Preface
As it turned out, in the summer there are a sufficient number of promotions of different dealers and brands, since this is the most fertile time for recruiting new customers. In this case, the promotion was carried out by the Dutch dealer network MotoPort, which invited everyone to the so-called “opstapdag” (something like a “trial day”), where you can either try to ride a motorcycle without having a license at all, or (which for me was much more interesting), try “something different”. So, armed with review data and narrowing the choice to two models, namely, the Yamaha TDM 900 and Honda CBF1000, I decided to take the plunge and try what they eat with.
Lyrical absence or agony of choice
After trying Goose, I was clearly struck by the fact that nothing suited me and I began intensively scouring the Internet for alternative options for a good motorcycle for every day.
At some point, a crazy thought drove me towards the nakeds, after which, with the effort of the remnants of rational thinking, the gray mass between the ears was inclined towards the CB1000R, but, as happens in this life, chance put everything in its place. After another day at work, I drove along an unfamiliar road, and then in the evening I replayed the same route in my head on the “cool naked” CB1000R and realized that one thing doesn’t fit with the other. This kind of waste makes you “light up for no reason” and confidently “tear everyone one by one and together into rags,” but in fact you want to calmly, without proving anything to anyone and without throwing yourself under the wheels of another teenager in a retuned Golf, get to your destination with a sufficient reserve of power and (which is important) stroke (CB1000R for a long time without nipples... can’t withstand gas pumps). In general, we pull ourselves together, grow up and think about more “serious” spendthrifts. And then the thought smoothly flowed to where we actually started... namely, the road workers.
Due to Yamaha’s “commitment to the brand,” until now, the solid TDM that has remained unchanged for years has been chosen as a candidate. The rest is either too off-road (and you need to look for this here, and in 10 years I’ve only gotten out of the asphalt once (!)) or sporty (spare your arms and back) or the price (I’m not yet ready to pay [much] more for the bike than for a car). As a logical continuation of the 4-cylinder road family, the Honda CBF1000 was chosen, with a semi-fairing, locomotive (according to reviews) thrust throughout the entire range (“the cat” until you spin it won’t do any good, but driving at 8 thousand rpm in the city... oops, “countryside” , somehow awkward).
Reviews of Yamaha TDM Rating: 4.1 out of 5 8 reviews found
12.04.2013
I decided to sell my TDM 850 from 1992, and of course I posted an ad for sale on this site. I started typing a description about the motorcycle I was selling, but I got so carried away that I ended up with a lot of characters that didn’t fit into the description block, I had to cut it down a lot. Of course this not a specific review, but still, you never know who will be interested in reading, maybe they will deduct something useful for themselves. I have owned TDM for the second season, before that I had a Baltmotor Classic 200 - Russian-Chinese nonsense that disassembles parts into parts while driving, but because... this was my first motorcycle, I was basically happy with the choice, then I bought a TDM and then my motorcycle life took off, I started riding serious long-distance trips, etc. So, here’s what I tried to cram into the 2000 characters allocated for explanations: ————————- The '92 Yamaha TDM 850 is looking for a new owner who understands that the year of manufacture for motorcycles is not as significant as for cars, and that the TDM is a large road enduro, which means small scratches on plastic and other parts are normal. But since this is also a road motorcycle, it feels good on the highway, and the new owner will be able to reach high speeds, and will not be blown off the motorcycle due to the plastic fairing (like a sports one), and will be able to cross the 100 km/h mark in 4 seconds, still 850 cubes is a good volume. In general, they say correctly, it would be good to have an enduro, sports and road bike in the garage - but you can buy one TDM motorcycle that will have all these qualities. Now to the point: The motorcycle served me the entire last 2012 season, and this 2013 season I’m on it too opened it. I rode around the city and intercity almost every day. I also made two long-distance trips on it, the first to the shores of the Arctic Ocean, the second long-distance trip to the Caspian