12 просмотров
Рейтинг статьи
1 звезда2 звезды3 звезды4 звезды5 звезд
Загрузка...

Мотоцикл YX600 Radian (1986): технические характеристики, фото, видео

Мотоцикл YX600 Radian (1986): технические характеристики, фото, видео

Yamaha YX 600 Radian 1986

Колл-центр 24 часа. Любые вопросы от тех. консультаций до помощи с оформлением заказа.

Гарантия на все товары

Гарантия на товары от 6 месяцев до 3 лет. В случае брака, меняем товар без лишних вопросов.

Безопасные способы оплаты

Оплачивайте банковской картой, PayPal, банковским переводом или наличными при получении.

Доставка по всей России

Вы можете выбрать доставку курьером, Почтой России или в пункте самовывоза.

Качественно упакуем, передадим в отправку и будем следить за заказом до вручения.

The Yamaha YX600S Radian

Years produced: 1986-1990
Claimed power: 66hp @ 9,500rpm (56hp @ 9,500rpm/period test)
Top speed: 125mph (period test)
Engine type: 598cc DOHC, air-cooled inline four
Transmission: 6-speed/chain final drive
Weight: 436lb (wet)
Price then: $2,399 (1986)
Price now: $750-$1,850
MPG: 45-55

The mid-1980s were challenging times for the motorcycle industry. After years of double-digit growth, motorcycle manufacturers everywhere found themselves fighting a steep slide in sales, with little hope of a quick rebound. Faced with a changing and constricting market, Yamaha, like every company, took a long look at its products and considered how it should adapt to a new reality. Shedding the bikes that had carried it into the 1980s, the Hamamatsu-based company redefined its image with a new range of machines including the V-twin Viragos, the Maxim series, the Vision and the FJ series. In 1985, Yamaha hit two major home runs when it introduced the 5-valve FZ750 sport bike and the V-Max, a liquid-cooled, 1,200cc V-4 adrenalin rush that quickly became the new king of the strip and the street.

The new standard
It was in this environment that Yamaha rolled out the apparently all new (more on that in a moment) YX600 Radian for 1986. Although hailed as a new standard, stylistically it was sort of a Mini-Me to Mr. Max, with Max-like touches including chromed tops on its CV carbs, chromed plastic “velocity stacks,” chromed instrument pods, and 7-piece plastic bodywork (excepting the metal gas tank) clipped to a relatively low-slung chassis. Power came from an air-cooled, 598cc inline four exhausting through a stubby, chromed 4-into-2 exhaust system. A 6-speed transmission took care of shifting duties, while a chain delivered the Radian’s claimed 66hp to the rear wheel.

So what made it an “apparently” all new motorcycle? In as much as the Radian was a new model and something of a new look for Yamaha, there was very little on the YX that hadn’t already seen service on another Yamaha. For all its newness, the Radian was a parts room special, created by raiding the corporate parts bin and deftly combining bits and pieces until Yamaha’s engineers and stylists ended up with their desired result.

Using existing parts to create something new was hardly a fresh concept; manufacturers have been doing it forever, and still do. For one, it’s economical, enabling a manufacturer to use proven and — more importantly — paid for pieces. For another, it cuts development time enormously, since most of the bike already exists, its parts just waiting to get reassigned to a new whole.

In the Radian’s case, the engine was the tried and true 8-valve inline four used in the FJ600, but modified with 2mm smaller carburetors (30mm instead of 32mm) and other tweaks for better mid-range and low-end torque. The carburetor airbox was lifted from the 550 Maxim, as was the frame, which made sense as the FJ600 engine case was the same as the 550 Maxim, making the FJ600 mill a bolt-in proposition. Further, the aluminum grab rail on the seat tail was from the Fazer, as were the Radian’s tach and speedometer, headlight, taillight, mirrors and turn signals. The front disc brake rotors were from the RZ350 and the calipers from the FJ600, while the shifter was from the 550 Maxim. Outside of its bodywork, the only parts unique to the Radian were the front forks and rear shocks.

Bang for the buckTesters couldn’t say enough good things about the Radian, and certainly its low $2,399 price tag went a long way toward explaining why. “This is a machine that would be a solid buy at around three grand,” Cycle World enthused. “But at $2,399 it’s a screaming deal. It has to be the best buy of the year.”

