THE
TEST
Easy all-rounders
Accessible, easy-to-ride all-rounders may not grab many
headlines but they can deliver the goods all the same
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
Yamaha TDM900
£6349, 190kg, 73bhp, 136mph
Evolved in 2001 from the bike that
started the big trailie road bike
trend, though it’s more road-
focused than most. All-day comfort,
easy power delivery and smooth
road manners mean time has barely
withered 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, 124mph
The entry-level BMW flat-twin
should make a fine all-round road
bike – so long as you’re not looking
for kick-in-the-pants performance
and don’t mind an OAP image.
Can traditional values, a shaft, plus
Telelever make for the perfect big
bike introduction?
The old R850 was any number of
air-cooled flat-twins dating back
to Moses.
* TEST TM
Motorway 154 miles
Urban 7 towns,
23 villages
A Roads 124 miles
B Roads 132 miles
Honda CBF600S ABS
£5199, 202kg, 66bhp, 130mph
Possibly the most sensible
motorcycle since the Honda
Deauville. Capped power output
and 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, which
donated the engine. Though it lost
22bhp in the process.
*
The Bike Test Route
Welcome to the future of road testing
ROUTE
There has never been a test quite like this. Full-on science meets mile after mile of gritty, real-road
blasting.Whatever the bike, whatever the weather, the Bike Test will deliver the definitive verdict
on 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 A
roads and twisty back roads to soul-shrinking motorways and the trickiest of rush hour towns, the
route will highlight the best and worst of a bike’s behaviour. Part two is the test track. Pushing
machines 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 bike
handles 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. Part
four is dyno testing, home servicing and living with it. Only then can we reach a verdict. Believe it.
Triumph Sprint RS
£6349, 199kg, 82bhp, 139mph
It holds a big capacity advantage
in this group, but it’s only one
insurance group higher than the
TDM and is competitively priced. It’s
being dropped from Triumph’s 2005
range, but there are still plenty to
be shifted from showrooms, so
there’s every chance of picking
up a 2004 Sprint at a bargain price.
The old Sprint RS This is the old
Sprint RS.
*
THE
TEST Yamaha TDM900 £6349
It’s tall and has great legs – no wonder it’s easy to spend all day with it TEST TM
ROUTE

