THETEST

WORDS BY DAMON I’ANSON + PHOTOGRAPHY BY CHIPPY WOOD AND TOM CRITCHELL (STUDIO)TEST TEAM: DAMON I’ANSON + PETE BOAST+ MARTIN FITZ-GIBBONS + PAUL SWIFT

Accessible, easy-to-ride all-rounders may not grab manyheadlines but they can deliver the goods all the same

Easy all-rounders

Yamaha TDM900£6349, 190kg, 73bhp, 136mphEvolved in 2001 from the bike thatstarted the big trailie road biketrend, though it’s more road-focused than most. All-day comfort,easy power delivery and smoothroad manners mean time has barelywithered it.The old TDM was an 850 and lasted a decade from 1991. Owners loved it, despite the poor finish. The 900 is better put together.

BMW R850R£6710, 218kg, 67bhp, 124mphThe entry-level BMW flat-twinshould make a fine all-round roadbike – so long as you’re not lookingfor kick-in-the-pants performanceand don’t mind an OAP image. Can traditional values, a shaft, plusTelelever make for the perfect bigbike introduction?The old R850 was any number of air-cooled flat-twins dating back to Moses.

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Honda CBF600S ABS£5199, 202kg, 66bhp, 130mphPossibly the most sensiblemotorcycle since the HondaDeauville. Capped power outputand anti-lock brakes reinforce the ‘first big bike’ credentials; big saddle and fairing up the usefulness.The old CBF could have been the faired Honda Hornet, whichdonated the engine. Though it lost22bhp in the process.

Triumph Sprint RS£6349, 199kg, 82bhp, 139mphIt holds a big capacity advantage in this group, but it’s only oneinsurance group higher than theTDM and is competitively priced. It’sbeing dropped from Triumph’s 2005range, but there are still plenty tobe shifted from showrooms, sothere’s every chance of picking up a 2004 Sprint at a bargain price.The old Sprint RS This is the oldSprint RS.

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There has never been a test quite like this. Full-on science meets mile after mile of gritty, real-roadblasting.Whatever the bike, whatever the weather, the Bike Test will deliver the definitive verdicton which one you should buy. Road testing will never be the same again. Part one is the revised,tougher-than-ever Bike Test Route: 440 miles of hand-picked roads. From tyre-blisteringly fast Aroads and twisty back roads to soul-shrinking motorways and the trickiest of rush hour towns, theroute will highlight the best and worst of a bike’s behaviour. Part two is the test track. Pushingmachines to their limits around the notorious Bruntingthorpe test facility, we measure top speed,acceleration and braking, then put in a dozen laps of the fast, bumpy circuit to pinpoint which bikehandles best and why.There’s more. Part three is the perfect weekend: we do track days,touring… whatever’s necessary to see how each bike will cope on your dream weekend. Partfour is dyno testing, home servicing and living with it. Only then can we reach a verdict. Believe it.

TESTROUTE

TM

The Bike Test RouteWelcome to the future of road testing

Motorway 154 milesUrban 7 towns,

23 villagesA Roads 124 milesB Roads 132 miles

THETEST

‘The wonder of theTDM is its incredible

versatility’

85

IT CAN BE TOUGH climbing back aboard somebikes for the long motorway trek home on thelast leg of the Bike Test Route. Knees, shoulders,back, neck, or butt – on most bikes somethinginvariably twinges, aches or downright hurts bynow. Even bespoke tourers, wrestled through thetight stuff for mile after mile, will have testedback muscles; sleek sports tourers, encouraginghigh speeds, will be starting to test forearms andwindblast makes for pains in the neck.

No such stresses or strains on Yamaha’s TDM.It is wonderfully comfortable everywhere. Frombouncing through sheep country to purringalong in motorway traffic the soft, long-travelsuspension soaks up bump and ripple, while thewide saddle further cossets the arse. Controls arefeather-light, so hands are unstressed and weightis kept off wrists, while pegs are positioned sothere’s no straining to keep the upper bodyslightly canted forward. Loads of legroomcompletes the act and, with such a high ride,doesn’t compromise ground clearance.

There is a price to pay for all this softness andthe bill comes when the TDM is pushed hard.Any surface undulations can set up a wallow thatpushes the bike wide if you keep trying it on and,generally, this is not a fast turning bike. Thetrade off is straightline stability and so long asthe wallow is avoided, nothing puts the TDM900off line. Except perhaps the rear Dunlop, whichhad the bike unexpectedly slipping and slidingwhen full torque was used out of tight bends andtracking around over white lines.

The bike’s softness shows on the brakes too,with the front plunging under the influence ofthe decent set of sensitive stoppers. It doesn’tmuch matter in a straight line, where there’s the travel to cope, but it does affect the bike’sgeometry, getting the front squirming if you jamthe bike into a turn while still on the brakes. Butthen the TDM isn’t really designed to be riddenlike a supermoto… though it’s a lot of fun trying.

Better to relax a bit, sit back and dabble withthe liquid-cooled parallel twin, adopting arhythm that perfectly matches the easygoingchassis. Drive lives anywhere above 2000rpm

and it pulls as clean as a polished whistle all theway through to the rev limiter – which saw a bitof action thanks to the motor’s smoothness anda wide power spread that makes the huge tachoredundant. The gearbox clicks crisply from cogto cog, perfect for short-shifting, rolling on thetorque and striding past lines of A-road traffic.

