2010 Can-Am Spyder RT Preview

The recreation vehicle of Spyders



When I caught wind of some yet-to-be-released changes to the Can-Am Spyder Roadster, I thought I might learn more about the accessory saddlebags I’d seen on display at the east coast’s premiere touring event, Americade. Uniquely sculpted and mated to the Spyder with color–matching paint and high carrying capacity, those were just the tip of the iceberg. I wasn’t expecting to find an entirely new model in the press kit I received just last week.

Further defining Can-Am’s dediation to being the most stable, most comfortable and possibly the biggest tourer on the market today, parent company BRP will deliver the Can-Am Spyder RT (Touring Roadster) this fall. Similar to the Spyder RS (Roadster Sport) I'd ridden for Motorcycle.com last fall, the new RT is also available with a choice of transmission setups: manual or semi-automatic. Toss in an onboard stereo system, cruise control, heated rider and passenger grips, electrically adjustable windshield and more than 40 U.S. gallons of storage capacity (155 liters). With so many accoutrements and enough space for clothing, the kitchen sink and maybe even a toaster oven, the Spyder RT is ready for any road trip.

Can-Am’s Spyder RT in Full Moon Silver.

A liquid-cooled Rotax V-Twin similar to the one you’ll find in the RS model powers the new RT. The Rotax 991 is a fuel-injected 998cc engine capable of 100 hp and 80 ft-lbs of torque. The sportier RS delivers with a Rotax 990 claiming 106 hp and 77ft-lbs or torque. We’ll have to check into the differences and get back to you.

If you thought the Spyder was ugly before, you won’t be disappointed with the new RT’s bodywork and larger-than-life presence. The Spyder is an acquired taste; many wouldn’t even call the Spyder a motorcycle, but only you can decide that one. Necessity is often the mother of invention, and the Can-Am press materials hit the nail on the head with, “You’ll never again sneak out of town unnoticed.”

But if making a scene is part of your personal charm, or you need to pick up your mother-in-law at the airport, you can hook up the matching trailer. Can-Am offers an industry-first, optional RT622 trailer package, providing an additional 22 cu. Ft (622 liters) of storage, designed specifically for the Spyder RT roadster and compatible with the vehicle’s stability system. Imagine all the tailgating possibilities now! Full-size BBQ grills to pocketbikes and pit crews, I imagine.

Can-Am’s Spyder RT with matching trailer in Orbital Blue.

Selling now in over 50 countries, you could potentially ride the Spyder on any continent, and through possibly any season thanks to the RT’s Touring package which includes a higher windscreen than the RS’s comparable bikini-like screen, the Spyder’s inherently stabile Y-architecture (can’t tip over in the ice!), the whole bowl of engineering acronyms found on the RS (TCM, VSS, SM5, SE5, ABS, TCS, and 5 ECUs and heated hand grips. The new RT is designed to keep you in the wind and comfortable for many miles to come. Maybe I’ll ride one to the North Pole to find out; I need to complete my continental North American tour anyway.

“The introduction of the Can-Am Spyder RT now provides options for sport and touring enthusiasts alike,” said Chris Dawson, vice-president and general manager, International division. “BRP’s superior design and innovation continues to deliver paradigm-shifting vehicles that push the envelope, and the RT model is no exception. The new platform goes well with what touring riders demand and there is no doubt in my mind the Can-Am Spyder RT is going to forever change the touring motorcycle category.”

Can-Am’s Spyder RT-S in Timeless Black.

The new-for-late-2009 Spyder RT will come in a choice of three model-dependent colors (Full Moon Silver, Orbital Blue and Timeless Black), in either manual transmission (SM5) or semi-automatic (SE5) and three model distinctions -- RT, RT Audio & Convenience, and RT-S -- for baseline pricing to feature-rich luxury. No pricing has been announced at this time.

With MSRPs heading towards 18 grand for the original RS model, I’d guess that the RT will list for more than $20,000, but we’ll have more information on the price, as well as any new BRP engineering, when we get a ride on the new RT later this month. Stay tuned for more info.

