Rod Faggotter to run own privateer effort for #Dakar2020
Australian Yamaha dealer Rodney Faggotter will compete in the 2020 Dakar Rally on a WR450F as a privateer. The event kicks off in Saudi Arabia on 5 Jan 2020.
Rod Faggotter to run own privateer effort for #Dakar2020
The Longreach, QLD dealer from Centretune Motorcycles has a long history with the Rally following his 2012 debut and 2013 event when he placed an impressive 14th outright.
Rod Faggotter to run own privateer effort for #Dakar2020
After securing a ride on the Yamaha Factory Rally team, Faggotter placed 16th in 2018 when he was the only member of the team to complete the gruelling two-week event.
Rod Faggotter to run own privateer effort for #Dakar2020
As a Factory Rally rider with high levels of mechanical skills, his job was to assist his team-mates should they encounter a technical difficulty – of which there are many. But this year Rodney will not be tasked with helping others. Instead he is riding essentially as a privateer – with help from the Drag’On Rally team who will assist with servicing and spare parts.
Rod Faggotter to run own privateer effort for #Dakar2020
“This is the first time that I’ll be able to have a red hot go on a bike that is very close to factory spec,” says the 43-year-old Queenslander.
Rod Faggotter to run own privateer effort for #Dakar2020
“Last year was pretty heartbreaking to find myself stranded in the middle of the big dunes. I was doing well, within the top 15. This time it will be different as a privateer, but I’ll be on the same bike that I know well,” he says.
Rod Faggotter to run own privateer effort for #Dakar2020
Currently Rod is practicing in Aussie desert conditions on the WR450F rally bike he imported from French rally specialists Drag’On.
“The goal is first of all to finish… but the aim is top ten,” he says
Rod Faggotter to run own privateer effort for #Dakar2020
YMA in conjunction with YMF and YMI is pleased to be one of Rod’s main sponsors – it costs up to $100,000 to compete in the event – with the time and logistics involved taking a big toll.
Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020Rod Faggotter to run own privateer effort for #Dakar2020
Trev is currently on a five-day intensive test program with Yamaha’s eagerly awaited new Tenere 700. He has over 1000 dusty kilometres under his belt so far on Yamaha’s new middle-weight adventure machine and was lucky enough to have the opportunity, thanks to Yamaha Australia, to chat with Takushiro Shiraishi, Project Leader in charge of overall development of what is a very important new model for Yamaha. Quite a responsibility…
Yamaha’s Tenere 700
45-year-old Shiraishi-san joined Yamaha after completing a Master’s in engineering at the University of Tokyo in 1999. Thus 2019 marks Shiraishi-san’s 20th year with the marque.
During those two decades Shiraishi-san has been involved with the development of the XT660, as well as the WR250R, and was also involved with the development of the popular MT-07, from which the Tenere 700 receives its powerplant.
Here’s a look at what went on behind the scenes with the development of the Tenere 700 and the decision making processes that evolved as the project took shape.
Takushio Shiraishi Interview
Trev: You were the project leader for the Tenere 700, to be blunt, why did Yamaha give you the job?
Shiraishi-san: I’m not sure, but most probably Yamaha appreciated me from the experience of the off-road bike development. Before Tenere I was involved with the development of the XT660, and also WR250R/X, and I was also involved with the MT-07. So I know well about the engine of the MT-07, and this is my background before starting the Tenere. That’s most probably why Yamaha appreciated my experience.
Takushio Shiraishi (left) – Yamaha Tenere 700 Project Leader; with YMA’s Sean Goldhawk (right)
Trev: When the MT-07 was first released here four or five years ago, during the launch, at the very first stop I asked Sean Goldhawk ‘when is the adventure bike was coming..?’ As the engine seemed to lend itself to that application, was the engine originally designed with adventure envisaged in its future?
Shiraishi-san: Honestly speaking, no. At the beginning of MT-07 development we didn’t consider, but at the same time we already noticed that this engine is so good during our development on the MT-07, that we then also thought about off-road usage, so at that time we developed some idea to develop an off-road model using the MT-07 engine, because of the character and the torque.
Trev: It’s EURO5 spec’ in the Tenere 700?
Shiraishi-san: For the future of course.
Trev: Can you tell me anything about the technical challenges of meeting Euro5 without Ride-by-Wire? I would imagine that would be quite difficult?
Shiraishi-san: Honestly speaking no, because the MT-07 engine has very good combustion in the cylinder, so good combustion means good exhaust gas emissions. Of course we have some difficulty, but not so quite difficult.
Yamaha Ténéré 700
Trev: With EURO5 I believe you have to have an O2 sensor before the cat converter, and one after.
Shiraishi-san: Something like this I think.
Trev: So this bike has one cat or two cats?