Considering the motor’s a reworking of anunfashionable parallel twin, dating from theTDM850 of 1991, it is one hell of a road bikeengine. The numbers may be relatively small bytoday’s standards, but the pull is instant, powerseeming always to be just where it’s wanted, justwhen it’s wanted. Compared with the BMWR850, the Yamaha is a rolling roll-on reservoir of get-up-and-go. And it’s not very far off the big Triumph, either.

Pulling hard down the slip-road the motorthrums through the bars. Up to 70 in a trice,snick top and settle to an 85mph cruise. On a steady throttle all vibration – all vibration –smooths to the point that the bike seems to float on air, while mirrors stay crystal, adding to the relaxation factor. Much above 90 thewindblast gets a bit much, but stick below thisand the TDM is as all-day comfortable as it gets.

This is a bike that can hustle when asked to,but is at its best when not in a frantic hurry. Overthe course of a day out it’ll cover as muchground as anything, but it does the distance in an amazingly relaxed manner, whatever theterrain. Everything functions simply and thefinish is good for the money. This TDM did,however, manifest a technical problem. After asoaking it was running on just one cylinder upuntil 4000rpm, where the other would cut inwith some gusto. Generally though, TDM900shave built a very good reputation and we’ve notexperienced such problems in the past.

The wonder of this machine – and one of the reasons for its incredible longevity – is itsversatility. It makes a great first large capacitymachine for the long legged, but is equallyentertaining for the more experienced. It’s abrilliant commuter, blissful distance bike andserves up plenty of thrills if you look for them. >

It’s tall and has great legs – no wonder it’s easy to spend all day with it Yamaha TDM900 £6349

+ Throttle free-play is critical to keepingthe motor’s pick-up smooth.Too muchslack makes the fuelling feel snatchy.+ If you’re doing a lot of winter miles, fitan aftermarket pipe, because the internalscan rot and a replacement original withtwin cats costs £600.+ The rest of the bike is well finished –wash the salt off and it will look good for years.+ Servicing is reasonable – you’re looking

at about £150 for the 6000-miler; £190at 12,000 miles (when the plugs getchanged).The valve clearances aren’ttouched until 24,000 miles!+ A change of tyres works wonders.Bridgestone BT020 boots give better grip than the Dunlops, but still last well.+ Yamaha do a full range of touringaccessories, the most useful of whichinclude hard luggage, a centrestand,heated grips and higher screens.

LIVING WITH IT Everyday life with a TDM900

It must be the TDM900 because...Your arse is glassand you commuteto Marrakesh andback every day.You need to chillout and slow down.The piles, herniaand sciatica arecatching up.

IN A NUTSHELL

Weather Damp,dry. Dry! TorrentialTraffic Light,medium. Heavy on motorwayTime taken7 hours 30 minutesAverage speed57mphFuel used 48 litresAverage mpg 40

MotorwayRelaxing, soft andoh-so smooth.Mirrors areexcellent, saddlewide, positionroomy and thefairing works wellat a sub-ton cruise.40mpgTop-gear cruising70mph = 4000rpm100mph = 5600rpm

TownSuperb – if you can touch the floor.Slim, agile and theclean fuelling andlofty view make life easy.

Fast A-roadsPerfect powerdelivery and ariding position witha good view makefor slick progresswith comfortaplenty. Makesriding fast easy.37mpg

Twisty B-roadsGreat at soakingup poor surfaces,but won’t hold areally tight line ifyou go racingsportsbikes.A greatplace from whichto admire the view.40mpg

SummarySoft, but a superbly practicalall-rounder withvery long legs.

TESTROUTE

TM

86

FOR MORE THAN 400 MILES I struggled to find a really good reason for this bike’s existence. Iwondered as it wheezed up hill, pondered as itclanked down dale and puzzled as it struggled,breathless, throttle cables banjo-tight, past lorriesthat seemed to grow longer, oncoming carsseeming to come on faster. She’s not exactlymuch to look at and is hard work set against therest of the bikes in this test. I’m still struggling.

Like the Triumph Sprint RS, there’s a lack offeel and finesse at the controls compared withthe Japanese bikes, which makes everymanoeuvre two per cent harder. The BMW’stwistgrip feels uncomfortably heavy after a fewhours and begins to irritate way before then. Theheaviness, allied to an excessive degree of travel,is most unwanted on a bike that needs its gripbanged to the stop on a regular basis.

The engine pulls cleanly, but not strongly. It’sdull from tickover to redline, despite a small pickup in motive pace in the 6000rpm region. Infirework terms it’s not just a damp squib, it’s asthrilling an experience as waving a baby sparklerat arm’s length wearing welding mitts. TheR850R doesn’t have the lungs, needs revving forscant reward and lacks the hard-pulling, torqueycharm of BMW’s bigger flat-twins. And theYamaha TDM’s mill, with just 50 more ccs,dwarfs the BM’s right across the board.

But where the BMW competes with all-comers is in the confidence stakes. Like allTelelever BMs, there’s fantastic composure on the brakes thanks to the restricted dive matchedto a braking system fit for any sportsbike.Insubstantial urge in a big, ultra-stable chassismeans you’d have to put in a mammoth effort to trouble the thing. Steering is slow-to-neutraland the wide bars help keep it fairly agile – it’llout-turn the TDM and on smooth twisties it’s ahandling match for any of the bikes here, withgenerous ground clearance. It feels very sure-footed, but then so it should, the chassis beingtaxed by only 67bhp.

