Yamaha YZF-R15 Review 2012

Leaned since mid-corner, tires fiercely gripping the tarmac, its engine screaming out the high revs indubitable craves, this Yamaha has treated aspiring sportbike riders ever seeing its launch. Powering around a set of corners at the Madras Motorsports track,  India, the YZF-R15 Version 2.0 feels every bit as good as Yamaha’s “Racing Instinct” philosophy suggests. The list of changes is colossal. Although the forcible twin-headlights hang in familiar, there’s a beefier mid-fairing region, now salt away slotted vents that Yamaha claim improve the motorcycle’s aerodynamic efficiency by 4 percent. The ECU has modified tuning since improved throttle response, and the throttle operating cam is shaped for supplementary linear vivacity. it now claims a 300-pound curb weight.

What’s pronto apparent is how the power deliver has improved. The bike revs cleanly to its 10,000-rpm limiter. This more user-friendly turn vastly improves the R15’s public road abilities, which was a sore point on the earlier motorcycle. Yamaha’s revitalize Deltabox frame is the necromancy twig that grants the R15 rock-solid poise around corners, and an almost feline-like affinity for quick direction changes. It’s a case of the boss getting better.

the longer blend swingarm also improved tires significantly improving stability. A big change is hard when attacking corners, with some negligible waste to flickability, but a newfound stability there for the asking grease a corner. Although the aggressive twin-headlights remain familiar, there’s a beefier mid-fairing region, now with slotted vents that Yamaha claim improve the motorcycle’s aerodynamic efficiency by 4 percent. A larger 130/70 section radial rear tire completes the muscular looking rear. The front disc brake enjoys a larger carrier, while the rear disc is now slightly bigger at 220mm.

Yamaha has sadly failed to add power to the new model, and enthusiasts are sure to feel let down when noticing the unchanged 16.8 hp at 8500 rpm peak power output. It’s a case of the best getting better, the longer alloy swingarm and improved tires significantly improving stability. The sportier riding position and heavier front weight bias provide a more connected, direct feel, which experienced riders will exploit to extract better pace.

Yamaha Zuma 50F first Ride 2012

Sure, cleaner-burning two-stroke motors can be built, but for whatever reason, the number of two-stroke scooter models available in the USA has shrunk to almost nothing.

The latest victim was Yamaha's second-generation Zuma 50. Immensely popular, with almost 64,000 sold in the U.S. since 2002, the Zuma offered sporty performance at a decent price. Two-stroke fans will lament the passing of its light weight, low price and surprising power for such a diminutive engine size.

Not too fast! Yamaha's three-valve Single provides adequate, but not very exciting power.
When asked why Zuma buyers purchased their mounts, styling, fuel economy and price were heavily represented responses. Yamaha claims 132 mpg, although that insanely economical figure is based on exhaust-emissions testing, not actual city riding.

The chassis is a tube-steel design under plastic bodywork that offers some new features the C3 and old Zuma lacked. Handlebars are now moto-style, with an exposed, replaceable tube handlebar like the Zuma 125's. Seat height has
Surprisingly, claimed wet weight is actually two pounds less than the 2011 Zuma's 207 pounds.

Comfort and styling weren't ignored.

The fun began when Yamaha's Tim Olsen explained the format of the demo ride.
Yamaha's C3 was economical and fun to ride, but had a face only a mother could love.

Because a scooter like the Zuma isn't about blasting around as fast as possible. The Zuma 50F is every bit as fun to ride as the older, less socially responsible model.
Bug-eyed lamps carry on the Zuma styling theme we've seen since the '80s. Focus groups rejected other styling options.


Two-stroke fans may lament the end of the oil-burning Zuma, but for the rest of us, Yamaha's distinctive bug-eyed scoot lives on. The four-stroke has all the fun, character and economy of the old bike, in a slightly more eco-friendly package. Zumas will continue to climb San Francisco's steep hills and get riders to work and school with smiles on their faces, even unaccompanied by the cheerful buzzing and heady aroma of tuned two-stroke exhaust.

In terms of powertrain, the Zuma 50F is powered by a low-maintenance, 49cc liquid-cooled 3-valve, 4-stroke engine that’s both quiet and powerful. As a scooter, the Zuma 50F’s fuel economy rings up to an estimated 132 mpg with a fuel tank that holds 1.2 gallons of gas. It’s a pure leisure ride for the city streets.

To summarize, Yamaha’s 50cc street fighter gets a complete makeover, highlighted by a new liquid-cooled, fuel-injected 4-stroke engine. Rider and pillion will enjoy a more comfortable seat and riding position, while a $2,540 MSRP and claimed 132 mpg fuel consumption will be easy on anyone’s wallet.
The claimed 40 mph top speed was attainable on flat ground, but if any of your riding is done on sizeable hills, you may want to consider the $3,350 Zuma 125