Shiraishi-san: Now this spec which you rode is EURO4 spec at this moment. So now the O2 sensor is one, and the catalyst is only one.
The Yamaha Tenere 700 is currently Euro4 compliant
Trev: Do other countries have this EURO4 for now, or have some got the EURO5?
Shiraishi-san: At this moment our plan is only EURO4 spec at the moment, for the future of course we have a plan to introduce EURO5, but not now.
Trev: The suspension travel, I guess everything is always a compromise. As we’ve spoken about before, it’s generally only places like the Australian market where people are going to use all the suspension travel, hitting and jumping big erosion banks and the like off-road. Where most people in Europe would probably only ride them on-road, due to the severe restrictions placed on off-road pursuits in many countries. I suppose the 200-210 mm of suspension travel was the compromise between the two, to retain a relatively low seat height, but also give us a fair bit of ground clearance. How long did it take to arrive at that sort of base figure, that you then had to tune the suspension for.
Shiraishi-san: To decide the final specification with this suspension strokes and seat height, we spent a lot of time. Because the balance between the seat height and the shock absorption is very difficult to define, and finding the good balancing point and ability. And the accessibility for many riders, so we took a long time for this.
Takushio Shiraishi – Yamaha Tenere 700 Project Lead Interview
Trev: This bike is somewhat purposefully basic in regards to electronics, no ride-by-wire, no cruise, no traction control, no rider modes, I presume the ABS is not lean angle sensitive.
Shiraishi-san: No.
Trev: So the ABS is either on or off, why not have a middle setting where the ABS is only off on the rear? A medium setting which we see quite often from other brands.
Shiraishi-san: For example, for this ABS setting, or the variation of the switching off, yes we also discussed a lot about this, of course we understood that some requirements could be in the market, about rear cancelation with only front having ABS active. But our main target was off-road riders so especially I discuss a lot with testing riders, who are very expert off-road riders, and they told me real off-road riders prefer very simple structure, and also that to stop efficiently with good skid the ABS is annoying. That’s why we decided because our target customer, main target, is expert off-road rider, that’s why we decided to cancel both front and rear, to give the customer a lot of freedom of control. That’s why also we carefully created the specifications of the brakes to have much more controllability by the rider.
Dual disc brakes are featured with ABS able to be switched off, but no off-road specific mode
Trev: I think you’ve done quite a good job there, a good twin-disc front end, it has a progressive feel. The ABS is not too bad off-road, as in for most of this riding so far this week you didn’t really need to turn ABS off when on rough terrain off-road. One little scenario here and there you might prefer it off, but overall the ABS still cycles fast enough to still be useful to most riders. Not everyone will need to turn the ABS off to go off-roading, and most certainly riders of lesser experience levels would still be wise to leave the system on.
Shiraishi-san: Yes, thanks to our ABS engineer, I cannot say we have the best system and tuning of the system in the market, but we could achieve enough sufficient braking power even with the ABS on, off-road. And I would like to say this, the engineer responsible died one year ago due to a racing accident, but I would like to say thank you to him.
Trev: He did a good job. Condolences on the loss of your team member.
Trev: The instrumentation, it seems to be mounted on some sort of shock absorption system?
Shiraishi-san: Yes.
Trev: Obviously that’s to ensure it lasts for longevity. It works quite well, the screen got very very dusty where we’ve been riding, because the drought conditions are truly horrendous, which made the screen a little hard to see at times. With adventure bike riding you need to keep an eye on your fuel, especially in Australia, as it’s a big place with lots of very remote locations. The fuel gauge seems to go down to one bar when you still have up to 150 km of range to go, then when the tank gets down a little bit further a trip meter starts to count up. Some of the Yamaha Australia guys say they still have a 100-120km range when the fuel trip starts. I would much prefer that when the counter starts it counts down, and lets me know how much range I have remaining. I think a range to empty indicator would have been very useful. Is there a reason why we don’t have one?
Yamaha Tenere 700 dash
Shiraishi-san: Technically we can do it, also we discussed about it, and we just followed the normal way of Yamaha dash indicators. But at the same time we understand that this kind of feature could be very useful and helpful for riders. We can consider for the future, improvement as for this kind of feature.
Trev: Would something like that be implementable as a software update for first generation models? Could that possibly be something a Yamaha dealer could retrofit to someone who buys one of these bikes early on in the piece?
Shiraishi-san: It’s an interesting idea, normally we have not done like this, but maybe it can be considered. It’s an interesting idea.
Trev: And most of the testing and development was done in Europe is that correct?
Shiraishi-san: Yes.
Trev: And it was done between France and Italy, is that correct?
