- motorcycle model, Yamaha brand,
The Yamaha XT660R enduro motorcycle model appeared on the market in 2004 and is the 4th generation of the XT line (models of previous generations: XT500, XT600, XTZ660 Tenere). The model has nothing in common with previous modifications; it is equipped with a 4-valve Minarelli engine that produces 48 hp. power and 60 Nm of torque. Based on this engine, other modifications of the XT series were presented:
Yamaha XT660X - supermoto.
Yamaha XT660Z Tenere - touring enduro.
The main sales market for the Yamaha XT660R was Europe, but since 2005 the motorcycle has been actively sold in South America.
Among the features of the Yamaha XT660R, we should highlight a steel frame, an injector, simple suspension in the form of a conventional telescopic fork at the front and a monoshock absorber at the rear, disc brakes, a 15-liter fuel tank, a 5-speed gearbox and 181 kg of curb weight.
2016 was the last year of production of the Yamaha XT660R, after which it finally left the production line. Moreover, in the last 2 years of its life (2015 and 2016), the model was produced exclusively for the South American market.
Brief history of the model
2004 - start of production and sales of the model. Model: Yamaha XT660R (Europe and others). Factory designation: 5VK1, 5VK3.
2005 - model available in South America. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VK4, 3S61.
2006 - no significant changes. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VK6, 3S62.
2007 - European versions receive catalysts for the new Euro environmental standards. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VK8, 3S63.
2008 - no significant changes. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VKA, 3S64.
2009 - no significant changes. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VKC, 3S65.
2010 - no significant changes. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VKE, 3S66.
2011 - no significant changes. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VKG.
2012 - the model is temporarily not produced for Europe. Model: Yamaha XT660R (South America). Factory designation: 2C1*, 2D0*.
2013 - no significant changes. Model: Yamaha XT660R (South America). Factory designation: 2C1*, 2D0*.
2014 - the model is again available in Europe. Last year of production for Europe. Model: Yamaha XT660R (Europe, South America and others). Factory designation: 5VKL.
2015 - no significant changes. Model: Yamaha XT660R (South America). Factory designation: 2C1*, 2D0*.
2016 - no significant changes. Model: Yamaha XT660R (South America). Factory designation: 2C1*.
Yamaha XT660R motorcycle review
A freaky, fun and daring motorcycle. Somewhat reminiscent of a cheerful one-year-old puppy running out for a walk. Even if his thrust is far from the same as, say, Bandit 1200. He rushes like an African buffalo. But there is no such fun in it, it is a heavy and serious waste. After these rides, I still ran in 600 kilometers and seemed to get a feel for my motorcycle. I got used to driving at low speed with almost constant crankshaft speed. As a result, I didn’t bother to eliminate the interruptions at low speeds, I’m too lazy and don’t bother me. The reason is clear and does not cause concern. As for oil consumption, I haven’t noticed it yet, although the previous owner says he topped it up sometimes. And it became clear to me why for several years I could not find a motorcycle for my soul. It's not just about your tasks. The main thing, it seems, is the similarity of temperaments. The moto's must be the same as the motorcyclist's. The XT660R has a temperament similar to mine - choleric. That's why it's a thrill. Let it be for now. And then we'll see.
Of course, the cross-country ability of this motorcycle is far from Dzhebelovskaya. You can ride it wherever it goes. A motorcycle for dry roads or dry off-road. You can feel the weight, and it skids much more than Jebel when cornering. You can’t really carry 172 kg on yourself. dry weight. I once went downhill on the DR250. I was able to climb onto the road only after I had removed all the weight. I had to drag the motor along. The wheels didn't move on the sand. I couldn't get the XT660R out of there without a winch. It stands on the road like a glove, but still not like a real road worker. There seem to be enough brakes, but it wouldn’t hurt to add more in front. This motorcycle is suitable for travel within a radius of 200 - 300 km. from home, when you can drive along the highway without thinking about fatigue. Or for a long-distance journey, to drive at a speed of 90 km/h.
Motorcycles in this series, XT660R and XT660Z Tenere, differ in tank volume (15 and 22 liters, respectively), suspension travel (225 and 210), fork angle, weight (172 and 183) kg, ground clearance (210 and 245), and slightly in saddle height and a little - in size. The XT660Z Tenere has two front brake discs. Both motorcycles are used over the hill for long trips, including around the world. Many people don't like the XT660R, but those who do like it really like it. I am among them. I do not advise you to take this mot based on any descriptions. He is very unique. You should definitely go for a ride. And even then, as in my case, an opinion does not form immediately.
The XT660R and XT660Z Tenere motorcycles have the same Minarelli engine, which is considered very reliable. The engine is produced in Bologna, the engine as a whole is produced in France. Minarelli engines are installed on: Yamaha: Booster 50, X-Max 250, XT660; Malaguti: Phantom 50, Password 250; Aprilia: Pegaso 660 and others, including the Yamaha Raptor 700 ATV. The camshaft is on rolling bearings, like the crankshaft. The gaps on the fists are adjusted with screws. It is impossible to buy spare parts in Japan due to sky-high prices. Ebay is full of used and new ear units and parts at reasonable prices. The main source of tuning and spare parts are stores in the UK and Germany. This motorcycle was not delivered to the States; it is not included in the list of motorcycles on American websites. Although the Americans collected signatures from Yamaha in their country with a request to organize the supply of XT660 motors to their country.
So it turned out that I was going to choose from 5 models, and settled on the second one. Perhaps the XR650L would be to my taste as well as other motorcycles; judging by the reviews, I did not find any shortcomings in it (those that I did find suit me). Most likely this would be the case. So far I haven't come across any bad motorcycles at all.
Hi all. There are a lot of letters because we have very little information on this motorcycle. It will be useful for someone, and our forum is gradually turning into a general forum, which is very good. And now I’m selling Jebel, although without haste. I won’t sell it, I won’t be upset, there will always be a place for it. Great bike.
My first ENDURO ride of ~200 km off-road was on this motorcycle. My data is 175cm/80kg.
In a nutshell: the more SOLID soils and asphalt, the more preferable and correct this choice.
