Automotive Spot

While the T-Max has long had a solid Euro-following, Yamaha USA has always been skeptical about the market for such a functional but unglamorous bike in America. The thinking is that, in America, motorcycles are used more for recreational purposes so they have to be cool. While we get that whole Gregory Peck and Audrey Hepburn, Roman Holiday classic Vespa thing, we often don’t know what to make of these neither-fish-nor-fowl maxi-scooters.

But now, the T-Max is sold here. It arrived just in time for four-buck gas in SoCal, when Yamaha couldn’t keep the smaller Vino in stock. The tuning forkers had visions of selling a freeway-capable scooter to people with longer commutes. I, for one, hope that the current blip back towards a buck-something gas doesn’t dampen the company’s willingness to promote this product. Although the high end of the scooter market will take some developing, I believe there’s role for the motorcycle as a primary vehicle.



The T-Max was totally revamped for the 2008 model year, which is the version we now get Stateside for 2009. A new body style, which grows on you, conceals an all-new alloy frame, which replaces the old tubular steel chassis.

The first impression on approach is that it’s extraordinarily long. Then, when you sit on it, the seat feels firm, high, and wide. The T-Max does not have a completely flat floorboard, like a classic scooter. Still, the relatively low step-through threshold makes it easier to get on and off than a conventional motorcycle. The seat height comes into play when paddling the bike into and out of parking spots. I found myself sliding forward off the seat, so that I could plant more of my own weight on the ground when pushing it around.

With a full tank of fuel, it weighs close to 500 lbs. It takes a fair amount of effort to get it up on the center stand, but the passenger grab rail provides a solid grip for that job. I found I noticed the weight more when I had to rock it off the stand. It is also the first bike I’ve ridden with a parking brake.

The starting protocol is simple: With the key and kill switch in the ‘on’ position, there’s a momentary delay while the fuel injection system pressures up. Then you hold either brake lever in and hit the starter button. (There are no foot controls. The rear brake is operated by the lever on the left handlebar, and the front brake, as usual, on the right.) There is no kick starter, nor is it possible to bump-start it.

An automatic centrifugal clutch engages when you increase revs. I noticed a slight delay in the clutch engagement that was frustrating when I was trying to get away at low throttle openings. To set out perfectly smoothly, I found myself holding the left (rear) brake in until I felt the clutch bite, then easing off the brake to roll away. I own a Yamaha Vino 125, which clutches flawlessly, so I suspect this glitch might come down to a minor setup problem on Motorcycle.com’s particular test bike. As soon as you’re underway, the low center of gravity keeps it unthreatening even at parking-lot speeds.

Despite being half a foot longer than say, an R1, the T-Max is very maneuverable in town. If you’re out running errands, there’s room for a good-sized bag of groceries, or a full-face helmet under the seat. The seat is held in the open position by a pair of hydraulic lifters, and there’s even a light in the storage compartment. There are also two non-locking ‘glove compartments’ in the front cowl. I imagine that, in Europe, commuters usually these for a pack of Gauloise cigarettes in one and a flask of Grappa in the other. Or maybe just coins for tolls.

The combination of 15-inch wheels and almost five-inches of suspension travel, make this the most capable scooter I’ve ever ridden when it came to soaking up the bumps in crappy urban asphalt. The suspension setup and overall geometry also make carrying a passenger a piece of cake. I can’t remember ever riding a scooter – or motorcycle – as good as this for two-up duty. I could hardly tell the chick was back there. Her comments were also favorable as she loved the seat, secure grab rails, and specifically noted the comfortable footpeg position.

The new alloy frame feels as stiff as a modern beam frame. The fully-stressed motor bolts to the back of the frame. The swingarm pivots on the engine castings, so unlike most scooters the motor is sprung weight. That takes some pressure off the single rear shock, which is positioned about where it would be on a sportbike.

The net effect of fork, frame, shock and Dunlop Sportmax tires is taut, confidence-inspiring handling that easily compares to conventional motorcycles. It’s capable of carrying a downright surprising degree of lean angle through the corners. More importantly (considering its daily commuting brief) the T-Max is amply capable of cruising in the fast lane on the freeway without the alarming vagueness of some other maxis.