Shiraishi-san: Not exactly, most only in Italy, but we also used the test course in North of Italy where there is one test course owned by Porsche called Nardò Test Course, and here we had many kinds of off-road course, so we tested there for example one test course, called African World. From the outside it’s nice to see, but if you see the riding it’s really amazing, with a massive off-road test course with all conditions, was very useful for us.
Yamaha Ténéré 700
Trev: You were based in Europe throughout the development process?
Shiraishi-san: Yes.
Trev: How big was your team of engineers from Japan that were based with you in Europe? It must present some challenges doing the development in Europe when the main manufacturing arm is located, along with most Yamaha engineers being located back in Japan. How were those challenges overcome?
Shiraishi-san: Of course we needed a lot of communication between Italy and Japan, and sometimes for example the email information exchanged created a lot of confusion and misunderstandings, so finally we decided to have periodical Skype meetings and also periodically visited each other to have direct communication, especially on the ABS and engine development, which were mainly developed in Japan. So we visited each other very frequently, and that’s why we say by meeting directly we could establish something, good communication.
Trev: So job done now for Tenere 700 for you. What next?
Shiraishi-san: Personally I’m not sure, I’d like to have a wider view for the developments of Yamaha, especially for the off-road categories, and as for the new development, maybe based on this bike, we are waiting for the customers and the market feedback to be confident to start anew.
Takushio Shiraishi – Yamaha Tenere 700 Project Lead
Trev: To make a longer travel, more serious Tenere 700, maybe?
Shiraishi-san: Maybe.
Trev: If you’re still going to be involved, intrinsically with Yamaha’s off-road development and range of models, I would imagine you would be visiting us a little more often. Australia is a very small market generally, but a big market for WR and bikes likes the Tenere. Australia is the world’s best customer for the WR450 and WR250F, I think?
Shiraishi-san: Yes, that’s why I’d like to visit again, Australia and maybe New Zealand to understand more the customers and the market, also today I visited some dealers and also farms.
Trev: I did hear you’d been checking out some Ag bikes.
Shiraishi-san: I feel that the Ag is really legendary bike, survive with no maintenance for a long time and be very practical.
Trev: Farmers are generally very bad at maintenance *laughs*.
Shiraishi-san: But it’s very nice while here to see the real users on the AGs, really impressive for me, how they use theirs individually; imagination on its own is not good for understanding the reality for us, so the experience was very enlightening.
Trev: Thanks very much for joining us on the launch, perhaps next time we’ll get you out on the motorcycle with us.
Shiraishi-san: Thank you.
Yamaha Tenere 700
The wait for the eagerly anticipated Yamaha Tenere 700 is almost over, and with more than 350 already spoken for the bike might debut near the top of the adventure-touring sales charts for 2019 despite being only on sale for a single month of the calendar year.
The founder of the motorcycle exhaust company that brought music to the ears of many riders, Luigi Termignoni, has died, aged 75.
Luigi founded the Termignoni exhaust company in 1969 in Predosa, Italy.
Luigi Termignoni
His exhausts were made famous in the Paris-Dakar rallies of the ’70s and ‘80s and even the Le Mans 24 Hours Race for their performance, light weight and strength.
Termignoni exhausts have won 10 MotoGP championships, 16 World Superbikes and many other titles including cross country, enduro, trials, motocross and road racing.
As Ducati offers a four-year warranty on 2020 Multistrada models in Europe only, most motorcycles in Australia come with just two-year warranties.
Meanwhile, the car industry is offering up to seven-year warranties.
Isn’t it about time motorcyclists were offered the same sort of cover as car drivers?
You may say that riders are tougher on their bikes than most car drivers, but it can be done.
Yamaha has offered a five-year warranty on its Star cruisers for some time and the axed Victory brand offered a five-year warranty for a limited period to move floor stock.
Warranties can vary according to the type of bike. Dirt bikes, for example, cop a harder time from owners, so some offer warranties based on hours of operation or just a few months.
While it would be good to get a longer warranty on a motorcycle, the customer should be careful to read the manufacturer’s warranty in full because not all are the same.
The Ducati Europe-only warranty campaign is called 4Ever Multistrada and offers unlimited mileage for all models in their 2020 Multistrada range such as the new Multistrada Grand Tour.
2020 Ducati Multistrada Grand Tour has four-year warranty in Europe only
Fine print
Their fine print says is also offers free roadside assist, covers manufacturing defects (excluding wear parts, aesthetic defects, battery and accessories) and only if scheduled services are done.
Most warranties do not cover service items that need replacing due to general wear and tear such as brake pads, chains and sprockets.
Customers should also be aware that their warranty may be voided if they modify their bike from the manufacturer’s original specification or use it for training, hire, competition or racing.
There is also an onus on the customer to have the bike serviced at correct intervals and to alert the dealer as soon as a problem arises, rather than waiting until a little noise becomes a major problem.