2004 Yamaha R1 Street Test

At long last, here's the 2004 Yamaha R1, the third all-new bike in the highly anticipated 1000cc supersport class. We told you all about the 2004 Kawasaki ZX-10R, back in December, after I rode it at Homestead. More recently, I got a chance to spend a day aboard Honda's new CBR 1000RR and now the trifecta is complete with this review of the 2004 Yamaha R1.
The first R1 made its debut in 1998 and its styling raised the bar for Japanese sportbikes. Each revision since then has refined the look and this new one is undoubtedly the prettiest R1 yet. After seeing this bike in person and oogling the new metallic red and the two-tone silver paint jobs, I sincerely feel that Yamaha has displaced Ducati at the top of the sportbike styling heap. (Of course Ducati helped, when they replaced the gorgeous 916 family with the 999 series) Yamaha says the new R1 is: "Michelangelo meets Sir Isaac Newton". I'd say: From the voluptuous upside-down swingarm, to the flowing intake snorkels, the 2004 R1 just oozes sex appeal.

Yamaha could have simply restyled last year's excellent R1 and given us the new look without a full redesign, because most buyers couldn't even get near the absolute performance limits of the original 1998 R1. However, Yamaha intends to do some serious racing with this new bike and not only are there looming 1000cc threats from Kawasaki and Honda, but last year's GSX-R 1000 also had the old R1 covered from a pure performance standpoint. Wisely, Yamaha decided to go hole-hog for 2004 and the result is a bike that shares little more than an oil filter with the 2003 R1.
A comprehensive listing of the changes and revisions is included in Yamaha's spec-chart at the end of this article. However, at the risk of being redundant, I'd like to breeze through a few of the biggies. The entirely new 998cc engine is claimed to make 172Hp and 180Hp "at speed" (thanks to ram-
air induction, a first for R1s). The engine is over 56mm narrower than last year's motor, even though cylinder bores are now 3mm larger. This is mostly due to movement of the starter and charging systems to the back side of the cylinders, but also from a 23.7mm shorter crankshaft and a reduction in bore spacing, from 9mm to 5mm. The cylinders are now canted 40° forward from vertical (last years engine was 30°) this allows for even straighter intake ports and most importantly makes the engine shorter, so that the new "Deltabox" frame can route its spars over the engine (like the new ZX-10R's frame) instead of around the sides, for a narrower midsection. That new frame is 200% stiffer in the vertical plane, 50% stiffer against side forces and 30% stiffer torsionally, it is also has been reduced in width, from 464mm down to 395mm. A slightly narrower valve angle allows the compression to be bumped to 12.4:1 from last year's 11.8:1 (be sure to use premium gas) which is a big help in boosting power. Reciprocating and rotating inertia has been reduced, via 3% lighter pistons and a 16% lighter crankshaft, which makes the engine quicker revving and gives it a more "lively" feel. The lighter weight internals also help the engine to survive near its 14,000Rpm rev limiter.
The new engine's redline is an unbelievable 2,000Rpm higher, at 13,750 compared to last year's 11,750Rpm redline. The fuel tank is fully 2" narrower than last year's. Front brake rotors have stretched from 298 to 320mm but are now .5mm thinner, so they weigh the same as last year's brakes. The front calipers now feature the de-rigueur radial mounting and the master cylinder has been changed to an excellent radial piston Brembo. Intake ports are straighter and 5% larger than last year's. Exhaust gasses are vented through 5mm larger ports that are surrounded by an extra water jacket for improved cooling, then routed out through a catalyst equipped exhaust that's (with the exception of the catalyst) 100% titanium from header to mufflers. The new steering damper is equipped with a mechanical ball check-valve that floats out of the way during slow movement, but is forced to block an oil passage when the damper is moved quickly. This allows for lighter slow speed handling, but allows for the necessary resistance needed at high-frequencies (like headshake).

GYTR Carbon Fiber Parts for the 2004 R1 2004 R1 Racebike

According to Yamaha, the new R1 has the same ground clearance as their M1 MotoGP bike (except for the footpegs which would need to be changed for racing), thanks to the narrower engine and underseat exhausts.
Ergonomics are typical modern supersport and felt a little cramped at first, though I must confess to just getting over the flu and being somewhat stiff at the beginning of the ride. After I stretched a bit, I was perfectly happy and after a solid day of riding, I was still fresh and had no aches to complain about. The footpegs have been moved down 7mm and forward 2.5mm from last year's R1 and the clip-ons have been raised 10mm. When you couple this with a significantly narrower motorcycle, you end up with a roomier riding position. In addition to the new ergos, the new engine is quite smooth for an inline four and was noticeably less buzzy than the Honda CBR 1000RR.

