DJP

This is all part of legislating motor traffic off of the road. Eventually insurance will become impossible when the driver is held responsible for things beyond their control.

Fast forward to last October and I was waiting at a red light when I was hit from behind by a van. The bike was a write off, but I was relatively unscathed apart from injuring the same shoulder again. ATGATT I say. You know it makes sense.

Back in 2015 a drunk pedestrian ran into me from the side. I was wearing a textile jacket with full body armour. Severe bruising was the result (the bruising on my shoulder is from the body armour being pressed into me from the impact, you can actually see the shape of it). The Dr said that were it not for the armour my shoulder would have been shattered. By contrast, the unprotected pedestrian was almost killed and suffered a broken arm and a partially severed lower leg. Fortunately for him, I was still in a fit state to save him from bleeding out.

Balanced throttle bodies...

Probably about 9 when the seeds were sown. I was a primary school kid in the 70s and every year our school had mini motorbikes at the school fair and I spent all my pocket money on them every year. A few of my rellies (inc my Dad) had always had bikes and I really fancied one after that. A few years later, we were on holiday in Greece and my Dad hired a 'ped. The age limit there was 14 for peds so I got to ride it and got hooked all over again. And the next year, and the next... Moving onto geared 'peds and then 125s. Then when I turned 16 I rescued a 'ped from a family friend's shed and rode legally in the UK for the first time. That was followed, aged 17, by a Honda CB100N and then after passing my test the same year a Yamaha RD350 YPVS. And then onto 600cc four strokes and upwards. I've now been riding pretty much daily in the UK since 1986... How time flies!

I wouldn't say that it was a big step up. I'm told that they've lowered the headstock and given it the suspension from the XSR900. So in terms of ride and ergos it now feels much more like the previous model XSR (no bad thing, in my view). And, gearing aside, it doesn't feel much different engine wise.

On its launch in 2013 the Yamaha MT09 was praised for its superb engine and criticised for its jerky fuelling, cheap suspension and odd riding position. Over the years, Yamaha have worked to address those issues and the culmination is the 2021 model. The all-new Euro 5 engine gains 42cc, a heavier crankshaft and taller gearing in 1st and 2nd gears. Yamaha claim 117bhp at 10,000rpm. The 2021 frame, swing arm and wheels are all new and claim higher rigidity, less mass and an all up weight of 189kg wet. The forks are adjustable for preload, compression and rebound. The rear shock adjustable for preload and rebound only. The MT09 comes with a host of modern rider aids including a quick-shifter/auto-blipper, cornering ABS, lean-sensitive traction control, slide control and ‘Anti-Lift’ to keep the front wheel down under hard acceleration. All of which can be individually adjusted to set your preferred level of intervention. Of course, there are menus within menus to fine tune it all but basic set-up consists of two: Driving Mode (throttle response) and Traction Control Mode. Driving Mode has 4 levels: 1, 2 & 3 all allow maximum engine power, with throttle response from wild to mild, and level 4 is a reduced power/soft response rain mode. TCM is similar with 3 levels and “Off”. Level 2 is the default mode on both and that's where I left the settings on my test ride. Pulling away the MT09 was instantly familiar and easy to get on with. It feels very light with a nice smooth engine, light clutch and no sign of any fuelling issues. At 6'1” the riding position is spot on for me. Gone is the weird moto-cross feel of the previous model, gone also is the teeny-tiny switchgear so now I can actually use the indicators without hitting the horn. And the TFT display is clear and uncluttered. However as per previous models, the gearbox is still a bit clunky and around town the taller ratios make themselves felt: This bike really doesn't want to pull 2nd gear below 25mph. There were also a couple of times that the quick-shifter caught me out, although I quickly learned to just let it do it's thing, and the auto-blipper on the downshifts is great fun. And if you don't like the quick-shifter, you can turn it off. The suspension feels like the previous model XSR, an improvement over earlier MT09s but still too harsh. And the surprisingly restricted steering lock is very noticeable in town. Suspension aside, the MT09 is quite happy to pootle along at touring speeds but it's meant to be a performance bike so how's it stack up? Well, for all the hyperbole about the triple character it mostly feels and performs like an inline four. And while it's undoubtedly quick, it didn't feel as fast as the claimed power and weight might suggest, which I think is down to the ultra linear power delivery: It never lacks oomph and it never feels slow but neither is there any point where it suddenly goes ballistic. I read somewhere that the MT09 can do 0-100mph in under 6 seconds, and I don't doubt that, but there's no real drama to it. At speed the firm suspension comes into its own, the bike feels planted and the hinged-in-the-middle feel of the earlier versions has been eradicated. I can't say that I noticed the brakes, the bike stopped where and when I wanted and I can't ask more than that. If this reads like I'm damning with faint praise then it sums up how I feel about this bike: I've ridden all previous incarnations of the MT09 and the 2021 is undoubtedly the best yet. Gone are the fuelling glitches, odd riding position and wayward handling. But the gearbox is still clunky, the suspension still crude and, like many current Yamahas, the MT09 exudes an indefinable feeling of cheapness. Which is a shame because on paper it's pretty much my ideal bike, and I could certainly live with it, but somehow it just doesn't make me want it.

