Duel Aprilia 125 RS4 VS Yamaha YZF-R125: The return to bottom of six!

No offense to the purists, the reign of motorcycles 125 sports 4-stroke is now established. So we organized a duel between the two sharpest representatives of this category: The new Aprilia RS4 versus the Yamaha YZF-R125... This the duel of 125cc! Let's the battle begin!

Despite a limited turning radius, the R125 is much more fun to drive in town than its competitor transalpine, mainly thanks to its flexible and available engine. Relatively coupleux, the small block 4-time agrees to resume from 4000 rpm.

It is also well supported by a nice 6-speed gearbox, but it will of course not hesitate to play the selector to always stay on the good report! For the rest, the Yamaha manages to completely forget its 138 kg all full facts by offering a nice maneuverability.

The conciliatory Japanese

As on the larger motorcycles, we find on Aprilia an Italian particularism. The RS4 offers less easily than its competitor and to make the most of it in the city, its driver should not be idle!

Its engine first is very hollow under 7000 rpm (47 mm stroke against 58.6 on Yam!) And requires constant gear changes to avoid sub-revs. In this, we find the rather capricious side of the old blocks 2-time who were forgiven, however, leaving almost 35 hp!

The gearbox of the RS4 is also not free of blame. On our test bike (barely rode with its 500 km on the meter) the first report refused to lock, requiring two or even three times.

The (bad) Italian character

Between traffic and traffic jams, our two sports are still not in their element of predilection. It is nice to spit in the paws, we are systematically taxed by the X-Max and other S-Wing, both at the start or the game of basting between the lines.

As much as possible, we will also shorten as much as possible the motorway stages to find small bucolic roads. Thanks to a better length, the Aprilia takes the advantage to maintain a cruising speed correct (100-110 km / h) and hangs even the 130 km / h meter (125 km / h GPS).

Behind, the Yamaha struggles to stabilize at the same cruising speed. In point on the 6th report, the breaker rather frustrating comes from 123 km / h (118 km / h GPS). We are far from the 200 km / h - or almost, "what are you like gear ?!" - some unrestrained and accessible 2-stroke motorcycles, within a certain weight / power limit, to only big cubes license holders!

It's the job that comes back!

Like their older 2-stroke, the Aprilia RS4 and the Yamaha YZF 125R may be our future drivers. As such, they are a good school for the rider who intends to complete his license A.

Look, trajectory, braking, speed curve: the driver is completely focused on what he does, much more than on a scooter that just take you from point A to point B. In turns tight, the battle is tough and relatively balanced between our two "mini-moths".

The Aprilia boasts its bright and efficient chassis and the lengthening of its engine, while the Yamaha puts more on its solid engine and its cycle part a little less lively but ultra reassuring.

Mini engine for great pleasure

Particularly agile with their thin pneumatic tires (130/70 on the rear) and their small wheelbases (1345 mm on the RS4, 1355 on the YZF), the two small sports cars twirl from one turn to the other with a big ease.

Too bad that in the famous climb of the 17 turning of the Vallée de Chevreuse, the slightest sub-regime is paid cash: we find ourselves at a standstill! On the other hand in the other direction - downhill! The absence of power is much less penalizing.

The RS4 and YZF-R125 even have something to do with much bigger ones, thanks to their remarkable agility. Both well suspended, they offer a very convincing compromise between comfort and handling.

As for their oversized chassis, they would happily support the double of horses! Finally, note that the tires of Aprilia ("Sava", not the Pirelli Supercorsa press presentation, read our test MNC June 1, 2011: Aprilia RS4 125, the star of the courses (es ) of recreation! ) finally showed up at the level of our small rural arsouilles. Pic by; moto-net.com

Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Duel Honda XADV Versus Yamaha TMAX. The luxurious Yamaha TMAX 530 DX today faces the hybrid Honda X-ADV 750. A match at the top for two maxi scooters with the technique very singular and just as different to driving.

Here is the shock of 2018 maxi scooters high-end! On the one hand, the must-have Yamaha TMAX 530, sales leader in maxi scooters for ages and represented here in its best equipped and most technological version, the TMAX DX. On the other side of the ring, the new Honda X-ADV 750, a scooter that scrambles the cards, a kind of cross-over between the maxi scooter and the bike. What make it a real rival for the king TMAX, without giving the feeling of being in front of yet another copy. We chose to oppose them today, tests daily, road and measured in support to verify the arguments of each one. Is the Yamaha TMAX 530 DX still the must have of the segment? the new Honda X-ADV 750 is it relevant at all levels? The answers are here and now!

KTM RC390 vs Suzuki GSX 250 R vs Yamaha YZF-R3

No need for 100 horses or more to roam the roads! The new generation of sports 250/300 cm3 can already have fun and against all odds! The idea of ​​this comparison, organized in collaboration with our colleagues of Moto Revue, was to join the south of France, and in particular the Paul Ricard circuit, by privileging the secondary network. Or, a journey rather tantalizing on paper and that would allow to gauge the potential of each bike here, each already tested solo on the circuit: the KTM RC390, the Suzuki GSX 250 R and the Yamaha YZF-R3. Three small sports approved for the A2 license and all indicated to become your very first bike.

Duel Little Engine: Yamaha MT-125 Vs KTM Duke 125

Attractive, efficient and financially attractive, the KTM 125 Duke quickly became one of the top 5 125cc registrations. Long without a real competitor, she must now count with a Yamaha MT-125 decided to do battle. So, the duel begins!

KTM Duke 125 VS Yamaha MT-125

Launched in 2011, the KTM 125 Duke quickly found its audience. Designed in Austria but manufactured in India (at Bajaj, partner of KTM), it combines a modern and aggressive design with desire to a chassis of quality and a powerful motorization of 15 horses, the maximum authorized in this category. Its attractiveness has increased since 2013 with the adoption of a deactivatable ABS series, all against the modest sum of 4100 euros.