The engine is eternal, but you need to keep an eye on the oil. There are no jambs in the design of the engine. There is no low end, but locomotive traction from 3000 rpm all the way to the end of the handle. For example, my IksAr-650 is walking next to me with a tachometer of 1000-1400 rpm at a speed of 4-5 km/h. Potentially, the XT660Er cannot afford this, but it is STILL not necessary on asphalt and hard soils. THERE you need the courage to turn the knob and then the potential of this engine is revealed at 100%. Comfortable to fit. But it won't be comfortable without glass.
This season I bought an XT660R. I’ve already traveled to Brest (I got there in 11 hours), and I’ve been drinking for about 400 km. There is a windshield. Cruising confident 120-140. Then it starts to shake. The moto, unlike the 600E, is more adapted for roads. Better brakes, more powerful suspension, lights, more explosive engine. Allows you to easily overtake after 110, at 600E this is problematic. Better to steer. There is an emergency warning light button, a gasoline sensor (+ when the gasoline light turns on, the km countdown begins in reserve). Unlike the 600E, there is no tachometer.
The motor is much more dynamic.
660R is 30 kg heavier. There is no bass on it, maybe you can reconfigure the injector, but I don’t know. You have to drive it off-road; it doesn’t run at low revs.
It is not popular in Russia and therefore the price is quite low. But it is incredibly popular in Europe. Tuning (4 types of biggrin running boards alone) and a sea of spare parts. There are a bunch of sites dedicated specifically to the XT660R/X.
Last year I bought an XT660R, this is the second season. The car is extremely reliable, perfectly balanced, super design. The dynamics of acceleration in the city are simply a whirlwind; at high speeds it’s scary beyond 130 km. I wanted the F650GS at first, but the XT is more creative. In the city, traffic jams are not a problem, handling is confident. Next season I'm going to test it with a long-distance shot. Good luck.
Chassis and brakes
The frame of this bike looks quite stylish, but, of course, there is no zest in it that would distinguish the motorcycle and make it sophisticated. The steering wheel, mirrors, and spoked wheels are typical for a representative of the enduro class, as is the design in general.
Suspension at the rear is a progressive monoshock, while at the front the XT 660 R uses 43mm telescopic forks. The rear brake has a two-piston caliper and a 245mm disc, while the front has a two-piston caliper and a 298mm disc.
I think many people often hear these questions in the parking lot or at a gas station).
I hear it often. And I hear it not only from the lips of the average person, but also from motorcyclists. By the way, I hear another question from ordinary people - “is this a mountain bike?”) The Yamaha XT660R is not very common in the CIS and is not as promoted online as its brother, the trucker Tenere. It's time to fill this gap at least a little.) So what kind of beast are you, Yamaha XT? Hi all! I decided to scribble a little. People are interested and ask: “Vlad, what kind of spendthrift is this?” Tell me about the mot? There were already about five people interested. I decided to write what I know, and let them think. I searched the internet and to be honest, I couldn’t find a review of the XT on the Russian-language internet. It’s on Tenere, even “Bolt” posted a review, I especially liked his phrase, although I won’t quote it verbatim, they’ll ban me)
“I really feel like a giant monstrous piston is pounding into my ass” © Bolt
But at HT, not so much, somehow they didn’t notice and passed by.
Sometimes they only mention it when reviewing Tenere, and then only briefly, like yes, there’s nothing interesting, we pass by.))) I only found reviews and also a test drive from one well-known magazine. Basic information on technical You can read the characteristics on bikeswiki, so I don’t see the point of describing it here. Well, if only briefly. Wheels - front 21, rear 17. Engine - single-cylinder, injector, dropsy, dry sump. The box is a five-speed. Curb weight is 181 kg (15 liters of gasoline, 3 liters of oil, about 2 liters of antifreeze), dry weight is something like 161 kg. “Running fast” - maximum speed 170 km/h, 48 hp, 60 Nm. (I personally accelerated to 160 km/h, then it’s scary, although there is a reserve) “It’s eating up” - on average 5 liters per 100 km. (the maximum I drove was 340 km, and 13 liters came in at the gas station, it turns out that there were still 2 liters in the tank!)
Classmates of HT, well, these are the ones I noticed. BMW G650GS Sertao Kawasaki KLR650 Suzuki DR650SE Honda XR650L I haven’t really studied BMW, but I’m considering the next three as replacements for the XT.
Advantages and disadvantages. Comparison with classmates. Attention!
Alarm! What follows is my subjective opinion, based on limited personal experience. The opinion is slightly clouded by the strong love for my first motorcycle, the Yamaha XT660R. The first love, you know, is strong and emotional))) but I will try to be objective. Fit, ergonomics. The landing position is straight and endurable, the seat is moderately wide, not the same sofa as on BMW and KLR, but not narrow like on XR and DR.
The height of the saddle, with my height being 175-180 cm and an average weight of 85 kg, I reach with the full toes of both legs, but most often I stand with my right leg completely, and my left on the footrest. When the motorcycle is loaded, then confidently use the full foot of both legs. Speaking of the footrests, they are rubberized, when you drive in the rain they become slippery, not to mention if you drive in mud, this is a minus. It’s uncomfortable to drive in a stance, the steering wheel is low and you ride bent over like a stooped dog with the letter “ZYu”, the solution is to change the steering wheel and install spacers. Let's say, in comparison with the BMW sertao, which I had a chance to ride, this is heaven and earth. In a BMW you ride in a stance like a white man, comfort without straining your ass, you don’t even want to land, and once you’ve sat down, it’s finally grace). I changed the steering wheel and installed spacers, but I still don’t feel that indescribable comfort like a BMW. The controls are the same as everyone else's. Low, high, flash, signal, hazard lights, starter, turn signals and emergency engine stop. The instrument reads well, even in bright sunshine. You can calculate the total mileage of a long-distance journey from refueling to refueling. Actually, that’s what I do, since there is no fuel level indicator, which is a minus. Although there is a “beggar”, the lamp lights up when there are 5 liters left in the tank, and then it depends on how you feel))). There is no tachometer, this is a minus, but it can be turned on by manipulating two buttons on the dashboard and it most likely serves to set the idle speed, or for a test measurement, since turning on the tachometer everything else disappears. You can make adjustments to the CO, I honestly don’t know exactly what it is, it’s kind of like making the mixture lean and rich because I’m translating the manual as the service progresses. By the way, with the help of a tool you can carry out diagnostics to identify errors, the manual indicates how to do this, now, to be honest, I don’t remember the sequence. After turning on the diagnostics, the motorcycle comes to life, clicks, blinks, hums))) and then shows the error number on the dashboard. I always have one mistake, a critical tilt, like the bike fell on its side, that’s a plus. There is no wind protection. A touring fairing is for sale, I don’t know how good it is, but to be honest it looks kind of poor and is expensive. I also imagine that you can nose into it off-road, it is located at an acute angle to your face. You have to work on a collective farm; a collective farm, of course, is complete nonsense for many people, but you don’t have to pay money for a collective farm and you can experiment. Light. The XT has no light. Although maybe my glass or reflector has dimmed or something. In general, my headlight shines badly.