and Black Sea. Of course, I drove mostly on asphalt Russian roads, but also I did not deny myself the pleasure of turning off the road, and further from the road, with fords, sands, bushes, hills and holes. The motorcycle showed its best side in all respects on different road surfaces, and made a discovery for me that you can ride wherever you want and however you want, and I consider the TDM to be the best all-terrain motorcycle. I filled it with 92 gasoline, probably of dubious quality, but on This did not affect engine performance in any way. No way at all, I think you can add a little 80 mixed in and the bike will run. In short, it is omnivorous, and also relatively economical - consumption on average is 5.5 liters at an average speed of 130-150, and the tank volume of 18 liters allows you to pass by frequent gas stations on the road and refuel every 300 km or more, and not waste time on questions from the gas station attendants: “How fast is it rushing? How much is he eating? How much is it worth? "In September last season I changed the rear tires, on which I drove only 4000 km, so everything is OK, the front Metzeler cylinder is in good condition - it will serve for another season without problems. At the same time I changed the front brake pads, I didn’t touch the rear ones — they are not particularly worn, the discs are in order. The mufflers are stock, normal, do not fart and do not emit blue smoke, because the engine is in excellent condition, I’ll explain why later. The TDM is a very oil-guzzling beast, up to a liter of oil per 1000 km. This is true for many, but this particular motorcycle had its piston parts (cylinders, rings, pistons) changed a week ago. The valve stem seals were also changed and the spark plugs were replaced with new ones. Compression after the manipulations showed 12.5 points in each pot, which indicates its excellent condition, and the motorcycle will serve the new owner for a long time, and it will not require oil addition for a long time . After the repair, I drove about 600 km and the oil consumption was not detected at all, not like before :) Well, since the piston was replaced, I also had to change the Agip oil with an oil filter, and a new VARTA gel battery (I have a receipt). Front and the rear sprocket is in new condition, i.e. no wear. The gold-plated chain is in excellent condition and does not stretch at all, which surprised me a little. Well, I lubricated it every 300 km with white MOTUL lubricant. The motorcycle is universal, the seating is comfortable, the legs and arms do not become numb, the wind protection is better due to the enlarged touring glass . Once I drove from Gelendzhik to Ryazan (1400 km) in one day (I was surprised). If anyone wants to get the status of “iron ass” with a badge, then TDM is quite suitable for this purpose. For those who like to drive on a grader, a durable aluminum engine protection is installed, and in the event of a collapse of the Iron arc, they will protect the sides from expensive plastic repairs. Moreover, this The motorcycle has heated handles, which is also important in the off-season. There are arches installed for installing side panniers or for textile trunks to hang normally (I won’t give you a central pannier in addition, I need it on the new TDM 900). For lovers of night rides, the installed ones will be very useful bi-xenon headlights, with which the road at night is visible as during the day, but at the same time drivers of oncoming cars do not go blind, and besides, the electrical load on the generator is less than that of conventional light bulbs. For my long-distance trips, I used a navigator that charges immediately from a 12-volt socket in the dashboard panel, this cigarette lighter will be very useful for the new owner :) ——————————————-By the way, dear reader, the offer for sale is relevant. It is on the TDM list, for 130,000 rubles. Ryazan.
Try
So it’s Groundhog Day... in the “opstapdag” sense. As soon as the family let me go, I rushed to the dealer, not forgetting to take my license with me. Instead of the expected crowd, there were five heels of bored “potential clients” lazily looking around at everything. I looked around again and licked my lips at the cute Yamaha FZ8, but after sitting down and touching the plastic, I left it standing without regret. Landing with an inclination forward, i.e. in half an hour, hello numb hands and this plastic... in general, it’s only cool in appearance, but feeling the bending fairing under your hand is somehow unpleasant. OK. Let's start pestering the sellers. — Are you trying here? - Like we have... - So. - What are we focusing on? — Road workers, sir...