The 360-degree parallel-Twin is an interesting piece. It’s a long-stroke, undersquare motor; a choice made to emphasize torque and provide a good spread of power. You’d expect that the two pistons, moving back and forth together, would create vibration. There is a third piston that’s 180 degrees opposed to the two ‘real’ ones. The result is an essentially vibration-free ride. As with all counterbalanced motors, the price for smoothness is paid with the currency of inertia, so the motor doesn’t want to spin up too quickly.

Although Yamaha claims the motor was designed for low and mid-range power, our consensus is that it is a little anemic off the bottom (for a motorcycle) but that it has lots of power up top (for a scooter.) Most motorcyclists are used to gauging speed by the sound of the motor, so having a bike accelerate while it maintains a nearly constant engine note can actually be quite disconcerting. I didn’t do a top-speed test, but it feels as though there’s still a bit on tap at an indicated 95 miles an hour.

Up at freeway speeds, or at any speed for that matter, the mirrors are crystal-clear. They’re positioned well forward on the fairing, offering exceptional rearward visibility.

For California readers, it’s worth noting that the narrow overall layout combined with a fairly tall seat and an upright riding position make the T-Max one of my all-time favorite lane-splitters. The only thing you can’t do on it is pull in the clutch and blip the throttle to politely remind car drivers to make a little room.

If something happens in front of you, the brakes are more than able to reel the T-Max in on short notice. There are twin 267mm discs up front, gripped by four-pot monobloc calipers. The long, low geometry also allows the rear brake to contribute, even in hard braking situations.

After a few days on the 2009 T-Max, I could easily imagine choosing it as a primary vehicle for daily commuting. As equipped, it’s not perfect for that assignment, but Yamaha’s already anticipated one of my key desires by offering a nice accessory top box. Even with the capacious underseat storage compartment, there’s no such thing as too much luggage space.

For every day, year-round use, I’d like to see heated grips, or at the very least better wind protection for the rider’s hands. A wired-in accessory power socket located in the underseat compartment would allow for onboard charging of a modern commuter’s various PDAs, cell phone, laptop and the like.

Riding through dark winter nights is made easier by the best headlights I’ve used in a long time. But I’d like Yamaha to add four-way flashers. Last but not least, I’d like to see ABS, at least as an option.

If you’re looking for the two-wheeled equivalent of a Honda Accord, this is a strong contender for your next bike. At $8,099 (for the yellow version seen here) it’s priced competitively close to the base-model Suzuki Burgman 650 or about $800 more than Yamaha’s venerable FZ6 all-rounder - if you’re comparing it to real motorcycles.

Changing the attitudes of American motorcyclists towards maxi-scooters will take some time. I for one hope Yamaha hangs in there with the T-Max, since it’s a great bike that deserves a real following.

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The flat-track replica finally comes to America
From www.motorcycle.com


You patriotic types may feel pretty gutted hearing this, but it seems we’ve our Euro friends to thank for the U.S. being graced with one of the most iconic motorcycles to ever be built. What constitutes an icon? Howz ‘bout the XR750? If that doesn’t say ‘Muhrica, nothing does.

Did the Euros get an XR? Yes and no. What they had built especially for them (but you already know this) was the Harley-Davidson Sportster XR1200. What you may not know is that, according to Bill Davidson, VP, Core Customer Marketing for Harley, is that our moto-loving broheims overseas allegedly have a greater passion for naked bikes, in particular, those influenced by American flat-track racing. Also, it seems that most of Europe likes our bikes, as opposed to one county in particular, over there.



The naked, or standard, means a lot to Europe, more than the U.S. market, if you can believe that. Want proof? Witness the apparent death of Kawasaki’s Z1000 in the U.S. after only one year’s worth of revision? In ’06, the first-gen Z1000 outsold all other sport brands and models combined in Europe according to Kawasaki. In the U.S. it was more or less a loss-leader, so it was dropped from American dealerships for ’09.



