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Top test Yamaha TDM 900
Top test Yamaha TDM 900
… and third
Yamaha’s jack-of-all-trades TDM is already attracting all-round clients in its third edition. And thanks to the aluminum frame, injection and G-Kat, it shines with an attractive portfolio. You can give her the contract without hesitation?
Jorn Thomas
02/12/2002
If the TDM had appeared at the beginning of its ten-year career at Robert Lembke’s cheerful career advice, it would have been guaranteed to have left with a bulging pig. Because Yamaha’s eccentric eluded common two-wheeler cliches. Too heavy for a fun bike, a show talent too pragmatic, a tourer too spartan. And enduro? Nothing there, see street puffs. In addition, the TDM was created back then as a pure asphalt offshoot of the enduro warhorse Super Tenere. “What am I?” The twin headlights always seemed to ask. Well, at some point the unconventional twin was classified under “all-rounder” ?? and there he stayed until today. TDM fans swear by the versatility of their two-cylinder hummingbird, which is not limited to anything and can actually do everything. Okay, less load changes, lower weight, adjustable suspension elements and maybe a G-Kat wouldn’t hurt, but otherwise…
Yamaha reacted and launched a new motorcycle with the third TDM generation without shaking the original concept. Which is already manifested in the sitting position. As usual, it sits upright and with elongated arms on the astonishingly taut, angular upholstery. People of size “M” and smaller feel a bit lost stuck behind the long tank, even with the tubular handlebar turned back, they have to stretch themselves mightily to the handles. »XL« contemporaries, on the other hand, praise the clear width and moderate leg angles. But it is precisely this that forces pilots of all stature into a highly passive posture with little scope for activity and shifting weight, due to the notches placed relatively far forward.
Okay, you don’t have to do gymnastics to get around the corner with the TDM. After all, thanks to the aluminum frame, she slimmed down from XX to XXX kilograms. It pays off; with little force on the tubular handlebar, the new one winds itself through tricky combinations of curves until the fearful nipples of the footrests tickle timidly over the asphalt. Even lightning-fast changes of lean angle at high speeds are easy to do. Wheels and tires, as before 18 inches in diameter at the front and 17 inches at the rear, increased in width, but the three-spoke wheels were still lighter. Which does not change anything about the rather insensitive response behavior of the spring elements. Although the 43 fork – adjustable in rebound damping and spring base – offers sufficient suspension and damping reserves as well as 150 millimeters of lush spring travel, it reacts disgruntled to short bumps, i.e. it passes them on unmoved. The front only reacts as desired to longer waves or rough patches. At the back it’s even rougher. Although the new shock absorber is fully adjustable on the 40 millimeter longer swing arm, the compression and rebound damping can even be conveniently adjusted using a rotary knob, but despite all the adjustments, the part proves to be unyielding stubbornness. Even when the spring base is lowered, the hindquarters are reluctant to respond to small and large obstacles, and even with additional ballast in the form of a passenger, the TDM stern copies the road conditions unmoved into the rear of the crew. Nothing is about comfortable airboat charm, the TDM travelers always feel closely connected to the road surface. Apart from the lack of comfort, the unyielding posture of the spring elements occasionally leads to slight nervousness at the front, especially since the pilot is forced to hold on to the handlebars more than elsewhere due to the stretched sitting posture. Textile clothing in particular has a stimulating effect on the tubular handlebar, regardless of whether it is at maximum speed or when turning quickly on a level track. As a consolation, with the TDM with the Metzeler ME Z4, neither shimmy nor annoying positioning when braking in an inclined position spoils the driving pleasure.
To increase this, the well-known five-valve in-line twin also had to go under the knife. A little more bore ennobles it to the 900, power and torque also increased a little compared to the previous model ?? at least that’s the promise. Paper is patient and in good faith, MOTORRAD is not. For example, the test bench attests only 80 hp instead of the nominal 86, and of the promised torque of 89 Newton meters, there are also only 82 on the roll. Don’t panic, the performance is still okay. From a standing start, 160 on the clock after 9.0 seconds, the end is at 208 km / h. In view of the moderate wind protection, however, TDM top speeds are a strenuous and loud pleasure. After all, Yamaha offers two retrofit fairing panels of different heights at 84 and 98 euros respectively, which are supposed to shield the driver better. In general, the brand with the tuning forks is well sorted in terms of accessories. The range for the TDM ranges from heated grips (273 euros) to a main stand (155 euros), top cases (including assembly kit 521 euros) and suitcases (complete set around 750 euros).
