Yamaha Bikes Wallpapers

Below you can find Yamaha Bikes Wallpapers to decorate your wide desktop, hope you like them. I'll be updating the blog with latest Yamaha Bikes Wallpapers as often as possible.

Yamaha Bikes Wallpapers

Below you can find Yamaha Bikes Wallpapers to decorate your wide desktop, hope you like them. I'll be updating the blog with latest Yamaha Bikes Wallpapers as often as possible.

Yamaha XJ6

This is a retuned version of the engine you’ll find in the current Yamaha FZ6, which in turn is an old-school Yamaha R6 lump. It gets a new cylinder head, softer-performance camshafts, reshaped inlet ports, new forged pistons and a one-piece crankcase and cylinder block. The motor breathes through a new fuel-injection system with smaller diameter (down 32mm from 36mm) throttle bodies and a neat underslung exhaust, featuring a three-way catalytic converter. A new clutch and gearshift design make changing gear smoother and easier than the Yamaha FZ6. All this fettling is designed to make the Yamaha XJ6 flexible and friendly to ride. Claimed power and torque is less than the FZ6 (by 20bhp and 2ftlb), but usefully delivered much lower down the rev-range (2000rpm and 1500rpm).
There’s less need to stir the six-speed gearbox to keep up with traffic than the FZ6, making town riding nice and easy. At very low speeds the throttle response is snatchy when getting on and off the gas, but as speeds increase and the engine is spinning more it’s less of a problem. Overall the motor is very smooth, friendly and has lots of power (77bhp) if you’re prepared to rev it; enough for decent wheelies.

Despite the fettling to make the engine gruntier, you can still feel its supersports DNA and it never really relaxes, it’s always busy, buzzing and you often find yourself searching for another gear when you’re already in sixth. It’s not as bad as the Yamaha FZ6’s motor and you soon get used to it, but more grunt and less revs would make the Yamaha XJ6 even better. As it is, the engine is still impressive and the new, smoother-action clutch and gearbox help the job along.
The Yamaha Diversion XJ6 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 Yamaha XJ6 is back in Europe! Its aims are to be easier-to-ride-slow, less power, but with more torque in lower revs and, above all, to be even more affordable.

After Honda proved there is a market for friendly middleweights with the CBF600, Yamaha has decided to do the same in the new Yamaha XJ6 series. The concept is pretty much identical to the original Diversion of the '80s and '90s, but in all-new trim. To achieve that, it needed to be less sharp than the R6-derived FZ6. The current FZ6 sports around 100 horsepower and everything from the engine to the chassis can be traced back to the pre-2006 R6 model.

It took me about a minute to get used to the short-rider biased ergonomics and controls, and then all I had to do were to enjoy the view of the beautiful and famous Australian city and surroundings. Everything from the clutch response to the gearbox feels smooth-as-butter to use. Nothing about the Yamaha XJ6 is intimidating 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.

It took a while to get out of Sydney and onto some beautiful roads through the bush where we rode the Pacific Highway back towards Sydney. In the really tight stuff, the suspension and bulk of the 452-pound Yamaha XJ6 isn't ideal. It jumps a bit up and down on its budget suspension. The steel tubular frame chassis suits this bike perfectly, but is not quite as light as the aluminum box frame on the Yamaha FZ6. You lack some of the fine feedback that expert riders are looking for, but that feedback you can't really be utilized by a new rider, so why pay extra for it?
What did start bothering me after a few miles were the thinly padded seat. After far too few miles, my bottom started aching a bit. The low seat height made me feel quite big on the bike and, with footpegs touching the ground fairly early, lowering the pegs isn't an option. I found myself trying to push my bottom backwards whilst riding to find some more padding towards the pillion seat. I can see a great opportunity opening itself for aftermarket gel seat makers here.

The instruments are easy to read and identical on both Yamaha XJ6 models. It shows digital speed on the left console and there's an analogue rev counter to the right.

Yamaha has now filled a gap in its model range, and I think the Yamaha XJ6 and XJ6 Diversion are great value for money. The Diversion is back and it does complement Yamaha's increasing middleweight range just nicely.