In the position of challenger, the Yamaha MT-125 (read our test MNC June 10, 2014: Roll (mechanics) youth!) Barely yet to compete with the KTM on the tariff plan. It is indeed proposed to 4299 euros without ABS and 4699 euros with, or 599 € more! A price differential that can be explained in part by the very design of the machine, based on the sporty YZF-R125 Deltabox frame and powerful engine, but especially by the fact that this bike is built in France in the factory Yamaha of Saint-Quentin (02), with a workforce certainly qualified but a priori more expensive.

However, the MT-125 already threatens the Duke in the first six months of 2015, with 636 registrations for the French-Japanese against 506 for his rival Austro-Indian!

Opposition of styles

On the aesthetic level, the KTM certainly marks points with its big size and rewarding big motorcycle, its orange color with the decor "flashy", its sharp dressing parts, its beautiful tubular lattice frame, its compact exhaust muffler housed in a low position under the engine and its flat handlebars handlebar handles provided supermotard handguards.

Beautiful work, with the crowning of all the suspensions "home" WP flattering to the eye and a beautiful beacon in two parts superimposed, surmounted by a small jump of wind and surrounded by pretty flashing LEDs.

The MT-125 is no exception in terms of size, just as rewarding, but it may seem a little less sexy with its long - and false - scoops of air intake along the tank, its silencer very ordinary exhaust and its bulky low engine trim.

Same finding in the color "Race-Blu" alloy wheels - otherwise pretty - which could have remained black for more sobriety. The general line of the MT-125, however, remains pleasant and balanced with a nice fork head, a perforated top triple fork, aluminum handlebars with variable diameter, a saddle cover Alcantara way, a superb openwork swing arm to let the chain and a slender rear train, with the rear light housed at the wheel arch.

A style immediately identifiable and close to the other models of the range "Master of Torque" of the Japanese manufacturer (MT-09, MT-07). Both have a small trunk under saddle with tool kit, under the pilot seat on the Yamaha and passenger on the KTM. The latter, however, is the only one to offer genuine passenger grips.

KTM Duke 125

Yamaha MT-125

In terms of dashboards, KTM and Yamaha are in the 100% digital: simple multifunctional dial for the Duke and large dial in three parts for the MT-125. There is more or less the same information, including a fuel gauge, indicators of average and instant consumption and a light shift signaling over-revving.

The KTM takes the advantage thanks to its gear ratio indicator - not a gadget on motorcycles as mechanically sharp - and its very practical backlighting buttons on the commodos. On the Yamaha, an "info" button on the right button facilitates the change of display on the meter, while the absence of a pin complicates the deployment of the side stand. Both are noted equipment shortcomings, such as the lack of adjustment spacing of the brake and clutch handles, and the lack of a warning command.

The capacity of the fuel tanks of the two motorcycles is close: 11.5 liters for the Yamaha and 11 for the KTM, which has a hinged type aviation plug. The chain tension setting is pushed to both. Ready? In the saddle! Photo by; Gwendal Salaun for moto-net.com.


Other article :

Honda X-ADV Review
Duel Honda CB1000R 2018 Vs Triumph Speed ​​Triple RS
HONDA CB 750: The Revolution
Kawasaki Z125 and Ninja 125 trial: Z or ZX-R?
Duel Honda X-ADV 750 VS Yamaha TMAX 530 DX

Duel Monstrous! Yamaha MT-10 SP Vs Kawasaki Z1000R

Sharpened by high-end peripherals, the Kawasaki Z1000R and Yamaha MT-10 SP embody the quintessence of high-performance Japanese high-performance roadsters. Their 4-cylinder survitaminés and their facies tortured confirm it: this new duel enginewar.com will be explosive! "What happened with your bike, you've fallen, the front is damaged?!" The joke falls flat, but the spike is fly: this MT-10 SP is the perfect antithesis of a fluid and elegant design. What a face! The Yamaha roadster pours in an aggressive register, Transformers way raised in the manga sauce. Let's recognize its designers an overflowing imagination! That said, the Z1000R in front of her has nothing to envy: since its redesign in 2014, the Kawasaki and its reptilian style "Sugomi" is not exactly exquisite beauty. Bestiale? Yes. Graceful? No ! Its squat front end challenges as much as its optics flattened, oddly low, intimidated. These two hyper sports roadsters frighten children, even during Halloween! 

Yamaha YZ450F 2018 Review & Specs

Yamaha YZ450F. With its 100% new chassis, engine modified and "connected" or its electric starter, the new Yamaha YZ450F 2018 is undoubtedly one of the big new cross this vintage. We tested it and approved! Twenty years ago, Yamaha made a sensation by launching its 400 YZF of 55 horsepower in the cross country market. The 426 YZF 2000 then followed suit before giving way to the final cubic capacity of 450 cm3 in 2003. The bike will evolve over the years to radically cut with his heirs in 2010: the famous inverted cylinder replaces the engine 5 valves at the end of life on the 450 YZF.

And it's still this bike that we're talking about today, but after a change in 2014Yamaha has really taken things in hand! This Yamaha YZ450F 2018 marks the beginning of a new era, the chassis is redesigned from A to Z, the engine retains the same principle, but its design is deeply revised and modernized. It was not so much to put our excitement slider to the max! And that will not make sense by discovering the field of madness in Ottobiano reserved for the first test of this Yamaha YZF 2018 2018, between sand and earth, watered and perfectly prepared.

Yamaha 450 YZF 2018 Test: A little more lightness!

The first eye contact with the new Yamaha YZ450F 2018 is positive. Difficult to remain objective on this point, but we must recognize that the blues have made a great aesthetic effort on their latest high-end cross. The line of the Yamaha is refined, plastics are less "disjointed" than before, less "gross foundry". The new Yamaha YZ450F may seem a bit stale in the eyes of fans of racing parts, but the simple fact that the rims are anodized blue gives it a Factory dimension is simple and effective. Then my eye is attracted to the welds of the new aluminum frame, and here we must admit that some competitors master the art of welding aluminum (mass production) better than Yam.