You can have your bike serviced by a qualified mechanic who is not part of the manufacturer’s franchise network, but warranties may be voided if they use non-factory parts or parts that are not equal to manufacturer specification.
Make sure you mechanic uses the right parts
Warranty purpose
The purpose of a warranty is to protect consumers against loss due to components that fail within an unreasonable period of time, or defects in vehicle assembly.
It has nothing to do with normal wear and tear, unless there is a fault with a component within a reasonable lifespan.
Manufacturers usually agree to replace or repair faulty parts at no cost to the owner. However, some don’t cover labour costs.
Warranty periods may also vary for the engine, and various parts such as tyres, battery, light bulbs, etc.
You can buy extended warranties from some manufacturers or insurance organisations.
However, you should think first about how long you want to keep the bike.
Also, check whether the warranty can be passed on to the next owner. If it can, that’s a good selling point.
Roadside assist
Manufacturer roadside assistance programs are becoming popular.
However, check whether you are paying for something that is already offered by your automobile association membership (RACV, NRMA, RACQ, etc).
If not, it may be cheaper to add that to your club membership rather than buying a separate assistance program from the manufacturer.
Some roadside assistance packages offer a host of benefits that may not be related to the bike such as travel and insurance assistance and even medical advice.
Ensure you read the contract carefully and don’t pay for anything you think you may never need.
Yamaha Motor Australia is excited to announce the release of the 2020 WR250R, available in Team Yamaha Blue and White. Pricing is unchanged from the 2019 model at just $9599 incl GST, ride away.
2020 Yamaha WR250R
Since its release, Yamaha’s WR250R has attracted a cult following of new and experienced riders. Proving to be much more than just another trail bike, WR250R has a well-deserved reputation as a superb lightweight adventure tourer, capable at tackling a desert crossing or weekday commutes.
2020 Yamaha WR250R
At its heart is a liquid-cooled DOHC four-valve single-cylinder engine that pushes hard all the way to 10,000 rpm, making it one of the strongest 250cc singles ever built by Yamaha. Its aluminium semi-double cradle frame has been developed using technology featured on Yamaha’s race-winning YZ250F motocross, and WR250F endurance machines.
2020 Yamaha WR250R – A liquid-cooled DOHC four-valve single-cylinder engine is highly flexible
Front and rear suspension features fork legs adjustable for preload and rebound/compression and a rear shock absorber connected to a lightweight aluminium swingarm that’s also adjustable for preload and rebound/compression.
The WR250R features adjustable suspension at both ends
Excellent fuel economy and class-leading throttle response are delivered by a fuel injection system that constantly monitors intake air pressure, as well as crank and throttle position, to deliver the optimum fuel mixture right across the rev range.
2020 Yamaha WR250R
The six-speed transmission has been specifically developed for the WR250R to optimise the power characteristics of the high-compression short-stroke engine. Ratios have been carefully selected to deliver performance and drivability in a wide variety of conditions and situations.
A six-speed gearbox and tailored gear ratios ensures strong drive in any conditions
A compact LCD instrument panel displays all the information the rider needs, without being over-crowded or over-complicated. The bright display includes a speedometer, clock and tripmeter as well as a range of warning lights.
Electric start and a utilitarian LCD display offer everything you’d need
The 2020 WR250R is available in showrooms now. *Pricing quoted is correct at time of publication.
A single front disc brake offers good power and feel
2020 Yamaha WR250R – Available now for $9599 incl GST ride away2020 Yamaha WR250R
Wayne Rainey says it “made me feel young again” to hop on a specially adapted Yamaha R1 recently after being sidelined for 26 years by a crash that left him paralysed from the waist down.
The three-time world champion and long-time sparring partner with five-time champ Mick Doohan was asked by Yamaha if he would like to take part in the Suzuka Sound of Engine event in Japan next weekend (15/16 November 2019).
Yamaha has prepared a special R1 with a hand-shifter, grippy saddle and clips to hold Wayne’s boots on the pegs.
Wayne, 32, was leading the 1993 Italian Grand Prix at Misano when he slid off the track into the gravel and was hit by his bike.
He broke his back, punctured a lung and was left paralysed from the middle of his chest down.
Wayne had not ridden since until his recent R1 test.
“It was an easy crash because it stepped out and I fell off the side of it,” later said of the crash.
“I was like sliding with the bike across the track but when I went off the track I hit a curb. It kind of set me up in the air then I landed in the gravel trap it had like speed bumps in it for the F1 cars and at that time that’s what we were using in motorcycles.”
“Now all the sand traps are smooth but sometimes it takes a big incident to get something changed.”
Wayne’s Marlboro Team Roberts YZR500 was a constant challenger to Doohan on his Rothmans Honda NSR500.