I used to be a police driver and when you're driving around at 3am your eyes play tricks and every bush and lamp post turns into someone lurking in the shadows. It's even worse when you're looking for a suspect who's gone to ground: Is that him? Oh no, it's another bush!

Nah. Thing is, I'm fairly specific in my requirements and I have a test route that replicates the roads that I ride pretty much exactly. If a bike doesn't work for me there, then it just doesn't work for me full stop. That said, the MT09 did nothing wrong. I can't seriously fault it. It was instantly familiar and I could quite easily live with it. But it just didn't float my boat. If I'm honest, I was put off by the electronics: There were couple of times that the quickshifter got in my way (when it tried to do what I was already doing) although I could get used to that, but I have a nagging feeling that quickshifters are not good for the gearbox long-term. Also, I can't help wondering about the reliability and longevity of the various electronic bits - especially given the overall cheap feel of the bike which really doesn't inspire confidence. Dunno, maybe I'm doing it a massive injustice, but they just aren't the kind of thoughts that I want in the back of my mind when I'm about to hand over £9k for a motorbike.

Well, I had a good 50 mile test ride on the MT09 the other day and frankly, I'm not sure. It's a nice enough bike: Easy to get on with, comfortable enough for me (apart from the overly firm suspension, but I could live with that). Nice fuelling, dripping with tech and decent performance (although not as fast as the claimed power and weight figures might suggest). I've ridden the XSR900 and several previous incarnations of the MT09 and the 2021 is the best yet. Gone are the fuelling glitches, odd riding position and wayward handling. Yamaha have undoubtedly addressed all of the previous shortcomings of the model and it's a much better bike. But, well... I dunno. Maybe I'm a Luddite, but I was kind of put off by all the tech and it just felt a little bit... well, cheap. Except that it's not cheap at over £9k. If I'd liked it just a bit more, I'd have opened the chequebook there and then but as it stands I'm not sure that I like it that much. Which is a bummer 'cos I'm not sure what I'm going to do now.

To be fair, I've always thought that the XSR was ugly. A random collection of parts thrown together without a single flowing line through the whole plot. The 2022 is just another variation on the ugly theme.

Then why not start one? You'd be silly not to.

Any owners on board? I've tried a load of bikes on for size, and the MT09 is the front runner. Use would be commuting and general fun. I'm looking at reliability, longevity, servicing etc. etc. Your experiences please.

Really, I'm just disappointed that Honda had the chance to move the game forward and didn't.

Well, Honda have now released details. So we have: The power and weight of a 1250 Bandit (minus the torque and refinement). Looks like a whale and about 30% too expensive. Shame.

Well, I've put another few hundred miles on the Africa Twin and I've gotta say it's starting to grow on me. I seem to have found the sweet spot and while it'll never be inline-four smooth, it can be made to thrum along quite happily. And, when I'm in the mood, it can be made to perform most amusingly. So yeah it's fun. And I still love the riding position, the clutch and the gearbox. But my biggest gripe with this bike is the price: The Yamaha Tracer 900 and Triumph Tiger 1050 both offer more performance and refinement, in a similar package, for a lot less money. Indeed, the Tracer is some £3,500 less than even the base model Africa Twin. And while I've no doubt that the Africa Twin is more off-road capable than the others, how many adventure bike owners actually take their bikes off road? Dunno, maybe I'm missing the point again but it seems to me that if you like this kind of bike, you can still get a lot more for your money elsewhere. I'd be interested to hear an owner's view of this.

I'm a bit sore, but fortunately it's soft tissue damage only. Damage to my bike appears fairly superficial (fairing, indicator, brake lever, bar end etc) unless there's more damage that isn't immediately obvious.

I'm not especially keen on that engine (see my Africa Twin review) but that looks like my kind of bike. I wonder if it'll have the usual Honda comedy pricing?