Further impressing testers was the feeling that the Radian was a machine whose whole seemed more than the sum of its parts. Road Rider called it “the Most-Fun-For-The-Dollar” motorcycle bargain of the year, lauding it as a more “superior all-around motorcycle than any of the narrowly specialized craft from which it borrowed its various components.” Underscoring that point was the Radian’s excellent performance, the new bike coming in two-tenths of a second and 3.5mph faster in the quarter mile than Yamaha’s own sporty and non-derivative FJ600.

No machine is ever perfect, of course, and the Radian was singled out for a few faults. Chief among them, ironically enough, was its poor suspension performance. Seems those few parts unique to the Radian weren’t fully developed, as testers universally complained of springy front forks and weak rear shocks with insufficient damping. The Radian’s riding position was also a source of irritation, not because it was too sporty or too upright, but because the bike’s short wheelbase and tight packaging squeezed riders much taller than 5 foot 10 inches.

But those niggling complaints didn’t get in the way of the Radian being declared Cycle Guide’s Bike of the Year for 1986, and a Best Buy by just about every other publication.

Given the Radian’s parts bin makeup, its no surprise Yamaha changed very little on the bike from 1986 until it was pulled from the lineup after the 1990 model year. In fact, about the only change of note came in 1989, when Yamaha inexplicably relocated the Radian’s alternator from behind the cylinder bank to the left end of the crankshaft, leaving it vulnerable to damage in the event of a left side touchdown.

While some might question the “classic” merit of the Radian, there’s no denying its role in Yamaha’s success. Good looking, well mannered, more than fast enough and remarkably cheap, the Radian is still one of the best buys from the 1980s. MC

Four-cylinder rivals to Yamaha’s Radian
1986 Kawasaki ZL600 Eliminator

– 73hp @ 10,500rpm (claimed)/ 107mph
– Liquid-cooled, 592cc DOHC 16-valve inline four
– 6-speed
– Disc front, drum rear
– 468lb (wet)
– 40-45mpg

Introduced the same year as the Radian, the ZL600 was Kawasaki’s new standard. Not a cruiser, although it leaned heavily that direction, and certainly not a sport bike, it was, however, a better performer than either its looks or lineage would suggest.

Читайте также:

Styling came straight from its big brother, the ZL900 Eliminator introduced in 1985. Like the ZL900, the ZL600 had a drag strip/bad boy look, with a heavily stepped seat, slash-cut shorty mufflers, black engine cases with chromed side covers, and wide, tall handlebars with a lazy pullback for cruising with some ’tude.

Powering the ZL600 was the liquid-cooled, 592cc inline four introduced on the Z600 Ninja the year before, although with shaft final drive instead of the Ninja’s chain. But importantly, while the ZL lost 5hp to the Ninja overall, it was actually faster 0-60mph (3.36 seconds versus 3.52) and produced more horsepower at mid-range roll-on, the zone where most people really use power. Like the Radian, the answer was in smaller carbs (30mm versus the Ninja’s 32mm), which greatly improved the engine’s low- and mid-range response. The Ninja could best the ZL in final top speed, but at anything less the ZL would actually leave the Ninja in the dust.

Читать еще:  Мотоцикл LX 3 Super (2005): технические характеристики, фото, видео

Not yet — and maybe never — a classic, the ZL600 is an interesting reminder of mid-1980s style and performance.

1986 Honda CB700SC Nighthawk– 67hp @ 9,500rpm/125mph (est.)
– Air-cooled, 696cc DOHC 16-valve inline four
– 5-speed
– Twin-disc front, drum rear
– 516lb (wet)
– 40-45mpg

Just as Yamaha was bowing in with its “new” standard-style Radian, Honda was about to pull the plug on its own hot rod standard, the 696cc Nighthawk S.

Introduced in 1984, the 700 Nighthawk was an odd recipe of one part old-school to two parts new. While the Nighthawk’s twin-cam, 16-valve engine was all new, its air cooling was not, making the new Honda mill something of a throwback. Even so, it featured new-school amenities like hydraulic lifters (making valve adjustments a thing of the past), a no-maintenance driveshaft, electronic ignition, an automatic adjuster for the cam chain and a spin-on, automotive-style oil filter.

