Yamaha XT 600: technical specifications, maximum speed, operation and maintenance features, repair tips and owner reviews

Technical characteristics of Yamaha XT 600

The engine design was developed in 1957 and has not undergone any changes since then, which indicates ease of maintenance and reliability. The engine, created specifically for the Paris-Dakar trophy raid, was brought to perfection by the early nineties of the last century.

Clear and long-lasting engine operation is ensured by a unique power system with two carburetors responsible for different intake valves. This design is an advantage of the Yamaha XT 600, but it also has its drawback - the air filter quickly becomes dirty, which leads to its breakdown and shortens its service life.

The motorcycle is equipped with an engine with a capacity of 42 horsepower and a volume of 596 cubic centimeters. Maximum torque is achieved at 6250 rpm. The engine power is sufficient for dynamic driving both on the highway and off-road.

Which motorcycle to buy

Choosing motorcycles in 2021 is difficult for beginners, if only because of the variety of modifications. But you still need to choose the right model, taking into account the purpose for which the motorcycle is needed. All types of devices are produced under the Yamaha brand. Japanese technology is popular: Yamaha is in demand due to its affordable prices and high quality.

Selecting a Yamaha motorcycle by type

To settle on a specific model, first get acquainted with the available options. The Yamaha manufacturer offers the following motorcycles:

classic (road) - for every day for urban conditions, for short trips on the highway;
tourist (tourer) - proposed by Yamaha for long distances;
sports (racing) – endurance high-speed models;
cross (enduro) - a lightweight, “thin” device for off-road driving;
chopper – for long rides at a moderate pace with comfort thanks to a comfortable fit;
dragster - for short-distance speed competitions.

The classic Yamaha motorcycle is called the most popular among beginners, as it forgives mistakes.

Chassis

The main off-road characteristics of the Yamaha XT 600 were almost completely erased during numerous modifications. The small travel and soft suspension are not suitable for aggressive driving on rough terrain, but make it easy to overcome difficult sections of ordinary roads at high speed. Traveling over long distances is possible thanks to the energy-intensive suspension.

With an average fuel consumption of 4 liters, the fuel tank capacity of 15 liters is sufficient for long journeys. The manufacturer provides the possibility of installing larger tanks, making the motorcycle more autonomous.

The years that have passed since the release of the first Yamaha XT 600 model have had a positive impact on the number of additional accessories and spare parts that can dramatically change the appearance of the motorcycle and improve its technical characteristics.

Yamaha motorcycle models

The history of the Japanese brand Yamaha began at the end of the 19th century. At first these were musical instruments, then parts for airplanes, and only then, 10 years after the end of World War II, the first motorcycle model appeared.

The first samples were copies of confiscated German equipment. Production did not stand still, and soon the developers began to produce their own improved models of Yamaha motorcycles. The concern still produces not only motorcycles, but also other types of equipment - for golf, for snow removal. Yamaha subsidiaries successfully produce industrial and construction equipment, automobile parts, marine engines, and audio equipment. Today, the Japanese company, in addition to motorcycles, also offers ATVs, snowmobiles, all-terrain vehicles, boats and much more.

Yamaha Niken

The Yamaha Niken tricycle was released in 2021 and is the latest model equipped with the latest motorcycle technology. A distinctive feature is the double telescopic inverted fork on the front suspension. Thanks to it, the tricycle can take any turns at any inclination. Yamaha Niken is equipped with an 847 cm3 engine producing 115 hp. This model is not lightweight - 263 kg with dimensions of 2.15 m in length, 0.885 m in width and 1.25 in height.

Yamaha MT-07

Yamaha added this motorcycle to its lineup in 2014. With a 689 cc engine, it produces 74.8 hp. The bike is perfect for motorcycle racers who are not yet ready for super-fast technology. Yamaha MT-07 stands out among other models with its daring design. The motorcycle weighs 179 kg and measures 2.085 m in length and 0.745 m in width.