With or without full equipment, the all-rounder’s favorite area is the country road. Cruising instead of speeding. Gliding along in fifth or – now new – sixth gear at medium engine speeds, that’s what TDM driving tastes like. Especially since a balanced driving style relegates the clear load change reactions to a supporting role. As a reward, consumption values of just over four liters per 100 kilometers and a range of an enormous 450 kilometers are waiting for you? Refueling once a day is enough even for long tours, especially since the fuel consumption remains within limits even at higher speeds.
If you are in a hurry, you can zap through the new, precisely operable gearbox and find that the tachometer needle is in the red light district from 8000 rpm, but is only gently stopped by the limiter beyond the 9000 mark. But such pressing brings little, from 6000 tours the torque goes downhill, the power curve follows a good 1000 rpm later. Acoustics fans are recommended to use the range between 5000 and 8000 rpm. Simply put the throttle valve on draft and let the series twin Vauzwei play. You can hear and feel it. With the kind help of the unusual, because technically largely pointless, crank pin offset of 270 degrees. Since the days of the Ducati challenger TRX 850, it has been turning the sober vacuum-cleaning parallel twin into an unevenly throbbing and vibrating after-work character actor despite two balancing shafts. On the intake side, an electronically controlled flap variable airbox inlet is now involved in the concert. Actually, this trick is supposed to increase the flow speed of the intake air at low speeds, i.e. the lock is initially closed and opens depending on the amount of air flowing in. In general, a lot has happened in terms of gas switching. Injection, secondary air system and regulated catalytic converters in the completely new stainless steel exhaust system stamp the TDM as a green piece, see homologation pollutant values. For this, MOTORRAD donated 29 out of 30 possible points.
The typical Yamaha brake system with its one-piece cast pliers also collects plenty of points. With just one finger on the five-way adjustable hand lever, the load can be slowed down hard or gently as required, the rear counterpart also readily comes into action. In short, whether you are a novice or a fearless late-breaker, the Yamaha stoppers put a satisfied grin on everyone’s face. One more reason to choose Yamaha’s remanufactured all-rounder.
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… and third
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What else caught my eye
Plus fuses and battery easily accessible under the seatPetrol line between tank and injection with quick-release fastenerDamping adjustment of the shock absorber completely with a handwheelScrewable rear frameWarning indicatorPractical luggage hooks, partially foldableA wide range of accessories with low beam suspension settings fork: 6 rings of the spring base adjustment visible, rebound stage 3 shock absorber: preload position 3, rebound stage 12 clicks on, compression stage 11 clicks on Tires tested: Metzeler ME Z4 »J«, air pressure 2.5 / 2.5 bar
Measurements
MOTORCYCLE measured valuesBraking and driving dynamicsBraking distance from 100 km / h 39.7 m Average deceleration 9.7 m / s² Comments: Sensitively adjustable, powerful brakes at the front and rear. No tendency to stop, but isolated brake stamping at the front with a tendency to block at the end of the measurement. Remarks Effective and easily adjustable front and rear wheel brakes, fork dips quickly and far, whereby the feeling for the blocking limit is somewhat lost. Handling course I. (fast slalom) Best lap time 20.9 secVmax at the measuring point 102.3 km / h Comments: The TDM can be maneuvered through the pylons with little steering force and reaches a relatively high speed. Annoying: the soft fork when braking into the tight turning point and the load change jerk. Handling-Parcours II. (Slow slalom) Best lap time 28.7 secVmax at the measuring point 56.2 km / h Comments: Here, too, the TDM 900 speeds with ease and good steering precision through the S-curves. The Metzeler ME Z4 »J« tires provide enough grip with a clear slip limit, notches, side stands and mufflers touch down. Orbit 0 46 meters, best lap time 11.1 secVmax at measuring point 50, 6 km / h Comments: Sufficient inclination freedom and cornering stability for touring demands, only the jerky load changes disturb the softly tuned fork, which also dilutes the feeling for the sliding limit at the front.
Conclusion
The 900 has become a real TDM again. Easy to use, handy, economical, clean and equipped with a great brake. There is still a need for action in terms of load changes, chassis tuning and the somewhat passive seating position
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