Crazy Bike Stunts

Really Cheap Auto Insurance

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Other Ways to Find Low Cost Car Insurance You might have heard that you are more likely to get into a car accident than ever to get into a plane crash. For obvious reasons, this might be a good thing, but it also shows how often car crashes occur. If you park your car on your own property, and never drive it anywhere, you might not need car insurance. Yet, most people buy a car to drive it and not just have it decorate their driveway. Thus, if you plan to drive you also need to plan on having auto insurance to protect you from accidents that will most likely happen.
The easiest way for people to save money when looking for insurance is to shop around. As stated above, taking the first quote offered is not in your best interest. The price that one insurance company quotes could easily be triple the cost compared to another car insurance who offers the same amount of coverage. The high cost insurance company may not be trying to rip you off. They may be quoting a higher rate because they consider something as a high risk factor; whereas another company may not see it as being as important.
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The next way to reduce your payment is to keep a clean driving record and build up your no claims bonus. Obviously, it is much easier said than done, but if you have a clean driving record and up to 5 years of no claims bonus you could see a reduction on the amount you pay for your premium by as much as 75%.
Improving your vehicle’s security can considerably reduce the amount you pay. Having an alarm will get you a small discount. Also, by having a tracker fitted to your car will help you see a bigger reduction in your monthly premium. Surprisingly enough, even where you park at night will help to lower the amount of your car insurance. If you select to park on a driveway rather than on a street you should see a 5% difference in your premium.
Other effective ways to lower your premiums are to take an advanced driving test, pay your premium annually instead of monthly, remove unnecessary drivers from your policy, and reduce your annual mileage.
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News






More Drivers Staying With Current Insurer Longer


Motorists Scale Back Shopping for Auto Insurance, Survey Shows

August 21The proportion of customers seeking a new insurer fell to 28 percent in the 12 months ended in March from 36 percent in the year-earlier period, the marketing company said today in a statement. The study showed a slump in shopping in the fourth quarter and January, and some companies reported a rebound in recent months, Jeremy Bowler, J.D. Power’s senior director of insurance, said in an interview.
“Many customers are employing a hunker-down mentality,” Bowler said in a statement. “Most customers would prefer to hold tight to their current provider, which they already know, rather than risk trying a new provider.”
Auto insurers’ premiums have declined as drivers reduced coverage in response to the recession and profits dropped on investment writedowns. Consumers most often cited price as a reason for their shopping, and more than a third said price was the reason for switching carriers. Ninety percent of customers stay with their current provider, J.D. Power said.
Berkshire Hathaway Inc.’sGeico Corp. and Progressive Corp. have reported gains in shopping volume this year. Progressive added 242,200 auto customers in the first four months of the year, while Buffett told shareholders May 2 that Geico added 505,000 customers.
“Geico is shooting the lights out,” Berkshire Hathaway Chief Executive Officer Warren Buffett said in a Bloomberg Television interview in March. “It’s something in the American psyche, where the guy who didn’t care about saving $100 on his auto insurance policy or some number a year ago, and preferred to not make the change, they’re coming to us now.”
‘Switching Behavior’
Shopping “behavior was up fairly dramatically” in the first quarter, Progressive CEO Glenn Renwick told analysts and investors at a June 11 meeting. “We’re still seeing a fair amount of switching behavior.”
Erie Insurance in Pennsylvania ranked highest in J.D. Power’s customer satisfaction survey of auto insurers for a second consecutive year, scoring 893 points out of 1,000 for its distribution methods, prices and policy offerings. American Family Mutual Insurance Co., based in Madison, Wisconsin, ranked second, followed by Hartford Financial Services Group Inc. and Geico.
American International Group Inc. ranked lowest among 22 companies with a score of 813 and Safeco Corp. was second to last with a score of 825.
Erie and American Family won top scores for local agent distribution. Hartford won a top score for its call center and Geico for its call center and Web site, according to the study.
Shopping rates are based on a survey of 300,000 households, Bowler said. Customer satisfaction is based on responses from more than 13,500 consumers who asked for an auto insurance price quote from at least one competitive insurer from February to March, J.D. Power said.