Yamaha Tmax Images

The TMAX offers awesome handling and braking. In these area’’s the gold standard for maxi-scooters. The die cast aluminum frame and 15” wheels combined with light weight and R6 inspired brakes makes this scooter a blast through the twisties. Unfortunately, Yamaha didn’t squeeze that much power out this scooters 495cc engine so it does an adequate job but it’s not at the same sporty level as the rest of the scooter.. The TMAX’s engine can propel this scooter to an impressive 100mph, but it is leisurely about getting there. Hitting 60mph takes 10-11 seconds with this scooter which means you’ll be battling Corolla’s off the line. For comparison a 600cc Honda Silverwing accomplishes this feat in about 8 seconds. If there’s one reason to overlook the TMAX for a bigger scooter, it’s lackluster acceleration. It seems that Yamaha oriented this big fuel injected scooter more towards fuel economy (50mpg) rather than performance. 50mpg is a nice realistically overall fuel usage though, considering bigger scooters like the Silverwing and Suzuki Burgman 650 often come in under 40mpg.
Compared to larger scooters (ie. Honda’s Silverwing and Suzuki’s Burgman 650), the TMAX is less suited for long trip comfort but it does offer better fuel economy and a 30-70lbs lighter weight. The TMAX also has less storage than those two larger scooters so the TMAX is more at home as your daily commuter than as a long distance touring bike. For more info on the TMAX check out the reviews here and here.

The TMAX offers arguably the most sporty styling of the maxi-scooters being offered these days. I think Yamaha has really hit a nice niche by offering sporty styling in a touring capable maxi-scooter package, they just need to add a bit more power so it can hang with the big boys like Honda’s Silverwing, Piaggio’s X9 500, Kymco’s Xciting 500 and of course Suzuki’s popular Burgman 650. If they can do this without hurting the fuel economy then they’ve really got a winner on their hands. I think 500cc is a great size for a maxi-scooter where good power and good fuel economy are both attainable.Hopefully Yamaha continues to see value in this segment and continues improving their sharp TMAX.
Yamaha is offering up a soothing balm for those $4-gallon gas woes with its fuel-efficient 2009 scooter lineup. Headlining the seven-model scooting roster are two all-new designs - the Zuma 125 and 499cc TMAX.

TMAX, Majesty

Already a favorite on the other side of the Atlantic, Yamaha has brought its TMAX Stateside to sate American scooter aficionados. The latest maxi-scooter from Yamaha, the TMAX pushes the scooter/motorcycle hybrid to the sporty end of the spectrum. Featuring a fuel-injected, liquid-cooled, four-valve per cylinder Twin, the TMAX mill displaces 499cc through a 66mm bore and 73mm stroke. The Twin's grunt is delivered with a continuously variable transmission, wet centrifugal clutch and V-belt final drive. No power claims are given, but Yamaha does promise a smooth power delivery sufficient "for two-up touring at highway speeds."
he all-new TMAX comes with a $7,999 MSRP for Yamaha Blue, with a Cadmium Yellow scheme fetching another C-note. Tuning fork literature promises availability beginning in July of 2008.

Shadowing the TMAX debut is the single-cylinder Majesty. At 395cc, the Majesty looks like a blander version of the flashy TMAX, minus a disc from the larger scooter's braking configuration and with more conservative styling. The Majesty also has smaller wheels. It still pushes the performance envelope for a scooter, however, and is freeway capable. It also edges the TMAX in fuel efficiency at 50 mph, not to mention a $1900 smaller asking price.
Mated to the engine is a chassis that features a CF die-cast aluminum frame. Giving the TMAX a more motorcycle flavor are a 43mm telescopic fork and 15-inch cast aluminum wheels with radial tires. Also adding to the performance factor are triple 267mm disc brakes, with dual units up front and a single disc out back.
Yamaha touts the performance from its shocks and fat tires, which are affixed to 12-inch wheels, make the new Zuma 125 a "scooter at home on unpaved roads." Paved roads or no, the 1.6-gallon tank will offer up well over triple digit range with 88 mpg efficiency. Underseat storage accommodates a full-face helmet, with the all-new 125 available in September for $2,999.