  
The
Yamaha XT660R - One of the industries most underrated
Dual Sport Adventure Motorcycles |
When the Going
gets Tuff....... |
XT660R
|
|
Design
& Appeal
The ruggered looks are equally matched by the
bikes ability to handle the rough terrain like a true
off road bike.
In its class of dual sport bikes, you can bet that few
owners actually do the bike any justice by sticking to
the tar road (No pun intended, cause it sticks wonderfully).
If you want a dualsport bike that can be pushed hard like
an enduro bike, but has the comfort and road handling
of a street commuter - this is the bike for you.
|
|
The Yamaha XT660R.
Having the XT660R under me for 680km was
definitely fantastic way to spend a weekend. The bike is without
doubt one of, if not THE most underrated Dualsport bike on the
market. I was very impressed with the off road capability.
Craig Marshall - Rider |
Test
Ride Location
The Overberg Overnighter
is a 680km route over 2 days through
the rolling hills and mountain passes of the Western Cape
Overberg.
Starting on the highlands trail in Grabouw and dissecting
the farms and winelands all the way to Cape Agulhas and
De Hoop Nature Reserve.
Day two takes a northern direction to the Malgas Pontoon
acss the Breede River and up through Suurbraak and the
fantastically scenic Tradouws Pass to Barrydale and joining
up with the R62 to Montagu. From Montagu to Robertson
and Le Chasseur farm lands to Theewaterskloof, then back
to Botriver via Van der Stels Pass. |
 |
|
|
|
|
Light, robust, agile, A real pleasure
off road and on tar. |
 |
2009
Yamaha XT660R - Specifications
|
| Engine
type |
Liquid-cooled,
4-stroke, single cylinder, 4-valve, SOHC |
| Displacement |
660
cc |
| Bore
x stroke |
100.0
x 84.0 mm |
| Performance |
35.3
kW (48 PS) @ 6,000 rpm |
| Max.
torque |
60.0
Nm (6.1 kg-m) @ 5,250 rpm |
| Compression
ratio |
10.0
: 1 |
| Starter/Battery |
Electric |
| Overall
Height |
1,230
mm |
| Fuel
System |
Fuel
injection |
| Ignition |
TCI |
| Primary
drive |
Chain |
| Cooling |
Liquid
Cooled |
| Clutch |
Wet,
multiple-disc coil spring |
| Gearbox |
Constant
mesh, 5-speed |
| Frame |
Steel
tube, diamond shaped |
| Front
suspension |
Telescopic
forks |
| Rear
suspension |
Swingarm
(monocross) |
| Suspension
travel front/rear |
225
mm / 200mm |
| Front
brake |
Single
disc, Ø 298 mm |
| Rear
brake |
Single
disc, Ø 245 mm |
| Tyres,
front/rear |
90/90-21
M/C / 130/80-17 M/C |
| Trail |
107
mm |
| Wheel
base |
1,505
mm |
| Seat
height |
875
mm |
| Tank
capacity |
15L |
Wet
Weight (With fuel)
|
181
kg |
|
|
 |
|
Fuel
Economy:
It’s claimed that the bike can
do an average of 23km per litre, I did 190km and the petrol
reserve light did not come on, going on the given stats
it would be safe to say that with a 15 Litre tank you should
get 345km. But that’s only if you are cruising along
the tarmac conservatively between 80 - 100km/h. Get of the
dirt road and pull a few wheelies and drift the corners,
and you may see 18km per Litre before the reserve light
comes on. The digital “F-Trip” meter will initiate
and start counting….. Reserve is 5 litres so you should
do another 60-70km if you ride slow.
The standard fuel injection can be improved with a little
programming. Just press and hold both dash buttons as you
turn on the ignition and the display will read "diag"
after about 6 seconds. Then press the select button once
for "co", then press and hold both buttons for
"co1" and then again for the co1 number (probably
about 10 as standard). Then press select to increase the
number to about 15-20. Turn off the ignition to store the
new setting. Repeat the whole process to try each number
15-20 and see what you like best.