Yamaha TDM 900
The first to offer to saddle TDM. There was no demo model, they kicked me out of what was in the room from a used one, but at least it’s the 900th, not the 850th :). The specimen, as it later turned out, was quite well-worn. 2002, 64 thousand km on the odometer and with... three panniers. The first thought is that the main thing is not to rush between cars out of habit, otherwise it will take a long time to file an insurance claim. By the way, to close the topic of panniers, I don’t know who rode it, but getting on the motorcycle turned out to be a non-trivial task. My “stretch” was barely enough, while the seller with clearly more experience had no less of a problem. Okay, having solved the problem of an empty gas tank in 5 minutes, they gave me a “horse for walking.” I’m sitting high, far away... well, let’s go. The first couple of meters showed that the “old man” had enough torque at the bottom, I successfully dangled in the seat from the jerks of the clutch being released at the wrong time, but got used to it the third time.
Of the good. Despite the respectable mileage, I would say that the bike (or rather, the engine) turned out to be more pleasant than the V-Strom DL-650 and F700GS. I don’t know what this is connected with, but it is still more powerful and clearly has enough torque. Still, there was no “undermining” and the rev arrow “lives” in almost the “automotive zone” (obviously limited “room for imagination”), but there were no particular complaints about traction. There is pickup, but not under the ringing of an in-line four, but under the confident rumble of a two-wheeler (in this Yamaha almost won me over - this is not the rattling of a BMW or Suzuki, but a completely sedate bass). Still, there is a charm in a two-room apartment, although I only felt it on TDM (by the way, people call it “Tygydym” :)).
To put it mildly, I was not happy with the cornering. Despite the comfortable seating position (unlike the F700GS) and the adequate width of the steering wheel (unlike the V-Strom), I specifically had to steer into the turn. Before this, in my driving practice, the steering wheel was used only when turning (and even, rather, turning) at a walking speed, but here, on a completely adequate rotunda, which I pass 2 times a day, I began to “twist” the steering wheel. “Strange”... When I returned I complained to the seller, he drove it around and said that it was really abnormal, like the pressure in the tires combined with wear and all that. Although at the same time I scratched my turnip - yesterday, supposedly, people rode around for half a day and said nothing. I didn’t specify, but I suspect that the purchase was not discussed...
To top off the topic of steering, despite the seemingly comfortable steering wheel, towards the end I began to feel a slight ache in my palms. Either I had to steer so actively, or the handles were still slightly turned “inward,” but I wanted to “straighten” the steering wheel slightly. Having tried the new one again, I still don’t understand whether it is so, or just a glitch.
Another positive thing is a comfortable seating position, a pleasant solid “sofa”, in some ways akin to a “cat” gear, the gears are switched quite sanely, it’s not for nothing that people easily spend several thousand on them per trip.
In general, “to complete the experience,” I made an additional detour and returned to the dealer. There I talked a little with the seller - according to them, Yamaha dropped the price this year (I didn’t keep track, I don’t know), which made it even more attractive, but it obviously didn’t blow me away :-\.
The bottom line is that it’s quite possible to live with TDM, but for me it would clearly be a compromise, especially when compared with...
Honda CBF1000
In fact, I didn’t immediately expect that they would let me ride. They gave me one, and that was good :), but, apparently, there weren’t many people there, I had a blaze of enthusiasm in my eyes, and they finally rolled out the newest one they had (they didn’t have a completely new one), 2010, with 20 thousand km on the odometer. In fact, the latest model, with “variable geometry” of the windshield, one exhaust and new optics.
The beginning was fun - it... didn’t start. But the thing is, the dead battery was solved in 15 minutes, however, we had to unscrew two bolts to remove the driver’s seat, under which there was, in fact, the battery. Slightly unusual, especially considering that in the “cat” everything is filmed at once (and on TDM too). Well, that's not the point. Just a quick note - when traveling you need to have the appropriate key with you, otherwise you won’t even be able to recharge.
