Yamaha MXT850 Niken
Yamaha MXT850 Niken | |
Manufacturer | |
---|---|
Production | 2018 - 19 |
Engine | Four Stroke, in line 3-cylinder, DOHC, 4 valves per cylinder |
Compression ratio | 11.5:1 |
Ignition | TCI: Transistor Controlled Ignition |
Transmission | 6 Speed |
Frame | Diamond, Aluminum twin-spar |
Suspension | Front: 43 / 41mm LMW dual tube fork, fully adjustable Rear: Single shock, adjustable preload (w/remote adjuster) and rebound damping |
Brakes | Front: 2x 298mm Hydraulic discs, ABS Rear: Single 298mm hydraulic disc, ABS |
Front Tire | 2x 120/70 R 15 |
Rear Tire | 190/55R17 |
Wheelbase | 1510 mm / 59.4 in |
Seat Height | 820 mm / 32.9 in |
Weight | 263 kg / 580 lbs (wet) |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 18.1 Liters / 4.8 US gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four Stroke, in line 3-cylinder, DOHC, 4 valves per cylinder. The engine featured a 11.5:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Multiplate assist and slipper clutch.
Chassis[edit | edit source]
It came with a 2x 120/70 R 15 front tire and a 190/55R17 rear tire. Stopping was achieved via 2x 298mm Hydraulic discs, ABS in the front and a Single 298mm hydraulic disc, ABS in the rear. The front suspension was a 43 / 41mm LMW dual tube fork, fully adjustable while the rear was equipped with a Single shock, adjustable preload (w/remote adjuster) and rebound damping. The MXT850 Niken was fitted with a 18.1 Liters / 4.8 US gal fuel tank. The wheelbase was 1510 mm / 59.4 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Yamaha MXT 850 Niken
Features
Totally new concept in the motorcycle industry Unique corner carving abilities Feelings of front end grip, confidence and braking Radical, bold and unique design Advanced leaning multi-wheel technology Deep lean angle, maximum 45 degrees Ackerman steering, double upside down front forks Around 50:50 weight distribution with rider Fully adjustable rear suspension 847 cc, 3-cylinder, liquid-cooled, DOHC CP3 engine TCS, QSS, A&S clutch, D-MODE, Cruise Control Hybrid steel and aluminum frame
Overview Yamaha have given the world a totally new concept theyve pushed the boundaries with a sensational three-wheeled motorcycle equipped with a genius engine, the capability of leaning to 45-degrees with distance riding-like levels of comfort and encouraging amounts of confidence with braking, cornering ability even when riding on uneven or wet surfaces. The press test took place up and down the gloriously varied and picturesque Austrian mountain roads, 175-miles of them but I spent the first handful of miles trying to work out if it was like a maxi-scooter or a big tourer. Really though, riding the new Yamaha just feels like a normal two-wheeled bike except when I arrived at the first long sweeping corner where the NIKEN's secrets are revealed... the bike showed just why it has the benefits of extra grip and stability. An obvious statement but an interesting feeling when youre deep into the turn at 40-45 degrees having made no real effort. More fun, less stress they say, and with two front tires, two sets of suspension and two sets of front brakes theyre quite right. Oh, and just for the record; its not a trike because trikes dont lean. A full bike licence is required to ride it and it doesnt stand up on its own.
Engine, gearbox and exhaust
The much-loved liquid-cooled, 847cc, three-cylinder
four-stroke that's also used in Yamaha's MT-09, Tracer 900 and
XSR900 offers the same 113.4bhp at the peak 10,000rpm.
Modifications to give it a little more torque have been
accomplished by increasing the cranks inertia and refining the
fuel injection settings. The gears have been made with a more
durable, high-strength steel alloy while the secondary gear
ratio is increased from 45 to 47 teeth. This makes the gears
seem taller with plenty of revs for tomfoolery available. For
instance, 50mph in 2nd gear sees you at 8,000rpm so
thats still under the peak torque figure.
