yamaha XJ6 Diversion

One of the laziest new bike developments for 2010, the Yamaha XJ6 Diversion F is simply a standard Diversion with a full fairing and ABS. It’s a similarly easy to ride all-rounder that’s practical as a day-to-day bike, but it’s a bit more stylish than the half-faired bike.

Engine

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The engine was used in the 2003 YZF-R6 once upon a time – so it has a slightly peculiar feeling of a willingness to rev, but it never seems to take off at the top end. The power curve is very flat which makes it unintimidating for new riders or on wet days. Response below 3000rpm is a bit fluffy, but above that it’ll drive cleanly in any gear, making overtaking easy. Not rocket ship fast, but it’s quick enough for this sort of bike. 

Ride and Handling

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Competent and unthreatening with a distinct budget feel. It can be ridden quite quickly, but is also reassuring in the wet and well-balanced at low speed. The cheap suspension is OK riding solo, but hard riding or taking a pillion highlights the slightly crude damping.

Equipment

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Good for a simple middleweight – ABS brakes as standard, a decent underseat cubby hole, centrestand and pillion grab rails are useful, practical touches. The digital dash is comprehensive, the mirrors work well and it’s comfy enough too.

Quality and Reliability

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Packing 25bhp less than the engine was originally designed to handle, it’s massively under stressed. Expect no problems there. Finish is OK, but the fussy detail is harder to clean than some rivals, and like any bike you’ll need to keep it clean during winter to prevent corrosion taking hold. Yamaha brakes are historically prone to corroding and seizing.

Value

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A year ago this would have got a higher rating, but Yamaha’s 2010 pricing seems to be more greatly affected by the pound/yen exchange rate, leaving the £6499 XJ6 Diversion F looking pricey next to rivals. A good bike, but there’s equally good bikes for less.

Insurance

Insurance group: 10

Model History

2009: New model, introduced in USA only as FZ6R.
2010: Introduced to Europe as XJ6 Diversion F. Changes limited to colour options, name and one-piece seat instead of two-piece.

Other Versions

Yamaha XJ6 Diversion: Technically identical except for no ABS option and half-fairing only. Arguably a better buy at £800 less.

Specifications

Top speed	125mph
1/4-mile acceleration	secs
Power	78bhp
Torque	44ftlb
Weight	222kg
Seat height	785mm
Fuel capacity	17 litres
Average fuel consumption	45mpg
Tank range	miles
Insurance group	10

Engine size	599cc
Engine specification	Liquid-cooled, 16v inline four-cylinder. Six gears
Frame	Tubular steel diamond
Front suspension adjustment	None
Rear suspension adjustment	Preload
Front brakes	298mm twin discs, two-piston sliding calipers with ABS
Rear brake	245mm disc, single-piston caliper, ABS
Front tyre size	120/70-17
Rear tyre size	160/60-17

Yamaha FZ8

Yamaha’s original FZS600 Fazer and later models always represented value for money workhorses – the sort of bike you could commute and have fun on anytime, anywhere. But now the XJ6 and Diversion fills the cheap and cheerful slot left by the death of the FZ6 S2 and FZ6 Fazer. The replacement machine is the new FZ8 (and half-faired FZ8 Fazer). Along with its capacity increase (now 779cc), the FZ8 has gone up market – more performance biased – through the use of a cast ally frame and swingarm and a not so cheap price tag.
Although aimed squarely at mainland European motorcyclists, where the Kawasaki’s Z750 rules the naked bike sales table, it is a good machine in its own right. It isn’t as intimidating to ride as the monstrous FZ1 1000cc, which means anybody can jump straight on to ride away and have a good time. It deserves an overall rating of 4, but priced at £7920 leaves a big opening for cheaper competitors including Kawasaki’s Z750, Triumph Street Triple etc.