The Nighthawk’s inline four displaced 696cc to the Radian’s 598cc, and produced an honest, dyno-tested 67hp as opposed to the Radian’s “claimed” 66hp (Cycle’s dyno pegged the Radian at closer to 56hp). But the fact it was carrying an extra 80 pounds over the Radian erased any potential top end advantage. Like the Radian, many testers saw it as a new take on an old routine, the standard. An all around excellent motorcycle, it was also $1,500 pricier than the Radian, making it little surprise Honda didn’t extend its life cycle any farther once the Radian hit
the market.

Обзор мотоцикла Yamaha SRX 600

Модель классического мотоцикла Yamaha SRX600 появилась в 1986 году и предназначалась, в основном, для рынков Европы и Северной Америки. Серия SRX стала ответвлением от серии SR, и предназначалась для более спортивной езды, однако архаичный мотор и в целом невнятная концепция привели к тому, что модель практически не пользовалась спросом. К 1988 году производство SRX 600 было приостановлено, в 1991 году вновь запущено с новой рестайлинговой версией мотоцикла, которая продавалась только на внутреннем японском рынке.

За основу Yamaha SRX 600 был взят 1-цилиндровый двигатель воздушного охлаждения, объемом 608 см³, выдающий 42 л.с. мощности и 48 Нм крутящего момента. Максимальные характеристики – на 5500-6500 об/мин.

Параллельно с SRX600 на рынке присутствовала внутрияпонская модификация – Yamaha SRX 400. Обе модели практически идентичны друг другу и отличаются лишь двигателем, габаритными размерами и тормозной системой (первые версии SRX600 оснащались двухдисковым передним тормозом).

В 1991 году модель Yamaha SRX 600 претерпевает рестайлинг, получая обновленный внешний вид, новую переднюю вилку, новую заднюю подвеску (моноамортизатор вместо двойного амортизатора, 9 ступеней регулировки преднатяга вместо 5-ти), новые колеса на 17′, уменьшенный топливный бак (14 л вместо 15 л), полностью транзисторную систему зажигания (вместо CDI) и электростартер (прошлые версии оснащались только “киком”). Название модели меняется на Yamaha SRX600 (вместо старого – Yamaha SRX-6). Этот же год стал последним годом производства.

Основные конкуренты Yamaha SRX 600 в классе:

Содержание

Краткая история модели

  • 1986 г. – начало производства и продаж.

Модель: Yamaha SRX-6 (Европа, США). Заводское обозначение: 1XL, 1XM, 1XW, SRX600S.

  • 1987 г. – без существенных изменений.

Модель: Yamaha SRX-6 (Европа). Заводское обозначение: 1XL, 1XM, 2TM.

  • 1991 г. – рестайлинг модели. Последний год производства.

Модель: Yamaha SRX600 (Япония). Заводское обозначение: 3SX1, 3SX2.

The Yamaha YX600S Radian

Years produced: 1986-1990
Claimed power: 66hp @ 9,500rpm (56hp @ 9,500rpm/period test)
Top speed: 125mph (period test)
Engine type: 598cc DOHC, air-cooled inline four
Transmission: 6-speed/chain final drive
Weight: 436lb (wet)
Price then: $2,399 (1986)
Price now: $750-$1,850
MPG: 45-55

The mid-1980s were challenging times for the motorcycle industry. After years of double-digit growth, motorcycle manufacturers everywhere found themselves fighting a steep slide in sales, with little hope of a quick rebound. Faced with a changing and constricting market, Yamaha, like every company, took a long look at its products and considered how it should adapt to a new reality. Shedding the bikes that had carried it into the 1980s, the Hamamatsu-based company redefined its image with a new range of machines including the V-twin Viragos, the Maxim series, the Vision and the FJ series. In 1985, Yamaha hit two major home runs when it introduced the 5-valve FZ750 sport bike and the V-Max, a liquid-cooled, 1,200cc V-4 adrenalin rush that quickly became the new king of the strip and the street.

The new standard
It was in this environment that Yamaha rolled out the apparently all new (more on that in a moment) YX600 Radian for 1986. Although hailed as a new standard, stylistically it was sort of a Mini-Me to Mr. Max, with Max-like touches including chromed tops on its CV carbs, chromed plastic “velocity stacks,” chromed instrument pods, and 7-piece plastic bodywork (excepting the metal gas tank) clipped to a relatively low-slung chassis. Power came from an air-cooled, 598cc inline four exhausting through a stubby, chromed 4-into-2 exhaust system. A 6-speed transmission took care of shifting duties, while a chain delivered the Radian’s claimed 66hp to the rear wheel.