Its the sweet torque-filled triple that can be attributed to
a lot of the MT-09s success and the same can be said for the
NIKEN. Even though its now powering a machine carrying an extra
72kg (thats a whole Valentino Rossi) the engine is so
manageable and offers just about enough muscle to propel the big
three-wheeler around the sweeping Austrian Alpine roads. This is
also evidence that only full licence holders should be riding
the NIKEN, also any more power and the rear wheel would be
sliding all over the show on corner exit - traction control will
only keep you in the seat for so long.
The short, stubby, underbelly exhaust is just as pleasing on
the ears as youd expect from a triple, though the Akrapovic
accessory exhaust would boost that further. The 6-speed gearbox
is fitted with a neat quickshifter for up shifts only, and not
once was a gear missed or a neutral found. A missing autoblipper
demonstrates a little cost saving but is a strange choice
considering a) there's one on the MT-09 already, and b) Yamaha
have pitched the NIKEN as a sporty bike. The quickshifter is
still ideal kit to keep the comfort levels up too, particularly
because the gearbox was given a proper workout with the wet,
cobbled 3,000 metre-high mountain top roads and nearby slippery
first gear uphill hairpins to fast, flowing 6th gear
mountain passes around the gloriously smooth and beautiful
Grossglockner High Alpine Road a must if ever youre in that
part of the world.
Power and torque 113bhp to carry 263kg around (plus rider) isnt a fair power to weight ratio but of course increasing the power i.e. engine size is only going to add weight. And besides theres not enough grip from the rear to cope with more power so the balance of bhp from the superb triple cylinder motor is a more-than-acceptable compromise. So, its the torque figure where the NIKEN, just like the bikes it shares its engine with, excels. Decent drive in the mid-range when climbing out of a slower corner or overtaking, though Id recommend dropping down a gear to boost the revs. But in this game of three-wheeled Top Trumps, low down torque beats weight off the line and the delivery is plenty smooth in all three of its riding modes; 1 being the sportiest while 3 is essentially the rain mode. The NIKEN will easily return 120mph+ if needed while the cruise control nicked from other Yamahas is a relatively simple single on/off button combined with a sprung rocker switch for increasing or decreasing mind you it only works in 4th, 5th or 6th. For those who are interested, yes the NIKEN does wheelie.
Economy The NIKENs 18 litre aluminum tank is said to return around 186-miles but from the 175-miles covered on the press test I eeked out an indicated 41.5mpg which would suggest the light would be shining noticeably from the dashboard from 145-miles onwards. Three cylinders, 114bhp and 263kg isnt the most economic combination.
Handling, suspension, chassis and weight The NIKENs trump cards are its extra front-end grip with no additional quirky behaviour and no need to re-learn how to ride, its braking prowess that seems to unsettle less than a conventional bike and its stability under braking and in corners. The English translation of NIKEN is two swords with the pictorial evidence shows a pair carving a parallel curve and thats where this machine is most comfortable showing off its ability to gracefully dance around any corner and saving itself for plaudits when it comes to the quicker turns. The hybrid steel tube frame has a cast steel steering head and cast aluminum swingarm attached to it for the right blend of rigidity and flex and a wheelbase of 1510mm, just 10mm more than the Tracer 900. 41mm (front) and 43mm (rear) fork legs allow for 110mm of travel and are situated outside of the front wheels allowing for plenty of lean angle without really making much effort. Adjustable for rebound and compression, the fronts do a sterling job of soaking up the road surface abnormalities in fact I deliberately rode over man hole covers, gravel and as many imperfections as I could find and each wheel comforted my ride in a way a two-wheeled motorcycle coudnt.
Powering out of tight hairpins is all about finding rear grip and not
worrying about the front so much although the mass sits high making turning
sharply and slowly a little cumbersome. Instead, its the faster sweeping
corners where the NIKEN shows its skill, calmly slumping into a big lean
with minimal effort, like a pendulum swaying. Bringing it back to steer the
opposite way isnt fast but is smooth.