Yamaha MT-09

Popular 2014 Yamaha motorcycle model. MT-09 is suitable for those who cannot live without adrenaline and speed. Spectacular bright lines in appearance give the model audacity. Engine with a volume of 847 cm3 and a power of 115 hp. will allow you to confidently get ahead after stopping at a traffic light. At the same time, the price of the Yamaha MT-09 is significantly lower than the cost of similar models, which cannot but please fans of the brand.

Yamaha XT1200ZE

The love for motorcycles is due to the love for freedom of movement. It is for such purposes that the 2014 Yamaha XT1200ZE model was created. It allows you to cover any distance on any surface. This motorcycle has excellent cross-country ability even in the toughest conditions. This model is equipped with anti-lock brakes and an electronic suspension height control system. The engine capacity of this device is 1199 cm3 and has a power of 112 hp.

Behavior on the highway

The Yamaha XT 600 is a versatile motorcycle not intended for motocross trails, but the traction and engine power are more than enough to overcome off-road conditions.

The car's handling on the road is ideal: mistakes made by the driver are not felt, the suspension softens all road irregularities, regardless of the type of surface. This behavior makes the motorcycle ideal for beginner motorcyclists: mistakes do not lead to falls.

Test drive KawasakiZX-10R, YamahaR1

- How long does it take?

— 160

- weak, my car is 180, and it’s easy...

— so I have 160 in first gear! (conversation at a traffic light)

And no matter how crazy it sounds, it’s true! Looking ahead, I will say: the new sportbikes from Yamaha and Kawasaki really show a major leap in the development of technology for supersports motorcycles. Not so long ago (only in 1998) Yamaha showed the world its R1, which had such a record power output that it seemed that it could not be more powerful. So it remained the leading extreme “sport” until 2001, when the Suzuki GSX-R 1000 appeared. In those years, one could not remember about the Kawasaki ZX-9: against the backdrop of the “Erka” and “Jixer” it was a “sport” tourist”, not a sportbike. Kawasaki frankly delayed the creation of its new sports flagship, but has now released a bike that can be a worthy answer to its competitors.

The Kawasaki ZX-10 is designed from scratch and has nothing in common with any previous motorcycle. When creating the model, the goal was clearly to create the best liter motorcycle. Its design is modern and beautiful, echoing the earlier “six hundred”, but without any risky experiments. The type of front fairing with slanting transparent headlights, above which the air intake of the inertial supercharging system is located, is already becoming “classic” for the modern Ninja family. The LED rear light has an original shape, making the motorcycle easy to recognize on the road. In general, the now fashionable faceted-rounded shapes are present in every external element. The shortest wheelbase among “liters” at 1385 mm (this is even less than that of the ZX-6!) creates a very tight, muscular silhouette. Impressively masculine. The only concern is that with such a short wheelbase, the motorcycle may be unstable when driving over bumps at high speed. Modern technical filling matches the appearance. Inline four-cylinder engine with fuel injection and dual throttle valves. Claimed power: 180 hp.

The cylinder block is located almost vertically and is shifted forward as much as possible to better load the front wheel. Powerful Tokiko brakes with radial calipers and wave discs. It’s worth noting that these waves on the brake disc in this design are just for beauty. And the struggle to reduce weight is visible in everything else and adds real, “technical” beauty to the motorcycle. Previously, only renowned tuning companies could offer a titanium exhaust system with an oval muffler. Now this is standard equipment. The rims are so thin and delicate that they seem to weigh nothing at all. The banana-type rear swingarm, which came from racing tracks, allows you to raise the exhaust pipe higher and not cling to the asphalt with it on extreme slopes. And “Cava” has everything for good cornering. The aluminum diagonal frame, which is very developed in the middle part, is welded from cast and stamped parts. The inverted front fork with movable tubes with a diameter of 43 mm has a wide range of adjustments. The gas rear shock absorber is also fully adjustable. In addition to all this, the length of the rear shock absorber is also adjustable, which allows you to change the geometry of the chassis!

