Crash Protection + Extensive Accessories List

The Yamaha XV950R motorcycle has a heavy V-Twin engine and the fins look terrific but I would hate to drop the bike and don't say it can't happen because it can. The simplest way to drop a heavy bike, even one with a very low centre of gravity, is to stall it as you move away when negotiating a sharp turn at a junction or of course wrongly dismounting and stumbling whereby the bike tips over too far to be recovered.

The thought of a cracked fin doesn't bear thinking about but Yamaha offer engine protection bars Part No: 1TP-F43B0-V0-00 that match the aesthetics of the bike.

These bars are bolted onto the frame and costs £159.49 in the UK.

Yamaha offer an Extensive Accessories Parts List and I am fairly sure that UK third party manufacturers' will start to produce their own add-on options for this bike. In the USA J&P Cycles and Mustang have already started an extensive catalogue of Yamaha XV950R (Bolt R in the USA) add-on parts.

Most parts for the Yamaha XV950R (Bolt R is the USA) can be sourced through European and UK suppliers, check out this Low & Mean (Bolt 950 conversion) machine and watch it's adjustable suspension in the video clip -

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 The Yamaha XV950R 'Bobber' - My Test Ride

Well I finally managed to get my hands on a Yamaha XV950R demonstrator (18/10/14) and take it out on the road for a few hours. I enjoyed a mix of weather, bright, warm, sunny and massive winds on the dual carriageway, interspersed with torrential rain in the city. My thanks to Saltire Motorcyles for the use of their bike.

The XV950R is 'old world' style so I managed to create a few atmospheric images of the bike with my Fujifilm X100s compact camera. The main image below includes the Yamaha XV950 model as I was joined late in my trip by another biker, so we stopped for a chat whilst I was using the camera in Edinburgh.

First Impressions
It looks like a piece of history, a bike that someone left lying in their garage for about 60 years which has been rebuilt, repainted and sits outside on the forecourt begging to be ridden.

Starting the Bike and Moving Off
The Yamaha XV950R is equipped with a immobiliser system which is coded to your ignition key so no other key can be used. A master re-registering key is provided in the sales package to code the 2 ignition keys supplied with the bike. If required, you can take the bike and the 3 keys along to a Yamaha dealer and get the ignition keys re-registered with new codes. Currently (2014) Edinburgh has a high rate of motorcycle thefts which is mainly down to the absence of police on the street preventing crime so it is here that the Yamaha XV950R with it's immobiliser (true coded key) system comes into it's own. It is easy to snap a steering lock and turn an ignition switch but without that code the bike will not start - so joy riders in Edinburgh are likely to choose another bike. However a sturdy disc lock fitted to the front disc is an advisable accessory and you can purchase one with an audible tamper alarm. Make sure that you check the size of the disc lock assembly as smaller disc locks can slip through the hole in a larger bikes disc plate.

To unlock the separate steering lock in the steering arm you use the ignition key and the same key is then used to start the bike from the ignition switch down on the right side of the bike in front of the petrol tank. Interestingly enough you only require to be in neutral to start the bike using the ignition switch and the starter button, the clutch lever does not have to be depressed (unless you are in a gear). However, if the side stand is down the engine will cutout immediately you select a gear or if you are in a gear the bike will not start, even with the clutch depressed - the stand must be up before any gear can be selected prior to moving off, a nice safety feature.

The XV950R is air cooled so it is advisable that the engine is not started purely to be left running whilst you go back into the house for your stuff. This could become habit forming, especially during the winter months when leaving the bike to heat up before you ride it.

Once started the XV950R barks, growls and you can feel the vibration coming through the handlebars. You know this thing has some fierce V twin power and apparently it is a lot louder when you are following it from the rear as a fellow biker remarked later in my test trip. The two mirrors were easily adjusted and gave me enough rear coverage without protruding beyond the handlebar ends and the overall width of the bike. The main controls are well placed and very easy to use although the digital instrument panel leaves a lot to be desired - I would have preferred an analogue one.

The throttle is very responsive and controlled, there is no sudden uncontrolled spurt from rest unless you want to open it up and then you will feel that awesome surge as the bike rockets forward. It may look 'old world' but the XV950R is no underpowered machine. I could use the clutch lever all day without any hand pain which is ideal for use in heavy traffic where there is a lot of stopping and starting.

Coming from my sports/tourer, I found that the Yamaha was a delight to sit on with my feet easily reaching the ground and much more leverage at my disposal. I had to remember not to attempt to squeeze my knees against the tank and ride in a more straight legged position lest my knees bumped into the protruding parts of the bike on either side - not a problem once you get used to it. The bike has a very low centre of gravity so I felt really confident and relaxed with my feet down and the handlebars were nearer which took away any doubts that I had about supporting the bike from the middle pegs seating position. However when I did set off and be warned, I kept trying to find the pegs position of my sports bike, so for the first few miles, my feet were dangling a lot when I moved away from traffic lights as I tried to establish the Yamaha foot pegs position.

