Endurance test interim balance of the Yamaha XT 660 X

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Endurance test interim balance of the Yamaha XT 660 X
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Endurance test interim balance of the Yamaha XT 660 X

Rucki Zucki

In just seven months, the MOTORRAD editorial team spooled 24,000 kilometers on the Supermoto single-cylinder. The newly designed XT 660 X had to prove itself all over Europe.

It was ultimately a question of style-
being said. Since Supermoto is hip right now, MOTORRAD chose
the X variant of the new Yamaha Ein-
cylinder. The sales figures prove the trend. Around 60 percent of the 1405 copies of the new Yamaha Ein that were registered in Germany from April to November-
cylinders are used in the street drifter.
The XT 660 X is in the underground car park just in time for the start of delivery on May 1st. And received the first reprimands for harsh
Jerking in the lower partial load range and delayed throttle response. Test editor Stefan Kaschel noted at mileage 2286: “Sh … throttle response, severe constant jerking, engine urgently needs to be stopped.” But it was guaranteed at the 1000 inspection. Well, maybe a cure will help.
Tester Christian Vetter grabs them Yamaha and unwinds 1800 kilometers on Elba. The avowed KTM fan complains about a lack of revving and ponders: “The 660 X could be 30 kilograms lighter.” Based on 189 kilograms, its weight would then be roughly the same as in 1988, the XT 600, type 2KF. In terms of engine technology, however, that would be a major setback. Because the current, water-cooled 660 engine is clearly more powerful in terms of its power development and behaves much more agile than the phleg one, viewed objectively-
mechanically high-revving, air-cooled 600 series four-valve engine from back then.
That underpins Action Team Tour-
guide Daniel Lengwenus, who chases the XT over 1,600 kilometers through the Alps. “Great little muscle man,” he notes. In the same breath curses the set-up of the 660: “I’ve never experienced such a constant speed bucking.” Especially in hairpin bends, the delayed throttle response and load change reactions spoil his fun.
There is another way. Service editor Thorsten Dentges drives the Stuttgart – Hamburg – Stuttgart route non-stop and, as a 1.87 meter man, is impressed by both the seating position and the engine power. “You can hardly do more at the weekend on the autobahn.” The single also proves to be economical. At tempos
The injection atomizes around 140 km / h-
jet 4.8 liters per hundred kilometers. country-
Strolling around the streets has an average of 3.5 liters. Criticism catches up
on the other hand, the relatively bad light from the stylish headlights. Special-
The main beam cone spreads too wide and illuminates the road ineffectively. In addition, the front dips heavily when braking hard and the headlight throws the light directly in front of the front wheel.
The Supermoto collects the most kilometers in everyday use. On routes between home and office, on weekend trips and shopping trips. The mirrors are particularly noticeable negatively. Good perspective, vibrations from 4000 rpm spoil the view. A few curses can also be read about the ignition lock from 6905 kilometers onwards. There is a problem. Sometimes the key cannot be opened
insert, do not turn, the latch is
indifferent, or he simply won’t go out. A hefty splash of 10 engine oil worked wonders here.
In contrast, the front fender does nothing. De facto a dummy. Too short, too narrow. When it rains, the tire hurls water forward and the airstream pushes it back onto the pilot’s thighs. Other types of splashes come from the cooling circuit. Silke Rober, a colleague from the publishing house and enthusiastic about Suzuki-
TL 1000 pilot, notices stains on hers
Leather suit. The cause is a broken one-
ne hose clamp. About the motorcycle means
she: great second motorcycle. Super handy,
ingenious seating position, enough smoke. Less pleasant: The bench is wrinkled. What hurts in connection with a leather suit. O-Ton Silke on the subject of constant speed jolts: “I didn’t believe that it is still possible these days to construct such a mistake.”
Apart from that, the XT are only troubled by minor details for the time being. At the odometer reading 9154, the sticker on the tank decor comes off, about 6500 kilometers later Test-Ur criticizes-
rock mini Koch brake disc scratching. And reported at odometer reading 13068
On the way department head Annette Johann: “Commutes criminally on the autobahn.” After the front brake pads are changed at kilometer 20159, the scratching is a thing of the past. The sporadic oscillation at higher speeds, however, remains. And mature-
independent on. Various influences play a role. Driver weight, seating position, clothing, road surface, headwind, add-on parts, payload, air pressure … The fact is that the XT 660 X, which has been trimmed for maneuverability, reacts sensitively to changes and commuting can sometimes be frightening. MOTORRAD will deal intensively with this fact over the next 26,000 kilometers and report on it continuously.
In summary, most drivers had a lot of fun with the 660 over the 24,000 kilometers. It never lay down, always started spontaneously at the push of a button in both cold and hot conditions and surprised a guest tester with a fuel consumption of less than three liters per hundred kilometers in the Alps. Also is
the machine is relatively cheap to maintain. Inspections are mandatory every 10,000 kilometers. The first cost 173.51 euros, the second cost 299.04 euros, including a set of front brake pads for 26.30 euros. A chain set change, on the other hand, is less favorable. At the endurance test machine he stood after 17298 kilometers ?? Compared to the four-cylinder, a single-cylinder chops more. The swing arm must be removed for the change. The campaign costs around 420 euros including material.
Ya-
maha already accepted (see interview on the right). MOTORRAD will check whether it will finally disappear or whether the change will change the performance characteristics and whether the new engine will ultimately survive the 50,000 kilometers undamaged. As quickly as possible.