Car Insurance Rates in Arizona on the MoveAugust 21, 2009


Auto insurance rates climbing in Arizona

By Sandip




Many insurance providers are revving up auto insurance rates across Arizona, continuing an upward trend that began last year.
According to the Arizona Department of Insurance, 77.46 percent of insurers that have reported auto insurance rate changes this year either have or are increasing their rates. The highest percentage increases are Colorado Casualty Insurance Co., a Liberty Mutual Group company, up 30.20 percent, and Garrison Property and Casualty Insurance Co., a USAA company, up 30.10 percent.
Insurers have all year to report any changes they make to their auto insurance rates, said Erin Klug, department spokeswoman.
“There’s no requirement that they change their rates at any particular time,” she said.
In 2008, an overall average increase of 3.72 percent was reported among insurers filing rate changes that year, according to the department. That’s up from a .32 percent decrease in 2007.
“There is a small uptick … in insurance rates that appears to be happening at this time,” said Ron Williams, executive director of the Arizona Insurance Council. “It’s balanced by the fact that in 2006, the 20 largest insurers in the state dropped their auto insurance rates by 5 percent.
“We have times when the competitive nature of the insurance business here in Arizona allows for rate decreases, and then we have these times where losses and costs that insurance companies incur result in higher rates.”
Colorado Casualty has been paying out more in claims than it has been receiving in premiums, said spokesman Paul Hollie. Colorado Casualty insures commercial vehicles, he said.
“(Premiums in Arizona are) underpriced for the risk that the insurance company takes, so from time to time you have to make adjustments based on market,” he said. “Additionally, Colorado Casualty is still very competitive in that marketplace. Some customers, depending on where they are in the spectrum, will actually see a rate decrease.”
Clay Allen, USAA spokesman, said USAA companies, including Garrison Property and Casualty, had a combined auto insurance rate increase of 9.9 percent this year in Arizona. Garrison is a newer USAA company that began providing insurance in Arizona three years ago, he said.
“After a few years of loss experience in claims, we determined that those original Garrison auto insurance rates were inadequate, and that’s why we filed the rate increase,” he said. “Overall, Garrison and our other companies, we’re seeing our auto loss trends steadily increase, and those are being driven by a growing number of claims and higher repair and related medical expenses associated with those claims.”
USAA provides coverage to military-related personnel, including active duty and reserve, retired or direct family of a military member.
None of the three largest auto insurers in Arizona - State Farm Mutual Auto Insurance Co., Farmers Insurance Co. of Arizona and American Family Mutual Insurance Co. - reported increases. In 2008, those companies had 30.3 percent of policyholders across Arizona.
State Farm hasn’t filed any rate change, while Farmers reported a .4 percent decrease and American Family reported a 3.1 percent decrease.
State Farm’s auto insurance products are appropriately priced to risk, said spokeswoman Cheryl Willis-Blakes.
Arizona’s highly competitive insurance market means consumers have plenty of choices if they feel their rates are too high, Klug said. The department’s Web site includes an auto insurance premium comparison guide, at www.id.state.az.us/autopremium.html.
Policyholders should examine their policies at least once a year to see if they could be paying less, Williams said.
“The insurance companies really do vie for our business, so consumers are encouraged to do some comparison shopping,” he said.

Best Bikes Of 2009

Motorcycle of the Year

Triumph Street Triple R

Triumph had a good thing going when it unveiled the sweet Street Triple 675, a pared-down streetfighter version of the beloved Daytona 675 sportbike. The Street Triple’s finest feature is its soul-stirring three-cylinder engine that boasts a broad powerband and a symphonic exhaust note. The motor, re-tuned from the Daytona, has a predictable but powerful output that makes it accessible and unintimidating to riders of all skill levels yet is satisfying for even the saltiest veterans. Comfortable ergos – including a reasonably low seat height – and an eminently toss-able nature made it a staff darling, but we were a little disappointed it had some bargain-minded bits to keep the retail figure low.
But like a dream come true, the Street Triple R was introduced just last year, replete with the Daytona’s up-spec fully adjustable suspension and potent radial-mount Nissin brake calipers, alleviating all of our concerns. The result is an invigorating and versatile roadster that stickers for less than $10K. Lofting the front wheel is a snap, and before you know it you’ll be drifting out the back end like an inspired Brit hooligan. And on your favorite twisty back road, its friendly yet potent character is almost unbeatable, proving that no one really needs triple-digit horsepower peaks. Now that Triumph perfected the Street in our eyes, it became the perfect Standard. And it's our favorite motorcycle of 2009.



Best New Technology

Honda C-ABS








Sportbike pilots usually have no interest in anti-lock brakes, believing they can do a better job of quickly bringing a motorcycle to a stop than a computer. But they probably haven't yet sampled Honda's new Combined ABS as found on the 2009 CBR600RR and CBR1000RR as a $1,000 option. With this new combined system, there is absolutely no mechanical link, or otherwise, between the front and rear. It is entirely up to the electronic control module to determine when more than one brake set is required. Not only does the ECM regulate pressure to each brake set, it also can “combine” front and rear brake sets based upon established parameters, and it does it seamlessly. We now have the first brake-by-wire system available commercially on sportbikes. Innovative!



