome the relaxed chassis geometry, and the narrow Duc can be twisted to follow the direction of even the most serpentine backroad. Tossability is aided by a svelte 373-lb (claimed) dry weight. With torque out the wazoo, the traction control on the pricier S model can seem like a bargain.
Ergonomically, we were bothered by the exhaust heat shield that intrudes on right-side boot space when up on the balls of your feet. Slippery footpegs don't help matters. But the butt up and hands down position encourages a marauding charge through the twisties, and there is always a deep well of power on tap to devour the next straightaway. 
"With torque out the wazoo, the traction control on the pricier S model can seem like a bargain."
Let's be plain: This thoroughbred isn't suited for a casual or inexperienced pilot. A touchy throttle and a highly responsive engine give the SF an enthusiastic ready-to-romp feeling – perhaps harder than you are ready for. Truth be told, the humbler and cheaper Monster 1100 (our choice for Best Standard of 2009) makes for a better and easier street ride than the potent and uncompromising 'Fighter.
But Ducati has heard the clamor from power-hungry riders who have demanded a full-monty naked superbike, and the Streetfighter is exactly that.

YAMAHA Star V-Max

 

This is a follow-up to our quickie ride story posted just one day after sampling the bike at its world press introduction in San Diego County. Here we delve deeper into the details of the exhilarating new VMax.
______________________________ The word icon is described as an important and enduring symbol. For Yamaha and Star Motorcycles, the VMax stands near the top of its bikes eligible for icon status. First seen in 1985 and barely revised since, this all-new VMax has gone through a decade-long gestation, with development work going back to 1997. The first running prototype was judged to be too big and the power too linear.

The 2009 Star Motorcycles VMax - an icon reinvented.

Now sold under Yamaha's Star Motorcycles banner, engineers grappled with the concept of a rebirth of a legend. Star is positioning the new VMax at the edge of the expressive/aggressive personality of the modern cruiser category. As such, they use terms like hot rod, muscle, power and respect to describe what the VMax represents.
To make sure Star was hitting its target audience, they conducted extensive market research with focus groups. Owners of the previous generation (which have an average age of 45-plus years) insisted a new version should have improved handling, increased power, a better riding position and continued use of shaft drive. And they were adamant for Star to use a V-Four engine and "keep the V Boost!"

Key to the new VMax's success is a cast-aluminum frame that uses the giant engine as a stressed member.

A larger, more powerful engine was always going to be necessary, especially after the arrival last year of the Hayabusa-powered Suzuki B-King. An all-new V-Four (see sidebar below) was created, achieving Star's goal of reaching the 200-horsepower mark.
Bringing the VMax into the 21st century required enormous improvements to the flexi-flyer steel chassis of the old bike, so they threw it out and created an aluminum frame that uses the imposing engine as a stressed member for added rigidity. But getting a long, shaft-driven chassis to handle up to Yamaha's standards proved to be the most challenging aspect of the new bike, causing a delay to the bike's introduction until they got it right.
The production version of the chassis consists of a cast-aluminum perimeter-style frame and new alloy swingarm. The subframe is made from Controlled-Fill cast-aluminum sections and extruded-aluminum. The chassis' geometry is closer to cruiser specs than sportbike numbers, with a 31.0-degree rake, 148mm of trail, and a 66.9-inch wheelbase. The previous model had sportier geometry: 29.0 degrees, 119mm, and 62.6 inches, respectively. This latest Max is about an inch wider and 3.7 inches longer overall.
It all adds up to a machine with immense visual punch. The VMax's crowning accents are the aluminum air intake scoops that are now functional. The scoops are hand-polished to a fine luster (taking 40 minutes each!) then are clear-coated for an enduring shine.

A large tachometer figures front and center with an inset digital speedometer. Tank-top info screen is small and hard to see while riding.

What appears to be a fuel tank is really just a cover for the non-pressurized airbox and a place to mount a digital info panel that includes a clock, dual tripmeters, fuel gauge, gear indicator, coolant temp, mpg, intake air temp, throttle angle, stopwatch and a countdown indicator. Its electro-luminescence display is said to be clearer and faster than LCD. While the info panel is placed too low to be easily seen while riding, the giant muscle-car-like tachometer is in full view and is augmented by a shift light placed prominently alongside.
Upon firing, the VMax settles into a steady but menacing rumble. The V-Four, with its contra-rotating balance shaft, is quite smooth, but a rider never forgets there is something substantial reciprocating between the knees. A blip of the throttle reveals a fairly heavy flywheel effect, as revs don't soar as quickly as smaller, sport-oriented engines.