They started it. Hmm... buzzing. It doesn’t puff, doesn’t rumble, but just “buzzes.” “Funny”... But the main thing is how does it drive? The fit turned out to be, I’m not ashamed, perfect (about 10 years ago I had the same thought from the “cat” - “they cut it for me”). I sat down and everything was in place. You don’t need to reach for anything, your arms just lay down, your legs become. Hm. We stick the gear in (no ringing of a “gremlin blacksmith in a Yamaha cap”, quietly and measuredly), lightly throttle and... nirvana has arrived. The closest thing I could come up with was an electric motor. From the very bottom, the first couple of thousand are just trolleybus traction, no twitching, coughing or shaking. It even became fun. Well, okay, the main thing is that it’s not always like this. And then you can fall asleep! But everything is fine. It’s just great, because if you unscrew and “send” the needle in the direction of 10 thousand, then the combat history of this engine makes itself felt. Without stupidly lifting the front wheel, it, as befits a decent locomotive, “rushes” in the given direction without a single hint of embarrassment or lethargy (but also without unexpected “pickups”, which at certain moments can be very inappropriate). At the same time, a very decent aria is emitted through the exhaust pipe, which is usually located on the starboard side. What else do you want? For the first time in the last 8 years I again wanted to have fun screaming in a helmet along with the engine :). And I thought this kind of excitement had already passed...
The very first turns put a finishing touch on the verdict - this is my spendthrift! I have never ridden on these paths so fast (and I drive there to work every day). I completed the entire “circle” (at least according to my impression) two times faster than on TDM. At the same time, without really disclosing the speedometer numbers, I can say that I have not yet decided to “fly” along these “convolutions”. The presence of traction throughout the entire range opens up much more room for maneuver in those places where the “cat” peacefully “purred” behind a line of cars. By the way, on the way home in the “cat” I decided to repeat the race, it turned out much louder (more resourceful) and with much less impact from the brakes... The latter made me think hard about the wisdom of this experiment.
By the way, about the brakes - I have long been attracted by the idea of a “joint” Honda brake, and after trying it I was not disappointed. For the last 5 years in a “cat” I have completely stopped using the rear brake after another “skid” with the rear wheel blocked from sudden braking on a wet highway (if there is a passenger, it is a completely different story - the weight distribution and requirements for the brakes are different). Somehow this did not add confidence to me and I simply developed the habit of placing my right foot away from the rear brake foot (for those who don’t know, the front brake lever is under the right hand, the rear brake foot is under the right foot, almost all motorcycles have separate brake levers, but Honda has its own system for activating both when you press one of the brakes). As a result, when changing the front pads, the old ones remained in place, since there was practically no wear... Some might say that it's gone. I would agree, but not in this case, especially if such “vulgarity” will save you in a suddenly critical situation.
With Honda, oddly enough (considering the city’s predisposition to careful, measured driving), I even managed to try ABS when the “handsome guy” in front of me suddenly decided to turn right, forgetting to inform other road users about it. A slight short squeak of rubber and oh-so-confident braking only added pluses to Honda’s piggy bank. Whatever, the brakes must be at their best (and not make you nod or even throw the rider out of the seat).
From “so-so” it doesn’t give the impression of a “liter”. Externally - just 600, and even with one (from 600 and inherited, by the way) burning headlight. Squalor. This is the first modification to make - turn both headlights on for low beam.
One of the really nitpicking things is the short arms ;). Probably, after the headlights, the second modification is to install elongated tips, which somehow look and feel more comfortable. Well, for completeness’ sake, the digital speedometer is pure show-off. As for me, the analog needle (of a reasonable length :)) is great to read on the go. Or maybe I’m just drawn to the classics :). But even analog instruments can still be ruined by the same show off - the numbers on the CBF's tachometer just need to be learned by heart - the thin non-standard font is hard to read on the go. Why ask... Otherwise, the tidy is adequate - not a “garland” of flashlights like on the V-Strom, but a completely visible row of readable light bulbs (and without a useless gear indicator except neutral! :)).
Well, the last thing... Probably just inspired by the reviews - can such a spendthrift get boring? They say yes, but a much more interesting question is - can you ride it for fun and a lot? But here it’s a definite “yes”!
Test drive Yamaha TDM 900
Opinion: Valera DRIVE.