IT CAN BE TOUGH climbing back aboard some and it pulls as clean as a polished whistle all the
bikes for the long motorway trek home on the way through to the rev limiter – which saw a bit Weather Damp,
last leg of the Bike Test Route. Knees, shoulders, of action thanks to the motor’s smoothness and dry. Dry! Torrential
back, neck, or butt – on most bikes something a wide power spread that makes the huge tacho Traffic Light,
invariably twinges, aches or downright hurts by redundant. The gearbox clicks crisply from cog medium. Heavy
now. Even bespoke tourers, wrestled through the to cog, perfect for short-shifting, rolling on the on motorway
tight stuff for mile after mile, will have tested torque and striding past lines of A-road traffic. Time taken
back muscles; sleek sports tourers, encouraging Considering the motor’s a reworking of an 7 hours 30 minutes
high speeds, will be starting to test forearms and unfashionable parallel twin, dating from the Average speed
windblast makes for pains in the neck. TDM850 of 1991, it is one hell of a road bike 57mph
No such stresses or strains on Yamaha’s TDM. engine. The numbers may be relatively small by Fuel used 48 litres
It is wonderfully comfortable everywhere. From today’s standards, but the pull is instant, power Average mpg 40
bouncing through sheep country to purring seeming always to be just where it’s wanted, just
along in motorway traffic the soft, long-travel when it’s wanted. Compared with the BMW Motorway
suspension soaks up bump and ripple, while the R850, the Yamaha is a rolling roll-on reservoir Relaxing, soft and
wide saddle further cossets the arse. Controls are of get-up-and-go. And it’s not very far off the oh-so smooth.
feather-light, so hands are unstressed and weight big Triumph, either. Mirrors are
is kept off wrists, while pegs are positioned so Pulling hard down the slip-road the motor excellent, saddle
there’s no straining to keep the upper body thrums through the bars. Up to 70 in a trice, wide, position
slightly canted forward. Loads of legroom snick top and settle to an 85mph cruise. On roomy and the
completes the act and, with such a high ride, a steady throttle all vibration – all vibration – fairing works well
doesn’t compromise ground clearance. smooths to the point that the bike seems to at a sub-ton cruise.
There is a price to pay for all this softness and float on air, while mirrors stay crystal, adding 40mpg
the bill comes when the TDM is pushed hard. to the relaxation factor. Much above 90 the Top-gear cruising
Any surface undulations can set up a wallow that windblast gets a bit much, but stick below this 70mph = 4000rpm
pushes the bike wide if you keep trying it on and, and the TDM is as all-day comfortable as it gets. 100mph = 5600rpm
generally, this is not a fast turning bike. The This is a bike that can hustle when asked to,
trade off is straightline stability and so long as but is at its best when not in a frantic hurry. Over Town
the wallow is avoided, nothing puts the TDM900 the course of a day out it’ll cover as much Superb – if you
off line. Except perhaps the rear Dunlop, which ground as anything, but it does the distance can touch the floor.
had the bike unexpectedly slipping and sliding in an amazingly relaxed manner, whatever the Slim, agile and the
when full torque was used out of tight bends and terrain. Everything functions simply and the clean fuelling and
tracking around over white lines. finish is good for the money. This TDM did, lofty view make
The bike’s softness shows on the brakes too, however, manifest a technical problem. After a life easy.
with the front plunging under the influence of soaking it was running on just one cylinder up
the decent set of sensitive stoppers. It doesn’t until 4000rpm, where the other would cut in Fast A-roads
much matter in a straight line, where there’s with some gusto. Generally though, TDM900s Perfect power
the travel to cope, but it does affect the bike’s have built a very good reputation and we’ve not delivery and a
geometry, getting the front squirming if you jam experienced such problems in the past. riding position with
the bike into a turn while still on the brakes. But The wonder of this machine – and one of a good view make
then the TDM isn’t really designed to be ridden the reasons for its incredible longevity – is its for slick progress
like a supermoto… though it’s a lot of fun trying. versatility. It makes a great first large capacity with comfort
Better to relax a bit, sit back and dabble with machine for the long legged, but is equally aplenty. Makes
the liquid-cooled parallel twin, adopting a entertaining for the more experienced. It’s a riding fast easy.
rhythm that perfectly matches the easygoing brilliant commuter, blissful distance bike and 37mpg
chassis. Drive lives anywhere above 2000rpm serves up plenty of thrills if you look for them. >
Twisty B-roads
Great at soaking
up poor surfaces,
LIVING WITH IT Everyday life with a TDM900 IN A NUTSHELL but won’t hold a
really tight line if
+ Throttle free-play is critical to keeping at about £150 for the 6000-miler; £190 It must be the you go racing
the motor’s pick-up smooth. Too much at 12,000 miles (when the plugs get TDM900 because... sportsbikes.A great
slack makes the fuelling feel snatchy. changed). The valve clearances aren’t Your arse is glass place from which
+ If you’re doing a lot of winter miles, fit touched until 24,000 miles! and you commute to admire the view.
an aftermarket pipe, because the internals + A change of tyres works wonders. to Marrakesh and 40mpg
back every day.
can rot and a replacement original with Bridgestone BT020 boots give better
twin cats costs £600. grip than the Dunlops, but still last well. You need to chill Summary
+ The rest of the bike is well finished – + Yamaha do a full range of touring out and slow down. Soft, but a
‘The wonder of the wash the salt off and it will look good
for years.
accessories, the most useful of which
include hard luggage, a centrestand,
The piles, hernia
and sciatica are
superbly practical
all-rounder with
TDM is its incredible + Servicing is reasonable – you’re looking heated grips and higher screens.
catching up.
very long legs.
versatility’
85
 THE
BMW R850R £6710 TEST
TEST TM
ROUTE A gentleman Boxer – and too polite to pack a decent punch