On rough surfaces the ample feedback is lessreassuring. The Telelever front end remainstotally untaxed, but at the back the suspension

feels choppy – soft for the first few degrees ofmovement before going hard and banging yourarse out of the saddle. It never really gets out ofshape, but this behaviour might come as anunwelcome surprise to the novice rider.

Another surprise is a lack of comfort. It’s notthat this bike is particularly uncomfortable, just that with the high, wide bars and big, well-padded saddle, more was expected.

The seat looks very low to the ground, but itswidth means that even on the lowest of its threeeasily adjusted positions I (31in inside leg)couldn’t get both feet flat on the floor. And withthe saddle low, my legs were cramped thanks toits fairly high-set pegs. I found it was preferableto put the seat at the highest setting, tiptoearound in traffic and enjoy the extra legroomwhen out on the road.

Even then, the peg position felt a little too set forward and, after an hour and a half, thesaddle that was a gem for the first 75 miles – soft yet supportive, with a wide, cheek-huggingprofile – started to feel too soft and added to theslouching induced by the forward pegs andpulled back bars. After just 90 motorway miles I wished my lower back were someone else’s.

And so this circumnavigation of the Bike Test Route continued with a very unimpressed,slightly bored tester aboard. The bike has noserious vices, there are no major faults… butneither is there the spark that turns an adequatemachine into a compelling one. Okay, it makes a comfortable enough town bike, but then so dothe others here and they go on to acquitthemselves better elsewhere.

If you really must have an entry-level Boxertwin, then this may be the introduction for you.But there is equally accessible and certainlyspicier kit to be had for a good deal less dosh – the Yamaha TDM and Honda CBF being two of the alternatives. A bike this bland and basicshouldn’t cost six-and-a-half grand and I’d have to encourage anyone with a few year’sexperience, who’s lining up to buy an R850R, toconsider splashing out an extra £500 to buy thehugely more interesting 1150cc version. >

+ Boxer twins burn oil, so it needschecking, regularly.+ Sevicing is simple and everything isaccessible.A 6000-mile service should setyou back in the region of £125.The homemechanic will have to expand his toolkitwith a number of Torx bits.+ The R850 is very easy to clean, butyou’ve got to keep the salt off thoseengine fins.+ The ‘Speedster’ flyscreen, as fitted to

the test bike, costs a heady £110. It doesreduce windblast on the chest, though.+ Other useful add-ons include a neatrack for £75 – a good idea as bungeepoints are limited and there’s little roomunder the saddle.+A heated grips kit can also be added for £175.+ If you want to make the bike even morenovice-friendly, you can have ABS for afurther £700 as a factory fitted option.

LIVING WITH IT Everyday life with an R850R...

It must be the R850R because...It’s the only bikewith a pipe andslippers holder.The throttle istaped to the stopfor long journeys.You have 11.9points on yourdriving licence.

IN A NUTSHELL

Weather Dry, wet,very wet.Traffic Light,medium, heavy.Time taken7 hours 45 minutesAverage speed55mphFuel used 44 litresAverage mpg 44

MotorwayExposed ridermeans loweraverage speed,with 80mph thecomfortable maxdespite flyscreen.Vibey. Soft saddlesoon shows as alack of support.47mpgTop-gear cruising70mph = 4500rpm100mph = 6300rpm

TownGreat ridingposition, but heavy.Engine fine andsticky-out potsaren’t a hindrance.

Fast A-roadsOh dear, is thisreally an 850?Breathless andunderpoweredconsidering its size.Nice for pottering,but a chore overany distance.44mpg

Twisty B-roadsSure-footed andstable with greatfront end andbrakes. Suspensionis a bit choppythough and it’s notexactly weasel shitbetween corners.43mpg

SummaryBland and wheezy,or a sensible andtraditionalmotorbike? I’dhave to say it’sbland and wheezy.

TESTROUTE

TM A gentleman Boxer – and too polite to pack a decent punchBMW R850R £6710

086_BIKEJAN 12/11/04 7:07 pm Page 86

THETEST

‘The BMW has nomajor faults… butneither is there thespark to make itcompelling’

THETEST

‘It would be very easy to

absolutely thrashthe CBF on a

regular basis’

89

I DIDN’T MUCH LIKE the idea of Honda’s CBF600:take an immensely fun and frisky Hornet 600,neuter the engine to please the fun police, dressit in drab clothes and bolt on idiotproof anti-lockbrakes. Motorbiking sanitised. What has this gotto do with the excitement of bike riding?

A couple of hundred miles later, prejudicesforgotten, I’m whooshing my way through hill country, ticking in-head road test boxes andmaking momentous mental notes like ‘it’s prettygood fun, is this.’ Like a Hornet, the CBF feelscompact, chunky and easy to turn. It’s smooth,slick, unshakeable through variously surfacedcorners and can be hacked pretty damn hard.

The suspension may be basic and limited inadjustment, but it’s well matched to the bike’sabilities. The CBF’s springs can be set bouncing,but on anything except the wildest ride it feelsreassuringly solid and controlled. The bars neverflap or waggle and the back never threatens tobreak loose in the dry, so confidence is high.