Height: 186 cm.
Weight: 120 kg.
Driving experience: 25 years.
Drives: Honda XL650V Transalp and Suzuki DL1000 V-Strom.
“Out-of-class” - this motorcycle was born with such a label, it lived with it and modernized, being “one in three persons” - road worker/tourist/enduro. But, since it has long been known that hybridization is the search for the best combination of qualities through their compromise, it is clear that the acquisition of new advantages always leads to a “tail” of disadvantages. Not without them in this case either.
The 850 went through two serious modernizations (in 1996, the engine received a new crankshaft (with 2700 cranks, like V-twins, which gave the ordinary in-line engine a sound characteristic of V-twins) , and in 1999 - a new clutch, carburetors and gearbox).
With each modernization, the rating of the TDM 850 climbed up the mountain, and the model became increasingly popular, but still by the beginning of the 21st century it looked archaic: motorcycles with aluminum frames and a fuel injection system were already in the lead. In 2002, it was logical to introduce the TDM 900, which was freed from these anachronisms. When the V-Strom test with Varadero was being prepared, there was an idea that the TDM 900 would accompany them, but now it became clear that this would be unnecessary.
There are too many differences between them. Let's get acquainted with a motorcycle that is misunderstood by many, but at the same time adored by those who understand it.
I will probably have to be included in the first group, because in the short period of time that I communicated with “TyGyDym” (that’s what the Russians called him for the way the engine works), I was never able to fully understand him, he is so unusual and does not fit into the usual ideas about motorcycles. What's so unusual about it? The rather aggressive appearance has its own charm, and it is attractive, that is, it attracts attention and even fascinates, while the “face” of the TDM 900 looks absolutely individual and fresh even now, even regardless of the age of the motorcycle. But the proportions of the “body” already raise questions. Similar to a slightly enlarged mid-sized road bike, thanks to long-travel suspensions, it has considerable “height”, usually characteristic of enduro, and fairly developed side fairings, like those of medium-sized “tourists”. The dry-sump motor is reminiscent of its rally-raid origins. But exhaust pipes laid directly under the engine neutralize the advantages of “long legs”. All this eclecticism suggested that in the movement “TyGyDym” could be ambiguous.
An engine running at idle is definitely a bummer! The very first kilometer of city traffic showed how ambiguous the character of the engine is: in the range from “idle” speed to the 2200 rpm mark, crawling in a “traffic jam” is pure torture: the motorcycle moves jerkily, as if jumping at every slight turn of the handle. The situation improves dramatically only after the tachometer needle crosses the three thousandth mark. The engine is cheerful and quickly (as a parallel twin should do) spins up to the red zone. Although it cannot boast of sportbike acceleration dynamics, it is still better than most classics and road bikes. The only thing I didn’t like was when accelerating and driving, you had to rest your heels on the pads above the mufflers.
I liked the feedback of the throttle in the 3000 range - the “red zone”, the clear operation of the clutch and the quite satisfactory gearbox (which was much criticized for its noise and unclear operation on the previous model). On a warm engine, when searching for “neutral,” the foot often skips this position. I can’t help but note the performance of the front double-disc brake with calipers from the R1. The highest information content and efficiency of its operation allows you to save on optional ABS, and thanks to the weight distribution with a weight shift forward, with certain skills you can perform spectacular stoppies. True, the same weight distribution, enhanced by the slightly inclined position of the pilot, plays a “bad game” with the rear wheel: during sharp downshifts and with aggressive use of the brake pad, the TDM “sweeps its tail” (especially intensely on new tires). But I think that as soon as you seat a passenger and place “-eleven” kilograms of cargo on the trunk, this effect disappears. However, those who own supermoto equipment will consider this quality an advantage, not a disadvantage, and will be able to actively use it when taking sharp turns.
The suspension is good for two reasons: power reserve, energy intensity and the ability to completely adjust the rear shock absorber exactly to suit you. The latter is very important, since neglecting the adjustments negates all the advantages of TyGyDym on poor surfaces.