FOR MORE THAN 400 MILES I struggled to find feels choppy – soft for the first few degrees of
Weather Dry, wet, a really good reason for this bike’s existence. I movement before going hard and banging your
very wet. wondered as it wheezed up hill, pondered as it arse out of the saddle. It never really gets out of
Traffic Light, clanked down dale and puzzled as it struggled, shape, but this behaviour might come as an
medium, heavy. breathless, throttle cables banjo-tight, past lorries unwelcome surprise to the novice rider.
Time taken that seemed to grow longer, oncoming cars Another surprise is a lack of comfort. It’s not
7 hours 45 minutes seeming to come on faster. She’s not exactly that this bike is particularly uncomfortable,
Average speed much to look at and is hard work set against the just that with the high, wide bars and big,
55mph rest of the bikes in this test. I’m still struggling. well-padded saddle, more was expected.
Fuel used 44 litres Like the Triumph Sprint RS, there’s a lack of The seat looks very low to the ground, but its
Average mpg 44 feel and finesse at the controls compared with width means that even on the lowest of its three
the Japanese bikes, which makes every easily adjusted positions I (31in inside leg)
Motorway manoeuvre two per cent harder. The BMW’s couldn’t get both feet flat on the floor. And with
Exposed rider twistgrip feels uncomfortably heavy after a few the saddle low, my legs were cramped thanks to
means lower hours and begins to irritate way before then. The its fairly high-set pegs. I found it was preferable
average speed, heaviness, allied to an excessive degree of travel, to put the seat at the highest setting, tiptoe
with 80mph the is most unwanted on a bike that needs its grip around in traffic and enjoy the extra legroom
comfortable max banged to the stop on a regular basis. when out on the road.
despite flyscreen. The engine pulls cleanly, but not strongly. It’s Even then, the peg position felt a little too
Vibey. Soft saddle dull from tickover to redline, despite a small pick set forward and, after an hour and a half, the
soon shows as a up in motive pace in the 6000rpm region. In saddle that was a gem for the first 75 miles –
lack of support. firework terms it’s not just a damp squib, it’s as soft yet supportive, with a wide, cheek-hugging
47mpg thrilling an experience as waving a baby sparkler profile – started to feel too soft and added to the
Top-gear cruising at arm’s length wearing welding mitts. The slouching induced by the forward pegs and
70mph = 4500rpm R850R doesn’t have the lungs, needs revving for pulled back bars. After just 90 motorway miles
100mph = 6300rpm scant reward and lacks the hard-pulling, torquey I wished my lower back were someone else’s.
charm of BMW’s bigger flat-twins. And the And so this circumnavigation of the Bike
Town Yamaha TDM’s mill, with just 50 more ccs, Test Route continued with a very unimpressed,
Great riding dwarfs the BM’s right across the board. slightly bored tester aboard. The bike has no
position, but heavy. But where the BMW competes with serious vices, there are no major faults… but
Engine fine and all-comers is in the confidence stakes. Like all neither is there the spark that turns an adequate
sticky-out pots Telelever BMs, there’s fantastic composure on machine into a compelling one. Okay, it makes
aren’t a hindrance. the brakes thanks to the restricted dive matched a comfortable enough town bike, but then so do
to a braking system fit for any sportsbike. the others here and they go on to acquit
Fast A-roads Insubstantial urge in a big, ultra-stable chassis themselves better elsewhere.
Oh dear, is this means you’d have to put in a mammoth effort If you really must have an entry-level Boxer
really an 850? to trouble the thing. Steering is slow-to-neutral twin, then this may be the introduction for you.
Breathless and and the wide bars help keep it fairly agile – it’ll But there is equally accessible and certainly
underpowered out-turn the TDM and on smooth twisties it’s a spicier kit to be had for a good deal less dosh
considering its size. handling match for any of the bikes here, with – the Yamaha TDM and Honda CBF being two
Nice for pottering, generous ground clearance. It feels very sure- of the alternatives. A bike this bland and basic
but a chore over footed, but then so it should, the chassis being shouldn’t cost six-and-a-half grand and I’d
any distance. taxed by only 67bhp. have to encourage anyone with a few year’s
44mpg On rough surfaces the ample feedback is less experience, who’s lining up to buy an R850R, to
reassuring. The Telelever front end remains consider splashing out an extra £500 to buy the
Twisty B-roads totally untaxed, but at the back the suspension hugely more interesting 1150cc version. >
Sure-footed and
stable with great
front end and
brakes. Suspension LIVING WITH IT Everyday life with an R850R... IN A NUTSHELL
is a bit choppy
though and it’s not + Boxer twins burn oil, so it needs the test bike, costs a heady £110. It does It must be the
R850R because...
exactly weasel shit
between corners.
checking, regularly.
+ Sevicing is simple and everything is
reduce windblast on the chest, though.
+ Other useful add-ons include a neat It’s the only bike ‘The BMW has no
43mpg accessible. A 6000-mile service should set rack for £75 – a good idea as bungee with a pipe and
slippers holder. major faults… but
you back in the region of £125. The home points are limited and there’s little room
Summary mechanic will have to expand his toolkit under the saddle. The throttle is
taped to the stop
neither is there the
Bland and wheezy,
or a sensible and
with a number of Torx bits.
+ The R850 is very easy to clean, but
+ A heated grips kit can also be added
for £175.
for long journeys. spark to make it
traditional you’ve got to keep the salt off those + If you want to make the bike even more You have 11.9
points on your
compelling’
motorbike? I’d engine fins. novice-friendly, you can have ABS for a driving licence.
have to say it’s + The ‘Speedster’ flyscreen, as fitted to further £700 as a factory fitted option.
bland and wheezy.

86
THE
TEST Honda CBF600S ABS £5199
Sensible, sure footed, swift and steady to stop… and just a little bit dull TEST TM
ROUTE