The Heart of the Beast

Though built as compact as possible, the 1679cc V-Four VMax motor is a substantial lump. Exhaust cams are gear-driven by the chain-driven intake cams. Forged-aluminum pistons sit atop fracture-split connecting rods, just like the latest sportbike motors. A convoluted exhaust system spits spent gasses out of titanium-skinned quad-exit mufflers. When building a replacement motor for an icon like the VMax, Yamaha/Star engineers knew they had to recreate a legend. While the old 1198cc V-Four was the bees' knees in 1985, it would take a large injection of power to be king of the hill in 2009. The mantra of the muscle-car era was "there's no replacement for displacement," and the new VMax hums the same tune. While its 66mm stroke was retained, the '09 Max gets a big-bore treatment by enlarging its cylinders from 76mm to 90mm. This yields an engine with 481cc extra, a 40.2% bump to 1679cc. Like the upcoming Aprilia V-Four Superbike engine, the VMax uses a chain to drive the intake cams, and from there a gear-set turns the exhaust cams, keeping the engine as short as possible. Valve-adjustment intervals are only every 26K miles. Star also tightened up the 70-degree vee cylinder angle to 65 degrees, also the same as the Aprilia mill. Combined, this tightened up the distance between the cylinder heads by a little more than 1 inch, and the monster motor is 7mm shorter overall. Much of this new engine uses technology seen on Yamaha's top-line sportbikes. A Mikuni fuel-injection system uses a quartet of 48mm throttle bodies with 12-hole injectors, and it's operated by Yamaha's ride-by-wire Chip-Controlled Throttle (YCC-T). The three-processor ECU measures parameters (wheel speed, crank position, temperature, etc) every 1/1000th of a second. Interestingly, a Star-supplied chart says YCC-T also takes into account a lean-angle sensor, which, along with the standard ABS's wheel-speed sensors, could be deployed as a traction-control system. A look at our tire-melting video shows this not to be the case. Also borrowed from Team Blue's R-series sportbikes are variable-length intake stacks (YCC-I) that use 150mm snorkels for strong torque at low revs. At 6650 rpm, the trumpets raise up to reveal shortie 54mm intakes for a V-Boost-like top-end hit that voraciously rockets the bike quickly through the gears. Inside the motor are more sportbike-derivative pieces. Pistons are made from lightweight forged aluminum, and they rise and fall on the 180-degree crank inside ceramic-composite cylinder linings. The connecting rods are fracture-split and carburized for strength. The new combustion chamber is much flatter (a 29-degree included valve angle) and nets an 11.3:1 compression ratio which requires premium fuel. Magnesium engine covers try to keep weight down as much as possible. Spent fuel exits into four header pipes that join in a large under-swingarm collector before flowing into a pair of four-exit mufflers with titanium skins. Inside are an oxygen sensor, two catalyzers, and an EXUP power valve. What it all adds up to is a colossal 197 crankshaft horsepower at 9000 rpm. The final version of the previous VMax (last sold in '07) was rated at a paltry 133 hp at 8000 rpm, a whopping 48.0% less. Prodigious, too, is the new Max's torque production. Its 122 ft-lbs at 6500 revs dwarfs the 86.8 ft-lbs at 6000 rpm of the old bike to the tune of 40.6%. There is so much power on tap that a Star rep related a story of how its rear tire was slipping on a rear-wheel dyno drum when testing its max power. Even adding a passenger didn't completely stop the slipping! I didn't manage to get him to reveal what numbers came up on Yamaha's Dynojet, but reading between the lines, we expect rear-wheel dyno figures approaching 180 hp. Note that Suzuki's B-King pumps out about 160 horses at the back wheel.

With nearly 180 rear-wheel horsepower on tap, the VMax gets down the road like nothing else on it.