Vibrations. They are there, we can’t do without them. But if you go long distance, it is better to keep the speed at 90-110 km/h in fifth gear. This is the optimal cruising speed for this device. At this speed, vibrations are minimal, fuel consumption is reduced and the oil does not eat up. Yes, the motorcycle does not like high speeds, it begins to eat up oil, however, as I heard, all single-barreled guns suffer from this. Moreover, it eats up, it’s not clear by what laws, as if according to the mood))) sometimes you fry it, it eats, other times it doesn’t eat. It’s good that the mot is not particularly afraid of oil starvation. The XT accelerates briskly to 100 km/h and the front end strives to rise up from the gas, it’s very cool when you accelerate and the suspension unloads. Especially on fresh tires. I confidently punish guys in Priors starting from a traffic light. Body kits, cut springs and a farting exhaust don’t even help them). On the highway, overtaking a convoy of trucks is also not a problem. To be sure, you can switch to fourth and overtake. Dry sump. Here they are similar to XR, it is also dry. The motorbike can work in any position relative to the surface of the earth and nothing will happen to it. There is no need to turn off the engine in a panic with shaking hands. The oil is in the frame and therefore cools well, and the XT also has a radiator and a fan. It is almost impossible to overheat the XT even in difficult conditions. Although oil in the frame has a negative effect in terms of economy. You need as much as 3 liters of oil. If you buy oil with the prefix “moto”, and even with the letter “M”, then this hits your wallet quite hard. On the other hand, more oil means the production of this oil is slower. By the way, the replacement interval according to the manual is 10K. But I change more often. Signs that the oil should be changed is that the gearbox begins to crunch when changing gears. There is also an inconvenience with measuring the oil; in order to measure the oil, you need to let the engine run, or better yet, drive about 5 meters, and then, without getting off the bike, unscrew the dipstick evenly, that’s a ritual.)
Maintenance. This is a fairy tale right here. Everything is in the public domain. There is no need to remove the plastic, disassemble the floor of the motorcycle, or go anywhere with a special key. Changing the oil - unscrewed two plugs and the neck, drained it, screwed everything back and filled it up. The filter can be changed after one replacement and this is stated in the manual. Actually, this is what I do when traveling long distances, which is a plus. Adjusting the valves is also easy. I unscrewed the covers, set the marks, and tightened the nuts. True, for convenience you need to unscrew the radiator, the manual says to remove it, but the bourgeoisie apparently didn’t realize that you can move it slightly and hang it on a wire by the traverse. Adjusting and checking the gaps every 20K according to the manual is a plus. There is only one candle, easily accessible, and can be changed with a slight movement of the hand). I heard that XR has a problem with this, it’s not about access, it’s about location. I read somewhere that on the XR the spark plug is slightly recessed and dust and dirt gets packed in there and you have to clean everything there so that when unscrewing this stuff doesn’t get into the engine. I didn’t observe this with HT, which is a plus. Air filter on the side. You remove the saddle, unscrew two bolts and that's it. The air intake is under the saddle, there is also a battery and fuses and it is high enough, I think you can safely ford just above your knees. By the way, under the saddle there is something like a glove compartment for tools. I always have a spark plug, basic keys, a screwdriver and a bicycle pump there.
Sores. The motorbike itself is not problematic, but it is not ideal and there are actually sores, but there is no way without them) 1) The nut of the crankshaft primary gear - this does not appear in everyone, one might say not in many or only a few). Signs: an unhealthy knocking sound in the engine on the right side. Treated by disassembling and tightening with a thread locker.
2) Jerking, uneven gas, dips - can be treated by raising the speed, adjusting the CO, replacing the spark plug or problems in the “power commander”. By the way, regarding the “power commander”, as I understand it, I don’t have it, it seems to be installed for restaling or is it type of tuning. At least where it should be, I have two empty connectors to the wiring.
3) Rear sprocket damper - the rubber bands wear out quickly, can be treated with a rubber gasket from a bicycle inner tube) cheap and cheerful!)))
Look like that's it. Next will be the inconveniences of the design and some components, which can also be classified as a kind of sore.
4) Soft steering wheel - the original steering wheel, as I wrote above, is not only inconvenient, but it also bends during the first fall! It can be treated by changing the steering wheel. I installed a rice aluminum steering wheel with a variable section, from an alishka. The steering wheel has withstood three serious falls. So much for China)
5) Side plastic - they write everywhere that it is flexible, it cracked the first time it fell. It’s like enduro, but falling hurts like in a sport. The sidewalls are expensive, there are no duplicates from the Middle Kingdom, since the moto is not popular. They are made by a few small companies, usually the Ukrainian gang does this, and they are a little cheaper. I chose the path of a soldering iron and epoxy.))) I soldered for two years in a row), this year, as it decomposed at Aktolagai, I gave up and sealed the whole thing with reinforced tape.)
6) Inconvenient location of the cooling system pump - the pump sticks out terribly and if the motorcycle does not have protection, then if you fall on its right side, then everyone has arrived) the pump is knocked down at once!!! XTishnik's worst nightmare. When falling, every HTishnik inspects the motor in a panic, and in his head he keeps spinning - “not the pump, not the pump...” It is treated by installing arches or a massive trough made of aluminum.