I DIDN’T MUCH LIKE the idea of Honda’s CBF600: smooth engine and the fact that it was easy to
take an immensely fun and frisky Hornet 600, flick around the gearbox, holding it at 8000- Weather Dry
neuter the engine to please the fun police, dress 10,000rpm, where what poke there is resides. Traffic Light
it in drab clothes and bolt on idiotproof anti-lock Out on the motorway, sitting at a ton, the to medium
brakes. Motorbiking sanitised. What has this got CBF still has a slick feel to it and the smoothness Time taken
to do with the excitement of bike riding? is still there, despite the mill turning over at 7 hours 25 minutes
A couple of hundred miles later, prejudices 7600rpm. Back off to 85mph and the CBF feels Average speed
forgotten, I’m whooshing my way through better still, relaxing into its natural comfort 58mph
hill country, ticking in-head road test boxes and zone. The fairing, small though it is, does a Fuel used 42 litres
making momentous mental notes like ‘it’s pretty fine job of keeping windblast away from the Average mpg 47
good fun, is this.’ Like a Hornet, the CBF feels torso without causing helmet turbulence and
compact, chunky and easy to turn. It’s smooth, the peg/bars/seat ergonomics are just about Motorway
slick, unshakeable through variously surfaced spot on for the average-sized rider. What this Fairing is very
corners and can be hacked pretty damn hard. adds up to is a very useful mid-sized sports tourer effective up to the
The suspension may be basic and limited in and though it may be short on power, it’s not ton, beyond with a
adjustment, but it’s well matched to the bike’s lacking in equipment or sophistication. bit of turbulence,
abilities. The CBF’s springs can be set bouncing, All elements of the CBF make it very, very and mirrors stay
but on anything except the wildest ride it feels easy to ride and none more so than the brakes. clear. Saddle and
reassuringly solid and controlled. The bars never They lack the bang-on immediacy of the latest riding position
flap or waggle and the back never threatens to race kit, but they’re plenty powerful enough, match 150-mile
break loose in the dry, so confidence is high. very progressive and, with the anti-lock system, range. Feels slow
The engine pulls softly out of bends and are suitably reassuring. For £300 less the bike up slip roads
encourages lots of revs to keep things buzzing. It can be bought without ABS, but the extra mental 44mpg
picks up very cleanly, very smoothly and delivers security the system provides makes the bike Top-gear cruising
a broad but rather flat and lifeless spread of perfect for novices to earn their stopping stripes. 70mph = 5200rpm
power. And when corners open onto longer As a first big bike the CBF is ideal for many 100mph = 7600rpm
straights, or the gradient begs for more power, reasons and would be a very sensible choice. But
the engine feels weak and highlights the fact it’s sensible doesn’t really get tickers pumping. At no Town
pushing more than 200kg. It is basically a Hornet point on the Bike Test Route did it intimidate, No worries here.
600 unit, supposedly retuned for more midrange, but neither did it really thrill or excite. The Compact, clean-
but in reality it simply feels capped, restricted, trouble with the CBF is that, for the same money pulling and
with no more midrange than a Hornet. as the ABS version, it’s possible to buy a far more comfortable.
Overtaking on A-roads also exposes the CBF’s exciting bike from the same stable. The CB600F
lack of poke. With 66bhp it’s still supercar-quick Hornet has over 20 per cent more power, less Fast A-roads
0-60mph, but these days we’re used to so much weight and stacks more sporting potential. Then Struggles on high-
more. Of course, it still whups cars’ arses and can there’s Suzuki’s new Bandit. Due any minute, the speed overtakes
go on to a ton-thirty, it’s just that it can’t pull off faired 650 will be around £400 cheaper than the and needs a
the kind of rapid passing moves you’d expect of non-ABS Honda CBF and 2004-registered Bandit thrashing. Give it
a modern 600cc four. Just when a top-end wallop 600s are selling new for as little as £3500. one and it’s not
should be due, the power simply tails off. It The Honda CBF600 is bang on its friendly much slower over
would be very easy for experienced riders to find novice brief. It really does everything asked of the course of a ride.
themselves absolutely thrashing this bike on a it very well, but the list of more exciting and Very economical.
regular basis. That said – and despite being the desirable bikes in the middleweight division is 54mpg
least powerful bike here – the Honda was quicker huge and most are appreciably cheaper, so don’t
than the BMW both on the road and at the test expect to see large numbers of CBFs on the Twisty B-roads
track. On the road this was mainly due to the nations roads any time soon. > Quicker than the
specs suggest and
never puts a tyre
‘It would be LIVING WITH IT Everyday life with a CBF600S ABS IN A NUTSHELL
wrong. Never gets
frisky, but doesn’t
very easy to + Service intervals are at 4000 and 8000 + The saddle and handlebars can be It must be the
really thrill either.
42mpg
absolutely thrash miles, but the 4000 doesn’t even inlvolve adjusted to suit. CBF600 ABS
because...
the CBF on a changing the oil. Expect to pay around
£80 and £170 respectively.
+ If you don’t want a fairing, you can
have a naked CBF for £300 less and if you Your mum’s bought
Summary
Could be perfect
regular basis’ + There’s little underseat storage, and can do without the ABS too, that’s it for you.
You like the sound
for the cautious
few useful points at which to attach a another 300 squid off. novice, but is also a
bungees so a rack/topbox (like that on the + Even though the finish is on the mark of a rev-limiter useful little tourer,
cutting in.
test bike) or panniers up the usefulness. for a budget model, paint and laquer are commuter or
+ The CBF has plenty of room for two thinner than Hondas of old. You can ride in your dispatch bike.
sleep and here’s
and there are grabrails and lots of + OE rear tyre lasted nearly 8000 miles Doesn’t torch the
what to do it on.
pillion legspace. on Martin’s long-term CBF. undergarments,
though.