You will no doubt have noticed, there is more kick on this YZ450F, which is the luxury of an electric starter. We salute the performance performed by Yamaha, which, despite the arrival of this new device, does not weigh down his 450 (112 kg full facts). However, is not it better to have a mechanical solution in case of battery failure? That remains the question.

Yamaha 450 YZF 2018: The cross 2.0

If Yamaha becomes the second Japanese manufacturer to propose the magic button, the company at the tuning fork does not take less "pole" with this very first motocross bike "connected"! A smartphone and an application allow you to connect to Wi-Fi Yam. Here you are able to adjust your engine according to your desires and able to accurately track the hours of operation of the bike for optimal maintenance. The more advanced can go far enough in their search for settings while the less sophisticated can have "generic" curves. And if with your friends you ride all Yamaha YZ450F, you can also exchange your settings between smartphones! We do not stop progress, but rest assured, if you do not want to hear about all this, the bike starts and rolls anyway!

Yamaha 450 YZF 2018: Slimming cure welcome!

But this time, it's time to start our first try of the new 2018 Yamaha YZ450F, and no need to ride long to appreciate the change. The bike is perhaps not the finest Jap 'but its ergonomics makes a good forward spectacular! Everything is more natural, the bike fits ideally between the legs, the driver less "picked up" on board thanks to a raised cockpit, a handlebar.

No longer need to search the user manual of the 450 Yamaha cross 2018, this one becomes definitely intuitive. And his new chassis will quickly show us on the field, the bike undoubtedly gaining ease of control. The whole thing is lively, much more agile, you throw yourself into the turns without restraint. The rear wheel "draws hell", while the fork cash the (much) too long without flinching.

Still, there may still be a little better to go. Our circuit of the day to be beautiful "caviar", from the appearance of the first holes we feel a certain firmness of the front gear, and it would almost start to "brew". The fork is a little firm at the beginning of the race, but it is probably more towards the agreement fork / shock that it will be played. The Yamaha YZ450F 2018 works much more on the rear than on the front. Some damping preload adjustments and / or fork leg height would erase this feeling "chopper". But believe me, it's almost anecdotal next to the pleasure we had to discover this new Yamaha YZ450F 2018.

Yamaha 450 YZF 2018: She is nice... Finally!

Renowned for its lack of engine smoothness, the Yamaha YZ450F also corrects the shot in a very nice way. This mill becomes much more exploitable at low speed and remains linear at the beginning of the mid-regimes. Would the famous inverted cylinder have found the way of wisdom after 8 years of existence? It would seem ! Do not panic anyway, we have a Yamaha YZ450F in the hands, and a clutch in the bends forcefully ejects us to the exit, while remaining on a human scale.

In summary, we take the test game of this new Yamaha YZ450F 2018, and we can now afford to attack more than in the past. The excuse is that you almost have the feeling of lack of elongation at times. Add to that a contained inertia and a feeling to the gas handle excellent, and you understand that nothing comes to spoil the pleasure to ride on this famous Yamaha YZ450F!

Appraisal: It was better before? No, not this time!

Sincerely, the Yamaha 450 YZF has not always been my favorite. The fault of a very bulky stencil and an engine not easy. But forget this, because the 2018 vintage changes the game! No more huge bike feeling between the legs, or elitist motor, instead of a motorcycle finer and docile. Unanimously, this new generation is a great step forward for the high-end Yamaha cross, as a sign of a new era that begins for the brand. The bike is more compact, more maneuverable and more precise. The engine is usable with a better range of use between low and mid revs. In short, we do not suffer, we dominate the bike even more when the slight disagreement between the front and rear has been reviewed. Evolution is good, but it is not free, We will even feel it pass, the price of the Yamaha YZ450F 2018 increases of 500 €, or 9 199 € (to 25/07/18). By Arnaud Vibien, Yamaha photos - Yamaha YZF 2018 Test by moto-station.com.

More:

More compact template

Moto finally human

Docile engine

Maneuverability and precision

Starter

Motor settings via application

Less:

Firm fork

Front / rear tuning

Price + 500 €

Yamaha 450 YZF 2018: Practical

Yamaha YZ450F Price: 9 199 € (on 21/07/2017) 

Color: blue 

Availability: Ready since end of August 2017

The Yamaha YZ450F competitors:

• Suzuki 450 RM-Z 2018
• Husqvarna 85 TC 2018
• Honda 450 CRF 2017
• Kawasaki KX250F 2017

Yamaha YZ450F Technical sheet

Engine: Single cylinder, 4-stroke, 4 valves, liquid cooled; 2 camshafts in the head; 449 cm3; bore 97 mm x stroke 60.8 mm; Keihin electronic injection; electric starter; 5-speed box; compression ratio 12.8: 1 Power and torque NC

Part-cycle: Aluminum frame with side beams, double cradle; Inverted fork Kayaba diam. 48 mm, travel 310 mm; single-shock Kayaba AR suspension and tie rods, travel 317 mm; front brake 1 floating disc diam. 270 mm / caliper Nissin 2 pistons - rear disc diam. 245 mm / Nissin caliper 1 piston; front tires 80 / 100-21 - AR 110 / 90-19

Dimension: Length 2 185 mm; width 825 mm; height 1 285 mm; wheelbase 1,485 mm; seat height 965 mm; ground clearance 335 mm; fully loaded weights 112 kg; 6.2 liter tank (manufacturer's data).

Yamaha XV950 Racer Test

Yamaha XV950 Racer Review. A version of custom bodied Bolt XV 950 R, the Racer has a single filter roasting, nevertheless full of testing flavors. For the Café Racer Japanese does not have his gun prices to attract. The fashion is in vintage style. And if you still find a classic in the Yamaha range, in the presence of the Yamaha SR 400 (at least until the end of the year), evocations the past with the neo-retro XSR the family, in the absence of a Scrambler model is the only Japanese to the three forks of the Café Racer movement is ultimately the XV 950 Racer test today on the station!