The Yamaha R1, despite the old name, is also a completely new motorcycle. If the previous model looked too “cut” in appearance, then in 2004 the motorcycle became more “sleek”, but no less beautiful. Just like in the Ninja family, the “family” features are clearly visible in the design from Yamaha. The front fairing is a nice hybrid of the '98 R1 and the '03 R6. Hidden in the slanted “eyes” are four powerful lens headlights and two side lights. The “ragged” shapes of the side fairings give the motorcycle a visual lightness. And the designers squeezed real lightness (172 kg of dry weight stated) from every detail. These include drilled bolts and a new thin-walled aluminum frame that is twice as stiff as the previous model while weighing less. A titanium exhaust system with two mufflers located under the seat also saves weight. In addition to saving weight, the new exhaust design looks richly sophisticated and certainly does not scratch the asphalt in corners. According to official information, for the sake of ergonomics, the driver's footrests are located lower than those of last year's model. If so, then theoretically they can touch the asphalt on the race track, but we have not yet been able to tilt the motorcycle in a turn to the pegs. And even more so, it is unlikely that anyone will be able to do this in the city. Unlike Kawasaki, Yamaha used its own layout to achieve optimal weight distribution. The cylinder block was tilted forward 40 degrees, which freed up space above the engine and made the tank narrower. The reinforced pendulum of the rear suspension is inverted and is not inferior in originality and beauty to the “banana” from Kawasaki. Brakes with radial four-piston calipers have become the norm on new superbikes, but Yamaha went further and installed a radial master cylinder on the Erka! The new ultra-short-stroke engine with a five-valve cylinder head is a work of art for technology connoisseurs. Forged pistons and titanium valves until recently were available only to deep tuning enthusiasts, but are now parts of a production engine.

The riding position on both bikes is almost identical, the difference is small. Its main feature: it is absolutely sporty, without any compromises. On the Ninja, the seat is located as close as possible to the steering wheel, the tank is short, high, and quite pot-bellied, but there are comfortable stampings in the tank for the legs. As a result, the tank and frame are comfortably narrow between the knees. There is no feeling of a too short, small motorcycle. The footpegs are positioned high (obviously following the trend of all subsequent models having higher footpegs than previous models). Only Yamaha allowed itself to move away from this and make the footpegs lower in the new era. But when you sit on the R1, you don’t feel it. Everything is hidden by the highest seat among sportbikes. The tank also has deep footwells and is only slightly wider than the Kawasaki.

Instrument panels vary more significantly. On the ZX-10 it is newfangled, completely liquid crystal. And if the use of a digital speedometer is at least somehow justified, then a liquid crystal tachometer (with a strip running in a circle) is an obvious misunderstanding. On a light gray background, it is impossible to discern a dark gray stripe with peripheral vision. To find out the speed, you need to look at the tachometer. It’s simply dangerous to be distracted from the road on such a motorcycle even for half a second. Maybe the designers were counting on an indicator flash that would go off when the crankshaft reached a certain speed and signal the need to change gear? But this indicator is convenient on the “ring” or during intense acceleration, but in the city it is of little use. Yamaha has the same indicator lamp on its panel, but the tachometer is a pointer, its readings are easy to read, and the scale is always in the field of view. But Ninja, like a true athlete, always carries a stopwatch with him. Under the thumb on the left handlebar there is a stopwatch start button with a lap counter. An unambiguous hint at the purpose of the motorcycle, only in real life there is nowhere to use such a stopwatch, and athletes usually ignore it. Yamaha probably knew this, and that's why a stopwatch was included in the list of options for the R1.

When describing the operation of modern motorcycle engines, we constantly have to say almost the same thing: “the engine starts easily and runs smoothly.” This is not the case at all for Kawasaki! The Kawasaki engine starts really easily, but it does not idle smoothly at all. The revolutions do not “stand”, but “float” around o’ within +/- 100. Such unstable idle speeds can often be found on forced racing vehicles that have “wide” valve timing.

On the R1 the motor runs much smoother. The clutch on the Kawasaki is tight, you can feel the force of the springs under your fingers. On a Yamaha (with the same declared engine power), the clutch lever is pressed much easier.