As for the tourist component, you can’t do without buying the highest possible glass - standard wind protection is simply not good at all and is only suitable for driving around the city. You will also have to purchase the rest of the “luggage and trunk” body kit, as well as engine protection (both lower and side). But, given the initially low price of the new model, this will not hit the wallet too much, especially since the versatility of using the TDM900 will increase sharply, and buying two more motorcycles will be incomparably more expensive than turning the existing one into a multi-purpose one.
Considering that journalists’ first impression of an untested motorcycle may be incomplete, and also that readers are usually interested in opinions after long-term use of the equipment, we decided in this test to deviate a little from the rules and give another opinion about the Yamaha TDM from owner of the exact same motorcycle.
Opinion: Vladislav Sofonov
Height: 180 cm.
Weight: 75 kg.
Driving experience: 7 years.
Rides: Kawasaki ER-5 Twister.
I love traveling, and of all the motorcycles, I like touring models the most. Apart from the Golda and the Pan-European, the Yamaha TDM is the next motorcycle I'm making plans for in the future. I understand that it is not entirely correct to put these three motorcycles in one line, but, in my understanding, they are all tourists, only the first two are completely ready, and the TDM is a kind of blank that should only be retrofitted to suit your needs. In addition, Yamaha costs much less, which means that a much larger number of motorcyclists can afford to buy it. Due to such partiality towards tourists and this model in particular, I could not refuse the opportunity to try out the motorcycle in action.
Already in the first minute of the test, I understood why people call the motorcycle “You-Gee-Smoke.” This is all due to the fact that the in-line engine works like a real “vehicle”. And its “You-You,.. You-You” at low speeds cannot be confused with anything else. However, it is at low speeds that these “You-You,.. You-You” cause some discomfort: when starting from a standstill, and even more so when riding at speeds up to 2 thousand (for example, in stretches) the motorcycle jerks strongly. So you shouldn’t lower the tachometer needle below this mark. However, this behavior at the “lower” range does not spoil the impression of the engine. His full potential is higher up the scale. As soon as you add some 500 revolutions, it already pleases with good traction, and the TDM900 confidently picks up speed. Up to the cutoff, the engine does not experience a noticeable pickup, but only a smooth linear increase in power. This is the advantage of twins, whether inline or V-twin. They have high output already in the mid-range of revolutions, and there is no need to rev the engine until a pig squeals in order for the motorcycle to accelerate briskly.
The gearbox worked smoothly during measured driving. When switching, a click was always heard and felt. But during active acceleration and high engine speeds, the gearshift lever for some reason “wedged” and to engage the higher gear, more effort was required than usual, and the gear was engaged only on the second or third attempt. Perhaps this was due to unused components of the box (the motorcycle was completely new) and over time this “glitch” will pass, but an unpleasant aftertaste still remained.
It is unclear for what reasons, but before the test it seemed to me that the Yamaha TDM would perform well on moderate off-road conditions. After the test, this thought completely disappeared from my head. Shod in purely road tires and not having much ground clearance, the Yamaha TDM has nothing to do outside of public roads.
During the test, it was drizzling lightly and on slightly wet asphalt the TDM very often left black streaks from the rear wheel - even lightly pressing the rear brake pedal led to it locking. It’s a pity that due to the weather we were not able to test the full power of the front brakes. Two 4-piston calipers from the R1 in combination with 298 mm discs have high potential. I liked that they were easy to handle - when you lightly pressed the handle, they worked very smoothly, but even for a sharp slowdown, only two fingers were enough strength. There were also moments when ABS was sorely lacking. It’s no wonder Yamaha offers a choice of two TDM models (with and without ABS). Believe me, having experienced the delights of this system at least once, it is subsequently difficult to refuse it. And on a bike like the TDM (with its tendency to suddenly lock up the rear wheel) it should be the default setting.