Custom "gently" roasted, it differs from the Bolt R XV950 (which it is derived) with a few simple adjustments. Its flagship is already fully dressed in a jump curved wind, with a passageway for cables and solid spacers to hold it. Its fork tubes are adorned with bellows. Its double saddle takes height (765 mm against 690 mm), the more it has a long bulging hood. From the XJR1300 and R 2015 also install exterior parts on the sides (at the drums) and of course the cockpit adopts handlebars bracelets sportier than the original wide hanger. To the riding position in tune, footrests were remote. Finally Yamaha reviewed the deflection of its suspensions to suit the kind. What transformed the "eater Yankees' Racer in the vintage spirit? For smaller budgets, why not...?

A look, and a prize!

For the first argument of the XV950 Racer is already its price: €7,999 (08/10/16), placed in a great price range Heritage Yamaha XV950 being displayed in the €8,499 and R declination better equipped (mother of Racer) is trading against the sum of €9,599. Less than €8,000 then, Yamaha offers a unique motorcycle, which does not perhaps attract purists, like Harley who have not rushed to the Bolt! But the look and philosophy certainly seduce fans of the genre more open to fashion.

They then have a well finished bike, both in the engine than the chassis treated "dark". A dark tint which contrasts nicely with the cool blue colors of our test Racer, whose tank and seat cover are covered with a white strip. The handlebar, if we find the stalks and mini LCD counter XV, the scenery takes place at the bracelets that inevitably results in a sporty driving position, torso tilted forward, so we adopt a totally right position on the original custom. Raised saddle, but still highly accessible "feet forward" banned in the presence of remote controls and enhanced, posture is sporty but not radical. The legs are in fact not too bent, however, to become one with the machine, again we regret the prominence of the right Airbox side and shifted left rear side cylinder, which interfere in the knees.

An easy town

Yamaha XV950 Racer is long and heavy (253 kg on our scale!), Which disadvantage the engine off but at a slow pace, given its falling direction. However, we have good support on the ground (even small jigs) and its small turning radius helps maneuvers in town. And thanks to its delicacy, the small size of the handlebars, it manages to emancipate traffic with ease.

In this context city, the availability of V-Twin in low revs gives serenity, despite this little jerk transmission remaining in the throttle opening. And whether to play the left lever, gear changes are facilitated by the presence of a flexible control, coupled to a gearbox however always a little reluctant. However, block vibration of 962 cm3 (lacking balancer) are never distracting for the driver, as the sound of the Racer who has also never disturb the peace of passersby. For if the original line is quite aesthetic, it has to recognize that in Europe (standards oblige!) his singing lacking charisma. The online catalog of Yamaha Akrapovic, among others, should definitely arrange it!

It lacks liveliness

This motor satisfactory approval Urban is more winded on expressways, penalized by its low power (52.1 hp. At 5500 rev / min). With the staging of the box 5 reports, however, it has interesting times by getting the lower fat in the towers, however it is clear that after this current low and medium speed, the V-Twin of Racer lacks longer. At least during transfers motorway, it enjoys a certain comfort with the aerodynamic position that generates only low downforce at the wrists. In addition, the seat of the Racer is more mellow than XV customs.

Characterized by increased deflections in the front and lowered at the rear, the new suspension agreement gives good resistance to the road Racer and more 'arguments in turn. We find it indeed a rigorous surplus in the course of maintenance, coupled with handling that improves a tad over that of Bolt. However, like the latter, the Racer, who fishes for lack of liveliness, require commitment from the pilot to make faster turn in fast combos.

They forgot the ground clearance!

Moto simple, the handling of the Café Racer Iwata is quick and its healthy cycle part quickly puts its driver (even novice!) Confident. So, quickly, we take good driving sensations to his handlebars, helped by lying down on the tank. Too bad the ground clearance of more limited quickly cut short corner taken barely spoken. It's frustrating, because the rigorous chassis incentive to increase the pace, but the filing of first footrest, then the selector left and right brake pedal requires returning.

However, braking side it's good! While the single front disc displays a moderate size, but as a custom classic, the rear brake applied more than a roadster, actively participates in slowing Racer. The mordant is present, but not exceptional. And if something goes wrong with ABS before, a successful system that shines here for its actuation discretion and its smooth operation, free from unpleasant feedback to commands.

Balance: Custom 100% Arabica

Grandmother can do a good coffee, and Yamaha is not doing so badly with his Café Racer entry. Ok, the 950 Racer XV although obviously not be full-bodied and authentic flavor of English new example (like the old way!), However the Japanese manufacturer does not offer us the low cost socks juice here.

The Racer this is primarily a look that fans (the less enlightened!) exhibit this philosophy without difficulty in town. But who, for lack of engine ground clearance too custom (thus limited) and a rather disparate assembly (basic Bolt, caches XJR), certainly will not delight the enthusiasts of the genre. Opening Question of mind, and budget!

Yamaha XV950 Racer Conclusion:

More:

Driving position

Manufacturing

Rigor

Price

Less:

Lively

Elongate

Ground clearance

Yamaha XV950 Racer:

Colors: matte gray, ice blue, 60th anniversary 

Warranty: 2 years parts and labor 

Approvals: Euro3

Yamaha XV950 Racer Price: €7 999 (at 08/10/16) 

Yamaha FJR1300AS 2016 Test

The Yamaha FJR 1300 is part of the motorcycle landscape since 2001. That makes 15 years that the road forks to large spray the roads of France and Navarre. If the first vintage (2001-2002) symbolized a certain idea of sports tourism by Yamaha in taking up the torch of the former upscale FJ-1200 , the models that followed never gave up to accentuate the touring side, enriching the way the technological background as the series equipment of staffing; do so on the first Yamaha FJR 1300 2001, ABS and side cases were among the options! Today, the bike that equips law enforcement is a GT accomplished by years of evolution. She knows a great commercial success by moving up to second place in the segment in France behind the invincible BMW R1200RT, 1185 units at end-July 2016 against 675 Yamaha FJR1300. AS his version, box of semi-automatic transmission, oversees the range.