7) Exhaust - yes, yes, heavy exhaust. One can weighs 6kg, both cans weigh 12kg! You already feel this power!!!) This is not counting the pants that go over the belly. Very convenient) the first unsuccessfully jumped over a curb or log and voila, your pipes are crushed). Treatment is protective and involves several ways. Path A - we install aluminum protection and move on. Path B - change the exhaust to a lighter one and install aluminum protection. Path B - put the exhaust 2in1, that is, in one can. We start the collector from the side. This path is the most optimal, since with its help we get almost nothing. Namely, ease of movement and ground clearance. The downside of the collector will be to fry your leg. Path B has three solutions - we install a tuned exhaust, there are many companies over the hill that make high-quality exhaust systems, but the prices there are sky-high, and there are Poles and the dominator company))) they say the dominator needs to be finished off and it will not pass the sound, even with a db killer , but I think this is the cheapest solution without any problems. The second solution is an exhaust from a Raptor 700 quad, bend the manifold a little and it fits like a charm))). And the third solution is a collector from Aprilia, you can use the original ones, or you can use the tuned ones.
A weak subframe - but if you load the tail heavily with things and drive over bumps... it can crack. This is what happened to me.
9) Loss of bolts is a problem with most single-barreled guns. You won't be able to carelessly roll around changing consumables here. Bolts keep getting lost. Most often the bolts are protection, exhaust, turn signals, front fender and arm protection. Some things can be treated with thread locker, while others cannot be treated.
10) The glass of the right feather is the place where the axle is attached. People with heroic strength rip off the bolts at once, and if they don’t rip off, then a crack appears. I advise everyone to use a torque wrench; you can overdo it by eye when tightening.
11) Chain guide roller - there are two of them, the problem is with the bottom one. Leaves quickly. Most often, when buying a moto, if you look there, you can see a sharpened bolt without a roller. And for some, it completely breaks down along with the caliper. I had these two problems. On the last long drive the caliper tore off. The caliper tore off due to my fault, I went too far with the collective farm.
12) Tuning - there is little tuning, very little. All tuning in Europe, and you know, is expensive. And then Europeans are very careful with tuning, well, how to say law-abiding Europeans and all that. There are also some in Brazil, but not many. The main reason for the lack of tuning is that the motorcycle is not supplied to America. That's why I love Americans, because if you don't end up on the continent with them, everything will instantly become overgrown with tuning))) they love this business))) to shoot at banks with two hands from revolvers shouting EEEE!!! Yoohhoo!!! And then come to the workshop and, in high spirits, blow out the evil exhaust, while uprooting the “ecology” carefully laid by the Japanese!!! And put a huge bolt on fuel consumption, emissions into the environment, and the peace of neighbors of a direct flow disturbed by the roar. You pay taxes!!! You are free!!! This is your country, son!!!)))) Somewhere on the forum I came across information that the Americans even wrote a petition asking to arrange supplies of HT to America, but in vain, apparently they did not get enough votes.
13) Spare parts - everything is there, but everything is on order. That is, running to the store to buy and install it will not work. I think even in Moscow and St. Petersburg it won’t work, or I’ll have to run around. Kyiv will probably succeed, and the “disassembly” of spare parts in Ukraine is rich, apparently due to the proximity of Europe and friendly relations. At least when searching for spare parts and tuning on the Internet, Google persistently returns sites with the UA prefix.
Actually, that seems to be all, I hope I didn’t miss anything. Let's go over what happened and what came off over three full seasons of operation. Let me remind you that this is my first motorcycle and I bought it with the dream of traveling with elements of rough terrain) which was actually a precursor to life!)
Season 2016. Buying a motorcycle. Riding training. I break the side plastic. I glue the side plastic and repaint it gray. The decision to repaint it was simple - the color specified in the passport is gray, but in fact the moto is more black. And then in Kazakhstan, black is not a very good color, it attracts heat. As you learn, you realize that something is wrong with the moth. Some kind of failure in the engine. When you unscrew the throttle, the motorcycle starts to slow down, and then it accelerates sharply and almost flies out from under its ass. Especially at low speeds, there is some twitching. This was also noticed by my boss, who suffered from motoxemia; his friend was waiting for him at home in Italy. He sometimes came to the warehouse and asked me to take a ride around the base, teaching me theory and giving advice along the way. The boss called the senior mechanic and, standing by the motorcycle, they discussed this problem in Italian. I don’t know Italian, but I still know some words. From their dialogue, I understood that the mechanic was proposing to halve the engine. I get into the dialogue shouting No possible!!! And I begin to explain that most likely the problem is CO, you just need to figure out how to set it up, while poking the buttons on the panel. After my manipulations with the CO, the motorcycle stalls and will no longer start. The starter turns, the motor sneezes and puffs, but does not start. The senior mechanic tells me something like, “You know where to find me, make a decision.” I look at the boss, he shrugs and adds, “Thinking, Vlad.” I am left alone with the motorcycle and the Internet. I'm scouring the forums in the hope of getting by with little loss. And just then an Italian, a brainy auto electrician, Manuel, arrives. Manuel is a busy person, he is sent to solve problems with problematic equipment that local auto electricians cannot handle. He repairs and flies to another point on the globe). I start following Manuel, asking him to look at the bike. Taking time out of his busy schedule, Manuel took a look. The first thing he did was take out a spark plug and start turning the starter, there was no spark. — Change spark plug, Vlad. Spark plug is broken... I started to explain to him that the mot before the spark plug died was working jerkily with failures, but Manuel pulled me back and said - “Now the main problem is the spark plug, solve this problem first.” After scratching my turnip, I agreed, but he’s right! It was the middle of the work week, there was a lot of work, I couldn’t get away... I decided to postpone the search for a candle until Sunday. During the breaks, I didn’t waste any time in the forums and lo and behold, I seemed to have found a solution!!! There is a “twist” under the saddle; you twist it and the speed rises. On Sunday I ran around the city's motorcycle markets with bulging eyes looking for a candle. Luck smiled at me and at one of the bazaars, damn it, I say it as if we have tons of them, in fact we have two of them))) in short, at “Merey” I found what I needed. The spark plug is from some Toyota, the thread seems to be the same, diameter and potassium content. I run to the warehouse, carefully screw in the spark plug, set the CO as it was, turn the key, start! The motorcycle came to life with half a kick!!! I laugh ominously for the entire warehouse!)) But it still works somehow with failures, I decide to turn the “twist” and lo and behold!!! The turnover has increased!!! I’ll start a circle on the base for a mot. The bike runs smoothly without any hiccups! It's like they changed it!!! I run happy to Manuel, tell him what and how) And he just smiled and answered, “You see how simple it is.” And you were worried.) I put on new Metzeler Enduro Sahara 3 tires, add oil with the prefix “moto” starting with the letter “M”, replace the brake pads, change the antifreeze after flushing the system, and lightly rev the engine. Throwing my travel bag in the back seat and with the motto “I’m already approaching 30, which means if not now, then never,” I drive off to Crimea. Upon returning, I discovered that the chain protection had been lost; it had been torn off on the bumpy Astrakhan-Atyrau section. 5K long distance and 5K around the city, not bad for the first season! I'm putting the bike into storage with the first snow.