Since the stock TDM is sold without a touring body kit (saddlebags, bars, protection for handles, etc.), it is more reminiscent of an ordinary road bike with all that it implies: high traffic jam performance and maneuverability in the city, good resistance to gusts of wind and a high maximum speed ( when installing panniers, the recommended speed is reduced to 120 km/h). The seating position is quite comfortable. Only given the considerable dimensions of the motorcycle, its handlebars seem too narrow - every now and then you want to spread your arms wider. And in general, driving a stock TDM, as for me, is completely uninteresting and impractical. But equipped with three optional panniers, a high windshield, wind shields on the handlebars and other touring components, it will become completely different, full-fledged... And the “naked” TDM, as I already said, is just a blank for a “tourist”, and nothing more Togo.
Opinion: Richard Kazeev.
Height: 185 cm.
Weight: 126 kg.
Driving experience: 7 years.
Rides: Yamaha TDM 900.
I got the motor when it was two years old, but with only a little over eight thousand kilometers on it. The price was so attractive that I bought it without hesitation, especially since before that I had ridden the previous version with the “850” engine for two years and managed to “get attached” to this motorcycle. What attracted me so much to him? Its incredible versatility! I need a motorcycle, as they say, “for every day,” but I also love to travel, and not only abroad, but also in Ukraine, I travel a lot, but we don’t have roads - only directions. TDM is excellent in this regard - it is light in itself, quite narrow in body, has a high steering wheel that passes over the mirrors of cars and is easy to steer even at a speed of 5 km/h. These advantages are very valuable for a city with its dense traffic. Many, seeing the pipes passing directly under the engine, believe that TDM is not capable of overcoming the edges. This is wrong. When avoiding traffic jams, I storm standard low curbs without any problems, I just do it carefully.
The engine, although not very powerful by modern standards, is very high-torque and has a certain sporty “zing” - it spins easily and cheerfully, and, as they say, “all the way.” But he doesn’t like low revs at all: the motorcycle starts to move at least somehow only after the 2500 rpm mark.
Now the odometer shows a little more than 45 thousand kilometers, more than two-thirds of which I covered on various long-distance trips. The last one, in September, more than ten thousand kilometers long, went to Portugal. The handling of the “900” is good in gentle turns of low mountains, although it goes steadily on the autobahns, but the wind protection is weak: after 160 you need to hide behind... the highest tuning “windbreaker” (which I installed immediately instead of the standard visor). A comfortable cruising speed is 120-140 km/h, but if you drive for a very long time, the “fifth point” becomes stiff on a narrow seat, then you can get up and ride standing, holding the tank with your knees. The headlights are strong enough to move around in the dark, although I would put xenon in the “low” headlight.
Text: Valera DRIVE
Photo: michel
conclusions
Either the TDM is so unsuccessful, or the Honda is so adequate, but doubts disappeared in the first hundred meters riding the Honda. Having calculated the cost for an estimate, I realized that for the price of a new TMD, by giving away a “cat” in addition, you can get a new Honda CBF1000 and enjoy it endlessly (or at least another ten years). But whether I’m ready to “splurge” on a new moneymaker is a separate conversation ;).
ps
The last “painful” question is color! I really didn’t think that everything could be so bad, but besides red (baby, a relic of the past ;)), gray (well, no good!) and black and white there is nothing else! Horrible! The black is quite neutral, but the scratches on it are too visible (why isn’t there a matte black like on the CB1000R??). The V-Strom looked stylish (yes, unlike many journalists, I always liked the appearance of the V-Strom), but the CBF... and so it’s a sheep, and then there’s also a black one ;). It is difficult to say how “visible” it will be on the road. And white... until recently was considered “unsaleable”, but somehow a couple of years ago the opinion changed and it became quite “quotable”. And for such a “liner at heart” as the CBF1000, I would say it’s far from the worst option!
Share link:
- Click here to share content on Facebook. (Opens in a new window)
- Click to share on Twitter (Opens in new window)
- Click to share on Pinterest (Opens in new window)
- Click to share posts on Tumblr (Opens in new window)
- Click to share on LinkedIn (Opens in new window)
- Send this to a friend (Opens in new window)