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Endurance test interim balance of the Yamaha XT 660 X

Endurance test interim balance of the Yamaha XT 660 X
Rucki Zucki

Driver’s opinion: Gert Thole, test editor

Hats off: the XT is a good motorcycle at an interesting price. You use it to get bread rolls, make one in front of the ice cream parlor
good figure or cavort
at the weekend on angular
Bergstrasse. However, I miss the kick that it gives
hot supermoto design promises. Objectively speaking, the sumo Japanese can do almost anything
better than a KTM. Subjectively, I miss the rough edges of an LC4. And
of course their dynamics.

Driver opinion: Annette Johann, travel editor – ideal for everyday life and the Alps. Theoretically

I would love to secretly swap the small supermoto bikes for proper enduro studs. And discover wonderful slopes with it. But whatever? it’s the X! And thank goodness it also carries the genes of those now extinct, inexpensive, fun 650s “soft enduro bikes” à la Dominator, DR and KLR. Which were just as uncomplicated on Alpine passes as in everyday life and actually belong in every proper household. But for this, Yamaha has to slim down the XT. Around 20 kilos would be due. And teach the rough injection system manners. Because the basis is great. Hold on, Yamaha!

Driver opinion: Christian Vetter, test driver

Great, finally again
a new single-cylinder from Japan, also as a trendy super-
moto. Looks almost as sleek
like my duke. But only if you don’t look closely. Because the XT is processed carelessly. The tank decor is coming off,
the swing arm is made of plain steel, the footrest system is
pathetic, unfortunately only functional. No trace of aesthetics. I would rather pay 500 euros more and have more lovable details for it. If the red pencil had reigned the same when it came to weight, it would be great. By the way:
She drives really well.

Tire recommendation

Compared to the enduro version XT 660 R, the chassis geometry of the supermoto is trimmed for more handiness. The steering head is 2.25 degrees steeper, the caster
is 27 millimeters less, the wheelbase
20 millimeters shorter. The high weight of 189 kilograms prevents most of all
in alternating curves that the 660 X looks overhanded. Since supermotos are usually spotted less on tour and more as city and country speedsters or on kart tracks, MOTORRAD has carefully examined three tire pairs for sporty use as well as the two Avon for touring.

Unfortunately, the Avon reaches its grip limits in the dry as well
Wet very quickly. The inclined position adhesion is generally unsatisfactory. The relatively large negative profile counteracts aquaplaning, but the wet grip is very modest due to the mix. Well:
Righting moment when braking is a foreign word for the Avon. The
Turning behavior is good-natured, but also a little sluggish. The machine never looks wobbly. The
As its name suggests, Fernia is trimmed for mileage and as a touring tire for drivers without sporting ambitions who do not come along in the last groove.
More information at www.avon-motorradreifen.de

Tire recommendation: Avon Azaro AV 45/46 ST

If you are planning a tour of the Kashmir Mountains with the XT 660 X and want to save yourself a tire change on the way, the Azaro is for you
first choice. The negative side of its stamina: its grip in wet and dry conditions is only moderate, and the Avon cannot curb pendulum movements. The XT drives indifferently around the corner, the
Steering precision leaves a lot to be desired. Likewise the transparency for the border area. The Azaro is in
the disciplines of handiness, grip and cornering stability are below average and only satisfies less sporty drivers. Or bargain hunters. Because the low price is combined with the high mileage. Further information: www.avon-motorradreifen.de