Regardless of the seeming disdain for practical, sensible, upright-but-sporty unfaired standards in the U.S., Harley heard the uproar in the Letters-to-the-Editor, chat rooms, forum feedback and straight-up complaints from U.S. riders after the XR1200 being a Europe-only model, and decided it was time to bring the XR1200 home!



It’s baffling that a bike so iconic to American motorcycling would be loved more elsewhere than its home. A prophet isn’t welcome in his own country…

As you’ve likely read in the past several months, the XR’s mill is largely a 1200 Sporty, albeit with a few refinements. A couple of crucial updates include precision cooling of the cylinders via oil paths around the exhaust valves, and an airbox and exhaust system optimized for volumetric efficiency as well as serving as clear-cut styling links to Harley’s flat-track past (and present!), a higher compression ratio (10:1), and redline increased to 7,000 rpm. It’s all good for a claimed torque figure just shy of 74 ft-lbs at 4,000 rpm and an alleged 90 hp. The XR is down 10 hp to the average Buell XB model, for example, and it also gives up more than 150 pounds in claimed dry weight to the same bike(s).



Other changes that further delineate the XR from your average Sporty while drawing a blazingly obvious parallel to the historic XR750 is a new hollow cast-aluminum swingarm that is rumored to be upwards of 40% stiffer than the typical box-section steel Sportster swingarm, and steering geometry that employs a “split-rake” in order to achieve assertive steering input while at the same time allowing a more relaxed, upright rider triangle.

Additionally, the flat-track imitator rolls on lightweight 3-spoke cast wheels spooned with Dunlop Qualifiers developed specifically for the XR, and a meaty 43mm inverted fork. The fork is unadjustable but offers over five inches of travel. The dual coil-over shocks offer preload adjustment via the classic ramp-style adjuster, and, well, provide that “classic look.” And here’s where Harley got smart with the XR. The Motor Company called on 9-time AMA Grand National Champion and all-around nice guy, Scott Parker, to assist in chassis and handling development.

The fork denies little if any deflection to upset the chassis and do an excellent job of keeping the front glued to the tarmac but, due to its lack of adjustments and race-guy influence, also doesn’t offer much compliance over potholes or sharp-angled bumps. For the XR’s reasonable retail figure that’s marginally more costly than, say, an XB12R, it should have adjustable preload, at a minimum. The Buell’s have fully-adjustable sticks, why not the XR, I say?



Regardless of a sometimes-jolting experience, the combination of quality 17-inch rubber, lightened rolling inertia courtesy the wheels, 59-inch wheelbase and stout fork, the XR1200 turns in easily and stays on target all the way through your chosen corner arc with stability and confidence.

I noted a few other riders bemoaning some wallow in the chassis, but I experienced little of this. I say this not to brag but to lend credence to my handling notes; I was always running with the quickest of our group, scraping the long peg feelers or right-side exhaust, whichever came first. Speaking of exhaust, note where the inspiration for the performance-tuned headers and mufflers came from. That’s right, the championship-dominating XR750. Peg feelers can be removed for increased lean angle to the left, but I’d suggest leaving the right peg feeler on in order to prevent further scuffage to the exhaust or a highside incident, should you crank the bike over that far.

Ergonomically the XR1200 strikes a good compromise between aggressive canyon attacker and sensible, upright everyday ride. The reach from the saddle to the wide flat-track-inspired bars is easy, though the seat-to-peg relation may seem a little tight for those over, say, six feet tall. Nevertheless, what appears to be a diminutive and sparsely padded seat is actually a saddle that proved comfortable for well over 60 miles of freeway and surface street slogging.

Also, though clutch pull may make a man out of you at day’s end, the 5-speed tranny works well and shifts easily. And last but definitely not least, the brakes on this Harley-Davidson belie the name on the tank.

Never have I ridden a Harley that stops with such force while offering so much feel. H-D teamed up with Nissin again (the company makes calipers for the rest of the Sportster line) in order to come up with an all-new caliper. The dual four-piston pinchers squeeze a set of 292mm rotors with such force that I locked the grippy front Dunlop at one time. These brakes are nothing short of spectacular and should be grasped with caution should you take advantage of an XR1200 demo ride and are expecting the usual Harley brake. This brake set is on-par with the brake systems on any number of Japanese performance-oriented street motorcycles.