Those three-wheels arent so far apart, 410mm to be precise, so the
overall handlebar width is just 35mm greater than the Tracer 900 and with
its stability at speed, darting in and out of the slower traffic on an open
single lane road is very easy and can be achieved with conviction, you
really dont notice two wheels at the front. If in town and filtering
through slow traffic that might require a change of direction then be safe
in the knowledge that the lock-to-lock turning circle is very good but the
high-up weight makes slow speed shuffling a little tricky for the sub-59
folk.
Bridgestone's Battlax A41 are the spurious choice of rubber for the three
wheels. 'A' is for adventure and riding the NIKEN is just that at times,
especially on these hard tires. I didn't have one quibble about the fronts
especially as my usual sense of grip was over ruled by the two wheels but at
the rear, the circular rubber was keen to step out when the throttle was
applied too keenly while the bike was not upright. Austrian roads are just
as slippery as Spanish ones... particularly the white painted parts which
create plenty of spin in the wet.
How does the Yamaha NIKEN steer/lean? Parallel quadrilateral arms and cantilevered telescopic suspension using the unique gyroscopic geometry that follows the Akermann principal obviously. Essentially, the inside wheel follows a tighter arc than the outer wheel for increased grip and enhanced tire wear. Greater lean angles can be achieved by having the dual 15 front wheels inside the upside fork legs thus creating a smaller cavity. The over-and-under parallel linkage plus steering tie rod are the key to the bikes handling, movement and feeling; they control the lean limits and wheel alignment. It just works like a normal bike when you lean but theres the added benefit of confidence especially at speed; the front is less likely to fold on sketchy surfaces and even though the front wheels are only 15 it doesnt feel like a maxi-scooter but instead more like a well-balanced big tourer like an FJR1300, for example.
Brakes For a machine weighing 263kg when fully loaded, plus the extra 90kg of me, the ABS-equipped front discs have plenty to do. On paper a 15 wheel with a 265.6mm disc isnt going to be slowing much but remember there are two each with a four pot caliper that offer impressive stopping power for a normal ride, they were strong enough for me to use just one finger when faced with a downhill hairpin and the NIKEN doesnt pitch forward losing rear grip at the same time. The dual wheels also add stability under braking and therefore confidence to brake more heavily.
Comfort This motorcycle would make an excellent sports-tourer if it had a taller and adjustable screen and a bit of luggage too and though that might tread on the Tracer 900 (and GTs) toes I reckon this is where its best placed to attract the right audience. With a short stubby screen the NIKEN feels a little naked. A sporty cowl does a bit to protect from the wind and theres space in between to fit your gloves when not riding or, like the stereotypical white van man, a copy of the Daily Star and your sandwiches. Well, a wrap. A seat height of just 820mm looks low on paper and therefore easily accessible for the shorter rider but dont be fooled because its wide, long and despite being rather easy on the bum cheeks after a day in the saddle, its not as easy to clamber on and off as you might expect and for a wagon that has three wheels, weighs 263kg (wet) and carries a lot of that weight up top, its not as simple to flat foot as other motorcycles with an 820mm seat height. The riding position is flat and slightly further back than the Tracer 900 which is to do with that weight distribution but even though you have masses of motorcycle splayed out in front, the position is still roomy enough for touring and offers loads of ground clearance before those hero blobs touch down at 45-degrees.
Despite the length of the arches shrouding the front wheels they offered
little protection to my boots and lower legs when the rain poured late in
the day. Thankfully my Dainese Gore-Tex kit stood firm and repelled any
uncomforting dampness.
Equipment
Other than the obvious additional equipment, Yamahas NIKEN comes
equipped with many parts and services seen throughout the range. A
quickshifter in my opinion is a must on all new models and is both relevant
and useful here. Some systems require too much pressure on the gear lever to
change or can be clunky but the NIKEN's is a good system, also seen on the
MT-09 - light enough to click a new gear but still with the right kind of
resistance to let your foot know it's done the job.