I got knocked off last week. White van man went into the back of me while I was stopped at the lights. Fortunately, his insurers have already accepted liability.

I agree, I rode both in the same day. The Yamaha engine is also smoother than the Honda.

Maybe I'm being a bit harsh, or maybe I've been spoilt by the Bandit 1250 (which really is a torque monster) but I just expected a modern 1,000cc twin to have more bottom end, especially when it doesn't exactly have that much up top. I dunno, I haven't ridden many big twins. Maybe they're all like that? Either way, they're not my cup of tea.

It's similar for me. I instinctively drive every vehicle where it's smoothest. My main bike is a Bandit 1250 and its “Smooth zone” coincides with any road legal speed and well beyond. I like it. For a while I owned an MT07, another parallel twin. Very different to the Bandit, but even so its “Smooth zone” coincides with most road legal speeds and so it was easy to ride. But the Africa Twin engine is different: Gutless and vibratory at most road legal speeds, it only seems to make sense when you're thrashing it. Fun at times, but day-to-day just not for me.

It's different strokes for different folks, I guess. In fairness, I should point out that I don't go off road and this isn't the kind of bike that I'd ever buy. Also, my criticisms would probably apply to most big twins rather than to the Africa Twin specifically. Don't get me wrong: It's good fun and I'm enjoing it, but I really don't "Get" this bike. I am much perplexed!

I got this on long(er) term loan after my Bandit 1250 went in for repair. First impressions: The Africa Twin is one tall motorcycle. I'm 6'1” and with its 870mm seat height it's a challenge even for me to get my leg over (f'narr, f'narr). But once in the saddle, it's a different story: The saddle is plush and comfortable, the riding position wonderfully spacious for the taller rider and I can quite easily get both feet down flat. (And I'm sure that shorter riders would be fine too, although getting on and off might be precarious). I was also surprised to read that the Africa Twin has a claimed weight of 232kg because it feels way lighter than that just pushing it around and on the move it's very nicely balanced and hides its weight extremely well. The controls are logical and well laid out, although the digital dash is a bit busy for my taste (but then most of them are). And the slipper clutch and gearbox are superb, although the clutch lever itself seems a tad short: I don't exactly have massive hands but my little finger seems to keep ending up on the ball-end rather than fitting into the usual part of the lever, but that's a minor gripe. Being a modern bike of course the Africa Twin has various traction control riding modes. And being an old fashioned biker, of course, I turned them off.. The engine is pretty much the opposite to what I'd expected from a modern 1000cc twin: At the bottom end it has neither torque nor refinement, requires a surprising amount of revs to pull away cleanly and is surprisingly vibratory. That said, it's brisk enough short shifting at 4,000rpm that it leaves most traffic in it's wake, without ever feeling like it's doing much. The refinement does improve with speed but even at 80mph in top it's still not exactly smooth. And that's a shame because the Africa Twin has the almost perfect touring chassis, capable of covering hundreds of miles a day in comfort. Except that I can't see many people wanting to do that kind of mileage sitting on top of that engine. And there's the problem: If you approach this motor as you expect it should be, in this chassis, it's a bit rubbish. However, if you grab it by the scruff of its neck and rev the motor towards the red line then it changes dramatically. And there it is: The top third of the rev-range is where the magic happens, the motor smooths out and the bike makes for the horizon at an indecent pace. And the noise... Lordy! Proper motorbike noise. Brrrrmmm! Brrrrmmm! And, as you roll off the throttle a hugely satisfying pop, pop, bang, bang on the overrun. Seriously, this is the best sounding standard motorcycle engine I've heard in probably decades. But it wants to be revved and it wants to be thrashed. And therein lies the problem: The tall, spindly chassis is clearly optimised for off-road use. The riding position and comfort are clearly optimised for touring use. And the engine is clearly optimised for sports bike use. It's like nun and a 12” dildo – they're both great at what they do, they just don't go together. But maybe, just now and again, it would be hilarious if they did. And that's what the Africa Twin is really all about. On the face of it, it's an “Adventure” bike. In reality, it's a hooligan bike pretending to be sensible. And there's nowt wrong with that. It's an interesting and fun machine for sure. I'm just not sure who it's really aimed at.

Unless you have an agreed value policy, it's irrelevant what value you put on the bike since an insurer will only pay out the "Market" value in the event of a claim. Indeed, the insurance ombudsman service discourage insurers from asking the value of the bike for that very reason. So you can say that your bike is worth £10k, and they'll charge a premium based on that, but when it comes to claim time if the book says £6k then that's what you'll get.