The engine pulls softly out of bends andencourages lots of revs to keep things buzzing. Itpicks up very cleanly, very smoothly and deliversa broad but rather flat and lifeless spread ofpower. And when corners open onto longerstraights, or the gradient begs for more power,the engine feels weak and highlights the fact it’spushing more than 200kg. It is basically a Hornet600 unit, supposedly retuned for more midrange,but in reality it simply feels capped, restricted,with no more midrange than a Hornet.

Overtaking on A-roads also exposes the CBF’slack of poke. With 66bhp it’s still supercar-quick0-60mph, but these days we’re used to so muchmore. Of course, it still whups cars’ arses and cango on to a ton-thirty, it’s just that it can’t pull offthe kind of rapid passing moves you’d expect ofa modern 600cc four. Just when a top-end wallopshould be due, the power simply tails off. Itwould be very easy for experienced riders to findthemselves absolutely thrashing this bike on aregular basis. That said – and despite being theleast powerful bike here – the Honda was quickerthan the BMW both on the road and at the testtrack. On the road this was mainly due to the

smooth engine and the fact that it was easy toflick around the gearbox, holding it at 8000-10,000rpm, where what poke there is resides.

Out on the motorway, sitting at a ton, theCBF still has a slick feel to it and the smoothnessis still there, despite the mill turning over at7600rpm. Back off to 85mph and the CBF feelsbetter still, relaxing into its natural comfortzone. The fairing, small though it is, does a fine job of keeping windblast away from thetorso without causing helmet turbulence and the peg/bars/seat ergonomics are just about spot on for the average-sized rider. What thisadds up to is a very useful mid-sized sports tourerand though it may be short on power, it’s notlacking in equipment or sophistication.

All elements of the CBF make it very, veryeasy to ride and none more so than the brakes.They lack the bang-on immediacy of the latestrace kit, but they’re plenty powerful enough,very progressive and, with the anti-lock system,are suitably reassuring. For £300 less the bike can be bought without ABS, but the extra mentalsecurity the system provides makes the bikeperfect for novices to earn their stopping stripes.

As a first big bike the CBF is ideal for manyreasons and would be a very sensible choice. Butsensible doesn’t really get tickers pumping. At nopoint on the Bike Test Route did it intimidate,but neither did it really thrill or excite. Thetrouble with the CBF is that, for the same moneyas the ABS version, it’s possible to buy a far moreexciting bike from the same stable. The CB600FHornet has over 20 per cent more power, lessweight and stacks more sporting potential. Thenthere’s Suzuki’s new Bandit. Due any minute, thefaired 650 will be around £400 cheaper than thenon-ABS Honda CBF and 2004-registered Bandit600s are selling new for as little as £3500.

The Honda CBF600 is bang on its friendlynovice brief. It really does everything asked of it very well, but the list of more exciting anddesirable bikes in the middleweight division ishuge and most are appreciably cheaper, so don’texpect to see large numbers of CBFs on thenations roads any time soon. >

Sensible, sure footed, swift and steady to stop… and just a little bit dull

Honda CBF600S ABS £5199

+ Service intervals are at 4000 and 8000miles, but the 4000 doesn’t even inlvolvechanging the oil. Expect to pay around£80 and £170 respectively.+ There’s little underseat storage, and few useful points at which to attach abungees so a rack/topbox (like that on thetest bike) or panniers up the usefulness.+ The CBF has plenty of room for two and there are grabrails and lots of pillion legspace.

+ The saddle and handlebars can beadjusted to suit.+ If you don’t want a fairing, you canhave a naked CBF for £300 less and if youcan do without the ABS too, that’sanother 300 squid off.+ Even though the finish is on the markfor a budget model, paint and laquer arethinner than Hondas of old.+ OE rear tyre lasted nearly 8000 miles on Martin’s long-term CBF.

LIVING WITH IT Everyday life with a CBF600S ABS

It must be theCBF600 ABSbecause...Your mum’s boughtit for you.You like the soundof a rev-limitercutting in.You can ride in yoursleep and here’swhat to do it on.

IN A NUTSHELL

Weather DryTraffic Light to mediumTime taken7 hours 25 minutesAverage speed58mphFuel used 42 litresAverage mpg 47

MotorwayFairing is veryeffective up to theton, beyond with abit of turbulence,and mirrors stayclear. Saddle andriding positionmatch 150-milerange. Feels slowup slip roads44mpgTop-gear cruising70mph = 5200rpm100mph = 7600rpm

TownNo worries here.Compact, clean-pulling andcomfortable.

Fast A-roadsStruggles on high-speed overtakesand needs athrashing. Give itone and it’s notmuch slower overthe course of a ride.Very economical.54mpg

Twisty B-roadsQuicker than thespecs suggest andnever puts a tyrewrong. Never getsfrisky, but doesn’treally thrill either.42mpg

SummaryCould be perfectfor the cautiousnovice, but is also auseful little tourer,commuter ordispatch bike.Doesn’t torch theundergarments,though.

TESTROUTE

TM

089_BIKEJAN 12/11/04 7:13 pm Page 89

90

IN THE OUTSIDE LANE, passing the middle-lanesitting, sleeping motorway morons, 99mph onthe LCD speedo. The mirrors are a model ofclarity and there’s a car coming up behind – andcoming up fast. Pull left to let it pass and knockback to 85, just in case. Yellow and bluechequering confirms suspicion. The fuzz pulllevel and sit there, passenger eyeballing anenquiry through my visor, before dropping his gaze to the bike. He looks back at me with adegree of pity, somehow manages to project hiscompulsory sarcasm, says something to thedriver and they pull slowly away.