Wayne leads Mick in 1992 at Catalunya
“Mick and I had some good races and I respect him as a rider,” he once said.
“With Mick you know he’s never going to give up. That’s great in many ways, but it can also get you into trouble because you never back off. You have to be careful, but you have to win.”
Wayne won three consecutive 500cc World Championships between 1990 and 1992.
Despite not being able to ride since the crash, Wayne has remained a strong supporter of motorcycle racing and is President of the US-based MotoAmerica series.
Yamaha launched their Tricity 125 three-wheeler back in 2014, introducing the brand’s first ‘Leaning Multi-Wheel vehicle’ and evolving into the more powerful Tricity 155 more recently. Now for 2020 Yamaha have announced the Tricity 300, a mid-range option that sits above the Tricity 155, but well below their full sports-touring three-wheel motorcycle – the Niken.
2020 Yamaha Tricity 300
The Tricity offers excellent stability thanks to a dual front-wheel setup, built around the LMW Ackerman suspension/steering system, without compromising lean angle. Combined with the easy-going automatic nature of a scooter TriCity make for an ideal commuter.
The Tricity 300 also offers the benefit of being able to be ridden on a car licence in some countries, although this isn’t the case in Australia, however we can assume the Tricity 300 will be LAMS legal, as the XMAX 300 is, and the Tricity will no doubt weigh in a little heaiver than the XMAX.
Blue Core – liquid-cooled 4-stroke SOHC 300 cc 4-valve single-cylinder
Storage for 2 full-face helmets
LED lights and large LCD instruments
Convenient Smart Key operation
Traction Control System (TCS)
267 mm brake rotors, ABS and Unified Brake System
Parking brake
Large 14-inch wheels
Leaning Multi Wheel (LMW) technology
Yamaha’s Tricity goes larger capacity in 2020 with a 300cc version
The LMW Ackerman suspension/steering system features a parallelogram link and cantilevered front suspension with the dual fork tubes mounted on the inner face of the front wheels. This layout gives agile and confident handling together with enhanced feelings of stability when riding on slippery or uneven surfaces.
The LMW steering mechanism contributes towards the machine’s easy and user friendly character by giving a generous 72° of steering angle, making the Tricity 300 manoeuvrable in congested traffic and tight spaces. A full 130mm of ground clearance means the machine can handle uneven surfaces and avoid being grounded out when being pushed over kerbs while parking.
The dual-wheel setup offers increased stability and confidence in slippery commuter conditions
Having two front wheels offers the benefits of additional front-end traction and braking power thanks to a wide 470mm front wheel-track, with a balanced and planted character when steering and cornering.
The Tricity 300 will be ideally suited to both new riders and those riders coming over to three-wheels from conventional scooter or motorcycle, with a focus on the new generation of riders with no experience on two or three wheels looking for an easy entry-point.
2020 Tricity 300 chassis
The Tricity 300 features a 1590 mm wheelbase combined with optimised steering geometry and a 470 mm front wheel track, which combined with a front-rear weight distribution of around 50:50 with a rider on board – ensure a great chassis balance and lightweight feeling.
The Tricity 300 has a 1590mm wheelbase, with 450mm front wheel track
The newly designed frame is constructed with small-diameter tubing offering a balance of strength and rigidity – while plates are used around the head pipe area to help provide feel when steering and cornering.
In order to reduce any feelings of vibration to a minimum, the engine is mounted to the new lightweight frame using a linked type system.
The Tricity 300 is also equipped with matching 14-inch wheels at both the front and rear, larger than those fitted to much of the competition which increases stability even further.
14-inch wheels offer a host of benefits, including at higher speeds, with specially developed Bridgestone rubber fitted
These lightweight larger diameter wheels and specially developed wide-section Bridgestone tyres offer a number of advantages, including high levels of traction, durability and wet weather performance, together with a smooth ride and confident road holding.
The use of large diameter 267 mm discs on all three wheels give greater braking power and control on a wide variety of road surfaces.
267mm rotors are found on each of the three wheels, with a Unified Braking System and ABS
A commuter can encounter everything from tram lines and cobbles through to poorly maintained roads and diesel spills, but with a stable three-wheel configuration and high-specification brakes, the Tricity 300 is ready to tackle the all the commuting challenges.
As well as being equipped with ABS to prevent accidental wheel lock ups on loose or slippery surfaces, the Tricity 300 also features Yamaha’s Unified Braking System that balances braking force to all three wheels.
2020 Yamaha Tricity 300
Yamaha’s Unified Braking System ensures when the rider applies only the rear brake – either through the left handlebar lever or via the foot brake – braking force is applied to the front and rear wheels.
When both the front and rear brakes are applied at the same time the braking force applied to the front wheels is a combination of input from both levers; and when the front brake lever is applied on its own, only the front brakes are activated.