The VMax's tank-mounted info panel has a display that shows how much throttle is being used, but that's the last place you'll want to be looking if the throttle is cracked more than a quarter turn. Despite being muted by a substantial 684 lbs full of fluids, 200 ponies have a way of bringing the future quickly into the present. Serious thrust is available at just 2500 rpm, and it just keeps building exponentially from there to the 9500-rpm rev limit, accompanied by an impressive and distinct V-Four yowl. The outrageous powerband is linear but explosive, so much so that the midrange opening of the YCC-I is barely perceptible - acceleration changes only from "holy s*%t! to "Hello, God!" 
The VMax is fitted with a drive system that helps and hurts. Hydraulic clutch actuation eases lever effort, and gearbox throws in the 5-speed tranny are short and precise. A race-style slipper clutch works okay, but it seems a bit incongruous to be doing high-rpm downshifts on a so-called cruiser. However, this is no ordinary cruiser and, in fact, might better be labeled something like a muscle naked. Star's Warrior is correctly termed a power cruiser, and the VMax is certainly something quite different.

The VMax's rear wheel is driven by a shaft, creating some suspension issues but enhancing its tire-smoking corner-exit abilities.

While the gearbox is first-rate, the shaft-drive system partially falls on the negative side of the ledger. Focus groups may have insisted on a shaftie, but this arrangement has its dynamic compromises, no matter how well it's designed. It's heavier, so a rear suspension can't react as quick, and it also makes the bike suffer a jacking effect that results in a stiffer and higher rear end when under power.

Meet the new burnout king.

A set of 6-piston radial-mount calipers clamp down on 320mm wave discs with the assistance of standard anti-lock modulation. Note the modern headlight and scrumptious aluminum intake scoops that are polished by hand.

The jacking effect is actually quite minimal on the VMax, so kudos there, but there's no getting around the stiffer rear suspension with the throttle twisted. Bump absorption isn't as compliant and, worse, the minimal weight transfer makes this the most difficult 200-horse bike to wheelie that I've sampled! Long black darkies are typically the result of mono-wheel attempts - taller, heavier riders, who induce more weight transfer, have an easier time of it. However, this shaft-drive byproduct has hooligan benefits of its own. Without much rearward weight transfer, the reasonably sticky 200mm Bridgestone BT028 has a snowball's chance in hell of not melting when the V-Four is given its head. If you've even been foolish enough to want to mimic the rear-wheel-sliding corner exits of pre-traction-control GP riders, the VMax stands head and shoulders above anything else on two wheels. Tire-spinning corners exits have been part of my fantasy world that rarely transfer into actuality, but Mr. Max makes them ear-to-ear-grinningly real.
In regard to the bike's ultimate acceleration, the VMax is absent a probable electronic trick and equipped with an unexpected one. First, we're thrilled to report the ECU doesn't limit power in the lower gears like on many other modern hyperbikes. Electronic intervention comes into play once 220 kph (136.7 mph) is reached, as this is the Max's top-speed limiter. However, to not handcuff dragstrip performance, the limiter is lifted to a 230-kph (142.9 mph) threshold when a quarter-mile acceleration run is sensed! For what it's worth, I saw 145 mph on the speedo before I ran out of open road.
When it comes time to shed speed, the new VMax is worlds apart from the wimpy brakes of its forbear. Up front, a four-position lever actuates a Brembo radial-pump master cylinder that feeds a pair of 6-piston radial calipers biting on 320mm wave-type discs. They proved to be very powerful but not overly sharp. A Brembo rear master cylinder powerfully fires a single-pot caliper and 298mm wave rotor, and it was when using the rear brake that I was grateful for the bike's standard ABS which isn't intrusive.
In terms of real-world usability, the VMax performs better than expected, although it's a bit clumsy at lower speeds. The narrow handlebar and cramped riding position of the old bike has been opened up by moving the grip position an inch further forward and about a half-inch taller. The seat height is listed at a modest 30.5 inches, but its broad seating area gives narrow-hipped people like me a bit of struggle to reach the ground firmly with both feet. A stepped seat-back isn't just for comfort; it's also to keep you aboard the bike during 1G acceleration.