Honorable Mention – Honda CBR1000RR



If you want a literbike that handles like a 600, the lightweight and whippet-quick CBR is for you. It's as light as some 600s but has a burly midrange that out-muscles its 1000cc rivals Already a year old in '09, to win our annual literbike shootout in the face of high-profile new challengers from Yamaha and Suzuki is remarkable.








Honorable Mention – Ducati Traction Control












While other more conservative manufacturers have been reluctant to fit a form of traction control to their sportbikes for fear of liability concerns, Ducati has forged ahead and delivered what will surely become commonplace in the future. When DTC detects the rear wheel is spinning faster than the front, the computer first retards the ignition then will cut fuel if wheelspin continues. The multi-level DTC is rider-adjustable from scaredy-cat invasive to pro-racer-boy hands off, providing a new level of security currently unavailable from any other OEM.



Yamaha/Star V-Max

Perhaps it seems a bit odd to label a Yamaha-built bike as an exotic, but consider its monstrous 200-horsepower V-Four engine stuffed in an aluminum frame, a ride-by-wire throttle, variable-length throttle intakes, bespoke radial master cylinders and hand-polished aluminum intake scoops. A lofty $17,990 MSRP keeps out the punters, helping to ensure its exotic and rare status. Mountains of power throughout the rev range is like engaging hyper-drive, and tire-smoking corner exits are delivered easier than anything else with two wheels. Yamaha has brought an icon back to life with the new Max, and it's crazier and more capable than ever.

Honorable Mention – Travertson V-REX

In the custom cruiser mien, it's not unusual to throw down $50K or more for something that stands apart from the hordes of other choppers trying to be unique. And yet they are all pretty much just variations on tired themes. But nobody will think that when you pull up on a V-Rex. Looking like a refugee from a sci-fi movie, the Travertson-built monstrosity is unlike anything you've ever seen. The swingarm front suspension is the first thing to blow your mind, but everywhere else your eyes rest will continue the squall on your brain, such as the bespoke cast frame, the single-sided rear suspension and the alien-looking nose. There aren't many $40,000 bikes we are willing to describe as a bargain, but for its incredible traffic-stopping countenance, V-Rex qualifies.

Best Value

Kawasaki Ninja 250

Yeah, most of us know that new riders should hone their riding on a lightweight and modestly powerful bike, but no one wants to look like a dweeb while expanding their skill set. The little Ninja avoids the newbie-bike stigma by looking a lot like its more powerful Kawi brothers, appearing sleek and purposeful despite its easy-to-ride nature. Its twin-cylinder 250cc engine won't intimidate newbs yet has enough power to keep up with 80-mph freeway traffic, and its agile demeanor has the capability to embarrass larger machines on the right twisty road. At $4,000, it's a bargain, and you'll get most of that back on resale when it's time to trade up for a bigger bike.

Best Scooter

Piaggio MP3 400/500 i.e.

For the uninitiated, the MP3 is Piaggio’s three-wheeled scooter line with two wheels up front. The revolutionary parallelogram front end uses an automobile-like double-wishbone aluminum suspension system supporting two independent steering columns that allows it to lean like a proper motorcycle. The result is a fuel-injected scooter that brings along another contact patch for new-rider safety as well as salty-dog giggles. On the right canyon road, it’s like skiing through the trees, holding your line with your outside foot (wheel) instead of your inside leg’s ski edge. Back and forth is wicked fun, like skiing a giant slalom run. At booger-picking speeds, like when maneuvering in a parking lot, a rider feels the added balancing help of the third wheel. The 400 i.e. is the more economical and practical version, with more underseat storage, but the 500 turns us on for its capability of busting a ton on the speedo and while getting more than 50 mpg.

Best On-Off Road

BMW F800GS

“The GS for the rest of us,” was how Pete characterized the F800GS. The implication being that the latest addition to BMW’s renowned GS line of adventure bikes is at least as capable as the big R1200GS was at traversing tough terrain, but in a much more manageable package. The F800GS is closer to a big dual-sport than a Boxer-powered behemoth GS or GS Adventure. The 798cc parallel-Twin provides ample power for just about any situation imaginable for an adventure-touring rider, and its humane seat height and reasonable overall size open the door for many riders who’ve always wanted to tread the Sahara but were put off by the dimensions of the motorcycles that normally dominate the adventure-riding segment.