Three riding modes, three traction settings, cruise control, and an
assist and slipper clutch are all additional standard kit. A, STD and B
modes have been replaced with numbers, so 1 is the most powerful and 3
with the softest throttle action. Until the weather gods/Yamaha gods decided
it was time to test the grip in the wet, 1 was where I stayed which offered
enough beans for a mid-throttle roll-on overtake.
However, the R1-derived mirrors are only 75% efficient. Theyre so far
away from your riding position that it makes adjusting them annoying and all
I could see in the top quarter was my own glove and the handlebar.
The quad-LED headlights give the bike a mean look alongside its
Scorpion-inspired styling and they worked superbly well in the tunnels I
encountered during the press ride.
My gripe with the handlebar-mounted operations and the LCD instrument
panel is that theyre showing their age. For such a modern and revolutionary
motorcycle, I really expected modern and revolutionary technology facing me
rather than switchgear from the FJR and a display screen that seems a little
720p instead of 4K. Im not expecting Ultra High Definition but something a
little easier to see and use would be mega.
Verdict
With some modern tech and accessories including a brand spanking new LCD
dash, updated controls, a taller and adjustable screen, luggage and probably
even touring friendly touches such as heated grips and hand protectors and
Yamaha would have a highly competent sports-tourer. Its comfortable riding
position and highly proficient stability on both the approach to and while
in the corners is a really big win for Yamaha heaping confidence into
all-weather riders or those who need more assurance when leaning.
Its diverse, it bucks the trend yet like a lost puppy, it just needs a
home for it to flourish, and that is as a sports tourer. Overall, Yamaha
should be applauded for being brave enough to alter the norm with an
intriguing, interesting and imaginative motorcycle.
A smaller capacity version might just be the key to attracting younger
A2-licence type riders too.
Not only will the NIKEN be the master of winter, itll command the wet
summer roads too and itll be the one you turn too as local governments
continue to destroy British roads with their lack of investment and bodged
patchwork repair jobs. Welcome to the Pot Hole King!
Make Model | Yamaha MXT 850 Niken |
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Year | 2018 - 19 |
Engine Type | Four Stroke, in line 3-cylinder, DOHC, 4 valves per cylinder |
Displacement | 847 cc / 51.6 cu-in |
Bore X Stroke | 78.0 x 59.1 mm |
Compression | 11.5:1 |
Cooling System | Liquid cooled |
Emission | Euro 4 |
Lubrication | Wet sump |
Induction | Fuel injection with YCC-T |
Ignition | TCI: Transistor Controlled Ignition |
Starting | Electric |
Max Power | 115 hp / 83.9 kW) @ 10120 rpm |
Max Torque | 87.5 Nm / 8.9 kgf-m / 45.3 lb-ft @ 8500 rpm |
Clutch | Multiplate assist and slipper clutch |
Transmission | 6 Speed |
Final Drive | Chain |
Frame | Diamond, Aluminum twin-spar |
Front Suspension | 43 / 41mm LMW dual tube fork, fully adjustable |
Front Wheel Travel | 110 mm / 4.3 in |
Rear Suspension | Single shock, adjustable preload (w/remote adjuster) and rebound damping |
Rear Wheel Travel | 125 mm / 4.9 in |
Front Brakes | 2x 298mm Hydraulic discs, ABS |
Rear Brakes | Single 298mm hydraulic disc, ABS |
Front Tire | 2x 120/70 R 15 |
Rear Tire | 190/55R17 |
Rake | 20.0° |
Trail | 74 mm / 2.9 in |
Wheel Track | 409 mm / 16.1 in |
Lean Angle | 45.0° |
Dimensions | Length 2150 mm / 84.6 in Width 85 mm / 34.8 in Height 1250 mm / 56.1 in |
Wheelbase | 1510 mm / 59.4 in |
Seat Height | 820 mm / 32.9 in |
Ground Clearance | 150 mm / 5.9 in |
Wet Weight | 263 kg / 580 lbs |
Fuel Capacity | 18.1 Liters / 4.8 US gal |