This newest Harley, in many ways, is without competition, as no other maker produces a bike similar on a mass scale. Yet, it’s not without a few niggles; a couple of bolts here and there could use hiding or a simple cover of some type, right side ground clearance is limited somewhat by the lower portion of the exhaust headers, and the front suspension should really be adjustable considering the bike’s $10,799 ($11,079 for Orange, and Pewter Denim) admission price. If you want one, the pre-order period ends on December 15, so you’d better hurry to get your hands on the 750 XRs available in 2009.

Still, looking beyond these issues, it’s hard to deny the visceral draw of the XR1200, especially if you like dirt-track racing (and you should!). To this point, Harley’s U.S. communications director, Paul James, noted that during the XR’s weekend-long U.S. unveiling in Long Beach, CA, recently, passions for the XR cut across lines, so to speak. James reports that riders of all brands, or no brand at all, were attracted to theXR1200. “I could see myself on this bike,” said the passers-by and admirers.

I certainly know I wanted to see myself aboard this machine so rich in inspiration and heritage, and I have to say, it was worth the wait.

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A revolutionary design project has led to a truly unique motorcycle and Aprilia's return to the Superbike World Championship. With 31 World Championship titles, 250 MotoGP wins and 8 Superbike victories in the last sixteen years, Aprilia is a legend in modern motorcycling. Aprilia motorcycles have dominated circuits all over the world thanks to unconventional technical solutions, experimentation and innovation and, sometimes, by revolutionising technology thought to be unchangeable. With this unique sporting heritage behind them, Aprilia is proud to present the RSV4, the bike with which Aprilia will return to the Superbike World Championship in 2009. This extraordinary machine has been conceived, designed and developed entirely by Aprilia Racing for competition use. The RSV4 will make its debut in the 2009 Superbike World Championship.
With four cylinders, 999cc and top of the class power in the race-ready version, this revolutionary machine is packed with innovative design and manufacturing solutions of the sort we have come to expect from Aprilia. A V-Four engine with total electronic management, and an exceptionally light and compact chassis are just some of the features that make this bike unique in the world of motorcycling. The revolutionary design of the Aprilia RSV4 comes directly from Europe's biggest and most successful racing team.

The road-going version of the RSV4 also benefits from the extraordinary technical know-how that Aprilia Racing has accumulated over two decades of success in MotoGP, and is packed with advanced solutions from GP racing. In short, the RSV4 stands alone as a exclusive, genuine, and in many ways unique racing replica. The Aprilia RSV4 is powered by the most revolutionary and most powerful engine ever developed by Aprilia. This 65-degree V-Four unit is based on an architecture that is unique in the world of supersport motorcycles, and features refined engineering combined with prestigious materials and advanced electronic management solutions.



The new engine uses multi-mapping ride-by-wire technology, a solution that opens up new horizons in engine control, and offers virtually infinite opportunities for power delivery and traction control (present as standard on the racing version). The choice of a narrow V-layout has led to the development of an incredibly narrow engine. This in turn has permitted weight to be centralised and chassis performance dramatically improved (thanks to a short wheelbase and long swingarm). The narrow V-Four configuration permits a longer stroke to be used, with clear benefits in terms of improved engine breathing. High engine speeds can therefore be reached without having to extend the width of the crankcase. This is fundamentally important to aerodynamics and maneuverability (two characteristics for which Aprilia motorcycles have always been universally acclaimed). The monobloc cylinder block features integrated liners for maximum rigidity and consistent efficiency. The air intake trumpets are variable in length. Each bank of cylinders has a servomotor dedicated exclusively to the operation of their two throttle bodies. The aperture of the four butterfly valves, and therefore the volume of air inducted, can therefore be controlled independently. This solution opens up new horizons in electronic engine and power management, resulting in truly advanced integral traction control. A cassette type gearbox and a slipper clutch demonstrate the racing character of this engine.


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