‘No, come back you bastards. Nick me, nickme – it’s not that bad, not that ugly, and it’s quitefast, you know. Okay, it’s not the Chopper Harrisof the bike world, but it could do bad things.Really. It may be very simple, most unglamorous,but does the job and is, for the class of bike intowhich it fits, dead cheap… and I’m, I’m verybloody comfortable, er, ya fascists.’ The shame.

The Triumph Sprint RS’s low price shows itselffrom the saddle in a couple of ways. The clocks itshares with most current Triumph models aredull – though perfectly effective – the fairinglacks inners and the scanty bodywork adds to anunfinished look. And unfortunately, like most ofthe Triumphs we’ve tested in the past year, thecontrols really let the RS down. Once again thethrottle’s a tad heavy, there’s too much play atthe grip and this accentuates a slight hesitancyin the fuelling’s pick-up. It doesn’t present such a problem when just rolling along open roads,but hand fatigue sets in quickly on twisting roadswhere the controls are being rapidly juggled.

When it comes to scrubbing speed, the brakesare last-generation good, but require a fair tug.On the road perhaps the feel and required effortwasn’t doing them justice, because at the testtrack the Triumph put in a very good brakingperformance, out-stopping the other bikes bysome considerable degree – or perhaps it wassimply a tired throttle hand.

In severe corners, if you try to ride it like asportsbike, the RS takes a lot of turning and it’snot easy to hold a tight line. It feels low at the

back compared with the latest kit and this leavesthe front wheel feeling relatively remote in termsof feedback. Try and force the issue by steeringvery hard and the front end starts to push.

On bumpy exits the back end performs asimilar trick, the soft rear spring working its wayinto a mild wallow that makes it hard to hold thebike down in the corner. The nature of the 955cctriple means there’s always lots of grunt toexploit on exits and grip was never a problem,but the soft chassis, while not prone to wallowson the Yamaha’s scale, was frustrating on theBike Test Route’s really tight and bumpy B-roads.

Like most sports tourers, the Sprint RS is most at home stretching its legs on more open A-roads and despite showing only 82bhp on the dyno, every one of the ponies counts. ThisTriumph is a turbine-like monster of midrange. It devours huge overtakes for breakfast and eatsthe other motors in this test for tea.

The riding position is mildly sporty, roomyand perfect for attacking the fast sweepers inwhich the Triumph feels at its best. Putting thepower down in this environment, things feelstable, accurate and comfortable as the miles aredispatched with ease. A full day in the saddleholds no fears and in many ways the RS is theequal of a much more expensive Honda VFR. It gives a little away to the VFR in terms ofhandling and a lot in build and finish, but it has the better, meatier motor, out-torquing Honda’s V-four by almost 20 per cent.

But it’s still no great surprise that Triumph arephasing this model out. It’s never really fired theimagination of the bike-buying public and isstarting to feel dated and a little primitive. But alist price of less than six and a half grand is goodvalue for what is a very strong and characterfulbike that qualifies as both a sports tourer and all-rounder. Triumph say there are about 40 of thesebikes waiting to leave dealers and if you want afast, comfortable road bike with a very fat engineone of is be worth a look. >

Thanks to Jack Lilley Triumph (01784 420421) forthe loan of this well-prepped demonstrator.

+ Set-up and fine-tuning is critical for big Triumphs. It seems the throttlecable adjustment is impossible to get spot on (a billimetre too tight and it won’trev-down; too loose and pick up ishorribly snatchy) but it’s worth spendingtime getting it as close as possible.+ A full factory dealer is essential tokeeping the bike running sweetly.A 6000-mile service should cost in theregion of £175.

+ With dealers offering £500-worth ofextras with these bikes right now, pushthe boat out and go for panniers andheated grips.+ Tyre sizes mean you can go for full-fatsports rubber come summer. Put on someBridgestone BT010s and do a trackday.+ The combination of ample saddle andbig midrange power make the Sprint agood two-up proposition, but only if youfit an aftermarket grabrail.

LIVING WITH IT Everyday life with a Sprint RS

It must be the Sprint RS because...It’s the cheapestway of getting on anew big triple.Your tortured rightwrist makes youglad you’remarried.You need a bike totow caravans.

IN A NUTSHELL

Weather DryTraffic Light,mediumTime taken7 hours 20 minutesAverage speed59mphFuel used48 litresAverage mpg 41

MotorwayTankfuls at a tonare no problem.Plenty of powerand little vibrationat most revs.Mirrors clear and seat wide and supportive.A good ’un.37mpgTop-gear cruising70mph = 4000rpm100mph = 6000rpm

TownHeavy controls andpoor throttle knockit back. Feels a bitlong and heavy butthe head up ridingposition helps out.

Fast A-roadsMake the most ofthe midrange andstable handling.Great overtakingdevice, comfortableand veryeasygoing.48mpg

Twisty B-roadsFeels a tad longand slow-steering,though only if youtry to use it like asportsbike. Controlsirritate and tire.38mpg

SummaryFeels solid butdated. Lots ofengine. Makes agreat fast distancetool, especiallywhen the price is considered.