Seat Comfort:
Seat Comfort is always a debatable issue, if you’re
like me and stand up for 90% of all off road riding, then
it’s never a big issue. But I did find the seat relatively
comfortable remaining in the seat for over 100km along the
R62 tarmac. I never once felt the need to stand up and let
the blood circulate. Unfortunately Yamaha do not bring in
any other options compatible for the bike. So if you have
a soft butt and seat comfort is the reason behind buying
a certain bike, then I guess you gonna have to sit on it
and find out.
Weight:
It’s rated a 181kg with fuel however if you need to
suddenly shove the bike over and avoid a nasty pothole,
it reacts very quickly and it a pleasure to move around
in tight spots when you need to execute a 3 point turn on
a narrow path. Most riders will be able to pick the bike
up if dropped. In soft sand even with the road bias tyres,
the bike skipped across the surface showing little tendency
to snake or plough in.
Wind Protection:
The stock standard XT660R fairing is too
small, so you will need to add the after market wind shield
from Yamaha (As seen on the Right), and then if you can
add an extension of 6cm you will be able to sit upright
and not have the wind buffer your helmet. As it stands (As
seen on the Right) with the bigger wind shield, you still
get buffeting unless you hunch below the vortex. Of course
body height is a factor to consider
Vibration:
Yes it does vibrate, so does anything with an engine. Jokes
aside, being a single cylinder, the XT660R
is not vibration free, but has much less than some of its
competitors. At speeds up to 115km/h it’s not noticeable,
between 140km/h and 160km/h you know you’re not on
a V-Twin 1200 cruiser.
Off
Road Handling:
This
is where I was most impressed. I have spent many years on
Moto-X style bikes and this was one of the first Dualsport
bikes that I have ridden that handles like a 650 Enduro
bike. That’s not to say it will take the chequered
flag, but for a Dualsport bike, it’s extremely nimble
in the dirt and will out perform many similar bikes in the
650cc and 700cc range.
The bike has the power to wheelie in 3rd gear if traction
allows, although the gearing has been designed for road
usage – if you were to fit a bigger rear sprocket
and knobbly tyres the XT660R would be in
a class of its own.
Road
Handling:
The 5 speed gear box has been selected
for predominately rod usage, but that is easily changed
with a bigger back sprocket to give more torque. Its 60nm
of torque are more than adequate both on road and off road.
There were times I felt like a sixth gear would be nice,
but it’s rare to find a 6 speed in the 650cc single
cylinders class. The XT660R sticks to the
tar and is wonderfully responsive in corners, some of the
characteristics inherent in the XT660X
(Motard) version. The braking could do with a little beefing
up as in the XT660Z Tenere with Twin front
Discs. |
 |
Conclusion:
To say the lease, the Yamaha XT660R
has what it takes to be the leader in the 650cc Dualsport
motorcycle market. The bike will suit most riders, not
only from a price perspective, from commuters around cities
and the occasional dirt road trip – to the hard
core adventurer who wants to cut a straight line through
Africa’s toughest terrain. Maybe the XT660R
is not the bike to do 12 000km on tarmac, but then buy
a cruiser and wear leather if that’s how you ride.
This bike was designed for adventure, and it certainly
can deliver. You will need to fit a few extras like the
full size wind shield, a bash plate to protect the vulnerable
exhausts and perhaps a better selection of off road tyres.
Add a set of Panniers and you’re in the Adventure
Motorcycling business.
With the late arrival of the new XT660Z
Tenere and XT1200Z
Super Tenere, Yamaha may just have the three
best rated Dualsport bikes under one roof. We know that
the market is flooded with much more powerful brands,
but when it comes down to overall capability, retail price,
availability of parts, cost of services and frequency
of services (10 000km) less if you work her hard –
the Yamaha XT660R
will surprise any one who takes her out for a ride, and
I don’t mean a 5 min spin around the block.
The XT660R
and XT660Z
Tenere are now available for demo rides at
selected Yamaha dealers. Be sure to test the XT660R
before just buying a bike like the rest of the sheep. |
|
|