Engine

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The FZ8 shares crankcases with the 1000cc FZ1 but features a lightened crankshaft for quicker engine response, and the cylinder bores are reduced in size for the capacity decrease. However, the same stroke length leaves the FZ8 with a wide band of easily accessible drive, underlined by faultless fuelling. A claimed 106bhp and 60ftlb of torque doesn’t sound much by today’s standards, but if you want more power then walk towards the 150bhp FZ1. On the other hand if you want a continuous smile and to keep your licence fairly healthy, walk back towards the FZ8. 

Ride and Handling

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Given that the FZ8 has a ‘race’ inspired chassis of ally frame and swingarm for sporty riding, it’s a puzzle why Yamaha saw fit to prop the FZ8 with non-adjustable front suspension and preload-only at the rear. Yamaha’s answer is the greater majority of its extensive customers do not adjust suspension – this is no defence in our book. As it is the front is compliant bordering on soft, which is really noticeable on the brakes. And there’s not a lot of feedback from the front Bridgestone BT021. The rear isn’t so bad.
Suspension aside, the FZ8 is endowed with an easy to ride nature that belies the FZ1-based chassis. It’s a happy rider who cuts through town traffic like a needle through tissue and the FZ8 is a god tool for such use. It’s forte is fast flowing roads. The same can be applied to the FZ8 Fazer. 

Equipment

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The aluminium frame and swingarm are good to shout about down the pub – most of its competitors run with steel tube frames and box-section swingarms. The rest of the bike is fairly standard stuff, literally. It’s easy to say the FZ8 is a ‘parts bin’ special because… erm, it is: FZ1 engine cases, FZ1 rear light, XJ front wheel, XJ6 headlight, FZ clocks (new background display though), ye olde R1 front brakes and so on. New technology comes with the length of the of inlet stacks 2 and 3 cylinders are long, 1 and 4 are shorter, again for improved midrange drive. Shock, horror, but the in-line four FZ8 doesn’t even have an Exup exhaust valve. Instead the downpipes are thin and the longest on any Yamaha to date.
The FZ8 Fazer gets the obligatory half-fairing that does a damn fine job of prolonged high speed riding light work, which is particularly useful for commuting. The UK Fazer will be the only model that comes with ABS as standard.

Quality and Reliability

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Compact, tidy assembly and the FZ series comes with a reliability record only surpassed by the arrival of spring. Saying that, it is a new bike (despite the parts bin assembly) and there is always the chance of something not lasting. It’ll be a slim chance, but it’s the sort of chance you accept with any new bike, car, computer, dishwasher etc…

Value

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Owners' rating

Hmmm. Ok, cutting to the chase here. At £7920 the FZ8 is overpriced. The evidence is the vast array of bikes that will match and exceed what the FZ8 delivers and all for less money – Suzuki Bandit 1250 at £6099, Aprilia Shiver £6150, to name but a few.

Insurance

Insurance group: 16

Model History

1998-2004: FZS600 Fazer
2000-2001: FZS600-S Fazer (special edition paintwork)
2003-2007: FZ6 Fazer
2004-2007: FZ6
2007-2010: FZ6 S2
2007-2010: FZ6 Fazer S2

Other Versions

FZ8 Fazer: half faired, ABS version version of FZ8 (£8999)

Specifications

Top speed	mph
1/4-mile acceleration	secs
Power	106bhp
Torque	60ftlb
Weight	211kg
Seat height	815mm
Fuel capacity	17 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	16

Engine size	779cc
Engine specification	Liquid-cooled, DOHC, 16v four-stroke in-line four. Six gears
Frame	Cast ally beam frame and swingarm
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Adjustable for preload only
Front brakes	310mm discs with 4-piston caliper
Rear brake	267mm disc with single-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Yamaha XT1200Z