TESTROUTE

TM A bargain in the making – the last of the RS models are set to go fastTriumph Sprint RS £6349

090_BIKEJAN 11/12/04 6:07 pm Page 90

THETEST

‘It devours hugeovertakes and eats

the other motors here for breakfast’

091_BIKEJAN 11/12/04 6:08 pm Page 91

Honda have set out towoo less experiencedriders by capping powerand offering ABS.Thechassis featuresconservative geometrywith the emphasis onstability. Friendly andlovely, the CBF is awoolly great hug on two wheels.

BIG IDEA: SOFTNESS

1989Suzuki take an oldGSX-R engine andstick it in a basicsteel chassis toproduce the cheapand infamous‘teapot’ GSX750F.1991Kawasaki resurrectthe old Z750 andZ550 engines,calling themZephyrs andshoving them in ‘retro’ steelcradle frames.1995Suzuki takeanother old GSX mill and put itin a basic frame tomake the bargainBandit 600. 1998Honda followSuzuki’s lead andpop a soft-tuneCBR600 in a basicchassis and call it a Hornet 600.2004Yamaha ‘re-tune’an R6 lump tomake the FZ6, butthe fat midrangefails to appear.

THETEST

Here’s how they make them cheap and dependableState of the art practicality

LANDMARK RE-CYCLING

EngineBore x strokeCompressionFuel systemTransmissionFrameFront suspensionAdjustmentRear suspensionAdjustmentBrakes front; rear

Tyres front; rear

WheelbaseRake/trailDry weight (claimed)Seat heightFuel capacityFuel consumption (average)Warranty/mileageService intervalsNU insurance groupPrice

897cc, 10v, dohc, parallel twin92 x 67.5mm10.4:1fuel injection6-speed, chainaluminium twin-spar43mm telescopic forksnonemonoshockpreload2 x 298mm discs/4-piston calipers;245mm disc/2-piston caliperDunlop D220ST 120/70 ZR18; 160/60 ZR171485mm25.5º /114mm190kg 825mm20 litres40mpgtwo years/unlimited6000 miles or 12 months13£6349

YAMAHA TDM900

848cc, 8v, dohc, flat twin87.5 x 70.5mm10.3:1fuel injection6-speed, shaftcomposite (engine stressed member)TeleleverreboundParaleverpreload, rebound2 x 320mm discs/4-piston calipers;276mm disc/2-piston caliperBridgestone BT57120/70 ZR17; 170/60 ZR171487mm28.1°/127mm218kg770-800mm20.5 litres44mpgtwo years/unlimited6000 miles or 12 months12£6710

BMW R850R

599cc, 16v, dohc, in-line four65 x 45.2mm11.6:14 x 34mm carbs6-speed, chainsteel spine41mm telescopic forksnonemonoshockpreload2 x 296mm discs/2-piston calipers;240mm disc/1-piston caliper;ABSMichelin Pilot Road120/70 ZR17; 160/60 ZR171480mm26°/109mm202kg785mm19 litres47mpgtwo years/unlimited4000 miles or 12 months11£5199

HONDA CBF600S ABS

955cc, 12v, dohc, in-line triple79 x 65 mm12:1fuel injection6-speed, chainaluminium twin spar43mm telescopic forkspreload monoshockpreload, rebound2 x 320mm discs/4-piston calipers;255mm disc/2-piston caliperBridgestone BT57120/70 ZR17; 180/55 ZR171470mm24.5°/89mm199kg805mm19.5 litres41mpgtwo years/unlimited6000 miles or 12 months14£6349

TRIUMPH SPRINT RSSPECIFICATIONS

Nowt fancy in thedamping and springsdepartment.Adjustabilitymeans complication,means cost and there’sno point in going fortrack-grade kit. Rearpreload twiddlers are an essential to adjust forall-up weight, but don’texpect much more.

*

SUSPENSION

Take a proven motor –one that was oncecutting-edge – and soft-tune it, claiming it’s‘re-tuned for midrange,’when it’s usually just de-tuned. Here it’s an oldCBR600 engine, whichcan happily make 90bhpforever, but is softenedso it doesn’t scareEuropeans.

*

ENGINE

Like many components,usually lifted from othermodels.These look justlike CBR brakes of acouple of generationsback.To make themmore foolproof, there’sthe option of ABS – afeature finding its wayonto more bikes everyyear – next year theTDM900 gets them.

BRAKES

*

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The two torquiest bikes put the mostemphasis on the tacho, but it’s theother two that really need revving. Allbut the BMW feature the usualmodern LCD/analogue blend, with afull repertoire of functions.

The poor old German is even so dated as to have a single wind-backtrip and a great big analogue clock. It’s certainly an unusual viewthese days and it’s the only one toremind you that the engine uses oil.

Theoretical tank rangeYamaha 176 milesBMW 198 milesHonda 186 milesTriumph 189 miles

Figures based on motorwaympg on the Bike Test Route.

Left (l-r):A Honda getting allfoxy, yesterday;Victory to theCyclops as the BMW’s bigsingle dish outperforms thedual-light masses with thehelp of a dive-free front end;Oval eyes hark back to thedistinctive old Triumph T595.Right Yamaha TDM lights givea good spread on low beam,but are less than illuminatingat high speed or on the brakes

All the bikes here returned above-average fuelfigures and all have very useful ranges, not startingto beg for a fill-up until around the 150-mile mark.