89
 THE
Triumph Sprint RS £6349 TEST
TEST TM
ROUTE A bargain in the making – the last of the RS models are set to go fast

IN THE OUTSIDE LANE, passing the middle-lane back compared with the latest kit and this leaves
Weather Dry sitting, sleeping motorway morons, 99mph on the front wheel feeling relatively remote in terms
Traffic Light, the LCD speedo. The mirrors are a model of of feedback. Try and force the issue by steering
medium clarity and there’s a car coming up behind – and very hard and the front end starts to push.
Time taken coming up fast. Pull left to let it pass and knock On bumpy exits the back end performs a
7 hours 20 minutes back to 85, just in case. Yellow and blue similar trick, the soft rear spring working its way
Average speed chequering confirms suspicion. The fuzz pull into a mild wallow that makes it hard to hold the
59mph
Fuel used
level and sit there, passenger eyeballing an
enquiry through my visor, before dropping
bike down in the corner. The nature of the 955cc
triple means there’s always lots of grunt to
‘It devours huge
48 litres his gaze to the bike. He looks back at me with a exploit on exits and grip was never a problem, overtakes and eats
Average mpg 41 degree of pity, somehow manages to project his
compulsory sarcasm, says something to the
but the soft chassis, while not prone to wallows
on the Yamaha’s scale, was frustrating on the
the other motors
Motorway driver and they pull slowly away. Bike Test Route’s really tight and bumpy B-roads. here for breakfast’
Tankfuls at a ton ‘No, come back you bastards. Nick me, nick Like most sports tourers, the Sprint RS is
are no problem. me – it’s not that bad, not that ugly, and it’s quite most at home stretching its legs on more open
Plenty of power fast, you know. Okay, it’s not the Chopper Harris A-roads and despite showing only 82bhp on
and little vibration of the bike world, but it could do bad things. the dyno, every one of the ponies counts. This
at most revs. Really. It may be very simple, most unglamorous, Triumph is a turbine-like monster of midrange.
Mirrors clear but does the job and is, for the class of bike into It devours huge overtakes for breakfast and eats
and seat wide which it fits, dead cheap… and I’m, I’m very the other motors in this test for tea.
and supportive. bloody comfortable, er, ya fascists.’ The shame. The riding position is mildly sporty, roomy
A good ’un. The Triumph Sprint RS’s low price shows itself and perfect for attacking the fast sweepers in
37mpg from the saddle in a couple of ways. The clocks it which the Triumph feels at its best. Putting the
Top-gear cruising shares with most current Triumph models are power down in this environment, things feel
70mph = 4000rpm dull – though perfectly effective – the fairing stable, accurate and comfortable as the miles are
100mph = 6000rpm lacks inners and the scanty bodywork adds to an dispatched with ease. A full day in the saddle
unfinished look. And unfortunately, like most of holds no fears and in many ways the RS is the
Town the Triumphs we’ve tested in the past year, the equal of a much more expensive Honda VFR.
Heavy controls and controls really let the RS down. Once again the It gives a little away to the VFR in terms of
poor throttle knock throttle’s a tad heavy, there’s too much play at handling and a lot in build and finish, but it
it back. Feels a bit the grip and this accentuates a slight hesitancy has the better, meatier motor, out-torquing
long and heavy but in the fuelling’s pick-up. It doesn’t present such Honda’s V-four by almost 20 per cent.
the head up riding a problem when just rolling along open roads, But it’s still no great surprise that Triumph are
position helps out. but hand fatigue sets in quickly on twisting roads phasing this model out. It’s never really fired the
where the controls are being rapidly juggled. imagination of the bike-buying public and is
Fast A-roads When it comes to scrubbing speed, the brakes starting to feel dated and a little primitive. But a
Make the most of are last-generation good, but require a fair tug. list price of less than six and a half grand is good
the midrange and On the road perhaps the feel and required effort value for what is a very strong and characterful
stable handling. wasn’t doing them justice, because at the test bike that qualifies as both a sports tourer and all-
Great overtaking track the Triumph put in a very good braking rounder. Triumph say there are about 40 of these
device, comfortable performance, out-stopping the other bikes by bikes waiting to leave dealers and if you want a
and very some considerable degree – or perhaps it was fast, comfortable road bike with a very fat engine
easygoing. simply a tired throttle hand. one of is be worth a look. >
48mpg In severe corners, if you try to ride it like a
sportsbike, the RS takes a lot of turning and it’s Thanks to Jack Lilley Triumph (01784 420421) for
Twisty B-roads not easy to hold a tight line. It feels low at the the loan of this well-prepped demonstrator.
Feels a tad long
and slow-steering,
though only if you
try to use it like a LIVING WITH IT Everyday life with a Sprint RS IN A NUTSHELL
sportsbike. Controls
It must be the
irritate and tire. + Set-up and fine-tuning is critical + With dealers offering £500-worth of
Sprint RS because...
38mpg for big Triumphs. It seems the throttle extras with these bikes right now, push
It’s the cheapest
cable adjustment is impossible to get the boat out and go for panniers and way of getting on a
Summary spot on (a billimetre too tight and it won’t heated grips. new big triple.
Feels solid but rev-down; too loose and pick up is + Tyre sizes mean you can go for full-fat
Your tortured right
dated. Lots of horribly snatchy) but it’s worth spending sports rubber come summer. Put on some wrist makes you
engine. Makes a time getting it as close as possible. Bridgestone BT010s and do a trackday. glad you’re
great fast distance + A full factory dealer is essential to + The combination of ample saddle and married.
tool, especially keeping the bike running sweetly. A big midrange power make the Sprint a You need a bike to
when the price 6000-mile service should cost in the good two-up proposition, but only if you tow caravans.
is considered. region of £175. fit an aftermarket grabrail.

