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What is it, again?
It's a good bike, but the TDM languishes because it has no clear identity. Can it be given one?
The honest, punchy vertical twin and the more than competent handling have always made the TDMs – both 850 and 900 - easy bikes to like. But there was always the problem of being difficult to place.
The first question people usually ask about test bikes is either “how much” or “how fast” is it? With the TDM it’s invariably “what is it”?
Yamaha Australia is aware of this, naturally enough. And Sean Goldhawk decided to do something about it.
| | | “The TDM900 is a much neglected motorcycle that is ideally suited to Australian conditions,” he says. “It's just that press testers (and consequently the public) don't know this.”
Yeah, right, Sean. Blame the press. After all, everyone else does it, from the immediate past Prime Minister down. But it’s okay; I’m going to be fair anyway.
“We decided to 'Australianise' the bike for dirt road use,” Sean continues. “One of our dealers, Geoff Udy from Gatton in Queensland, was the inspiration. He owns a similarly kitted bike, as does Frank Pons from Ohlins, and both gents rate them as superior bikes to BMW and KTM's big bore trailies both on and off road. This is due to low weight, low centre of gravity, link suspension rear end, large fuel capacity (over 20 litres) not to mention the much lower cost.”
Hmm, Sean, I’m not quite sure that the TDM, much as I like it, belongs in that kind of company.
“Udy has covered many miles on dirt riding TDM900 and has rounded up everyone including 450F trail experts,” says Sean. “He is a capable dirt rider.”
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| | If this is the Geoff Udy I remember – and it is – he’s a bit more than just a “capable” dirt rider. He could easily be described as, err, “highly competitive”. So let’s listen to what he says about the bike.
“I believe the TDM package is completely adaptable from a standard Aussie road adventurer to achieve full-blown off-road adventure status,” says Geoff. “Here's one of the reasons I think so:
In February ’05 I rode the FOHVA Glenifer - Beach To Bush Trailride. This event was aimed at dual-sport adventure riders. Having long believed in the potential of my TDM semi-adventure torque monster – big-country gobbler I decided this might be the perfect chance to test my theory.
“My preparation was an S/H Dunlop D604 460x18 front tyre - I raised the front guard by 20mm – and a new D607 150-70x17 rear. I removed the mirrors - fitted Cemoto yellow hand guards and mounted a ringers quart pot for visual effect. I set 20 pound pressure in the tyres and kept my fuel to 12 litres max. After lunch, the TDM and I were last away from the Taylors Arm 'Pub With No Beer'. I managed to pass everyone and make 'corner man’ by Bowraville, approximately 30 kilometres of steep winding gravel road later.”
That’s pretty convincing, except that I suspect it had more to do with the rider than the bike. But Geoff is definitely impressed with the low centre of gravity and the fuel economy. “Steering geometry, light weight, limited but quality suspension and that jewel of a motor make up the rest of its winning hand,” he says.
To give us reptiles of the press a way of making up our own minds, Yamaha created its own “big-country gobbler” based on Geoff’s.
To a standard TDM900 they fitted the following Genuine Yamaha Accessories (listed with RRP): Rear luggage rack, $274.20; GYTR taper bars, $99.36; GYTR bar adaptors, $59.95; GYTR hand guards, $67.25; Bar pad, $24.15; engine bars, $302.08 and a tall screen, $222.32. The tyres were replaced with (rear) Michelin Anakee 150/70 H17 and (front) Michelin Sirac 130/80 18.
They also spaced out the front guard to make room for the considerably fatter tyre. Then they gave me the bike.
The first thing I noticed was that the additions look good. The rack and engine bars especially are very smart and competent-looking; the bar pad seems a little out of place, but I’m sure it serves a useful purpose.
Second impression is not quite as favourable; there is now a longer reach to the bars, turning the TDM’s very comfortable standard riding position into a more tilted-forward and aggressive one with more weight on my wrists. Things don’t get better once you’re rolling; frankly, the fat front tyre feels as if it’s flat at low speeds. Fortunately this improves when you hit highway speeds and when you’re tackling the likes of fire trails the bike really is a ripper. Standing up is pretty easy, too, because of the ample angle your knees make. However, I thought the original, unmodified TDM was a ripper on fire trails as well.
So it’s good to see the extra carrying capacity and protection offered by the modifications and the screen is welcome as well out on the freeway. The handguards look extremely cool and suit the styling of the bike very nicely. I would, quite frankly, pass on the handlebar and the tyres – although maybe that’s just because I’m not a fast enough off-road rider to do them justice, the way Geoff Udy can.
But at least now I know what to say when someone asks me what the $12,999 (plus on-roads) TDM is supposed to be.
It’s a big-country gobbler, obviously.
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