BikeTest/Yamaha TDM 900:The Japanese redefined how engines were designed but an industry pioneer remains, writes John Wheeler
Last week we saw that parallel twins have been Triumph's signature product since the late 1930s. This design inspired virtually all the major British manufacturers to follow suit. In the 1960s, until the Japanese invasion gained momentum, this engine layout was the industry standard, at least for plus-500cc machines.
Then the wider availability of high-revving Japanese four- and even six-cylinder machines, as well as their quality, largely contributed to the death knell of the British motorcycle industry and, with it, the virtual disappearance of the parallel twin.
For a time Triumph was the only manufacturer using this layout for middle to heavyweight machines.
That situation continued until 1991 when Yamaha began to produce the parallel twin powered TDM 850. Along with several Triumph variants, and from 1999 when Kawasaki introduced their W650 retro copy of a British twin, these were the best known examples.
Then, in late 2005, we saw the introduction of Kawasaki's ER-6n and BMW's launch of their F800S and ST twins.
It seems the parallel twin has been reinvented.
The TDM 850, progenitor of today's TDM 900, had a new parallel twin engine in a Deltabox frame. In 1996 it was given a new-style 270° engine. Then, in 2002, the engine was bored out to 897cc, making it the TDM 900. It was given a new frame, gearbox and fuel injection.
Today the TDM 900 is an excellent example of a modern, conventional all-rounder. It is a machine that can do most everything asked of it, and do it well.
These kinds of machines, and every manufacturer seems to have at least one in their range, might seem to be conglomerations of compromise. So too are some of the best yachts! The point is that it is ideal for commuting where the tall seating position gives a good view and the half-fairing and generous power output make for very capable motorway cruising.
It is every bit as competent and enjoyable for off-duty, weekend recreational trips. Add luggage, and the European continent knows no bounds.
As a really serious sports tourer some would regard the lack of shaft drive to be a drawback, even though this is the case with many of its competitors.
Apart from its relatively restrained and purposeful looks the first thing you would notice getting on the TDM 900 is that you could be forgiven for thinking that the layout, from a rider comfort point of view, was designed in Saville Row. It feels to be in the very best of made-to-measure traditions, as if it had been built around the rider. It is a real pleasure these days to come across a machine that fits you, instead of your having to adapt to something clearly made for someone else.
The engine is a first-rate example of the breed, it delivers its 63.4kW of power at a modest, by modern standards, 7,500rpm. It churns out a useful 88.8Nm of torque at 6,000rpm.
What came as a huge surprise was the brakes. It uses the same Sumitomos that Yamaha fit to their R1, R6 and Fazer machines, so you would expect them to be good. Even that does not prepare you for their almost incredible stopping power. The result feels every bit as good as the most high-tech, servo assisted braking system favoured by BMW.
Brakes like that give enormous confidence, perhaps for some over-confidence, which is why it is good to know that there is an ABS option for an additional €700.
The front forks, under heavy braking, struck us as being on the soft side, but they can be adjusted to suit your riding style.
It has a 6-speed gearbox, though with all that useful torque it really is not necessary to have that many gears. The sixth gear is a genuine 1.08 overdrive, ideal for laid-back cruising and relaxed progress.
We found the handlebar height to be perfect and the mirrors are ideally placed. The instruments are an analogue rev counter and an LCD Speedo which also provides the usual mass of additional information. Clutch control is cable and we found it a bit sharp in operation.
We also found, after a time, that the seat was a trifle hard for perfection; both rider's and pillion's scored just 70 per cent. Roadholding is very good indeed, the Dunlop Sportsmax tyres giving good grip in a wide variety of conditions. Acceleration is 4.95 secs 0-100km/h, perfectly adequate if not in the sports bike category, but perceptibly slower than Honda's Varadero or Suzuki's DL 1000 V-Strom.
Top speed, if you insist, is around the 218km/h mark. The 20 litre tank can give a range of more than 270km.
Priced €10,500, or €11,200 for the ABS model, it is noticeably less expensive than the Honda Varadero, Triumph's 1050 Tiger, or Suzuki DL 1000 V-Strom.
FactFile
ENGINE:Liquid-cooled, 897cc 4-stroke, 5-valve, forward inclined DOHC parallel twin. 63.4Kw @7700, Torque 88.8 Nm @ 6000 rpm. Six gears, chain drive.
CHASSIS:Aluminium diamond frame, Telescopic front forks. Front wheel 18" 120/70 dual disks 298mm dia. Rear wheel 17" 160/60 single 245mm dia disk.
DIMENSIONS:Seat height: 825mm; Dry weight: 192kg; Wheelbase: 1485mm; Fuel: 20 litres.
PRICE:€10,500 plus €700 for the ABS version (TDM 900A)