The most interesting and mind-blowing part begins further, after the clutch is depressed and first gear is engaged. Can I let go and accelerate? You can let go, but you can’t accelerate. The excess power is such that in the first three gears the motorcycle strives to ride on the rear wheel. This applies to both test participants. But to Kawasaki - to a greater extent. If the ZX-10 moves smoothly in first gear and then opens the gas, then when it reaches 5 thousand rpm with increasing acceleration and begins to climb onto the rear wheel, you will have to close the gas. If you play it safe and engage second gear, and then accelerate in it at full throttle, then anyway, upon reaching 9 thousand rpm, the motorcycle will begin to lift its “face.” Do not forget at this moment that the speed is approaching 200 km/h! In fact, both motorcycles overcome the cherished bar of 200 km/h in second gear. Further, the gears are very close together and in sixth gear the speedometer comes close to the magic number 300! I don’t know whether the speedometer on any of the two test participants will show this magic figure, since neither I nor the owners of the motorcycles were able to accelerate to maximum speed, although such a task was not set.

Motorcycles stand almost perfectly on the road. Under intense acceleration, both exhibit approximately the same tendency to shimmy. The oscillations that arise are not as strong and frightening as on the “old” R1, and they die out faster. But Yamaha has a steering damper as standard, and Kawasaki behaves decently without a damper. But, of course, ideally, you need to install the damper on the Ninja yourself.

Riding with a passenger reveals the excess power even more clearly. The passenger sits very high, looking at the road above the driver, who would be happy to show what the motorcycle is capable of, but it is not possible to open it more than half the throttle. “Kozlit” and that’s it!

As expected, the sports brakes of both “liters” deserved the highest marks. The rigidity of the calipers and standard hoses on the Erke is more than sufficient. The brake lever is pressed to a certain level and then the deceleration is regulated only by the force of the fingers. At the same time, the lever “stands” as if it rests on something. On the Ninja, the brake efficiency is the same, only the lever “falls” softer - reinforced hoses are clearly requested.

It is completely incorrect to talk about which motorcycle is softer on asphalt and which is harder. In general, they are similar, which is not surprising, because they were created for the same purposes. The range of adjustment of the springs and the stiffness of the shock absorbers allows you to make both a “sofa” and a “stool” out of each one. If the suspension is loosened, the motorcycle will ride like a cruiser, swaying smoothly on uneven surfaces. If you tighten it too much, then on a smooth road it will ride as if glued to the asphalt, and on uneven surfaces it will bounce. Somewhere between these extremes lies that ideal suspension setup, without which it is impossible to fully enjoy the potential of these superbikes.

These motorcycles really allow you to do a lot. At an unrealistic speed, approaching a turn, they are easily stopped by powerful brakes and the driver’s task is to force himself to enter the turn at high speed. But if the speed is still excessive, then in a turn you can press the front brake lever, then the motorcycle, leaning on the front wheel, will still fit into the radius. If you have already entered the turn, feel free to accelerate as you exit it. This is what our “duelists” love most. Just look at the speedometer sometimes, the number 200 quickly slips past your attention and then 210..220..230.. without the slightest drop in pace!

These two modern superbikes are closer to each other than ever before. The competitors have never been so close before. Subtle differences in behavior and personalities may make a difference on the race track, but in everyday life these are absolutely equal motorcycles. And this makes it easier for a potential buyer to choose. You only need to choose based on secondary criteria. What you like more, the price will play a role, or you have a long-standing sympathy for the brand, or maybe the seller offers the best service. We can safely say that today in Ukraine there is not a single person who could realize at least 90% of the potential inherent in these motorcycles. I’m not talking about driving with full throttle in a straight line, that’s primitive. I would like to warn against such riding, since this is where the motorcycle test usually begins, but very often this is where it ends. Especially if this is your first motorcycle. Ask a motorcycle dealership for statistics, and you will find out that 50% of such motorcycles are destroyed on the first day after purchase.

-What is the acceleration of the device?

-7.5 seconds.

-It’s weak, my car accelerates to 100 kilometers in 7.

-So I have 7.5 to two hundred...

-..?!!

(from a conversation at a traffic light)

And it is true!