So what made it an “apparently” all new motorcycle? In as much as the Radian was a new model and something of a new look for Yamaha, there was very little on the YX that hadn’t already seen service on another Yamaha. For all its newness, the Radian was a parts room special, created by raiding the corporate parts bin and deftly combining bits and pieces until Yamaha’s engineers and stylists ended up with their desired result.

Using existing parts to create something new was hardly a fresh concept; manufacturers have been doing it forever, and still do. For one, it’s economical, enabling a manufacturer to use proven and — more importantly — paid for pieces. For another, it cuts development time enormously, since most of the bike already exists, its parts just waiting to get reassigned to a new whole.

In the Radian’s case, the engine was the tried and true 8-valve inline four used in the FJ600, but modified with 2mm smaller carburetors (30mm instead of 32mm) and other tweaks for better mid-range and low-end torque. The carburetor airbox was lifted from the 550 Maxim, as was the frame, which made sense as the FJ600 engine case was the same as the 550 Maxim, making the FJ600 mill a bolt-in proposition. Further, the aluminum grab rail on the seat tail was from the Fazer, as were the Radian’s tach and speedometer, headlight, taillight, mirrors and turn signals. The front disc brake rotors were from the RZ350 and the calipers from the FJ600, while the shifter was from the 550 Maxim. Outside of its bodywork, the only parts unique to the Radian were the front forks and rear shocks.

Bang for the buckTesters couldn’t say enough good things about the Radian, and certainly its low $2,399 price tag went a long way toward explaining why. “This is a machine that would be a solid buy at around three grand,” Cycle World enthused. “But at $2,399 it’s a screaming deal. It has to be the best buy of the year.”

Further impressing testers was the feeling that the Radian was a machine whose whole seemed more than the sum of its parts. Road Rider called it “the Most-Fun-For-The-Dollar” motorcycle bargain of the year, lauding it as a more “superior all-around motorcycle than any of the narrowly specialized craft from which it borrowed its various components.” Underscoring that point was the Radian’s excellent performance, the new bike coming in two-tenths of a second and 3.5mph faster in the quarter mile than Yamaha’s own sporty and non-derivative FJ600.

Читать еще:  Мотоцикл Laverda 1000SEC 2004 Фото, Характеристики, Обзор, Сравнение на БАЗАМОТО

No machine is ever perfect, of course, and the Radian was singled out for a few faults. Chief among them, ironically enough, was its poor suspension performance. Seems those few parts unique to the Radian weren’t fully developed, as testers universally complained of springy front forks and weak rear shocks with insufficient damping. The Radian’s riding position was also a source of irritation, not because it was too sporty or too upright, but because the bike’s short wheelbase and tight packaging squeezed riders much taller than 5 foot 10 inches.

But those niggling complaints didn’t get in the way of the Radian being declared Cycle Guide’s Bike of the Year for 1986, and a Best Buy by just about every other publication.

Given the Radian’s parts bin makeup, its no surprise Yamaha changed very little on the bike from 1986 until it was pulled from the lineup after the 1990 model year. In fact, about the only change of note came in 1989, when Yamaha inexplicably relocated the Radian’s alternator from behind the cylinder bank to the left end of the crankshaft, leaving it vulnerable to damage in the event of a left side touchdown.

While some might question the “classic” merit of the Radian, there’s no denying its role in Yamaha’s success. Good looking, well mannered, more than fast enough and remarkably cheap, the Radian is still one of the best buys from the 1980s. MC

Four-cylinder rivals to Yamaha’s Radian
1986 Kawasaki ZL600 Eliminator

— 73hp @ 10,500rpm (claimed)/ 107mph
— Liquid-cooled, 592cc DOHC 16-valve inline four
— 6-speed
— Disc front, drum rear
— 468lb (wet)
— 40-45mpg

Introduced the same year as the Radian, the ZL600 was Kawasaki’s new standard. Not a cruiser, although it leaned heavily that direction, and certainly not a sport bike, it was, however, a better performer than either its looks or lineage would suggest.

Styling came straight from its big brother, the ZL900 Eliminator introduced in 1985. Like the ZL900, the ZL600 had a drag strip/bad boy look, with a heavily stepped seat, slash-cut shorty mufflers, black engine cases with chromed side covers, and wide, tall handlebars with a lazy pullback for cruising with some ’tude.