Honorable Mention – Aprilia SXV/RXV 5.5

Stuffing in a compact V-Twin motor into an aluminum-framed dirtbike-style chassis has created one of the most grin-inducing rides we've ever experienced. With 62 excitable horses at the rear wheel galloping with a sub-300-pound burden, the supermoto SXV (and its RXV dual-sport brother) is an extreme thrill ride – it even won the recent Pike's Peak hillclimb. Its $9,499 MSRP ain't cheap and, as we noted in our test of the 550cc SXV, “It's as pragmatic as Paris Hilton,” but it's ultra-cool, quite exotic and as fun as anything on two wheels. We stand by the closing statement from our review: “If you’re a former or present dirtbike rider with a dominant yee-haa! gene, you can’t find a more exciting street-legal two-wheeler at any price.”

Best Standard

Ducati Monster 1100

The Italians followed up the lively new Monster 696 with this 1100cc version of its revered air-cooled Desmo V-Twin, and it knocked our socks off with its all'-round versatility, rich character and a huge grin factor.
The big Monster has cozy ergos that welcome urbane commuter duties, as a proper standard should, but it also has the capable chassis and grunty power to terrorize repli-racer sportbikes on a twisty road. Low-rev neck-snapping performance combines with neck-snapping Italian good looks. Ducati's mondo Streetfighter model is much more powerful, but the M1100 is at least as much fun and is thousands cheaper.

Best Sportbike

Kawasaki ZX-6R

The middleweight class's relatively low buy-in results in the largest amount of sales among sportbikes, so there isn't a segment of motorcycles more keenly contested among manufacturers. Costly (to the OEMs) updates to the 600s arrive every two years in a never-ending quest to one-up their rivals. And it's for these reasons why the ZX-6R is so redoubtable. Kawasaki has built a motor that handily out-guns its 600cc rivals, but just as impressive is a 22-lb lighter machine that handles like a champ, aided by Showa's fabulous new Big Piston Fork. Doubly impressive is that the Ninja took top honors on both the street and track – no mean feat. Triumph's Daytona 675 gives the ZX a run for its money, but among four-cylinder middleweights, the nasty and nimble Ninja stands clearly at the top of this ultra-competitive heap.

Yamaha New Fazer

The Fazer, gets its DNA from the global Fazer series known for their sports touring, awesome looks. It has a “Look-at-me” appeal with the triple macho design concept giving it a concentrated form with excellent ergonomics. It has the beautifully contoured color – coordinated aerodynamic cowling to keep the wind blast at bay. With its comfortable riding position and seat the rider can enjoy a week end getaway or head off on a touring holiday.
Just like FZ16 and FZ-S, Fazer carries the Monocross suspension to ensure agile running performance and handling. The placement of this model’s ‘MidShip Muffler’ toward the center of the machine gives it a good concentration of mass, exhaust efficiency and handling. Fazer has the “140/60-17” size rear radial tyre with a 60% aspect ratio contributes to better grip and handling stability.
The Fazer will be available in four color Electric Blue, Midnight Black, Lava Red and Flaming Orange.

Bike Of The Year

Yamaha YZF-R15.

The YZF-R1 and YZF-R6 are equipped with under cowls that are based on the image of a diffuser, to give them the best form for aero-management. These are not cowls for simply enclosing the engine, but forms composed of blade surfaces that actively control airflow. This spirit has been directly inherited by the YZF-R15.
“Harmony between rider and machine.” YAMAHA's Human Technology involves studying the form of the motorcycle actually in motion with the rider on it. The R series is the embodiment of 1) a wide frontal space that protects the rider, 2) an easy to ride seating area that gives riders the freedom of movement and allows them to steer effectively, 3) the glamorous tail treatment that takes into account the management of airflow behind the rider, and 4) a sensual racing form that brings all 3 of these elements together in a harmonious package. These characteristics have been splendidly reproduced in the YZF-R15.
Additionally, the designs were developed in the same modeling room where YZF-R1 designers worked. Information was shared, ensuring that the R lineage would be transmitted. In addition, the model also incorporates a multitude of adjustments for the Indian market including seat shape that allows for tandem riding (integrated with the main seat), tandem grips that are easy to grip and also contribute to the supersport design, and a riding position that takes into account comfort, etc. In other words, the YZF-R15 is characterized by a hybrid design that combines the world-class design of the “R” series with localized functions. The YZF-R15 was created to lead the supersport category in India.