Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/990347
VOL. 55 ISSUE 22 JUNE 5, 2018 P99 ties when cranked over. But, the more you lean, the better it gets. Let the footpeg feelers be the gauge. Lean until they grind. It took us a better part of the day to trust the chassis enough, and fully commit to deep lean angles. Afterward, it was like a light bulb illuminated in our two-wheeled brain. We get it. Not only does the suspension offer pleasing road holding through turns, it filters out the wrinkled ef- fects of beat-up pavement. Even after a full day in the saddle, we were raring to ride more. Much of the credit goes to the independent front suspension that somehow offers the best of both worlds, much like a Yamaha FJR sport-touring rig. Suspension damp- ing adjustment is offered at each of the rear fork legs as well as the shock absorber. this by pivoting on a horizontal axis, offering up to 45 degrees of bank angle on either side. The linkage controls a pair of inverted fork legs at either side. The dual front fork legs (41mm) keep the wheels (and brakes) in alignment at a constant track of 16.14 inches. Inside, there's oil for lubrication, with spring and damping handled by the larger diameter (43mm) rear fork. Both compression and rebound damping adjustment is standard, and each pair of fork tubes operate independently of one another with 4.33 inches total travel. This means that each side can respond accurately to road conditions, providing smooth, stable handling. Because there're two steering wheels, the inner wheel must follow a tighter radius than the other to ensure no slip or tire scrubbing. To do this, an offset steering knuckle is positioned in front of the linkage, isolating steer- ing input and suspension lean-angle movement. Obviously, achieving a natural, motorcycle-style-steering-feel is a big deal. To do this, the handlebar offset is more rearward to counteract the more forward weight bias. The seat- ing position has shifted rearward by two inches. Because of its unique dynamic, the Niken's frame is of an all-new design that was engineered to function with the exceptionally rigid front suspen- sion. "We really needed to have a dedi- cated frame to be aligned with the front end. It's made with a mix of ma- terials (both steel and aluminum) to reach an optimized flex—which is very important," Oosterhof says. "Because the front is extremely rigid, especially the linkage, to get a good balance in the chassis overall, the main frame beams had to have a certain flex." The frame is comprised from a three-piece tubular steel main section with a reinforced steel headstock and cast aluminum swingarm mount. On paper, it appears like the hybrid setup used by Aprilia with its Dorsoduro, only beefier. Since it is heavier, Yamaha beefed up the CP3 engine to deliver more torque and acceleration feeling. The crankshaft's inertia force has been increased by 18 percent via thicker webs. The transmission cogs were also strengthened to withstand the additional driveline forces. Lastly, final drive gearing was adjusted with the Niken using a two-tooth larger rear sprocket compared to the MT- 09's 45-tooth setup. Adaption of the electronics was less demanding, as Oosterhof tells, "we have a different ECU, with differ- ent ignition timing, etc. The D-Mode, cruise control, quickshifter and TCS are known Yamaha equipment." I am Niken, destroyer of worlds. A quickshifter in is standard fitment, but only works on the upshift.