Though the BMW could, in theory, go the furthestbetween drinks, the fuel light came on earliest ofthe bunch. Judging by the amount of fuel that went

in, there was plenty left in the tank. But if you wantall-round economy, go Honda. A modern bike,making less than 70bhp doesn’t use much gas.

Tank range

Clocks

Left Honda has a mass ofclocks – there are two

more out of shot Middle Triumph tachoshouts with shell-suit

yobbishness Right The Yamaha has

the cleanest look Main image BMW get

all retro-twee. Or camp? Or just plain

weird?

All the headlights on these bikes, like most we’vetested this year, give a decent account of themselveson low beam, but fail to really light up the road by

much more when flicked to full beam. Whentravelling fast at night the BMW’s single beam is themost illuminating of this pack and, as it dives less on

its Telelever front end, it’s got a distinct advantageon the brakes, too. The other three bikes are of awatery muchness.

Headlights

THETEST Right Pipe is muted

and gets little musicalhelp from the airboxFar right One of themost successfulengines ever, with its spuds cut off

Honda CBF600S ABSVery traditional design meets noviceconcept. More than enough for 67bhp

Right Paralever rearend does a good job ofminimising the shaft’storque reactionFar right The classic air-cooled BMW twin.Simple, reliable, but abit dull at this capacity

BMW R850RThe smallest flat twin shares itshatstand chassis with the bigger boys

You can keep itsimple when there

are few wild horsesto tame. Weight’s not

a big consideration,as the focus is on

stability.Those haveto be the biggest

pillion footresthangers in thehistory of feet

FRAME

Ingenious Teleleversuspension set-up allbut isolates the front

suspension frombraking forces, lettingthe shock get on with

soaking up the bumps.Braking forces are fed

back to the mainframe/engine unit

using the rose-jointedwishbone attached to

the fork brace

*

FRONT END

*

Right Conventionalswingarms may bemore rigid, but buyersstill like a single-siderFar right No fancyhybrid frame tech: it’smade of girders and itworks just fine

Triumph Sprint RSBig on the frame and lets thesuspension take care of itself

Right A near-perfectriding position fortaking in views – allday longFar right The trademarkYamaha blue-pottersare as much as theforks can cope with

Yamaha TDM900What you’re looking at here is nearly 14 years old and still going strong

One of the best uses of a Hinckley triple,this motor retains thethick vein of torquethat got tuned out ofthe sportier Daytonas.With the new-for-20051050cc unit on theway, this powerplantwill doubtless soon be a thing of the past.

*

ENGINE

The 10-valve paralleltwin is as silky as an oiledseal and defines thewhole riding experience.The tech may be gettingon a bit – it’s very muchlike half an FZR1000motor – but it reallyworks. It’s perfectly in tune with the bike’sreal world abilities.

*

ENGINE

THETEST

Fastest lap0-60mph0-100mph60-100 (fifth gear)Top speedBraking 100-0mph

Comments:

1m 26.3s4.75s11.30s7.30s135.7mph (ind’ 146mph)5.96s (430ft)

The longer stoppingdistance is likely to bedown to the soft forksand the damper track.Considering there wasleast grip available...

PERFORMANCE TESTOn days when the test circuit is damp and drying (as itwas for this event), the order in which bikes are testedcan make small but critical differences. First from theblocks was the TDM, which put in a decent showingconsidering that the track was pretty damp.

Next up was the Honda, followed by the Yamahaand then the BMW. Given that the R850 had a dry line,its performance is all the more disappointing. None ofthese bikes, though, is designed with fast laps of a trackin mind, so this testing serves as a loose comparativeguide, not an ability ranking.

DYNO TESTDyno graphs explainedFor these bikes, the torque curves (right) are far moreinformative than those for power.The Triumph’sfluffiness can be seen as a huge trough just below4000rpm. From there it builds torque and powercleanly.The TDM and CBF curves show how muchsmoother and more linear their delivery is (though the Honda’s is truly weedy).

The BMW’s torque curve is all over the show –though it doesn’t feel so bad on the road, which is likelyto be down to the relatively large flywheel carrying theengine through the dips and troughs.What it can’t hide,though, is a fuelling shambles that stops the bikebuilding decent power.

0

10

20

30

40

50

60

70

0 2 4 6 8 10 120

10

20

30

40

50

60

70

80

90

0 2 4 6 8 10 12

TDM900

1m 28.2s5.27s14.10s7.95s124.4mph (ind’ 130mph)5.66s (415ft)

And the BMW wins… the prize for the mostaccurate speedo.That 0-100mph time doesn’teven scratch the mustard.Not bad on the brakes.

R850R

1m 27.6s5.19s12.19s8.11s130.4mph (ind’ 140mph)5.95s (416ft)

The 60-100mph roll-ontime shows the powerhole at the heart of theCBF, but if you thrash it,it’s still faster, andquicker, than the BMW.

CBF600S ABS

1m 22.3s4.68s10.15s6.19s139.4mph (ind’ 148mph)4.72s (356ft)

Clearly the fastest here,but that’s no surprise.Thefact that it stops so muchquicker than the rest,including the ABS Honda,is. Not quick for its size.