90
THE
TEST State of the art practicality
Here’s how they make them cheap and dependable
Clocks
The two torquiest bikes put the most
emphasis on the tacho, but it’s the
The poor old German is even so
dated as to have a single wind-back
other two that really need revving. All trip and a great big analogue
LANDMARK SUSPENSION ENGINE BIG IDEA: SOFTNESS but the BMW feature the usual clock. It’s certainly an unusual view
RE-CYCLING Honda have set out to modern LCD/analogue blend, with a these days and it’s the only one to
Nowt fancy in the Take a proven motor – woo less experienced
1989 full repertoire of functions. remind you that the engine uses oil.
damping and springs one that was once riders by capping power
Suzuki take an old department. Adjustability cutting-edge – and Left Honda has a mass of
and offering ABS. The
GSX-R engine and means complication, soft-tune it, claiming it’s chassis features clocks – there are two
stick it in a basic means cost and there’s ‘re-tuned for midrange,’ conservative geometry more out of shot
steel chassis to no point in going for when it’s usually just with the emphasis on Middle Triumph tacho
track-grade kit. Rear de-tuned. Here it’s an old stability. Friendly and shouts with shell-suit
produce the cheap
preload twiddlers are CBR600 engine, which lovely, the CBF is a yobbishness
and infamous an essential to adjust for can happily make 90bhp Right The Yamaha has
woolly great hug on
‘teapot’ GSX750F. all-up weight, but don’t forever, but is softened two wheels. the cleanest look
1991 expect much more. so it doesn’t scare Main image BMW get
Kawasaki resurrect Europeans. all retro-twee. Or
camp? Or just plain
the old Z750 and
weird?
Z550 engines,
calling them BRAKES
Zephyrs and Like many components,
shoving them usually lifted from other
models. These look just
in ‘retro’ steel
like CBR brakes of a
cradle frames. couple of generations
1995 back. To make them
Suzuki take more foolproof, there’s
another old the option of ABS – a
feature finding its way
GSX mill and put it
onto more bikes every
in a basic frame to
make the bargain * year – next year the
TDM900 gets them.
Bandit 600.
1998
Honda follow *
Suzuki’s lead and
pop a soft-tune
CBR600 in a basic * Headlights
chassis and call it All the headlights on these bikes, like most we’ve much more when flicked to full beam. When its Telelever front end, it’s got a distinct advantage
a Hornet 600. tested this year, give a decent account of themselves travelling fast at night the BMW’s single beam is the on the brakes, too. The other three bikes are of a
2004 on low beam, but fail to really light up the road by most illuminating of this pack and, as it dives less on watery muchness.
Yamaha ‘re-tune’
an R6 lump to Left (l-r): A Honda getting all
make the FZ6, but foxy, yesterday; Victory to the
the fat midrange Cyclops as the BMW’s big
fails to appear. single dish outperforms the
dual-light masses with the
help of a dive-free front end;
Oval eyes hark back to the
SPECIFICATIONS YAMAHA TDM900 BMW R850R HONDA CBF600S ABS TRIUMPH SPRINT RS
distinctive old Triumph T595.
Right Yamaha TDM lights give
Engine 897cc, 10v, dohc, parallel twin 848cc, 8v, dohc, flat twin 599cc, 16v, dohc, in-line four 955cc, 12v, dohc, in-line triple a good spread on low beam,
Bore x stroke 92 x 67.5mm 87.5 x 70.5mm 65 x 45.2mm 79 x 65 mm but are less than illuminating
Compression 10.4:1 10.3:1 11.6:1 12:1
at high speed or on the brakes
Fuel system fuel injection fuel injection 4 x 34mm carbs fuel injection
Transmission
Frame
6-speed, chain
aluminium twin-spar
6-speed, shaft
composite (engine stressed member)
6-speed, chain
steel spine
6-speed, chain
aluminium twin spar Tank range
Front suspension 43mm telescopic forks Telelever 41mm telescopic forks 43mm telescopic forks
Adjustment none rebound none preload All the bikes here returned above-average fuel Though the BMW could, in theory, go the furthest in, there was plenty left in the tank. But if you want
Rear suspension monoshock Paralever monoshock monoshock figures and all have very useful ranges, not starting between drinks, the fuel light came on earliest of all-round economy, go Honda. A modern bike,
Adjustment preload preload, rebound preload preload, rebound to beg for a fill-up until around the 150-mile mark. the bunch. Judging by the amount of fuel that went making less than 70bhp doesn’t use much gas.
Brakes front; rear 2 x 298mm discs/4-piston calipers; 2 x 320mm discs/4-piston calipers; 2 x 296mm discs/2-piston calipers; 2 x 320mm discs/4-piston calipers;
245mm disc/2-piston caliper 276mm disc/2-piston caliper 240mm disc/1-piston caliper; ABS 255mm disc/2-piston caliper
Tyres front; rear Dunlop D220ST Bridgestone BT57 Michelin Pilot Road Bridgestone BT57
Theoretical tank range
120/70 ZR18; 160/60 ZR17 120/70 ZR17; 170/60 ZR17 120/70 ZR17; 160/60 ZR17 120/70 ZR17; 180/55 ZR17
Yamaha 176 miles
Wheelbase 1485mm 1487mm 1480mm 1470mm
Rake/trail 25.5º /114mm 28.1°/127mm 26°/109mm 24.5°/89mm BMW 198 miles
Dry weight (claimed) 190kg 218kg 202kg 199kg Honda 186 miles
Seat height 825mm 770-800mm 785mm 805mm Triumph 189 miles
Fuel capacity 20 litres 20.5 litres 19 litres 19.5 litres
Fuel consumption (average) 40mpg 44mpg 47mpg 41mpg Figures based on motorway
Warranty/mileage two years/unlimited two years/unlimited two years/unlimited two years/unlimited mpg on the Bike Test Route.
Service intervals 6000 miles or 12 months 6000 miles or 12 months 4000 miles or 12 months 6000 miles or 12 months
NU insurance group 13 12 11 14
Price £6349 £6710 £5199 £6349
THE
TEST Honda CBF600S ABS Triumph Sprint RS
Right Pipe is muted Right Conventional
and gets little musical swingarms may be
help from the airbox more rigid, but buyers
Very traditional design meets novice Far right One of the ENGINE Big on the frame and lets the still like a single-sider
concept. More than enough for 67bhp most successful One of the best uses suspension take care of itself Far right No fancy
engines ever, with of a Hinckley triple, hybrid frame tech: it’s
its spuds cut off this motor retains the made of girders and it
thick vein of torque works just fine
that got tuned out of
FRAME the sportier Daytonas.
You can keep it With the new-for-2005
simple when there 1050cc unit on the
are few wild horses way, this powerplant
to tame. Weight’s not will doubtless soon
a big consideration, be a thing of the past.
as the focus is on
stability. Those have
to be the biggest
pillion footrest
hangers in the
history of feet