Season 2022. In early spring, I run around the shops looking for oil with the prefix “moto” starting with the letter “M”, the sellers shrug their shoulders, saying it’s too early... - How early? I came to you on a motorcycle)) I am changing the chain + sprockets. I discover that the chain guide roller is missing and the bolt is worn off. I spin the roller and place a D20 plastic water pipe on the new bolt through the bushing. Oil appears on “M” - I change it... the engine began to knock like a bucket of bolts. Comrade laughs - You're throwing money away! Take motor oil. It's good to torture a motorcycle. I drain the oil to the letter “M” and leave the sect of oils with the prefix “moto”. I rode it with a friend in Zaburunye, drove it through the sands, lost a couple of bolts, and tore the subframe. Two weeks later, while racing around the quarry with a friend and testing the jumping ability of the XT, I fall on my side and smash the plastic on the right into rubbish. I'm making a subframe and soldering plastic. I move like a child and drive off to Motobukhta, and from there to the Crimea. On the way, the rear tank went missing and the right wing seal leaked, and it almost disintegrated at speed due to the rear wheel being blocked by a strap, tearing off the wing number plate and getting off lightly. I reach St. Petersburg, change the seals, when lining the wheel, I tighten it and tear off one bolt, a small crack appears on the cup caliper. Upon arrival, the clutch cable broke and outside the city, I was driving with the cable wound around my finger. By the end of the season the seals were leaking again. 12K long distance, 5K city/region. I put the motorcycle in storage with the first snow with leaking seals on both feathers.
Season 2022. In winter, complete maintenance of the motorcycle. Valve adjustment, fork overhaul with replacement of seals and guides, replacement of the driven star damper, disassembly and lubrication of the progression, replacement of brake pads. Removing the tank, checking the fuel filter, cleaning the coarse filter. Pulling the knitting needles, aligning the figure eight. Oil change, spark plugs. Purchasing a set of Shinko E804/805 tires for long-distance driving and one tank for the rear E700 for the city. When installing the E700 cylinder, because of my stupidity, I tear up the sidewall and throw the cylinder in a landfill. I put E804/805 in, we drive to Aktolagai, there I do a hard somersault over the steering wheel and break the side plastic again. I seal it generously with reinforced tape and roll it with tape. I’m packing my things and heading out to Motopolarnik 2022, right as we’re leaving, I fall on my right side again, bending the brake, the plastic is already crumbled, it’s good that I didn’t solder. In the Perm region I tear off the chain guide roller along with the caliper. The role of the chain guide is taken over by the central stand. On the way back the chain goes away, I sit in Surgut for a week waiting for the chain and stars, I waste a lot of time, sorry Altai. I install the chain + sprockets and change the oil. At the border with Kazakhstan, the protection comes off, I bet on Kazakh welding, and I move on. 10K long distance, 6K city/region. There is a round number on the dashboard: 70K. I'm putting the motor in storage.
Total: purchase with mileage 27K, mileage over three years 43K, total mileage 70K.
Plans for maintenance 2022. Checking the bearings, well, they can’t run 70K. Replacement of brake discs, maximum output according to the manual, replacement of hoses with ones reinforced with brake fluid, brake pads. Checking the timing chain, I’ll remove the tensioner and take a look, if it’s within the tolerances of the manual, I won’t touch it. Replacing the clutch cable. Maybe I’ll take a look at the clutch, it’s not actually slipping, but what if?) I’ll weld the caliper and install a damper roller. I won’t change the chain, I installed a hyper-reinforced 525 instead of 520, maybe I’ll take the sprockets for long-distance driving. I'll take a look at the chain slider that protects the pendulum. Again the damper of the driven star, I will glue it or order a new one. I'll take a look at the steering bearing, I caught a wobbler twice this year, I have suspicions about it. Well, oil and filter as usual. I’ll order tires, maybe Shinko E804/805 again, or Mitas E09, the price difference is around 1K, but the reviews about these tires are positive. I also think that some goodies will be installed for a large amount of money, but for now this is in question, I will look at the thickness of the wallet.