Text: MotoDrive Magazine

Peculiarities

The versatility of the Yamaha XT 600 causes non-critical shortcomings - for example, it is not particularly convenient to move around the city limits due to the insufficient efficiency of the braking system, which significantly limits maneuverability. The motorcycle begins to wobble noticeably at speeds above 120 km/h, which is, in fact, a payment for the frame and soft suspension, which ensures comfortable movement.

Tuning, which is available to every owner of a Yamaha XT 600 and involves replacing the intake system and piston group, can increase engine power, but has a negative impact on its reliability. For this reason, it is advisable to immediately install a more powerful power unit.

Unpretentiousness in maintenance and operation and unsurpassed reliability are the undeniable advantages of the motorcycle. All technical work related to the engine, after installing a reusable air filter, is reduced only to the timely replacement of engine oil.

The motorcycle's head optics, which are not powerful enough, cause a lot of criticism. All owners of the Yamaha XT 600 in their reviews note this problem, which cannot be eliminated even by installing popular xenon headlights. Of course, one can hope that the manufacturer will solve this shortcoming, but for so many years of the motorcycle’s existence, nothing has been done about it.

Brand benefits

The history of Yamaha motorcycles began in 1887 with the creation of Nippon Gakki Co. Initially it was the production of musical instruments, gradually the range of activities expanded. Since 1995, a separate line has been dedicated to the production of motorcycles.

Today in Moscow, Yamaha represents reliability and style for bikers. In a wide range, you can choose and buy a motorcycle in a modern design with specified parameters that meet the needs of the driver. At the same time, Yamaha is easy to control, which beginners appreciate.

If you decide to place an order, an official Yamaha dealer offers to contact specialists by telephone numbers
+7

Advantages

Based on numerous reviews and reviews of the Yamaha XT 600, we can compile an impressive list of advantages of the motorcycle:

Affordable price.
Reliability and ease of maintenance and operation.
Long engine working life.
Soft suspension and braking system that does not cause any particular complaints.
High strength plastic sheathing elements.
Convenient and comfortable seating position even for short drivers.

Studying the technical characteristics of Yamaha models

When considering the Yamaha lineup, the first thing people pay attention to is the engine. A powerful engine (from 900 cc in volume) is worth taking if you have driving experience.

The next point when buying a sports motorcycle, cruiser or other type of two-wheeled vehicle is handling and stability. Yamaha engineers strive to design the chassis in such a way that, with minimal effort from the driver, the motorcycle maintains balance as it moves.

Another significant point on which safety depends is the braking system. There are fans of separate front and rear brakes, but Yamaha units are also popular, where they are combined into a single whole.

Flaws

The long-term existence of the Yamaha XT 600 motorcycle has not eliminated all its shortcomings, among which the owners include the following features:

Frame of weak strength.
Poor engine protection.
Air filter subject to rapid contamination.
Any damage to the fuel tank will result in scratches and dents.
Despite the good volume of the fuel tank, many owners complain about the lack of fuel for long trips.
Head optics do not always cope with their task.

Motorcyclists and experts often note that for a universal motorcycle equipped with such an engine, the maximum and cruising speed of 155 and 140 km/h are too low, and the rear braking system is not effective enough to stop quickly.

Suddenly, Sherpa had a neighbor in his garage. I was looking at different options like DR650 or KLR650, but prices jumped up and I planned to ride on the green for another season. But suddenly... Kawasaki KL250 Super Sherpa 2002 - Yamaha XT600E 1992

I saw this spendthrift in the advertisements. Since I live nearby, I decided to go have a look and meet the owner. The Yamaha is old, of course, but it seems to be alive. The engine runs quietly, all consumables and bearings were replaced and the old lady was ready for battle))) Outwardly very shabby, brown bugs are driving her to all secret places! Plastic has seen many types of flora in our country. In general, you need to use your hands and a rust converter))

Of course, I was captivated by the price and a good list of installed extras: - Acerbis tank 25 l - rental steering wheel + lever protection + heated handles - luggage frames + side engine protection

I will prepare the Sherpa for sale, although it’s a pity to part with it (((

The back is not a case, it's a suitcase with a drill)

I took it for a ride in a circle so that the cockroaches would come out, first impressions: - the engine is lucky - the brakes are weak, but the truth is on asphalt and bad tires - the suspension is soft, like on a sofa)) By the way, I was surprised that progressive Wilbers springs were installed in the fork, and the oil was 5w! you need to delve into the materiel. — yes, the amount of oil amazed me ~ 4 liters :-) I rode along the usual easy route, the weight of course interferes with slow maneuvering in difficult areas, but excellent traction helps. Of course, it’s not usual to see the wheel start to fly up when you suddenly open the gas))) But after 5 minutes, it’s already understandable and predictable. It feels like we've been together for a long time...