Tire recommendation: Continental Contiforce SM

The reference rubber for everyday use and sports. The Conti ?? Winner in the wet test at the big Supermoto tire comparison in MOTORRAD 12/2004 ?? convinces with first-class adhesion in any weather. Regardless of whether it is buzzing or the asphalt is glowing, grip, feedback and steering precision remain at the highest level. Fun in every situation is guaranteed. The feedback about the road conditions is flawless, the possible lean angles are severe. The Conti only begins to slide very late, but it can always be calculated. On the XT, it shines with very good steering behavior, but cannot completely eliminate the tendency to pendulum at top speed.
Further information: www.conti-online.com

One thing is clear: if sunshine is guaranteed and the asphalt temperature is at least 20 degrees, you can’t go wrong with the Metzeler. At least when it comes to grip. It impresses with its brilliant dry adhesion, but has a very narrow limit range. The machine appears wobbly in tight bends and stands up sharply when braking in an inclined position. Racing is quite handy and remains stable in curves. However, it shows clear weaknesses in cold or wet conditions. Due to its rockiness, it is not suitable for tourist passes with even the smallest bends. If you really want to let it rip in midsummer,
can rely on him with confidence. Further information: www.metzelermoto.de

For everyone who doesn’t live in the Herford Rain Hole? there is
the Conti the even better choice ??, the Michelin is highly recommended. The Pilot Power has good self-damping and is impressive
with top marks in the areas of handling and grip and provides ideal feedback for the limit area. Tilting tendency in tight turns
or standing up when braking is only partially available. The mediates in any driving situation
Michelin trust and never disappoints. An all-season tire that works in both cold and wet conditions and will satisfy touring and sports freaks. After all, it was the test winner on dry ground and second in the MOTORRAD tire test when it was wet (issue 12/2004). Further information: www.michelin.de

More muscles

First of all: Any effective tuning on the XT engine changes the pollutant values, thus invalidating the operating license. MOTORRAD has the combination of power for use on the racetrack-
Commander (a programmable ballast for the engine management that allows the injection quantity to be changed) plus DNA air filter insert. This increases the power both below and above by around 1.5 PS that can be felt when driving. The motor also turns more freely upwards. By enriching the mixture at low engine speeds, the constant speed jolting also disappears.
The company Sebring advertises its legal exhaust system Hunter ABE with a performance increase of four hp in the medium speed range. The test bench attested a marginal gain between 4000 and 5000 rpm, but above and below this, however, in some cases significant losses.

More outfit

MOTORRAD tried out accessories on the 6750 euro long-term test machine for a total of 2305.30 euro. The biggest chunk fell on the Sebring with almost 1000 euros–
Hunter exhaust system with cat. It weighs
5.2 kilograms less than the original,
is well made, but costs performance. Your weight advantage only makes itself under
Noticeable racing conditions. The stern
is streamlined with the Hunter system
almost four centimeters. Heavy exhaust slamming occurred in push mode.
The carbon frame protectors are purely optical in nature. They upgrade the vehicle, are a perfect fit, but are quite expensive. The luggage rack offers the option of mounting a topcase and has proven itself well above the maximum load limit of five kilograms specified by Yamaha. The lashing options are also okay, but the construction could be flatter. Recommended and well made (black powder-coated) are the main stands and engine protection bars from SW-Motech. The latter shields the water pump well in the event of a fall? in contrast to the
Aluminum engine guards available directly from Yamaha. This is only in connection with the SW-
Motech crash bar conditionally recommendable.
Also conditionally recommendable: the high disc from the Yamaha accessories ?? actually the answer to a question nobody asked. Stylistically unsuitable for a supermoto bike, it mainly causes turbulence in the helmet area. In contrast, the Yamaha hand proved to be absolutely stable and effective-
protectors. Wirth progressive springs have improved the tuning of the fork. The front now reacts more sensitively to bumps, but still blocks when braking extremely hard.

Interview Karhein Vetter, Yamaha Germany

Statement from Karlheinz Vetter,
Yamaha Germany, for constant speed-
jerk and delayed throttle response
in the lower speed range.

What are the problems mentioned??
The two phenomena mentioned are directly related. Basically it can be said that it does not apply to every vehicle
are reproducible and are not criticized by all customers. As a rule, the jerking and the delayed throttle response can be eliminated by changing the setting of the injection system.
Is the Euro 2 standard still met with this fuel-enriched vote??
Yes.
What solution does Yamaha offer?
An engine control unit is available from mid-December
Available with a softer, less sporty set-up for customers who still complain about an overly sporty throttle response or constant-speed jolting after changing the setting of the injection. However, this is expressly not an update, but an alternative to the factory coordination of the vehicles. It is important that the customer’s complaint is really understandable.

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