Dressed to the Nines

Extra menace can be found in the carbon-fiber section of the Star accessory catalog, accented by billet-aluminum bling. Star understands better than most Japanese OEMs that personalizing a motorcycle can be an integral part of the ownership experience. As such, it offers an extensive line of accessories for the new VMax. Few materials are as emblematic of contemporary speed and racing as is lightweight carbon fiber, and Star delivers with an assortment of lovely composite pieces manufactured in-house. Tasty carbon bits include fenders, tank covers, seat cowls and side covers, but the beautifully made stuff isn't cheap. A set of the C-F air intake scoops costs a whopping $999.95. Functional components include a flyscreen, touring windshield, hard saddlebags and a passenger backrest. An optional tail pack can attach to the passenger seat or an accessory aluminum luggage rack. Upping the bling factor is as easy as bolting on some billet aluminum covers for the cams, master cylinders and swingarm pivot.

The VMax's riding position is open and comfortable for rides longer than a quarter-mile.

Underneath the seat is 3.96-gallon fuel tank, same as the old bike, which helps lower the bike's CG. The VMax manages decent heat control through its dual radiators that keep its frontal area as slim as possible. Out of Ramona, stuck in traffic, I could feel a little heat on my ankles and shins, but not bad considering the engine's enormous output.
There are decent views out of the bar-mount mirrors for keeping an eye on your tail during your inevitable extra-legal antics. Freeway cruising is very comfortable for a naked, as a rider is sitting down in the bike, making even a 90-mph lope (with its overdriven fifth gear) quite bearable. A 2-year warranty adds peace of mind.
Star should be commended for the suspension it fitted to the Max. Both ends are produced by Soqi, a Yamaha subsidiary, and both the 52mm fork and single shock are adjustable for spring preload and both compression and rebound damping. But their best feature is tools-free knurled knobs to easily dial in optimum rebound damping at both ends, plus rear compression damping; a screwdriver needs to be unsheathed only for front compression. The rear end also has a handy hydraulic preload adjuster on the bike's left side that can be altered on the fly if you're flexible - otherwise, do it easily at a stop.

Although there are better bikes for cutting up the twisties, the VMax acquits itself well for a machine of its size.

Who wants to rumble?

The suspension is good stuff, but it is faced with the formidable task of controlling a hefty machine and its shaft-drive dynamics. Action from the titanium-oxide-coated fork legs is quite good, even with substantially increased spring rates. But the rear end often struggles with isolating bumps, faced as it is with the shaft-drive compromises. Backing off rear preload and compression damping soothed things somewhat, but it never responded like an optimized chain- or belt-driven bike. More successful is the new VMax's handling qualities, one of the old bike's weakest aspects. Now with the new aluminum chassis, a beefy fork and a forged-aluminum lower triple clamp and a cast-aluminum upper, the big Star is ready to intimidate lesser riders on pure sportbikes down a canyon road.
Although it makes a Suzuki SV650 feel like a mountain bike in comparison, its handling is better than expected, with a chassis that feels stiff and responsive in steering transitions and a fork that offers decent front-end feel. You don't have to be a racetrack refugee to drag pegs on the VMax, but available lean angle is actually very respectable for a beast like this.
Any handling deficiencies it has are related to throttle response and the shaft drive. The YCC-T is endowed with a program to reduce engine braking feel by letting a bit of fuel seep through on trailing throttle, and this works seamlessly most of the time. But in some instances, the compression-braking effect is quite pronounced and, worse, unpredictable when it happens. Chopping the throttle mid-corner can unsettle the chassis, and a rider can feel some drivetrain lash with an uncertain throttle hand in corners.

The 2009 VMax - like nothing else.

When I first heard about the new VMax, I had two thoughts: First, it was about damn time! Second, hanging a $17,990 price tag on a Japanese bike can be akin to wearing cement shoes. But while I still wonder how well second- and third-year models will sell, I do see a lot of value in this scintillating machine. Recreating an icon is never easy, but that's exactly what Star and Yamaha have done with the 2009 VMax. It has a few flaws and limitations, but its overall persona extends the Max's icon status. It's as distinctive as bikes come, it has terrific attention to detail, and it offers a thrill ride that can't be equaled by anything else on two wheels.
Just 2500 units (with commemorative badges) will be available for the 2009 model year, and more than half are already sold. You only have until October 31 to get your order in on the '09 VMax. Those who ordered early should see their bikes by the first part of November.