Powering the ZL600 was the liquid-cooled, 592cc inline four introduced on the Z600 Ninja the year before, although with shaft final drive instead of the Ninja’s chain. But importantly, while the ZL lost 5hp to the Ninja overall, it was actually faster 0-60mph (3.36 seconds versus 3.52) and produced more horsepower at mid-range roll-on, the zone where most people really use power. Like the Radian, the answer was in smaller carbs (30mm versus the Ninja’s 32mm), which greatly improved the engine’s low- and mid-range response. The Ninja could best the ZL in final top speed, but at anything less the ZL would actually leave the Ninja in the dust.

Not yet — and maybe never — a classic, the ZL600 is an interesting reminder of mid-1980s style and performance.

1986 Honda CB700SC Nighthawk— 67hp @ 9,500rpm/125mph (est.)
— Air-cooled, 696cc DOHC 16-valve inline four
— 5-speed
— Twin-disc front, drum rear
— 516lb (wet)
— 40-45mpg

Just as Yamaha was bowing in with its “new” standard-style Radian, Honda was about to pull the plug on its own hot rod standard, the 696cc Nighthawk S.

Introduced in 1984, the 700 Nighthawk was an odd recipe of one part old-school to two parts new. While the Nighthawk’s twin-cam, 16-valve engine was all new, its air cooling was not, making the new Honda mill something of a throwback. Even so, it featured new-school amenities like hydraulic lifters (making valve adjustments a thing of the past), a no-maintenance driveshaft, electronic ignition, an automatic adjuster for the cam chain and a spin-on, automotive-style oil filter.

The Nighthawk’s inline four displaced 696cc to the Radian’s 598cc, and produced an honest, dyno-tested 67hp as opposed to the Radian’s “claimed” 66hp (Cycle’s dyno pegged the Radian at closer to 56hp). But the fact it was carrying an extra 80 pounds over the Radian erased any potential top end advantage. Like the Radian, many testers saw it as a new take on an old routine, the standard. An all around excellent motorcycle, it was also $1,500 pricier than the Radian, making it little surprise Honda didn’t extend its life cycle any farther once the Radian hit
the market.

The Yamaha YX600S Radian

Under the radar

By Motorcycle Classics staff
July/August 2009

Years produced: 1986-1990
Claimed power: 66hp @ 9,500rpm (56hp @ 9,500rpm/period test)
Top speed: 125mph (period test)
Engine type: 598cc DOHC, air-cooled inline four
Transmission: 6-speed/chain final drive
Weight: 436lb (wet)
Price then: $2,399 (1986)
Price now: $750-$1,850
MPG: 45-55

The mid-1980s were challenging times for the motorcycle industry. After years of double-digit growth, motorcycle manufacturers everywhere found themselves fighting a steep slide in sales, with little hope of a quick rebound. Faced with a changing and constricting market, Yamaha, like every company, took a long look at its products and considered how it should adapt to a new reality. Shedding the bikes that had carried it into the 1980s, the Hamamatsu-based company redefined its image with a new range of machines including the V-twin Viragos, the Maxim series, the Vision and the FJ series. In 1985, Yamaha hit two major home runs when it introduced the 5-valve FZ750 sport bike and the V-Max, a liquid-cooled, 1,200cc V-4 adrenalin rush that quickly became the new king of the strip and the street.

The new standard
It was in this environment that Yamaha rolled out the apparently all new (more on that in a moment) YX600 Radian for 1986. Although hailed as a new standard, stylistically it was sort of a Mini-Me to Mr. Max, with Max-like touches including chromed tops on its CV carbs, chromed plastic “velocity stacks,” chromed instrument pods, and 7-piece plastic bodywork (excepting the metal gas tank) clipped to a relatively low-slung chassis. Power came from an air-cooled, 598cc inline four exhausting through a stubby, chromed 4-into-2 exhaust system. A 6-speed transmission took care of shifting duties, while a chain delivered the Radian’s claimed 66hp to the rear wheel.

So what made it an “apparently” all new motorcycle? In as much as the Radian was a new model and something of a new look for Yamaha, there was very little on the YX that hadn’t already seen service on another Yamaha. For all its newness, the Radian was a parts room special, created by raiding the corporate parts bin and deftly combining bits and pieces until Yamaha’s engineers and stylists ended up with their desired result.