BMW R850R Right Paralever rear

end does a good job of Yamaha TDM900 Right A near-perfect
riding position for
minimising the shaft’s taking in views – all
The smallest flat twin shares its torque reaction What you’re looking at here is nearly day long
FRONT END hatstand chassis with the bigger boys Far right The classic ENGINE 14 years old and still going strong Far right The trademark
air-cooled BMW twin. Yamaha blue-potters
Ingenious Telelever Simple, reliable, but a The 10-valve parallel are as much as the
suspension set-up all bit dull at this capacity twin is as silky as an oiled forks can cope with
but isolates the front seal and defines the
suspension from whole riding experience.
braking forces, letting The tech may be getting
the shock get on with on a bit – it’s very much
soaking up the bumps. like half an FZR1000
Braking forces are fed motor – but it really
back to the main works. It’s perfectly
frame/engine unit in tune with the bike’s
using the rose-jointed real world abilities.
wishbone attached to
the fork brace

*
THE
There’s all kinds
of love. Tester
love, shown
THE BIKE TEST VERDICT

TEST
here, is illegal
in most states

YAMAHA TDM900 BMW R850R HONDA CBF600S ABS TRIUMPH SPRINT RS

Engine  Engine  Engine  Engine 

So smooth and responsive. Aged design seems to Two points for being Smooth, charismatic triple
A bigger top end would up have reached the limit of smooth and efficient, but pulls hard at most revs.
the excitement ante, but its usefulness here. Puts that’s the weedy sod’s lot. Only at the bottom end
the motor’s well matched the ‘flat’ in flat twin. does it have a small
to the rest of the package. Chassis  response problem.
Chassis  No great science involved
Chassis  No sportsbike, but steering here, but it does the job Chassis 
Slow steering, so slow is neutral and the bike is asked of it and does it well. Nice on sweepers, but a
down a bit. always stable. Easy enough to turn, yet big handful in tight stuff.
Paul Swift’s still very stable.
search for love Suspension  Suspension  Suspension 
gets the usual Soft, wallowy. This adds to Rear is choppy, but front is Suspension  Soft, unsophisticated and
response: panic the comfort – and speed very good. Similar performance to the will wallow if pushed hard.
and fleeing over unclassified roads. chassis – perfectly ample.
Brakes  Brakes 
Brakes  BMW Evo brakes are their Brakes  Not the best in terms
Excellent – all the chassis usual excellent selves. Er, yet again, they do the of feel, but with a good
can handle. job without blowing minds. squeeze have plenty of
Comfort  There’s some serious stopping power.
Comfort  The seat is great for limited stopping going on before
Enjoy riding all day – it’s mileages and luxurious the ABS comes in. Comfort 
what this bike is all about. around town, but Lots of seat, reasonable
Makes a superb tourer. combined with the peg Comfort  protection – a good high
and bar positions makes Good – everything fits and speed cruiser.
Useability  for backache over distance. if it doesn’t, it can adjust.
Everything, on all roads, in Useability 
town or out, no sweat, solo Useability  Useability  Limited storage, but will
or two-up. It’s never a Not nearly as versatile Triffic. Fit luggage, go do it all from trackdays to
chore to get on and ride. as we’d imagined. touring, or commute etc. major Euro-blasts.
PERFORMANCE TEST TDM900 R850R CBF600S ABS SPRINT RS Finish  Finish  Finish  Finish 
Fastest lap 1m 26.3s 1m 28.2s 1m 27.6s 1m 22.3s A bit plasticky overall, but Good throughout – simple, Very solid feel, but not It’s all there, but only just.
On days when the test circuit is damp and drying (as it Rough love no flaws. but solid. as much paint applied Good paint.
0-60mph 4.75s 5.27s 5.19s 4.68s
was for this event), the order in which bikes are tested 0-100mph 11.30s 14.10s 12.19s 10.15s between two as old-school Hondas.
can make small but critical differences. First from the 60-100 (fifth gear) 7.30s 7.95s 8.11s 6.19s consenting Overall  Overall  Overall 
blocks was the TDM, which put in a decent showing Top speed 135.7mph (ind’ 146mph) 124.4mph (ind’ 130mph) 130.4mph (ind’ 140mph) 139.4mph (ind’ 148mph) adults: a daily Okay, it doesn’t make a The BMW struggled over Overall  An old-school sports