Yes, it does not provoke jumps and other hard tricks, but on the primer it can give dust to the checks.

The standard rubber footrests were incredibly annoying; any moisture and you glide on them like you're wearing skates. I ordered wide footpegs for the Sherpa (by the way, they are for the DR650), but never installed them. Yesterday I tried it on and added a couple of washers, they fit well. The footrests are made from China, but they look strong (cast steel). Their 1500 rubles are definitely worth it.

I'm restoring the XT a little bit. I think I'll deal with the manifold and frame in the winter. The previous owners managed to break my plastic. Another used plastic was installed with intact fasteners and no cracks. was:

became: The exhaust is light and not rusty))) It is necessary to make a support, since the original muffler was the load-bearing part of the frame!!!))). The turn signals were all different and were held on with tape; I replaced them with Chinese diode ones. On the rear ones we had to shorten the tubes so that the wing would not touch. There is not enough resistance for full operation. They bend well and shine brightly.

At the same time, I replace the rusty bolts with new ones. The protective bars and rear trunk were sanded and powder coated.

And the general view:

I replaced the front fender with the original one, it was a universal polisport. Along the way, throwing out the rusty bolts. We install new stainless steel and place it on the clamp.

And in addition, the muzzle is from the later XT (2002), fortunately the mounts themselves and the headlight have not changed since 1990))) Black at least fits the theme, otherwise multi-colored parsley (purple-blue). Now the old woman has acquired a youthful appearance and lost her years

I think I can polish the tank and rear plastic, although I understand that later it will be covered with an even layer of dirt/dust

In general, we roll and finish, good luck to everyone. Let's live in peace!!!

Yamaha TW 200 design

A motorcycle for Enduro and a cruiser rolled into one.

There are no special details in the motorcycle that aroused such consumer interest. The reason is hidden in the general concept . The model is not intended for track racing, but it can be used for light walks on difficult off-road terrain, as well as long trips.

In other words, dual sport - enduro + cruiser.

Side view.

Off-road conqueror.

On a white background.

The frame is made of steel, traditionally for models of this level, high-precision casting, which allows welding points to be reduced to a minimum. This principle made it possible to lighten the model while maintaining rigidity. Other features include good driving performance and minimal gas consumption, comparable to a scooter.

Suspension

At the front there is a fork, at the rear there is a monoshock absorber on the pendulum.

The front suspension is made on the basis of a telescopic fork, the working stroke of which is 150 mm .
At the rear there is a standard for the brand, a monoshock absorber on the pendulum. Its reserve is 160 mm .

There are no adjustment options, which allowed us to save a little on the final cost.

Generations

The model performed very well, so there were no deep changes.

The model turned out to be so successful that during the entire assembly it underwent only one minor change.

In the starting system, the starter leg was replaced with a conventional push-button version. Nevertheless, according to the factory documentation, the version with the button is the second generation, and the one with the leg is the first.

Exterior

Despite the fact that the model is not a racing model, the first glance at it evokes just such associations. External body kit is reduced to the required minimum.

Minimum body kit, asceticism and strict lines.

Ascetic, strict, but at the same time very elegant. It’s interesting that if you look closely, you’ll notice that the bottom of the engine is covered with a protective plate. True, in pursuit of lightness and ventilation, the developers have provided so many holes in it that the possibility of protection remains a big question .

Front end

Despite the SUV class, the front wing, as conceived by the developers, should move with the tire, maximally protecting the pilot from dirt.

The model became the basis for many custom developments.

The main working part for shock absorption is located above it. There is no body kit as such at the front ; there is empty space between the tire and the head optics unit.