There was a time when Yamaha’s Tenere range of bikes ruled the earth, literally. As desert and dirt blasters for Paris-Dakar like competitions, the name Tenere became synonymous with adventure and off-road riding. Then it all went quiet and BMW took on the mantle of Adventure bike champions with its modern-day GS range.
Yamaha’s revival started with the 2008 XT660Z Tenere, a delightful 660cc single-cylinder thumper dressed in traditional desert-romping plastics (high screen and seat height, long suspension). The introduction of the XT1200Z Super Tenere carries this adventure theme further.
The big sticking point is the £13,500 price tag, which makes it more expensive than a fully-loaded BMW R1200GS Adventure, over two grand more than a KTM 990 Adventure and just £700 less than the all-singing, all-dancing Ducati Multistrada 1200 S Touring.
As good as the Super Ten is, it can’t live with its rivals in terms of on-road performance, build quality and all-round fun-factor.
In short, it’s way overpriced for what it is. 

Engine

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A 1199cc liquid-cooled parallel twin that is just as adept at autobahn speeds as it is lugging rider, pillion and luggage. Performance isn’t ground-breaking but the engine is smooth and there are minimal vibes.  Power delivery can also be tamed (not that it needs to be) by switching to Touring mode via a bar-mounted button. Smoother throttle response and claimed improved fuel economy are the result. MotoGP tech features in this engine – by placing the crankshaft closer to the rider and low in the chassis, while maintaining decent off-road ground clearance, the crank’s gyro effect doesn’t intrude on the bike’s steering. Yamaha’s ECU-servo throttle-injection system also figures.   

Ride and Handling

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A wet weight figure of 261kg borders on hernia-in-the-making. Well, you’d think so. The truth is the Tenere loses any sensation of bulk when its wheels are turning. Yamaha have got the weight distribution spot on and the only time weight is a problem is backing it out of the garage or picking it up. Surprise of the day was how stable the Tenere is at speed. At 120mph it’s rock steady and can cut an easy swathe through fast A-roads and nadgery stuff. It’s easy to get carried away… What is an absolute pain in the neck and upwards is the savage wind buffeting from the top of what is a very low placed screen. If it wasn’t there you could live with a blast to the body, but the low screen accentuates the noise in the helmet to induce a headache. It is height adjustable via four piddly screws whereas the competition has two easy grip thumbwheels. 

Equipment

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The Super Tenere has ay traction control system that is hardly noticeable when it cuts in and can be turned off for off-road use, 2) clever ABS and linked brake system that can measure lever pressure against speed and balance the braking effort between front and rear. Use only the rear brake and its ABS module doesn’t cut in to allow easy/safe turning around in the middle of the road, 3) fuss-free shaft drive, 4) complete pannier system. It doesn’t come with all the toys you can get on the new Mutlistrada and R1200GS Adventure, though.

Quality and Reliability

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Purposeful chassis components… in other words there are a lot of component parts that come out of the same bins as many other Yamaha models – at least we know they work. The new engine should not be feared because Yamaha’s relationship with parallel twins is longstanding. There’s a nasty Rickman fairing-type rubber trim on the tank and for £13,500 rubber brake hoses seem cheap. 

Value

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Owners' rating

There’s nothing wrong with the Super Tenere other than the price. This is a machine with the same kind of build-quality as a Honda Transalp, which is perfectly acceptable but nowhere near worth its £13,500 price tag. If Yamaha had priced it under ten grand it would be a cracking package, but as it is you can have a lot more from the competition for a lot less.

Insurance

Insurance group: 15

Model History

2010 – XT1200Z Super Tenere First Edition launched

Other Versions

Specifications

Top speed	mph
1/4-mile acceleration	secs
Power	109bhp
Torque	84ftlb
Weight	261kg
Seat height	845mm
Fuel capacity	23 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	15