Tricity 300 styling & storage
The Tricity design incorporates styling cues from Yamaha’s XMAX and TMAX sport scooters – as well as a touch of DNA from the Niken – Yamaha’s three-wheel sport tourer motorcycle.
Generous underseat storage will fit two helmets on the Tricity 300
A compact and aerodynamic front cowl is slimmer and higher than other designs in the category. Tricity 300’s short and relatively narrow nose leaves an open space between the twin front wheels to emphasise this feature.
There’s a large storage space under the seat that can accommodate two full-face helmets or one full-face helmet and an A4-sized briefcase, and the compartment is fitted with internal LED lighting.
A oarking brake is also fitted to the Tricity for ease of parking
A parking brake secures the machine when not being ridden, while the fuel tank and seat locks can be easily released with the push of a button – and there’s also a DC outlet in the front panel for charging and powering various devices.
300cc Blue Core engine
The Tricity 300 is driven by Yamaha’s latest Blue Core engine, a liquid-cooled four-stroke SOHC 300cc four-valve single-cylinder engine used by the XMAX 300 and incorporates a number of features to suit the unique requirements of the new Tricity.
The Blue Core 300cc powerplant has been further optimised for the Tricity 300
For strong acceleration, fuel efficiency and eco-friendliness, the Tricity 300 runs with revised fuel injector mapping settings, and the 12-hole injector features an optimised spray angle that increases combustion efficiency for strong low to mid-range torque, particularly important with a heavier three-wheeler compared to the more conventional XMAX.
Horsepower losses are reduced by the use of a semi-dry sump lubrication system and the Tricity 300 is equipped with a one-piece forged crankshaft.
2020 Yamaha Tricity 300
To achieve a high level of combustion efficiency the shape of the combustion chamber and intake port is also optimised while the lightweight DiASil offset cylinder is equipped with a durable forged piston.
2020 Tricity 300 electronics & tech
Using the new Tricity 300 is convenient thanks to its Smart Key system. As long as the rider has the Smart Key with them, they can carry out all of the main operations via the main switch.
A smart key system allows control of the bike without manually inserting a key, alongside an LCD display
Along with the three-wheel layout and the enhanced control offered by the ABS and a Unified Braking system, a Traction Control System (TCS) adds another layer of safety to the Tricity 300.
The Tricity 300’s LCD instruments provide all the relevant information in a clear and easy to understand display. There’s a large digital speedometer as well as a bar-type tachometer, clock, odometer, tripmeter and more – and ln the outer edges of the panel the rider can see the indicator lights showing ABS, Tilt Lock Assist system status, TCS and ambient air temperature – with a warning light coming on at 3ºC and lower.
Traction control is also standard fitment on the Tricity 300 offering an additional safety benefit
The Tricity 300 also features a Tilt Lock Assist system that provides extra convenience by helping the machine to remain upright when stopped.
This system features a caliper and brake disc that are mounted onto the LMW mechanism’s upper parallelogram arm. When the Tilt Lock Assist system is activated, the caliper’s compact electric actuator pushes the pads onto the disc and locks the parallelogram linkage in place.
As soon as the Tricity 300 throttle is opened the Tilt Lock Assist system disengages automatically, enabling the rider to ride away.
A Tilt Lock Assist system also helps keep the bike upright at a standstill automatically
The Tricity 300’s Tilt Lock Assist system is completely separated from the suspension functions, making it easier and more comfortable when pushing the Tricity 300 forwards or backwards when parking and also makes it easier when placing the vehicle on its main stand.
Australian availability and pricing is yet to be announced.
Since its launch in 2001 Yamaha’s TMAX has forged a reputation for convenience, practically and performance in the motorcycling world, while combining the best aspects of a motorcycle with the ease of use of a scooter, in a package capable of long-distance touring and packed with technology.
2020 Yamaha TMAX Tech MAX
In fact Yamaha has sold over 275,000 TMAX machines and the model now reaches its seventh generation for 2020, making it one of the most successful Yamaha models in history.
2020 sees the Yamaha TMAX updated alongside the announacement of a new TMAX Tech MAX edition which provides a higher specification option in Yamaha’s scooter range. Both boast the same improvements, however the Tech MAX scores a number of extras.
2020 Yamaha TMAX 560
In keeping with the TMAX theme, the 2020 TMAX models pay respect to the brand’s design and sporty MAX family DNA. Drive is provided by a more powerful 560cc engine, and the new machines feature a more aggressive body design, revised suspension settings, optimised electronics and more.