The agony box to box of tricks

In 2006 on the occasion of a new development that introduces Yamaha FJR 1300 AS . This model has an electronic clutch control to change gear by foot or via paddles on the stalk without using conventional clutch lever. In this first version, the approval was criticized because many jerks at low speeds or during gear changes, which sometimes proved chaotic. Yamaha press at the park, a technician tells us: "The first version of the AS did not meet a concession success, where it was often proposed as a courtesy bike with our employees this is not the case at all aujourd. ay, better is even this new version which is often the most requested".

Either check for ourselves. Still beautiful and carefully constructed, the Yamaha FJR 1300 does not keep within this very identifiable general trend. Its size commands respect (305 kg fully verified facts!) But thanks to the saddle in the lower position (805 mm) and an arcade crotch regular forms, the Yamaha FJR 1300 AS remains the most accessible GT for pilots intermediate template (tied with the Honda ST1300). Time to get to know the stalks, essential on GT bikes full of gadgets and it's time to take off.

The approval exacerbated by the robotic clutch

From the first minutes, the electronic clutch control AS dubbed "YCC-S" demonstrated excellent driveability. The shifting conventionally foot but without using the clutch lever is already very satisfactory. Admittedly this generation 2016 Yamaha FJR 1300 finally welcomes a gearbox with a sixth report of the most successful. In this version of AS, it adds the freedom to play selector or paddles "more and less" in the left stalk. Initially relying on these manual controls is not completely natural for experienced biker, used to pull the left lever, but again, the approval does fly fast. The reports go very easily to the uphill and downhill, with a flick, and speed of the mechanism is noteworthy. Of course, to avoid transmission of jolts, it is best not to upshift too quickly by opening big and brutally gas, but a few kilometers suffice to understand their use.

Sports enthusiasts will appreciate the shifter system side aS semi-automatic, which accepts without flinching scroll through reports in red zone boundary without cutting gas. For a few, we forget this toggle! Quietest will appreciate the automatic function for downshifting, which piles up again the speed when approaching a red light for example. In addition, the electronic brain that oversees the operation provides natural driving regardless of the chosen mapping (Mode "Touring" or "Sport"). This is better than the T mode the Honda Crosstourer DCT 2016 for example, which retains, again and again, the sixth gear to very very low revs before starting to fall back. Touring mode of the Yamaha FJR 1300 AS is more consistent in "real life."

Beware of U-turns

Morality, after hundreds of kilometers and various tests in all the playgrounds of the city to the highway, the clutch of AS FJR 2016 has finally unveiled one against-indication or at least caution use, namely U-turns! Indeed, while the Yamaha FJR 1300 Standard (AE) allows for this classic way to maneuver, with the help the need of the clutch lever, the AS version, requires her constant gas net and the can not more or less to the modulating clutch. Even the rear brake simultaneously seeking to stabilize the bike, we must recognize that the latch release with AS requires a good deal of attention, as if the weight takes you, you will have little chance of retaining the vessel Admiral Iwata.

Better train solo in a parking lot, in case for the rest, it's all good, the semi-automatic clutch is imperial. In town or on the go, saving you the use of the clutch, it highlights the excellent flexibility of the wholesale line four-cylinder that always gets very sensual way in a full sound really nice. Certainly a hollow at low speeds penalizes reminders sometimes turning a hairpin, but with 13.8 da.Nm couple, there is something for most needs. The absence of vibrations, the generous strength that emanates from the engine between 4000 and 7000 rev / min, make a solid fellow.

Besides this vintage 2016, which the block was significantly revised, meets the Euro4 standard and therefore is saving all castrating clamping. The acceleration is full from beginning to end of the rev range. However, do not expect a sporty character from Mrs. FJR, the extension is muscular but linear. We must switch to Sport mode to find a livelier response and just over force at high rpm.

The rigor suspensions makes sparks!

We already reviewed the dynamic behavior of the new Yamaha FJR 1300 AE 2016 at the press launch in February. We find here the same versatility between everyday use, tourism (same duo responsible) and almost sporty pace, subject to keep the weight of the machine head. And if the FJR 1300 AS is not as agile as the BMW R1200RT in sinuous or accurate high speed that Kawasaki GTR 1400 , it remains a sacred tool to everything very well done. Special mention, as the AE version with its electronically controlled suspensions that still preserve the comfort (plush hydraulic key) while allowing to reduce unwanted movements on the hard mode. That's what undermine the guard at the corner floor without force through the proper adhesion of the tires mounted here ( Dunlop Roadsmart 3 (III) ). Incidentally, the Yamaha FJR 1300 is still very sensitive to its air rises. Next selected envelopes, it is possible to erase 20 kg of a single shot of adrenaline! Future notices in the motorcycle tire maxitest you will learn more about this crucial choice.

Appraisal: The copy Approval until further notice!

The years pass, the Yamaha FJR 1300 gets better. In 2016, it enjoys a plastic still rewarding and outstanding driving pleasure, between its protection, ergonomics, suspension damping and its Euro4 engine now "full power" that gives this subtle blend sport and comfort, is the real highlight of this model year after year! Sold € 20,199 at 08.17.16, the AS version requires a small extension 1 000 face the AE version unfortunately pursuing an inexorable inflation rate (€ 19,499 in 2013, € 16,990 in 2006). However a surcharge justified by the progress made by this box robotic clutch which has, finally, approval almost without mistakes! So with or without your clutch lever FJR? Bet on the AS version, you will not be disappointed. By Christophe Le Mao, photos Mehdi Bermani *moto-station.com

Yamaha FJR 1300 AS Price Details:

Price: € 20,199 (at 08/17/16)

Colours: silver gray or black 

Warranty: Two years parts and labor, unlimited mileage approval: 

Driving license, Euro4.