XT - tourney? Yes you are driving))) Yes!!! Why not?!? As you can see, the three seasons went well. Yes, of course, vibrations, and a small cruiser, and poor wind protection, and in general the comfort is not very good either. But a cruiser is enough, well, we don’t have roads where you can go 150 km/h+ without breaking the law. It makes you especially smile when you are overtaken on a liter with a smudged number four times a day by the same rider, and in the end you arrive at the same point)) Vibrations yes, a harsh saddle, lack of wind protection - you need to measure and get used to this. But on the other hand, you can confidently drive off the road without fear of getting stuck in sand, mud, or collapsing your bike. This is exactly why HT is needed, it is not the first anywhere, but it is not the last either. I can do a 5K on pavement with it, and then go off-road while keeping up with the checkers. Where the “true” turns turn, the HT goes, even despite the rider’s inexperience. And I’ve also been wondering lately - Why is the Tenere 660 a mega-cool tourney, and the XT a worthless pot-bellied endura? A? The last long distance was very eventful, and I also managed to drive 10,500 in 13 days; roughly speaking, I walked an average of 800 km a day, and without any strain. I just drove and drove, maybe I even met some standard))) At the beginning of the post I mentioned the brother of the Tenere truck driver, so why don’t we wash his bones?) Why do you have to overpay a considerable amount? In short, we can answer this: for the face, tank, ground clearance, stronger brakes, a different fork angle and a more comfortable seat. In fact, we are overpaying so that, having bought a motorbike, we can hang up the trunks and immediately set off to conquer Mongolia) Many will say cool! I thought so too and even planned to sell the HT and save up a little to switch to Tenere. But something went wrong, I began to take a closer look... Is it worth changing? It’s not like the Tenere is a fierce long-distance driver and conqueror of the deserts of Mongolia, and the XT is not something like that, it’s a pot-bellied endurka.) They have the same engine) Are all these body kits really needed to be a long-distance driver? Let's compare whether the game is worth the candle?) Let's take the enduro version of Tenere without ABS, but there is one with ABS and it's actually parquet, we won't consider it. Curb weight - Tenere 208kg VS XT 181kg - XT victory Fuel tank capacity - Tenere 23l VS XT 15l - Tenere victory Move of the amours - Tenere 210/200mm VS XT 225/200mm - XT victory Ground clearance - Tenere 260mm VS XT 210mm - Tenere victory Com fort - victory Tenere
Everyone draws their own conclusions. However, I will still voice my thoughts... Tenere - a large tank, front and rear preload adjustment, ground clearance, good front brakes, comfort (there is even a bar for Navik) it would seem that he is a conqueror of the desert! But there was a fly in the ointment. Higher curb weight, higher center of gravity, more asphalt fork angle... all on the same engine as the XT. And looking at the prices for this device and at what mileage they are sold, the fly in the ointment begins to seem like a ladle. Many will say, well, that's it! Look at the tank! Well, let’s remove the tank - 185 kg, oil - 182 kg, antifreeze - 180 kg, what else can we reduce?) And it turns out that a dry Tenere weighs the same as a loaded HT. I will say this, Tenere is an excellent moto, but it is more parquet, it is more expensive. The problem of autonomy, for me, is solved with a 7 liter canister, and off-road comfort is not particularly needed. You walk most of the way in a standing position, and you also often lie around and have to pull the bike. If you asked me, what would you choose to conquer Mongolia: Tenere or XT? I would have chosen XT, but I took a canister with me)))
Well, what to do if you want Tenere, but have enough money for HT? The solution is simple! We take the XT and mold it into Tenere))) We need nothing at all) A 22L plastic tank and a 2in1 exhaust from Dominator, and buy a windshield. We will get the autonomy (well, almost) and ground clearance (well, almost) of the Tenere, as well as the light weight of the motorcycle as a bonus. Or rather, we get two main advantages of Tenere - autonomy and ground clearance, and we get a kind of under-Tenere that is 30 kg lighter!!! A little calculation, of course the calculation is approximate - 181-15+22-15+5 total 178kg))) Victory!!! We pumped up our HT and lost 3kg!!! Well, what is 3kg? Ridiculous weight)) And I’ll say this - it’s 3 liters of water... In the desert, 3 liters of water is a big advantage... The price of these goodies is $400 tank (amount with delivery) and 24K rubles exhaust. The amount is not small, approximately 50K rubles, on average I fit into this amount in a long-distance trip. So what should I do: tuning or tuning?) Or give up and do both?) Having looked at the website for selling used motorcycles, I came to the conclusion that the price for XT is around 300K (there are cheaper ones), and for Tenere on average 400K (cheaper than 385 found). The difference is huge, you can buy an XT, tune it and hit the road. By the way, when I bought the motorbike, XTishki were cheaper. Now the prices have risen, apparently people have tried it, but on Tenere the price has frozen. Actually this was my subjective opinion. You shouldn’t trust me, since I tend to praise my spendthrift, I love his infection!) As usual, I signed something and exceeded the number of characters, so we won’t get off with one piece;) In the next part I’ll tell you how I thought about changing the HT, I was looking for a replacement . Well, as you can see from the post, I didn’t decide to do it.
To be continued…
Anti-marketing
Motorcycles are becoming more expensive, but quality does not often increase along with the price. We are already so accustomed to the laws of modern consumer society, which constantly imposes self-destructive rubbish on us at high prices, that we have stopped noticing truly worthy “honest” motorcycles. One of these is the Yamaha XT660.
The Yamaha XT660 family of motorcycles is one of those rare cases where finding objective and relevant constructive criticism is not so easy. The bulk of the complaints come down to taste preferences and the lack of a clearly defined affiliation with one of the established classes.
Background
The modern Yamaha XT 660 has a very storied past. The grandfathers and great-grandfathers of the 660s in the late 70s and early 80s of the 20th century single-handedly founded the class of heavy all-terrain dual-purpose motorcycles - what we now call touring enduros.
The first harbinger of a new era was the XT 500 model, which went on sale in 1976. The motorcycle is simple and reliable. It was created to survive in the most difficult conditions - from harsh off-road conditions to grueling multi-day rally marathons. At the first and second Dakars in 1979 and 1980, respectively, the Yamaha XT 500, driven by the legendary French racer Seril Neveu, climbed to the top step of the podium. Further, the development of the racing series went so rapidly that Yamaha lost the opportunity to fight for the championship for several years, each time losing its leadership position to BMW, Honda and Cagiva motorcycles. The triumphant return of the “three tuning forks” occurred in the mid-90s, but it was already associated with other riders and completely different motorcycles.
After leaving racing, the XT continued to exist. In the mid-80s, the Japanese carried out a global update of the family, which resulted in the Yamaha XT 600 (1984–2002). Compared to the primitive XT 500 and XT 550, the progress was obvious. The working volume of the still updated carburetor, air-cooled engine has increased to 595 cm3, the two-valve cylinder head has given way to a four-valve one, and a disc brake appears on the front wheel.
The modern Yamaha XT 660 family dates back to 2004. There are three versions in total: XT660R - classic enduro, XT660X - supermoto and XT660Z Tenere - touring enduro.
