Motorcycle specifications YamahaXT 660 R 2012 The succession of the myth

the first XT was born in 1976.3 decades, evolving with the times and technology. Originally an XT 500, it underwent its major evolution in '89 when it went up to 600 cm3, changing its design but not its spirit. Today, the XT 600 E has disappeared on the altar of pollution, to be replaced by the XT 660 R. The XTZ 660 R is well known for its adaptation of the now-defunct XTZ 660 block. The cylinder head is no longer 5 but 4 valves. Internal parts have been optimized, of course, and cooling is now water-cooled. As the XT enters the 21st century, it is entitled to the bonus of fuel injection, guaranteeing greater flexibility and range of use, but above all essential to meet Euro 2 anti-pollution standards. The frame is a classic tubular steel frame with a new design, containing the engine oil in its upper section. The bike's plastic has been refreshed, but remains in line with its lineage. The multi-reflector headlamp unit and dual exhausts add a touch of aggression, while the mudguard is more unusual: one half is raised just below the headlamp (as on all trails), while the other licks the wheel to protect the engine from splashes. A new, all-digital instrument panel, but still no rev counter. Suspension travel remains unchanged, so the XT can still be ridden in the countryside, although the city will always be the terrain where it will be most used. And here's some good news: the 660 is equipped with a coded-key anti-theft system. The braking system is beefier, with a large 298 mm front disc - almost supermotard-like. With all these improvements, the XT gains in size, but not in weight: it's 13 kg heavier. One of Yamaha's flagship models is back for another 10 years.

on the road, engine behavior remains true to its lineage: hard-working, with traction faithful to the mono architecture, but with no real excitement. Despite fuel injection, don't think about going too low in the rev range. it bangs, it chokes, and the mill starts up again without any real care. A mono is a mono. Still, it's smoother than the 600, and climbs serenely up to near top speed. There's no need to reach high speeds on this machine to get excited. Too optimistic a corner entry? The XTR takes you out of it. Excellent weight distribution, a rigid chassis and narrow tires: a good cocktail that allows the bike to turn in a flash. What's more, with its wide handlebars and large front wheel, you'll be able to make up for any errant trajectory. The machine doesn't benefit from the latest technologies like the R1, such as a die-cast aluminum chassis or a linerless engine; but it does demonstrate a nice homogeneity. Handy and accessible, it protects the spine thanks to its high-travel suspension and its ability to smooth out road irregularities without compromising efficiency.
A rigorous trail bike, the XTR lacks character. We expect more from a big single. And the price has gone up. Too much, perhaps. For the same price, you could be looking at a Kawa ER-6n or a Suz 650 Bandit. The game's not up, but the XT has won back its adventurous soul.

M.B
(test text inspired by Moto-journal n° 1 604 - manufacturer's photos)