A large square headlight (the first versions with a round headlight) with a minimal amount of plastic around is responsible for illuminating the road There is no separate division into low/high beam.
The turn signals are mounted to the sides on separate legs.
The front is colored glass , the back is opaque black plastic.
An interesting design idea was the installation of reflectors (reflectors) on the sides of the block . They are located in its lower part, directed in different directions.
A windshield is not provided in principle, but in many cases it is not necessary.
The gas tank, with a capacity of 7 liters , fits so organically into the outline of the frame that it is practically invisible. The main protruding part is the neck cover.

Dashboard

When developing this part, the engineers followed the path typical for enduro versions.

Minimum options.

Analog speedometer, tachometer, and other control indicators - light bulbs that cluster on the left side. It is installed quite compactly, you can catch all the indicators at one glance.

All buttons and switches are located in a standard way, falling right under your fingers. The steering wheel is high and horned , but it is comfortable to drive even for a person who is not very tall. The mirrors are round and have limited adjustment options, but are initially positioned above the steering grips, making it possible to read the road situation without any problems.

Rear end

There is no rear wing; its role is played by the lower part of the frame.

The mudguard is short , and above it, slightly protruding, are the stop and parking signals. The turn indicators are made in the same style as the front ones.
Just like the front, three reflectors - two on the sides, one below.
The saddle does not have a step , it is made in one block, repeating the bend of the frame. The possibility of seating a rear passenger is provided, but there may not be enough space for him.
The design of the motorcycle allows for a choice - either traveling together or installing a rear case . The space for it is minimal. Given that the seat rack is small (the design of the saddle), going on long journeys on a motorcycle can be difficult.

Power point

A simple and economical engine, what else do you need for Enduro when you are far from civilization. A symbol of reliability!

One of the features that ensured great demand for the model was its simple, but at the same time very economical engine . Its characteristics turned out to be so successful that the initially planned replacement of the fuel supply system remained only in the drawings.

It was a 1-cylinder, 4-stroke engine that produced:

working volume - 197 cm3;
power - 15 hp;
number of valves - 2;
cooling - air;
fuel supply - carburetor;
ignition - electronic transistor;
start - kick starter leg (until 2000), electric starter (since 2001);
Tank volume - 7 l (6 + 1 reserve).

Since 2001, they began to install a different carburetor, but this did not change the main characteristics, fuel consumption decreased slightly.

Unlike other versions of the brand, here the engineers decided to use third-party development. Carburetors were supplied by the Japanese company Teikei .

Transmission and clutch

The motorcycle was equipped with a 5-speed gearbox. The switching pattern was standard.

Many bikers note the clarity of gearbox shifts.

Users noted the extraordinary smoothness and clarity of switching . True, there were cases when, instead of neutral, some other, not necessarily second, gear was engaged. “He sometimes switches gears according to a pattern that defies ordinary human logic. Roulette with one cartridge."

Drive by chain.
The clutch, according to the design typical for all Yamaha models, is multi-disc, oil bath .

Brakes

One of the details that did not characterize the bike from the best side were the brakes. Until 2001, drum versions were installed on both axles .

Until 2001 there were only drums here. With them the motorcycle braked very mediocrely.

When the generation changed, the front received disc:

number of disks – 1;
diameter – 220 mm;
support – 2-piston,

The rear ones remained unchanged.

Front disc brakes with a diameter of 220 mm.

Modifications

The generation change was the only official modification of the model.

Yamaha TW 225 is a rare guest in both foreign and domestic markets

In 2002, a limited number of bikes were produced on its basis, smaller in size, but with a more powerful engine. The modification did not receive an external name, but by analogy with the base model it was dubbed Yamaha TW 225 . The model did not appear in foreign markets; it was also difficult to find in domestic markets.

Weight

Curb weight - 126 kg.

196 kg is a lot for Enduro..

The bikes supplied to the US markets were heavier . All American models received chrome trim to the maximum. But at the same time, the overall dimensions changed only once, with the change of generation.

The first data is before 2000, the second is after. The first and second generations, respectively.