The Suspension
I am probably not the best rider to review the suspension as I suffered an injury to the base of my spine in my teens.  The riding position on the Yamaha XV950R is upright, with the handlebars pushing the body back onto it's base and the legs brought up at the front placing more pressure on the base.

The rear shock absorbers on the bike for my test run were set-up in the factory default position and right from the start I felt the ache in the base of my spine which for the next 2 hours did not fade but on reflection I am now fairly sure that this was more down to the upright riding position which places all the body weight down on your tailbone. However, there is no doubt that when riding on the rougher roads in Edinburgh, especially going over the pot holes, the bike suspension jarred my spine even more and so much so that I had to stand on the foot pegs when going over a rough road and clear my rear from the saddle. I think the rear lip of the saddle was a problem for me because with my 33" inside leg, I found that my rear was pushed back against the lip and I was aware off it when I was riding the bike.

You cannot avoid all the potholes and having gained more experience on this type of motorcycle and riding around the city streets, I would caution against softening the rear suspension as the default settings for the Yamaha XV950R kept the rear tyre well planted and made the bike a breeze to ride on wet roads and even over wet cobbles. It is now extremely likely that I will purchase the Yamaha and the only change I would make is to fit a Mustang Solo seat to raise the seat height from the frame and to prevent serious jarring to my spine over potholes that I could not avoid. The Mustang Solo seat is spring/sprung and should help cushion any grounding of the suspension as the seat is no longer 'hard against' the frame of the bike.

I intend to ride an 'urban' motorcycle solo at all times so the default factory settings of the Yamaha XV950R's suspension suited my 15 stone weight. The Yamaha can be adjusted for pre-load at the rear but this is an area where I would get a qualified dealer to make the finer adjustments if there were any major change to my body weight.

Another fantastic option is the Airhawk R air cushion which is strapped to the top of the stock seat. The R version is specifically designed for men and relieves pressure on the tail bone, the scrotum and the prostate areas of your rear. Please check the Seat 'Comfort' Options Section.

On the Dual Carriageway
I roared up the slip road onto the dual carriageway and joined the flow of traffic. The bike snarled and the gear changes were slick and effortless, both up and down the box. The XV950R demonstrator was a brand new bike and it did not have a rev counter, so I tended to keep the revs down and move up the box well before I stretched any gear anywhere near it's limit. Even with the rev limitation, the bike was up at 70mph in a very short time and cutting through the heavy wind and the cross winds without any fuss or threatening behaviour. Although it is a naked bike and there is no windscreen, I never felt that the heavy wind was buffeting me and causing any kind of instability, even at 70mph. The bike was well planted and I felt that if I opened it up, the heavy wind would still not pose a threat to the stability - it is one large chunk of metal with a massive amount of torque and the very low centre of gravity certainly pays off in high winds. I often found myself seeking a 6th gear (my Suzuki GSX-1250FA has 6 gears) when accelerating up to and even at 70mph the bike's top 5th gear had so much torque that my brain had my left foot fiddling to find a non existent 6th.

You can feel the vibration through the handlebars gather momentum as the speed increases and it takes quite a bit of getting used to but within half an hour I had become so accustomed to it, that it no longer bothered me. However, the wing mirrors were a different story because as the speed increases on the dual carriageway, the view in the glass becomes blurred especially if you have two or three cars following in the outside lane, their images merge, especially if they have their headlights on and I found it difficult to judge their distance. Slightly irritating but it just means much more lifesavers rather than any reliance on the mirrors.

The XV950R has solid ABS brakes and they effortlessly pull the bike up when required. I never applied them to the limit at anytime and I was careful with them as they had not been run in and neither had the tyres. However, even in the heavy wind and rain, I never had that moment, where I felt they could not pull me up. On the long sweeping roundabouts, I managed to scrape a foot peg on the road and only because I forgot I was on a bobber and not a sports bike. There is no doubt that the XV950R could lean over a lot more and I had to remind myself that I was testing the bike for urban city use and not sports manoeuvres.

Slipping between dual carriageway lanes and stationary cars and lorries at 15mph is a breeze, even at 6mph and I always felt in total control even with both my feet on the pegs. This bike has such a low centre of gravity that very slow (almost stopped) speeds, are not a problem and much easier to control than my higher seated sports bike. Popping the XV950R up to the front at the lights and then a crisp acceleration with a snarl from the exhaust is a great feeling as the traffic is left behind. The low seat on the Yamaha with the centre pegs and (nearer the chest) handlebars is still a commanding position and encourages confidence in your riding at all speeds.

The Instrument Panel + Controls
I can live with the instrument panel but I don't like a digital display. It has all the necessary warning lights for failure, ABS, oil, immobiliser, etc but when you look at it, all you see is a large square window displaying your numerical speed.