Using existing parts to create something new was hardly a fresh concept; manufacturers have been doing it forever, and still do. For one, it’s economical, enabling a manufacturer to use proven and — more importantly — paid for pieces. For another, it cuts development time enormously, since most of the bike already exists, its parts just waiting to get reassigned to a new whole.

In the Radian’s case, the engine was the tried and true 8-valve inline four used in the FJ600, but modified with 2mm smaller carburetors (30mm instead of 32mm) and other tweaks for better mid-range and low-end torque. The carburetor airbox was lifted from the 550 Maxim, as was the frame, which made sense as the FJ600 engine case was the same as the 550 Maxim, making the FJ600 mill a bolt-in proposition. Further, the aluminum grab rail on the seat tail was from the Fazer, as were the Radian’s tach and speedometer, headlight, taillight, mirrors and turn signals. The front disc brake rotors were from the RZ350 and the calipers from the FJ600, while the shifter was from the 550 Maxim. Outside of its bodywork, the only parts unique to the Radian were the front forks and rear shocks.

Читать еще:  Мотоцикл Senda Terra 125 4T (2007): технические характеристики, фото, видео

Bang for the buckTesters couldn’t say enough good things about the Radian, and certainly its low $2,399 price tag went a long way toward explaining why. “This is a machine that would be a solid buy at around three grand,” Cycle World enthused. “But at $2,399 it’s a screaming deal. It has to be the best buy of the year.”

Further impressing testers was the feeling that the Radian was a machine whose whole seemed more than the sum of its parts. Road Rider called it “the Most-Fun-For-The-Dollar” motorcycle bargain of the year, lauding it as a more “superior all-around motorcycle than any of the narrowly specialized craft from which it borrowed its various components.” Underscoring that point was the Radian’s excellent performance, the new bike coming in two-tenths of a second and 3.5mph faster in the quarter mile than Yamaha’s own sporty and non-derivative FJ600.

No machine is ever perfect, of course, and the Radian was singled out for a few faults. Chief among them, ironically enough, was its poor suspension performance. Seems those few parts unique to the Radian weren’t fully developed, as testers universally complained of springy front forks and weak rear shocks with insufficient damping. The Radian’s riding position was also a source of irritation, not because it was too sporty or too upright, but because the bike’s short wheelbase and tight packaging squeezed riders much taller than 5 foot 10 inches.

But those niggling complaints didn’t get in the way of the Radian being declared Cycle Guide’s Bike of the Year for 1986, and a Best Buy by just about every other publication.

Given the Radian’s parts bin makeup, its no surprise Yamaha changed very little on the bike from 1986 until it was pulled from the lineup after the 1990 model year. In fact, about the only change of note came in 1989, when Yamaha inexplicably relocated the Radian’s alternator from behind the cylinder bank to the left end of the crankshaft, leaving it vulnerable to damage in the event of a left side touchdown.

While some might question the “classic” merit of the Radian, there’s no denying its role in Yamaha’s success. Good looking, well mannered, more than fast enough and remarkably cheap, the Radian is still one of the best buys from the 1980s. MC

Four-cylinder rivals to Yamaha’s Radian
1986 Kawasaki ZL600 Eliminator

— 73hp @ 10,500rpm (claimed)/ 107mph
— Liquid-cooled, 592cc DOHC 16-valve inline four
— 6-speed
— Disc front, drum rear
— 468lb (wet)
— 40-45mpg

Introduced the same year as the Radian, the ZL600 was Kawasaki’s new standard. Not a cruiser, although it leaned heavily that direction, and certainly not a sport bike, it was, however, a better performer than either its looks or lineage would suggest.

Styling came straight from its big brother, the ZL900 Eliminator introduced in 1985. Like the ZL900, the ZL600 had a drag strip/bad boy look, with a heavily stepped seat, slash-cut shorty mufflers, black engine cases with chromed side covers, and wide, tall handlebars with a lazy pullback for cruising with some ’tude.