Yamaha XT660 R (2004–2014)
All configurations are built around two types of frames and one engine. The components of the chassis and exterior are different in each case, plus or minus. The power unit is a four-stroke, four-valve, liquid-cooled, dry-sump lubrication system, electronic fuel injection (44 mm throttle body) and a five-speed gearbox. With an internal cylinder diameter of 100 mm, the piston stroke is 84 mm. The engine displacement is 659 cm3. A wear-resistant ceramic coating (analogous to Nikasil) is applied to the cylinder mirror, the piston is forged and very compact. The outlet immediately from the cylinder is distributed along two separate lines, which in turn has a very good effect on the purge. Each of the pipes goes around the engine at the bottom and ends with a long cigar-shaped muffler “can” turned up at 45° (true for the R and X versions). At peak values, the engine produces 48 hp. With. at 6000 rpm and 58 Nm at 5250 rpm. This engine can also be found on the Yamaha MT-03, Aprilia Pegaso Strada 650, Jawa 660 Sportard, Yamaha Raptor 660 and some others. It was developed by the Italian company M otori M inarelli, which has been a division of the Yamaha Group since 2002. The frames of the XT660R and XT660 X are identical. A tubular semi-duplex structure made of round steel pipes is connected to the engine from below through spacers.
Yamaha XT660 in version R, as befits a real enduro, is equipped with everything necessary for off-road riding. The suspension uses a telescopic fork with a travel of 225 mm (tilt angle 27°), a monoshock absorber with progression links (rear wheel travel 200 mm). The rear swingarm is made of steel profile with a rectangular cross-section. The wheel size assumes the use of tires 90/90–21 at the front and 130/80–17 at the rear.
By and large, there is nothing to break here. With proper maintenance, the XT660 R can easily take you around the world. The main thing is that the driver has enough perseverance.
Yamaha XT660X (2004–2014)
The Yamaha XT 660 in version X is a reflection on the topic of factory conversion of a fairly heavy enduro into an equally heavy supermoto. The motorcycle turned out to be moderately hooligan, invariably strong and very charismatic.
Motard is both visually and technically almost a complete copy of enduro. In the XT 660 X, in comparison with the XT660 R, due to the crossbars, the fork angle was reduced by 1.25°, the front suspension travel was reduced from 225 mm to 200 mm (the design of the lower cups of the fork stays also changed slightly), the suspension settings as a whole became noticeable tougher, narrow off-road oriented “donuts” were replaced by purely road 120/70–17 and 160/60–17 on Excel spoked wheels. To meet the new requirements, engineers had to change elements of the braking system. The front brake disc increased in diameter to 320 mm and instead of a two-piston caliper, it acquired a powerful four-piston Brembo. The rear brake disc, on the contrary, has decreased in diameter to 220 mm versus 245 mm on the XT 660 R. As a result of all the innovations, the curb weight is increased by only 5 kg, and the seat height is increased by 10 mm. The motorcycle has become a little longer, narrower and taller.
In 2007, the Yamaha XT 660 X underwent a restyling. The motorcycle received a new aluminum, stiffer swingarm (shout out to Tenere), new more streamlined plastic with sidewalls shortened to the middle of the radiator, new black muffler covers, a more compact headlight, aluminum brackets for the passenger footrests and more elegant handles behind the rear seat.
It is worth noting that the designers did a great job in the case of the XT 660 X and XT660 R. In vehicles that involve off-road driving, nothing usually foretells excessive beauty and aesthetics, but the Japanese managed to fashion an interesting and memorable image specifically for the XT. The few plastic plumage looks extremely advantageous. The fork guards and the minimalistic front fender in particular. The crowning achievement of design thought is, of course, the exhaust system. Two sharply rising “banks” will conquer anyone. And not only in appearance, but also in the sound it makes! In terms of plastic, there is only one difference between the XT660 R and the XT 660 X until 2007 - the motard has a shorter front fender.
Yamaha XT660Z Tenere (2008–2016)
Having waited another three years (premiere in 2007) since the appearance of the XT 660 X and XT660 R, Japanese engineers managed, quite appropriately, to launch a successful design under the once famous name XT660Z Tenere. To be precise, the motor, some general principles, fittings and controls came into play one by one. The XT660Z Tenere has its own frame, with similar construction principles, as well as an aluminum swingarm. The suspension is similar in parameters to that of the XT 660 X, but the travel, presets and lower cups of the front fork are different, the fork angle is 28°. The braking system, lo and behold, is built entirely on three discs of 298 mm in diameter. The calipers are only two-piston. But A BS appeared as an option in 2011.
Yamaha XT660Z Tenere is the most original version of the entire trinity under consideration. In terms of exterior and engineering, we have reflections on the theme of a rally-raid rogue, but in a purely everyday execution. “Tenere” neither in plastic nor in ergonomics and design of the exhaust system overlaps with the XT 660 X and XT660 R. In this case, we see an extremely compact motorcycle from the front with a high-mounted handlebar and a narrow, elongated “captain’s cabin” that carries a windshield, a headlight and a yoke for navigation equipment. The one-piece seat is profiled so that the passenger, without interfering with the driver's fuss, sits far and high. The exhaust system is also divided into two separate lines. They meander around the motor, pass through the frame and end in two compact “cans” wrapped in angular plastic casings.
That same rally-raid spirit, although in an exaggerated form, has a very practical overtone that will appeal to fans of knee-deep holes and waist-deep mud. Thanks to rims for 90/90–21 and 130/80–17 tires, long-travel suspension and impressive ground clearance, the motorcycle is ready for any adventure. Already in its standard version, it can be used even in long-distance travel, far away, or in impassable off-road terrain. A separate fetish in this particular case is thick armor-piercing plastic all around with special stampings-sliders in the area of the gas tank and a powerful towing loop on the lower traverse is defiantly displayed.
Throughout the production line, the motorcycle was refined. So in 2009, the crankcase ventilation system was modernized and the protection of the relay-regulator connector was strengthened, and colored stitching appeared on the seat upholstery. The ABS version, which appeared in 2011, differs from the basic version in the retuned and shortened front suspension and the lack of preload adjustment in the fork. To install equipment for the anti-lock braking system, the shape of the gas tank had to be changed. In 2012, in order not to subject potential buyers to unnecessary casting on leg length, engineers took pity and lowered the height of the driver's seat of the XT660Z Tenere from 896 mm to 866 mm. That same year, new internals from KYB were installed in the fork. In 2014, to improve the distribution of the light beam, the reflector in the headlight was changed. A special Touring version appeared on the UK market for a short time. Its distinctive features are the suspension as in the version with A BS, side cases, a central stand and steering wheel protection as standard equipment.