SPRINT RS

TDM90072.5bhp @ 7700rpm56.9lb.ft @ 5900rpm

R850R67.0bhp @ 7000rpm53.1b.ft @ 5800rpm

CBF600S65.9bhp @ 10,500rpm37.8lb.ft @ 7900rpm

SPRINT RS82.1bhp @ 7500rpm62.9lb.ft @ 5500rpm

Torq

ue (l

b.ft

)

Pow

er (b

hp)

rpm rpm

096_BIKEJAN 11/12/04 6:01 pm Page 96

97

EngineSo smooth and responsive.A bigger top end would upthe excitement ante, butthe motor’s well matchedto the rest of the package.

ChassisSlow steering, so slowdown a bit.

SuspensionSoft, wallowy.This adds tothe comfort – and speedover unclassified roads.

BrakesExcellent – all the chassiscan handle.

ComfortEnjoy riding all day – it’swhat this bike is all about.Makes a superb tourer.

UseabilityEverything, on all roads, intown or out, no sweat, soloor two-up. It’s never achore to get on and ride.

FinishA bit plasticky overall, butno flaws.

OverallOkay, it doesn’t make agreat sportsbike, but theTDM does everything elseand does it with a gooddeal of fun.

THE BIKE TEST VERDICT

The best bikeIf you’ve got this far, you’llknow it’s not the BMW. Tooboring, too cumbersome.BMW make great bikes –but this isn’t one of them. If

you want a soft-ish introduction to big bikes, theCBF is way more comfortable and versatile. Butis there the power and style to keep a riderinterested? Probably not for long. But if youdefinitely don’t want to be intimidated and dowant anti-lock, this could well be your best bike.

The Triumph and Yamaha both have greatmotors. The Triumph’s is meatier; the Yamaha’sis smoother and easier to use thanks to bettercontrols and fuelling. These two run each othervery close. Neither has perfect handling orsuspension, but both compensate with comfortand great riding positions.

The Triumph takes a fair bit of riding,though, and is less approachable than the easygoing Yamaha. It’s a toughie, but if I could walk

away with one set of keys they would fit theTDM. It’s more fun, has some attitude about it and works well everywhere. It’s a winner.

The best buyAgain the German is up for a drubbing. Alreadyworst, it’s most expensive too and it would betough to cut a winter deal, as BMW dealersdon’t like it up ’em. The Honda is trickierbecause it does what it’s meant to, perfectly. It’salso well equipped, well made and could be theperfect tool for some riders. If you’re one ofthem, expect to haggle £500 off a 2004 model.

With the RS up for the chop, dealers may be keen to get shot, so haggling should see youdown to six grand – and they’re offering £500of extras. But I’d worry that with the modelbecoming obsolete it will depreciate rapidly. Andwhen you could pick up a TDM for a grand less,things become clearer. There are dealers offering2004 TDMs at £5000. That’s some £1500 off listprice and stunning value for money.

YAMAHA TDM900

EngineAged design seems to have reached the limit of its usefulness here. Puts the ‘flat’ in flat twin.

ChassisNo sportsbike, but steeringis neutral and the bike isalways stable.

SuspensionRear is choppy, but front isvery good.

BrakesBMW Evo brakes are theirusual excellent selves.

ComfortThe seat is great for limitedmileages and luxuriousaround town, butcombined with the peg and bar positions makes for backache over distance.

UseabilityNot nearly as versatile as we’d imagined.

FinishGood throughout – simple,but solid.

OverallThe BMW struggled overthe route. It’s not just thelack of power, but also theway it isn’t delivered. Reallynot enough fun to cut it.

BMW R850R

EngineTwo points for beingsmooth and efficient, butthat’s the weedy sod’s lot.

ChassisNo great science involvedhere, but it does the jobasked of it and does it well.Easy enough to turn, yetstill very stable.

SuspensionSimilar performance to thechassis – perfectly ample.

BrakesEr, yet again, they do thejob without blowing minds.There’s some seriousstopping going on beforethe ABS comes in.

ComfortGood – everything fits andif it doesn’t, it can adjust.

UseabilityTriffic. Fit luggage, gotouring, or commute etc.

FinishVery solid feel, but not as much paint applied as old-school Hondas.

OverallCertainly no problems.This would be one hell of a useful bike, if only it hadanother 20bhp.

HONDA CBF600S ABS

EngineSmooth, charismatic triplepulls hard at most revs.Only at the bottom enddoes it have a smallresponse problem.

ChassisNice on sweepers, but abig handful in tight stuff.

SuspensionSoft, unsophisticated andwill wallow if pushed hard.

BrakesNot the best in terms of feel, but with a goodsqueeze have plenty ofstopping power.

ComfortLots of seat, reasonableprotection – a good highspeed cruiser.

UseabilityLimited storage, but will do it all from trackdays tomajor Euro-blasts.

FinishIt’s all there, but only just.Good paint.

OverallAn old-school sportstourer, the RS is feeling a bit dated in the chassisdepartment, but the enginepulls the job off.

TRIUMPH SPRINT RS

Bereft of love,MFG operateshis fly-by-wireturbo charged

butt-plug

Rough lovebetween two

consentingadults: a daily

part of rural life

Paul Swift’ssearch for lovegets the usual

response: panicand fleeing

There’s all kindsof love.Tester

love, shownhere, is illegalin most states

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