Yamaha MT-125: The MV!

The Yamaha MT-125. A hundred miles of a 125 Utility It starts with an assertive look. The aesthetic codes of the Master of Torque family, are duly respected. Clean lines, sharp headlight, side scoops sharp, digital dashboard full very bright, short and low exhaust, muscular swing arm, so on and best C 'Certainly, for a 125 cm3, she throws the small MT. Especially, thanks to a clever dress up game around its engine, the Yamaha MT-125 does not "big bike with a small mill": Nederlands Yamaha designers worked well. With such pace, obviously we want to get close, to feel its materials, animating the dashboard and to climb in the saddle. 

Perched at 810 mm, it is slightly below the cup (my) load but still a little high for smaller riders. Under 1.70 m, it is impossible to put your feet perfectly flat. It is still a shame when you know that the MT-125 will also seduce girls. Here lies the difficulty of drawing such a motorcycle today: it must suit everyone, all over Europe. Not simple.  For the rest, the interface is still very successful. The triangle handlebar / seat / footrest is natural, although fairly flat handlebars generates an ounce of support for forearms. Sports lovers will appreciate while urban will be reassured to learn that the city repeated stops not make you want to stand up to all the time.

A little softer than mono torquey

At startup, the small single cylinder 124.7 cm3 makes a sound consistent with catégore, although rather serious for the engine and especially less jerky than the designated rival, the KTM 125 Duke. In a few hundred meters, one easily grasps the MT-125 wanders the boulevards like your goldfish in its bowl.  Clutch and ultra flexible selector obvious selection, beginners should easily take over this novelty. In town, it does not feel its advertised 138 kg fully fueled, which is itself an argument. Subsequently, there is some equipment deficiencies: while no speed gear indicator are tight and it is possible to get lost between the third and fourth report, warning lights conspicuously absent, screwed tank cap damage. 

These small grievances are quickly erased by the dynamic qualities of the Mini MT. Starting with a frankly engine available for the category. Magic of the electronic injection - or know-how acquired by Yamaha Enduro - The drum seems incalable!  We can thus ask him to go down to 50 km / h in sixth and leave on a light throttle. Certainly, in these conditions, we salute ra greater flexibility that the couple - must not be pressed - but still.

Easy town, efficient road

The vitality of this 4-time remains in the average, with linear acceleration and longer in the best vein of the category. The concept of Master of Torque is of course relative, but what is appreciated is the way in which MT-125 delivers its power and torque: the engine always responds and never gives the impression to be martyred even more sporty driving.  The outbreak of the limiter, often criticized for its brutality on the first generation of the YZF-R125 which is the basis for MT, was much more mild. At 90 km / h sixth, the engine runs at 6000 rev / min and seems perfectly accommodate this pace. Road Trip is in fact perfectly possible. Accreditation is the appointment, within the limits of the genre. 

The cycle-party oversized has no difficulty in assisting the engine. The rigidity of the steel frame Deltabox participates in directional stability almost beyond criticism. The placement accuracy is close to the rigor of a big engine. The only downside is the beautiful Kayaba inverted fork 41 mm: set quite flexible - particularly against the donor sport - it slightly dives when braking and participates probably the willingness of the MT-125 to get up when braking on the angle. Otherwise, dynamic capabilities are real and good enough to have fun in the mountains. The floating front disc and caliper four-piston are not in lace-side power, even if the lever is inconsistent in the first quarter of the way. After a day of city and road, sometimes not really "snooker", the Yamaha MT-125 has not shown tiring and suspensions flexible enough contributed. This bodes well for everyday use and say while the same motorcycle 300 cm3 would be a sacred tool. 

A future must in the 125 class?

125 The market has seen better days. It must be said that significant innovations are not as flowering than in large cubes. In addition, if you dream of a 125 cm3 fun and modern, we have little choice. The new Yamaha MT-125 therefore falls straight, making a breath of fresh wind on the category. Easy to grip, more comfortable than suggested by its looks, it offers compelling performance and pleasure that appears in the game. What challenge the KTM Duke 125 ABS, which has managed to establish itself in France at a price of € 4,090. The Yamaha MT-125, sold € 4,299, suffers only small secondary faults as a saddle and a bit high few equipment deficiencies. Hopefully future version of ABS remains at reasonable rates. It shows in any case a nice teamwork between the various European subsidiaries of manufacturer:. Dutch design, Italian and French testing assembly The most European of 125 cm3 Yamaha should logically carve a lion's share in eighths liter but we will wait until the last quarter of 2014 to see land in the concessions.  By Christophe Le Mao, photos Alberto Martinez and Sebas'

Yamaha WR450F 2016 test

There it is this new Yamaha WRF 450 2016, a bike that, like his little sister 250 cm3, is based on the technical basis of cross YZF model. The operation was quite successful with 250 WRF, but what will happen with the 450? A question that may arise legitimately, especially considering the elitist character of the hair 450 YZ-F. But the Japanese did not merely add a headlight at the motocross bike to create this enduro motorcycle, among blue we worked in depth to fit the specifications of Enduro, probably helped by the experience garnered for some years now on the Dakar.

Yamaha WR450F 2016 Motorcycle

So you can forget the older generation of 450 WR-F, the similarities with the 2016 vintage will not be obvious to find. First, exit the mill 5-valve, up to the famous inverted cylinder engine and tilted backwards. The same principle as the YZF but with a lot of changes I invite you to (re) discover in the technical part. Obviously we note the arrival of an electric starter, almost indispensable element in enduro, but the kick is preserved, and that, that's always fun when battery failure. The chassis is extremely close to that of a YZF few details. We can not say that the WRF suffers deficiency in terms of equipment, but still, an enduro bike to over € 9,500 series without hand guards.