Prospects
As of 2022, all 660s have been discontinued. Mainly due to the engines’ non-compliance with modern environmental standards. Versions R and X were the first to leave the market in 2012. Tenere suffered the same fate in 2016. But there is every reason to believe that in the near future the family will be rebooted on components used in the Yamaha MT -07. There is significant confirmation of this in the form of the Yamaha T 7 Tenere concept, which was shown by the Japanese at EICMA 2016.
Technical features
It is not possible to get to the bottom of any damaging facts and really serious ailments in the case of the Yamaha XT660 family. Motorcycles are simple, time-tested and therefore extremely strong. There are only occasional problems that appear during long-term use.
It is almost impossible to bring the M otori M inarelli engine to an inoperative state! He eats butter little by little and infrequently. The fumes are noticeable when you drive “gas to floor” for a long time and steadily on the highway, you “vomit” a lot in first gear in a ragged rhythm, or in the case of an extremely deplorable state of the piston group. The use of semi-synthetic oil reduces the “appetite” to a minimum. The approximate resource of the CPG, due to the presence of a ceramic wear-resistant coating of the cylinder mirror, is about 120,000 km. It is important not to let the engine overheat - the coating may peel off. The gearbox is extremely durable; the clutch, even with barbaric use, easily lasts 60,000 km or more. The clutch cable lives on average 20,000–30,000 km.
There is a known and relatively widespread problem with the nut, which is located on the crankshaft on the right side under the cooling system pump. It tends to unscrew and make a noticeable rumble. There is a risk of damage to rotating engine parts. This disease can be cured once and for all with the help of a thread locker and a set of tools.
The rubber dampers in the hub behind the driven final drive sprocket last relatively long. When rubber wears to critical levels, there is a risk of damage to the wheel bearing and increased wear on the drive chain. The problem can be solved by timely replacement of dampers or installation of a kit with a wide 304 bearing.
From time to time there are floating electrical glitches. The engine overheating lamp may come on for no apparent reason, the instrument panel lights will go out, or the neutral indicator lamp will stop working. In each specific case, the reasons are different - from pinched wires to moisture getting on electrical circuits and contacts. If you frequently turn off the engine using the side stand sensor, motorcycles manufactured before 2008 may experience misfire. The problem (based on the documentation - error 19) is solved by resoldering the corresponding resistor in the on-board electronics of the motorcycle.
If used mercilessly off-road, there is a risk of losing the license plate. The plastic wing is not designed for the mass of the Russian heavyweight mug. The steel rear subframe is a strong thing, but you also need to know when to stop it. There are known cases when, due to excessive load on the tail part of the motorcycle (bags, tents, etc.), the tail broke off at the point of attachment to the frame. When going on long journeys, it makes sense to strengthen the subframe in advance with additional gussets.
With the regulations, everything is not at all difficult. It is important to become familiar with servicing a dry sump lubrication system once and for all. The oil in the engine is only 2.9 liters. The manufacturer advises replacing it every 10,000 km, changing the spark plug, air filter and adjusting valve clearances every 20,000 km. In the context of maintainability and maintenance, the Yamaha XT660, regardless of configuration, is a gift for the inexperienced user! Access to all components and assemblies is free, basic maintenance operations are carried out clearly, and there is sufficiently detailed technical documentation.
When inspecting a motorcycle before purchasing, in the case of the XT660 R and XT660Z Tenere, you should look for traces of merciless use in hard off-road conditions (scratches, dents, crooked controls, crunching in bearings), and in the case of the XT 660 X - traces of skillful and inept stunt riding (clattering engine, leaks on the fork, crooked rims, bent controls, etc.).
Crash tests
The Yamaha XT660 is a strong motorcycle, but the crash bars definitely won’t hurt it. In case of light falls, dense, strong plastic and protective “bugs” on the steering wheel save you from fatal consequences. In serious troubles there is a chance of damaging the pump, radiator and side engine covers. Often the rear brake pedal punctures the crankcase. The original steering wheel is no different in strength; it bends even with slight falls on the spot. When falling in deep ruts or somersaults, the plastic muzzle, front fender and headlight always suffer. Metal frames for side cases and the cases themselves can also be considered as elements that protect the motorcycle. They reliably protect exhaust pipes from damage.
Conclusion
In addition to high reliability, the undoubted advantage of the Yamaha XT660 family of motorcycles is its versatility. In terms of class, the “660” is actually exactly in the middle between the light, stunted Japanese “checks” and the powerful, but heavy and clumsy touring enduros with an engine displacement of 1000 cm3. An experienced motorcyclist, not burdened with high expectations and a thirst for all-consuming comfort, will be able to cover the needs of off-road riding, tourism and urban routine with one XT. Not the least role is played by the modernity of the design and the availability of spare parts for free sale. Unlike motorcycles of the mid-90s, in the case of the Yamaha XT660 you do not have to regularly reassemble the chassis, tinker with the carburetor and endlessly tune the brakes.
For their help in preparing the material, we would like to thank Sergei Kuznetsov, Marianna Karpova, Eduard Koterov, Sergei Pustovalov, Dmitry Khitrov and Sergei Student, as well as the Yamaha XT 660 fan club (www.vk.com/xt660).
The right choice > March 2, 2022 12:12 Mikhail Pimus
Dimensions and weight
This bike weighs 181 kg including fuel. A tank with a volume of 15 liters is enough, taking into account the average gasoline consumption per hundred kilometers of about 5 liters. The wheelbase of the XT 660 R is 1505 mm, and the seat height is 865 mm. In general, the motorcycle is quite large: it is 2240 mm long, 845 mm wide, and 1230 mm high.
Bike features
Here are the main features of the Yamaha XT 660 R:
- ability to handle the field, but not deep mud or snow;
- traction comparable to that of cruisers;
- abrupt start from a standstill.
This is not to say that this motorcycle has an easy-going disposition. However, if the rider is experienced enough, there should be no problems with this bike. The machine will suit many, including connoisseurs of enduro exteriors, who, however, only ride such motorcycles on city streets.