part of rural life great sportsbike, but the the route. It’s not just the Certainly no problems. tourer, the RS is feeling
considering that the track was pretty damp. Braking 100-0mph 5.96s (430ft) 5.66s (415ft) 5.95s (416ft) 4.72s (356ft)
TDM does everything else lack of power, but also the This would be one hell of a bit dated in the chassis
Next up was the Honda, followed by the Yamaha
Comments: The longer stopping And the BMW wins… The 60-100mph roll-on Clearly the fastest here, and does it with a good way it isn’t delivered. Really a useful bike, if only it had department, but the engine
and then the BMW. Given that the R850 had a dry line, deal of fun. not enough fun to cut it. another 20bhp. pulls the job off.
distance is likely to be the prize for the most time shows the power but that’s no surprise. The
its performance is all the more disappointing. None of
down to the soft forks accurate speedo. That hole at the heart of the fact that it stops so much
these bikes, though, is designed with fast laps of a track and the damper track. 0-100mph time doesn’t quicker than the rest,
CBF, but if you thrash it,
in mind, so this testing serves as a loose comparative Considering there was even scratch the mustard. it’s still faster, and including the ABS Honda, The best bike away with one set of keys they would fit the
guide, not an ability ranking. least grip available... Not bad on the brakes. quicker, than the BMW. is. Not quick for its size. If you’ve got this far, you’ll TDM. It’s more fun, has some attitude about
know it’s not the BMW. Too it and works well everywhere. It’s a winner.
boring, too cumbersome.
90 70 BMW make great bikes – The best buy
DYNO TEST 80
but this isn’t one of them. If
you want a soft-ish introduction to big bikes, the
Again the German is up for a drubbing. Already
worst, it’s most expensive too and it would be
60
Dyno graphs explained CBF is way more comfortable and versatile. But tough to cut a winter deal, as BMW dealers
70
For these bikes, the torque curves (right) are far more 50 is there the power and style to keep a rider don’t like it up ’em. The Honda is trickier
informative than those for power. The Triumph’s 60 interested? Probably not for long. But if you because it does what it’s meant to, perfectly. It’s
fluffiness can be seen as a huge trough just below definitely don’t want to be intimidated and do also well equipped, well made and could be the
Torque (lb.ft)
Power (bhp)

50 40
4000rpm. From there it builds torque and power Bereft of love, want anti-lock, this could well be your best bike. perfect tool for some riders. If you’re one of
cleanly. The TDM and CBF curves show how much 40 30 MFG operates The Triumph and Yamaha both have great them, expect to haggle £500 off a 2004 model.
smoother and more linear their delivery is (though his fly-by-wire motors. The Triumph’s is meatier; the Yamaha’s With the RS up for the chop, dealers may
30 turbo charged
the Honda’s is truly weedy). 20 is smoother and easier to use thanks to better be keen to get shot, so haggling should see you
butt-plug
The BMW’s torque curve is all over the show – 20 controls and fuelling. These two run each other down to six grand – and they’re offering £500
though it doesn’t feel so bad on the road, which is likely 10 very close. Neither has perfect handling or of extras. But I’d worry that with the model
to be down to the relatively large flywheel carrying the 10 suspension, but both compensate with comfort becoming obsolete it will depreciate rapidly. And
engine through the dips and troughs. What it can’t hide, 0 0 and great riding positions. when you could pick up a TDM for a grand less,
though, is a fuelling shambles that stops the bike 0 2 4 6 8 10 12 0 2 4 6 8 10 12 The Triumph takes a fair bit of riding, things become clearer. There are dealers offering
building decent power. rpm rpm though, and is less approachable than the easy 2004 TDMs at £5000. That’s some £1500 off list
 TDM900  R850R  CBF600S  SPRINT RS going Yamaha. It’s a toughie, but if I could walk price and stunning value for money. 
72.5bhp @ 7700rpm 67.0bhp @ 7000rpm 65.9bhp @ 10,500rpm 82.1bhp @ 7500rpm
56.9lb.ft @ 5900rpm 53.1b.ft @ 5800rpm 37.8lb.ft @ 7900rpm 62.9lb.ft @ 5500rpm

97