Yamaha inside

Place this test 450 WRF 2016, we are in the south of Spain and Yamaha has put together a full-scale rolling to discover this new Japanese enduro, a raid of 200 km in the western scenery Sergio Leone, like conditions of Baja and even a day in South America in the Dakar! Straddling the bike, it's not really disoriented by the current style of Yamaha ergonomics "up to date" which calls for a small acclimatization recalcitrant broad bikes at the gills, and personally I am one. Well, it is not fatal, it gets used again but it's usually more enjoyable to have a finer motorcycle.

If the handlebars seems very natural beginning of the day, I change my mind at as and taxiing. By chaining kilometers standing in the tracks and Spanish rios, the position becomes brittle for the wrists. A concern which can be partly solved by changing the position of the handlebars, or even better by changing the position of the tees (4 possible positions) in order to better adapt to his wishes.

We quickly realized that the best is notable on WRF 450 2016 in terms of chassis behavior. From the previous vintage, the bike seems already lower saddle, especially the weight seems less high pitched. The whole is more balanced, so it becomes more easy handling. It is easier, yes, but we will not go again until that one is in the presence of a simple enduro to handle. It takes a minimum of presence and leadership to guide the new WR450F, especially in more technical portions where you have to shoot straight. Its front end is not always easy to register with precision corner entry for example. Throughout the test, I will open also further compression of the fork so that it plunges more easily and more will be felt.

Side always suspensions, this fork that I could find a little dry on small impacts, ultimately proved an excellent compromise between comfort and performance. I speak from the top of my 68 kilos (without equipment), some of my colleagues (sturdiest do we tell) have found them a little too soft at times. For his part, no complaints about the shock of the WRF 2016, comfort and efficiency were at the rendezvous, despite the hostile terrain grip. The result is a healthy Kayaba together, that does not come unawares when a hidden hit hard by dust stone, yes yes, we tried!

Silent and. noisy?

To engage the motor part, I will immediately start with the point that hurts: it is noisy this WRF 450! Noisy yes, but from inside ... Because if we can only welcome the discretion of the beast for the ear of a waterfront, the Standing slam issued by the airbox just behind the cockpit is this When making use for the pilot in the long run. Well, we must say that has swallowed 200 terminals in the day with many rolling parts where gas remains open for minutes ... like on a rally bike, really! And so, as rally, earplugs are urged to make your life more enjoyable blue.

As for the engine itself, say he has a demonic, just healthy! The "fishy blows" on the throttle the bike propel strongly from one point to another. Thrill seekers and seasoned drivers will probably delighted in WR450F 2016. However, the lambda enduro rider, he may be less dythirambique. This engine clearly has strength to cash sub-schemes without flinching or ideal for winding in the technique. But unless they are always watching finger on the clutch, it is not unusual to be surprised by his explosive behavior the rest of the time! A point which can also penalize the precision of the motorcycle in the art, as seen above.

Long live electronics!

Fortunately, this gross nature can also leave coax through the magic of electronic fuel injection, and we we're not deprived in our halt at midday: it is sufficient to connect the Yamaha tool, minute later the standard engine curve is replaced by "soft" and we are off again. It is obvious, the WRF is not the same! It becomes much more docile behavior is smoothed and can then operate with much greater ease motor force. It has now mastered the precise net gas. In short, here is a possibility of setting it important not to neglect and also the strength of this "big" enduro 2016, not only reserved for the big guys.

Finally, the test course with few crossings, we have not really been able to put the box of the test speeds. However, nothing special to report, for example, has not found between two reports, and the mill anyway accepting the troisimème at low speed, it helps! Note though, takes the fifth long - maybe a sixth would it not too much? However that does not stop us "cruiser" to 120/130 km / h on the Spanish track (with still room).

Balance WR450F 2016: The adventure does not scare him!

Yamaha WR450F The 2016 will not truly surprised us, and it is in no one complaint but simply the result that we expected. This bike imposes and caters more to large spaces. If maneuverability is up, the WRF 450 is still not the Queen crossing "beefy" technical and portions skimpy. But when the landscape opens while the beast is in his element: his handlebars, one imagines well venturing Morocco, America and other large spaces to swallow kilometers motorized adventure.

Here Yamaha therefore did not err in offering us the test this way WR450F 2016 "Baja". For his motorcycle is placed on the ground with a healthy chassis that allows driving with the pace without fear when the field is deteriorating. The engine is really strong, his strength allows him to cash diets low in stride. His punch him is double-edged, we appreciate the "boot once" at the slightest rotation of the handle, it's fun, you can pull up on all reports, but it is also sometimes difficult to control. Hence the importance of playing with different power curves available and make its engine to the card. Well seen.

Yamaha WR450F 2016's will be available at your local retailer in the month of March 2016 at a price of € 9,599; obviously it's still too expensive but with respect to the Yamaha market remains on the ropes. On this test, Arnaud carries a holding Klim Enduro XC (€ 169 pants, jersey and gloves € 59 € 39), a helmet 6D ATR-1 2014 (€ 599) and knee pads Leatt C-Frame (€ 599).

Yamaha WR450F 2016

Price: € 9,599 at 08.12.2015

Colours: Blue

Availability: March 2016

Yamaha YZF-R1 2015 - Track Test

Yamaha YZF-R1 2015. As part of the Yamaha R1 Track Days we had the opportunity, the YZF-R1 at the Nurburgring to test extensively. Yamaha Germany presented as part of Dunn-Racing event in addition to the brand new R1, the R125, R3, R6 and R1M - ie the complete R-series 2015. We concentrated fully on the R1. Directly at the Pit Lane, the devices were for that day lined up - blue and red with silver or white R1`sen elements. Already the first sight captivates one's eyes and can not deviate from it a. The R1 is different, different from the uniform look and sets trigger points. There are at this bike so much to discover, to explore so many details - exciting! Yamaha promises 200hp at 13,500 rev / min and 112.4 Nm at 11,500 rev / min, combined with a weight of 199 kg in road trim, ie 1 kg per horsepower - that's for a clear statement. Was blocked everything extremely compact and centrally-spaced between 1,405 mm Magnesium Alloy wheels - a bike for the Racetrack. The 5,148 m long Grand Prix circuit of the Nürburgring should we definitely give much opportunities of experiencing the MotoGP genes R1.