Engine size	1199cc
Engine specification	Liquid-cooled, DOHC, 4v four-stroke parallel twin. Six gears
Frame	Tubular steel backbone frame. Cast ally swingarm with shaft drive.
Front suspension adjustment	Fully adjustable
Rear suspension adjustment	Adjustable for preload only
Front brakes	2 x 310mm wave discs with 4-piston calipers
Rear brake	282mm wave disc with single-piston caliper
Front tyre size	110/80 x 19
Rear tyre size	150/70 x 17

yamaha fazer8

Yamaha’s Fazer range of bikes used to be all about hard-working, do it all, value for money bikes. One look at the today’s price for the new Fazer8 says otherwise when comparing it to the competition – and the fact there is the slightly bigger capacity but vastly superior FZ1 in Yamaha’s line up. But what you have to remember is the Fazer8 and naked FZ8 were developed for mainland Europe, where three-quarter litre naked bikes are extremely popular. Don’t get us wrong, the Fazer8 is a competent tool – it’s just that there are many more useful tools available.

Engine

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Owners' rating

The Fazer8 shares crankcases with the FZ8, and both are derived from the 1000cc FZ1 but both smaller capacity bikes feature a lightened crankshaft for quicker engine response, and the cylinder bores are reduced in size for the capacity decrease. However, the same stroke length leaves the FZ8 with a wide band of easily accessible drive, underlined by faultless fuelling. A claimed 106bhp and 60ftlb of torque doesn’t sound much by today’s standards, but if you want more power then walk towards the 150bhp FZ1. On the other hand if you want a continuous smile, a civilised commuting tool and to keep your licence fairly healthy, walk back towards the Fazer8.

Ride and Handling

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Owners' rating

Given that the Fazer8 has the same ‘race’ inspired chassis of ally frame and swingarm for sporty riding as the FZ8, it’s a puzzle why Yamaha saw fit to prop both bikes with non-adjustable front suspension and preload-only at the rear. Yamaha’s answer is the greater majority of its extensive customers do not adjust suspension – this is no defence in our book. As it is the front is compliant bordering on soft, which is really noticeable with the Fazer8’s top half fairing when opening and closing the throttle but especially on the brakes. And there’s not a lot of feedback from the front Bridgestone tyre. The rear isn’t so bad.
Suspension aside, the Fazer8 is endowed with an easy to ride nature that belies the FZ1-based chassis. It’s a happy rider who cuts through town traffic like a needle through tissue and the Fazer8 is a god tool for such use. It’s forte is fast flowing roads. The same can be applied to the naked FZ8.

Equipment

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Owners' rating

The aluminium frame and swingarm are good to shout about down the pub – most of its competitors run with steel tube frames and box-section swingarms. The rest of the bike is fairly standard stuff, literally. It’s easy to say the Fazer8 and FZ8 are ‘parts bin’ specials because… erm, they are: FZ1 engine cases, FZ1 rear light, XJ front wheel, XJ6 headlight, FZ clocks (new background display though), ye olde R1 front brakes and so on. New technology comes with the length of the of inlet stacks 2 and 3 cylinders are long, 1 and 4 are shorter, again for improved midrange drive. Shock, horror the in-line four doesn’t feature an Exup exhaust valve. Instead the downpipes are narrow and the longest on any Yamaha to date in an attempt to get the same midrange push.
The Fazer8 gets the obligatory half-fairing that does a damn fine job of making light work of prolonged high speed riding, which is particularly useful for commuting. The Fazer8 comes with ABS as standard.

Quality and Reliability

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Owners' rating

Compact, tidy assembly and the FZ series comes with a reliability record only surpassed by the change in seasons. Saying that, it is a new bike (despite the parts bin assembly) and there is always the chance of something not lasting. It’ll be a slim chance, but it’s the sort of chance you accept with any new bike, car, computer, dishwasher etc…

Value

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Owners' rating

Hmmm. Ok, cutting to the chase here. At £8999 the Fazer8 is overpriced. The evidence is the vast array of bikes that will match and exceed what the Fazer8 delivers and all for less money – Suzuki Bandit 1250 at £6099, Aprilia Shiver £6150, to name but a few.