2020 Yamaha TMAX features at a glance
More powerful larger-capacity 560cc engine, EU5 compliant
Enhanced ride quality, refined exhaust sound
Improved ground access for passenger
2 level D-Mode, Smart Key Keyless ignition
Optimised suspension settings
Aggressive new body design
New LED taillight and LED front indicators
Aluminium twin-spar die-cast frame
Large illuminated storage space – 1 x full-face or 2 x open-face helmets
Monotone TFT instruments
Centre stand locking system
Aluminium footrests
Available in Icon Grey or Sword Grey
2020 Yamaha TMAX 560
2020 Yamaha TMAX Tech MAX extras
MyTMAX Connect for full connectivity
TFT screen
Cruise Control
Heated grips and seat
Adjustable rear suspension
Premium quality interior
Gold-coloured forks
Exclusive Tech Kamo colour option, or Sword Grey
New 2020 TMAX 560cc engine
For 2020 the TMAX gets a major boost in performance with the fitment of a more powerful larger-capacity 560cc, twin-cylinder engine that is equipped with new light-weight aluminium forged pistons and newly-designed con rods.
2020 sees the adoption of a larger capacity 560 power plant
The increase in capacity has been achieved by expanding the bore dimensions by 2 mm to 70 mm, providing a 6 per cent increase in capacity. Power is up by 3.5 per cent and torque up by 6 per cent.
Featuring a 360-degree crank with a horizontally-opposed reciprocating piston balancer mechanism located between the two cylinders, the TMAX engine is also one of the lightest, smoothest and most compact in the maxi scooter class. This low-vibration design is used as a fully-stressed member of the frame in order to achieve a stiffer and sportier chassis – and its small physical size frees up more space for added storage capacity.
As a result power is boosted 3.5% with 6% more torque and the TMAX remains A2 compliant
This engine’s compact and flat layout also ensures a low centre of gravity that contributes significantly towards the TMAX’s light and agile handling character. Another key feature that contributes towards enhancing the overall ride quality is the new CVT belt that offers an increased transmission capacity.
The overall reduction ratio and automatic shifting characteristics have also been changed to give the equivalent of higher gearing at a given rpm, and this ensures a smoother and more relaxed feeling in the typical cruising speed range. The revised gearing also contributes towards the new model’s increased acceleration.
Gearing is also revised to better suit cruising
For 2020 the intake and exhaust systems have been further refined in order to hit the right note. With its 360-degree firing interval the TMAX is already renowned for its crisp timbre, and by using Yamaha’s signature Kanno Hyoka the sound from the new engine has been fine-tuned to achieve a more enjoyable tone.
The new EU5-compliant engine features a reshaped combustion chamber – while the intake and exhaust valve timing has been revised and larger 27-mm inlet valves fitted.
The TMAX is also EURO5 compliant with larger intake valves, new 12-hole injector, and exhasust
A new 12-hole injector is relocated to a position on the underside of the inlet tract and it now injects the fuel droplets directly onto the back of the intake valve for improved combustion efficiency. For reduced emissions the 2-into-1 up-swept exhaust system is equipped with front and rear catalytic converters that use both platinum and rhodium elements.
Other detail engine improvements for 2020 include a revised cooling system and larger capacity radiator with newly designed air ducts, as well as a new low-noise plastic resin chain tensioner. A new high-strength exhaust pipe material permits the use of 20 per cent thinner walls.
Improved 2020 TMAX chassis
The TMAX was one of the first scooters to adopt a motorcycle-type chassis design in which the engine and suspension functions were completely separated.
Yamaha pride the TMAX on offering motorcycle-like chassis performance in the scooter category
The new TMAX is equipped with 41-mm upside down front forks with a black finish while the TMAX TechMax sports a gold colouring on the forks.
The standard TMAX 560 features black 41mm forks, while the Tech MAX receives gold forks
The rear end consists of a link-type Monocross rear suspension system that, comparable to some of the advanced systems fitted to Yamaha’s large capacity motorcycles.
With the lightweight aluminium twin-spar die-cast frame, this configuration gives excellent levels of chassis rigidity for precise and agile motorcycle-type handling performance.
The tail has been slimmed down offering better pillion comfort and easier mounting – The Tech MAX also features a heated seat
Passenger comfort and convenience is a top priority too, and for 2020 Yamaha’s designers have made a number of significant improvements to this area. The newly designed tail section is slimmer, giving improved ergonomics for the passenger and making it easier when getting on and off the TMAX.
The redesigned rear section and new body panels also give better access to the footrests, to ensure that the pillion experiences a more relaxed and enjoyable ride.
Revised TMAX electronics for 2020
Yamaha D-MODE electronic control technology allows the TMAX rider to instantly adjust engine-running modes to optimise control and performance in different situations. This two-level system operates in association with the YCC-T (Yamaha Chip Controlled Throttle) and gives the rider the option to switch to an easier and gentler power delivery for town riding.