Powering the ZL600 was the liquid-cooled, 592cc inline four introduced on the Z600 Ninja the year before, although with shaft final drive instead of the Ninja’s chain. But importantly, while the ZL lost 5hp to the Ninja overall, it was actually faster 0-60mph (3.36 seconds versus 3.52) and produced more horsepower at mid-range roll-on, the zone where most people really use power. Like the Radian, the answer was in smaller carbs (30mm versus the Ninja’s 32mm), which greatly improved the engine’s low- and mid-range response. The Ninja could best the ZL in final top speed, but at anything less the ZL would actually leave the Ninja in the dust.

Not yet — and maybe never — a classic, the ZL600 is an interesting reminder of mid-1980s style and performance.

1986 Honda CB700SC Nighthawk— 67hp @ 9,500rpm/125mph (est.)
— Air-cooled, 696cc DOHC 16-valve inline four
— 5-speed
— Twin-disc front, drum rear
— 516lb (wet)
— 40-45mpg

Just as Yamaha was bowing in with its “new” standard-style Radian, Honda was about to pull the plug on its own hot rod standard, the 696cc Nighthawk S.

Introduced in 1984, the 700 Nighthawk was an odd recipe of one part old-school to two parts new. While the Nighthawk’s twin-cam, 16-valve engine was all new, its air cooling was not, making the new Honda mill something of a throwback. Even so, it featured new-school amenities like hydraulic lifters (making valve adjustments a thing of the past), a no-maintenance driveshaft, electronic ignition, an automatic adjuster for the cam chain and a spin-on, automotive-style oil filter.

The Nighthawk’s inline four displaced 696cc to the Radian’s 598cc, and produced an honest, dyno-tested 67hp as opposed to the Radian’s “claimed” 66hp (Cycle’s dyno pegged the Radian at closer to 56hp). But the fact it was carrying an extra 80 pounds over the Radian erased any potential top end advantage. Like the Radian, many testers saw it as a new take on an old routine, the standard. An all around excellent motorcycle, it was also $1,500 pricier than the Radian, making it little surprise Honda didn’t extend its life cycle any farther once the Radian hit
the market.

Yamaha YX600 Radian

Yamaha YX600 Radian (Мотоцикл для города и асфальтовых трасс) — мотоцикл, изготовленный на Yamaha Motor Company. Изготавливался с 1986 по 1990 годы. Радиан был оснащен двигателем Yamaha 598cc, с воздушным охлаждением. Рядный 4 цилиндра, который использовался в Yamaha FZ-600, и в FZR серии Yamaha. Изначально проектируются с 528cc для XJ550 Seca и Maxim.

YX600 Радиан шасси получил менее производительное, чем его спортивные родственники, чтобы сделать машину более доступной.

Двойные задние амортизаторы, задние барабанные тормоза, а также отсутствие обтекателей производительности, делая внешний вид мотоцикла на все более и более популярным в то время «Naked bike».

Хотя силовой агрегат Радиан имел несколько меньшую производительность, чем его гоночные аналоги, в Yamaha FZ-600, было отмечено, что мягкая отстройка аппарата на самом деле способствовало его популярности и мощности. От нуля до 60 миль в час за четыре секунды преодолевает YX600 Радиан.

Содержание

Основная информация [ | ]

Модель: Yamaha YX 600 Radian

Двигатель и привод [ | ]

Рабочий объём: 599 см3

Тип: Четырёх цилиндровый рядный

Мощность: 52.43 л.с. (38.3 кВт)) @ 9000 об./мин.

Диаметр х Ход поршня: 58,5×55.7 мм (2.3 x 2.2 дюймов)

Крутящий момент: 35.61 Нм (3.6 kgf-m / 26.3 ft.lbs) @ 7500 об./мин.

Топливная система: Carburettor. 4 mikuni BS30ґs 30mm Constant Vacuum

Диаметр х Ход поршня: 58,5×55.7 мм (2.3 x 2.2 дюймов)

Контроль топлива: DOHC

Запуск двигателя: Электростартер

Зажигание: TCI full transistor ignition

Смазка двигателя: wet sump

Коробка передач: 6 скорости

Сцепление: wet plate

Дорожный просвет: 145 мм

Высота по седлу: 765 мм

Ходовая [ | ]

Колесная база: 1385 мм

Рама: double downtube full cradle, box section steel wingarm

Угол наклона вилки: 27,0°

Передний амортизатор: 36mm shocks

Ход спереди: 140 мм

Задний амортизатор: 2 shock absorbers, adjustable for spring preload

Ссылка на основную публикацию
Статьи c упоминанием слов:
Adblock
detector