Insurance

Insurance group: 16

Model History

1998-2004: FZS600 Fazer
2000-2001: FZS600-S Fazer (special edition paintwork)
2003-2007: FZ6 Fazer
2004-2007: FZ6
2007-2010: FZ6 S2
2007-2010: FZ6 Fazer S2
2010: Yamaha Fazer8 launched.

Other Versions

FZ8: naked non-ABS version of Fazer8 (£7999)

Specifications

Top speed	mph
1/4-mile acceleration	secs
Power	106bhp
Torque	60ftlb
Weight	211kg
Seat height	815mm
Fuel capacity	17 litres
Average fuel consumption	mpg
Tank range	miles
Insurance group	16

Engine size	779cc
Engine specification	Liquid-cooled, DOHC, 16v four-stroke in-line four. Six gears
Frame	Cast ally beam frame and swingarm
Front suspension adjustment	Non-adjustable
Rear suspension adjustment	Adjustable for preload only
Front brakes	310mm discs with 4-piston caliper
Rear brake	267mm disc with single-piston caliper
Front tyre size	120/70 x 17
Rear tyre size	180/55 x 17

Kawasaki Versys

There wasn’t much wrong with the old Versys, it just needed a few minor faults addressing which Kawasaki have done. They have reduced the engine vibration which was a major fault and improved the bike cosmetically, whilst adding more extras like heated grips. It’s a jack of trades, and at under £6000 a bit of bargain all round bike.

Engine

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You can be forgiven into thinking the new Versys isn’t up to much in terms of performance but you would be wrong, the parallel twin had some real punch and on paper produces are respectful 64 bhp. It’s got plenty of torque to loft the front easily, and prefect for darting around town and still has enough top end revs for fun and a top speed around 125mph.    

Ride and Handling

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Low speed handling is excellent making the new Kawasaki Versys ideally suited for town and city riding. Turns easily, very tight turning circle, you can just jump on the Kawasaki Versys and have fun, making the Kawasaki Versys ideal for new riders. However, when you up the pace well above the national speed limit the soft suspension starts to complain. Brakes are excellent if you can stop the front from burying itself into the road.

Equipment

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ABS is optional, so are heated grips and the 12v socket, but in basic form you get a lot for the money. The new screen is three way adjustable, mirrors and indicators are larger and most importantly Kawasaki have rubber mounted the engine to reduce vibration a similar trick they performed on the ER-6N and F last year.

Quality and Reliability

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We have not head any horror stores regarding the parallel twin engine, some have even ended up on track in the popular mini twin series without any major problems. Kawasaki has improved the looks and feels of the new Versys, giving it a few design tweaks and given the bike a greater feeling of quality. It certainly doesn’t feel too budget, like some bike feel in this category.

Value

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Owners' rating

As the name suggest for under £6000 you have a very versatile bike which is just as happy raising a smile on a wet cold commute to work as it is fully loaded taking on a two up touring trip to the coast at the weekend. In terms of value and being able to perform in so many ways it has to score 5 out of 5.

Insurance

Insurance group: 9

Model History

2006: Original Versys launched
2010: Updated model introduced
2011: Available as Versys ABS [£6,834], Versys Tourer (incl. panniers, varioscreen and tank protector) [£6,937] and Versys Tourer ABS [£7,294]

Other Versions

Specifications

Top speed	128mph
1/4-mile acceleration	secs
Power	60bhp
Torque	43ftlb
Weight	181kg
Seat height	840mm
Fuel capacity	19 litres
Average fuel consumption	48mpg
Tank range	152 miles
Insurance group	9

Engine size	649cc
Engine specification	Parallel twin, 6 gears
Frame	Tubular Steel
Front suspension adjustment	Preload, rebound
Rear suspension adjustment	Preload, rebound
Front brakes	2 x 300mm discs
Rear brake	245mm disc
Front tyre size	120/70 x 17 in
Rear tyre size	160/60 x 17 in