The TMAX boasts a number of optimisations to the electronics, with D-Modes and TCS
The Traction Control System (TCS) has also been fine-tuned for an improved feeling when it engages. The Yamaha’s ‘Smart Key’ keyless system allows TMAX riders to start the engine, unlock the seat and other compartments, and also lock or release the main stand as long as they’re carrying the Smart Key.
New LED front indicators are also fully integrated into the restyled panels, complemented by an all-new rear that features a new ‘T’ shaped LED rear light. New side covers join the new slimmer rear end.
New LED indicators are found on the front
Monotone TFT instruments feature a speedometer on the left side with a tachometer on the right, and the central display includes an odometer, two tripmeters, current fuel consumption and outside temperature. TCS and D-MODE indicator lights are also featured.
A new T-shaped rear LED light is also featured alongside an updated exhaust
2020 TMAX styling & features
Virtually every main body panel except the fairing and under cowl have undergone subtle yet significant changes for 2020, while maintaining TMAX DNA.
2020 Yamaha TMAX Tech MAX
The signature ‘boomerang’ side cover has been a key element of every TMAX produced, and for 2020 its design is further refined – the new front panels complement the reshaped boomerang and the sharper and slimmer side covers.
2020 Yamaha TMAX Tech MAX
The TMAX is also equipped with a large illuminated underseat storage space that can accommodate one full-face or two open-face helmets. The lockable and weatherproof compartment is also ideal for carrying a briefcase or other personal items.
For added safety and security the TMAX is equipped with a centre stand locking system. This prevents the centre stand being flipped up without the Smart Key, helping to deter thieves and also helps the parked vehicle to remain stable even if accidentally pushed forward.
Underseat storage includes a light and fill fit a single full face helmet or two jet helmets
2020 TMAX Tech MAX – All the extras
For those riders after even more exclusivity Yamaha have produced the fully-equipped TMAX Tech MAX.
2020 Yamaha TMAX Tech MAX
The TMAX Tech Max sports MyTMAX Connect. This mobile app gives every TMAX Tech MAX rider full access to a GPS tracking system. MyTMAX Connect also features a geo-fence facility and trip report function, as well as a speed alert, flasher function and low battery alert.
2020 Yamaha TMAX Tech MAX
The TMAX Tech MAX is also equipped with an electrically-adjustable screen and Cruise Control is featured as standard alongside heated grips and a heated seat to make each trip a little more comfortable and relaxing.
Rear suspension is also adjustable, enabling riders to set their machine up to suit different loads and riding conditions – and a high-quality interior reinforces the premium look and feel of this top of the range model. Front forks also feature a special gold finish.
The 2020 Yamaha TMAX Tech MAX features gold forks and an adjustable shock
The TMAX Tech MAX is available in an all-new Tech Kamo finish as well as Sword Grey. Tech Kamo is exclusive to this premium model, and further underlines its status as the ultimate sport scooter.
Meeting stringent European emissions regulations has not reduced output from the updated 2020 Yamaha MT-07 Tracer.
The 689cc CP2 twin is updated with optimised fuel injection and ignition settings, revised air intake, optimised exhaust settings and a modified exhaust.
Cleverly the Japanese meet Euro5 without dropping any power.
The Japanese company has unveiled the new Tracer ahead of the EICMA motorcycle show in Milan tonight (5 November 2019).
Tracer comfort
It also comes with a more aggressive styling, especially in the front end.
Suspension has been upgraded with 41mm cartridge-type forks with preload and rebound damping adjustment and preload and rebound-adjustment is available on the rear shock.
Its touring ability gets a boost with a more comfortable contoured dual seat and new aerodynamic screen that can be adjusted over 60mm with one hand.
The handguards now offer more protection and have inbuilt compact LED indicators while the handlebars are 34mm wider.
It will be available in Icon Grey, Sonic Grey, or Phantom Blue.
There is no word on arrival in Australia yet, although it is expected to arrive at the end of the first quarter of 2020.
The current model costs $12,299 plus on-road costs.
Yamaha has painted their updated FJR1300 an attractive black and gold with gold wheels and plenty of black finishes was well as adding two more models.
The Japanese company has unveiled the models ahead of the EICMA motorcycle show in Milan tonight (5 November 2019).
The new models are the FJR1300AS and FJR1300 AE Ultimate Edition that both come with an electronically-adjustable high screen and wind deflectors, plus an adjustable seat, cowl and handlebars.
They are laden with features such as cruise, traction control, heated grips, 12V socket and adaptive cornering lights.
These models also come with panniers.
Only the AS model gets electronic clutch-less gear shift system.
The 1298cc inline four has also been updated to meet Euro 5 regulations.
There is no word on arrival in Australia nor pricing. The current FJR1300 costs $24,9999 (plus on-road costs) and $3000 more for the electronic suspension version.