The conditions were great, sick sun, blue sky, best temperatures, so fast times behind an instructor of Dunn-Racing the track and the bike to get to know. First impression when sitting was itself very well. Handlebar ergonomics and setting the lever estates are absolutely perfect, the sitting position with 855mm quite high and the catches a super athlete accordingly very athletic, but then what presupposes movable knee at the size of the test driver of just 1.90 m. Knee grip on the tank fits nevertheless, was ever a very safe and direct feel. The soundscape during roll out and on the first laps was still a bit reluctant, but this should change very quickly with stronger and especially violent rotation of the throttle grip itself.

Yamaha YZF-R1 - MotoGP Bike Series in which R1 has some of it

Time to deal with the myriad of setting modes and the electronics, because nowadays are motorcycles in this class, with performance values ​​that 15 years ago, not even the MotoGP had without the impeccable combination of sensors readings and interventions of a central processing unit unthinkable. Who wants in the Superbike scene play above which must dominate everything and give the driver any degree of freedom to personal programming. And does the new R1, one night Check and test here is not nearly enough.

Thus, the YZF-R1 has a self-developed sensor unit consisting of yaw rate sensors for tilting, rolling motion and movements in the yaw axis and accelerations in all directions. All parameters are picked and processed 125 times per second. This flood of data makes use of the control unit to the braking force optimally distribute to regulate the injection quantities and optimally control the ignition timing and the opening angle of the throttle. The bottom line presents itself as always an extremely stable driving condition and allows one, among other things the use of Slide Control (SCS), ie the controlled oversteer the rear wheel when accelerating - Genuine MotoGP technology! Of course, these data are also used for the 9-way adjustable traction control (TCS), Lift Control System (LIF) and Launch Control (LCS) and the circuit breaker (QSS) - but only upwards - used. Furthermore, the control of the throttle and thus the response in 4 different stages can be controlled.

Shown are all values ​​on the beautiful TFT display, which is confined in Race mode on the essential information and so very clear. Controlled the whole story is about two buttons on the handlebar. Who is properly fit, the compiles all parameters and stores them in 4 different basic settings that can be changed only in the state, however. R1M owners have further one interface - the Communication Control Unit (CCU), which they conveniently via PC, tablet or smartphone make and save all values ​​and settings (can also be retrofitted with the R1). However, only the motor modes, traction control and slide control can then be on the left handlebar adjusted gradually while driving.

Drive YZF-R1 - high-quality technology and quality materials

An absolute technical highlight: the short-stroke Crossplane machine at the crank pins are offset by 90 degrees so that the forged pistons never operate in parallel as in other series quads. This Yamaha achieved a more uniform torque curve and passing a striking muffled sound. In combination with a significantly lower flywheel, titanium conrods with cracked connecting rod and significantly speed firmer cam followers, these are important cornerstones of a free-revving and powerful engine.

This revving it shows the Yamaha clearly because at already 6,000 U / min pushes powerful and unstoppable, which only ends beyond 12,000 trips. The whole thing is happening this extremely uniform and manageable at all times - ok, you have to, especially in the power mode 1 used to the hard onset power, but this has been, everything goes great and dosed directly from equip. Up in the red zone, it must nevertheless not really be hunted because top wird's but somewhat tougher.

Yamaha R1 - electric bike with a combustion engine

Electronics without end, but that really works? So helmet on, gloves on, quickly stretch a bit and then find the right position on the tight seat cushion. Pit exit, 2.Gang, full throttle: Wooooh, deep growl, the front end rises rapidly, remains on top, not too far, cool. Stop, slowly, the 190er Pirelli Super Corsa SP are 40 minutes prior certainly not warm, so the first few corners somewhat more restrained to work - is the electronic one, the other physics! Long left bend, deep inside, the R1 is great to come back very briefly gas, left, quickly tilt to the right, works just fine. Full throttle Second, 3rd gear, the front wheel is easy, the TCS controls smoothly. Gas away, left braking briefly early on the throttle and the same times overtake around the outside one. Take right and then ran to the gas up high to 4th - the throttle response is used to, is already a quite hard. Braking right outer, again deep inside, the boot drags, gas! Wooooh, that was the Slide-Control or why did you feel to come across? Uphill to the left, right, hard braking, then wide line on the left and immediately right down at full throttle until almost the end of 5th gear. Harassment, downshifting, by shortly Gas and right again onto the start-finish. The destruction of the power end from start to finish or between Schumacher and Bilstein curve, however, has not always been quite as precise as desired possible. Although the stopper function properly, could be biting and aggressive in our opinion, however. Can be optimized determined with a few other brake pads. However - here comes Lorenzo feeling on!

The test day was now somewhat advanced, understood the settings and made, so now we went drum to use everything fully, earlier to go to the gas, even more to bring the helpers to work, easy to get into a real flow with the R1 , And who came too damn fast. Lap after lap, it went ahead ever faster and more spectacular. Light-footed like a 600, the 200PS-R1 snaked through the chicane before the start-finish. Braking, fast left, tilt to the right, creating gas, playful and precise. The Pirelli Super Corsa SP (each on a Superbike Top choices) set all command to perfectly and the chassis did exactly what you expect from a Super Sport chassis expected. With this rapid pace, also had the steering damper intervene occasionally reassuring when the forequarters yet started easy to prance when Raus accelerating over bumps - but he's there. Great round!

Whether the Yamaha YZF-R1 is now the best choice for the race track, is as easy to not answer. Here takes a direct comparison with the competition take place. But you hear in any case the first choice. A Aprilia RSV4 requires an optimal suspension settings to similar to whet around the corners. The Ducati 1299 Panigale has got more pressure medium speed range, but it is less easy to turn. And BMW S1000RR shines with the best all abilities, though it does not serve up the playful handling of the R1.