I appreciate that the XV950R is a minimalistic (garage built) style bike but Yamaha really should get their act together and include a gear indicator and a rev counter on a nice 'retro' digitally driven analogue style bezel with the indicator direction lights set brighter, larger and further apart.

The gear indicator, I feel is an necessity because the bike with it's V twin is fearsome for engine braking when de-accelerating, even in 4th gear and has such a high level of torque that it is sometimes hard to judge what gear you are in. Perhaps I am being pedantic and for sure, I know that once I have ridden this bike for some time, the gears and the revs will come naturally to me, so at the very very least Yamaha, ditch the digital stuff for analogue to properly add a nice finish to the bike.

The main controls are well laid out as you would expect to find them, indicator switch, horn, hazard lights, main beam, etc. The clutch operates very smoothly and even after continual heavy use in traffic there is no hand pain. The gear shift is most excellent, slick in operation and with plenty of room to operate with your left foot.

I don't like the separate steering lock idea, I would much prefer an all in one steering/ignition lock set-up on the top of the bike. The worse part is that you have to get off the bike or lean right over the side of the petrol tank to switch off the ignition and then use the same key to put in the steering lock to lock that.

Cruising in the Countryside
It does not get much better, the ability to cruise along sedately on country roads, to hear the snarl of the engine when you pop it a bit on a clear straight but always mindful of tractors and stray animals but in the knowledge that the bike has plenty of stopping power thanks to it's ABS brakes. You have to be mindful as well that this bike can corner low but the build of the bike with it's low pegs will restrict the angle whereby you will hear the underside of the foot peg scrape. In any case the main reason for purchasing the bike is to enjoy it for 'urban' use and for cruising country roads and taking in the scenery - easy to manoeuvre and easy to stop and park, not race around corners like on a sports bike.

In the City Traffic
The XV950R was fantastic, easy to control, a breeze for filtering through traffic and with plenty of power without any accidental wheelie when accelerating the bike forward away from the front of stationary vehicles at the traffic lights. Even over cobble stones in Edinburgh in torrential rain, the bike was straightforward to manoeuvre. I travelled up a very steep and negative cambered cobble road at the back of Edinburgh Castle in pouring rain without the slightest problem and because the bike is low, I was then able to ride/slow walk it at about 1mph through some crowds which had congregated at the top of the high street which is also cobbled, before slowly riding down the high street and negotiating a cobbled mini roundabout and onto the tar road again.

I did suffer some severe jarring to my spine when I hit the deeper potholes in the road but I am sure the optional Mustang Solo seat with it's springs to cushion the seat from the frame will take care of that or at the very least lessen the pain. It high time Edinburgh Council got their finger out and fixed the roads and whilst they are at it put more policemen on the street to prevent crime.

The seat height is 690mm (27.17") and you sit reasonably high in the saddle. Seat height is sometimes overlooked when testing a bike and often the rider wants a low seat but if the seat is too low the strength and purchase in the legs can be compromised just as much if the seat was too high. The bike's weight with a full tank, the rear suspension setup, the rear tyre grip, the throttle control, braking capability, the pegs positions and even seat height in relation to the size of your legs plus your overall view of the street and traffic, all play an important part in enhancing your safety on city roads. The 'urban' novice rider might assume that riding a sports bike on twisty country roads at speed is dangerous and likely to lead to injury BUT there is a greater likelihood of injury riding the wrong bike in city traffic.

Some interesting stats regarding other motorcycle seat heights -

• Victory Gunner - 635mm (25")

• Indian Scout - 643mm (25.31")

• Yamaha XV950R - 690mm (27.17")

• Harley-Davidson 1200 Sportster - 710mm (27.95")

• Harley-Davidson 883 Iron - 735mm (28.94")

• Yamaha MT-07 - 805mm (31.69")

• Suzuki GSX-S1000 ABS - 810mm (31.9")

This Yamaha XV950R is ideal for city traffic, stopping, moving off, slow, fast and it goes exactly where you want it to go and U turns are a positive joy to negotiate. NOTE: I used the same very steep cobbled road as the road test on the Yamaha MT-07 Motorcycle - it is the ultimate for 'urban' testing of slow control manoeuvres, suspension and braking.

Even the stock exhaust has enough of a snarl to produce loud pipes and heads turn, car drivers hear you and they see you and if there is any doubt, you can blip the throttle for a loud warning that you are there beside them. The bike is easy to park, it's so low that if you have to dismount to move it into an awkward parking space, there is no hassle. The side stand is long and supportive and relatively simple to operate.

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 Addendum

I picked up my new Yamaha XV950R motorcycle on the 4th of April 2015 from Saltire Motorcyles in Edinburgh who had fitted crash bars to protect the engine and an audible bleeper to the indicators. After riding it home, I made some modifications in my garage. I removed the stock seats and retro fitted a solo spring seat and billet rack - check out some of my images of the bike shot with my Fujifilm X100s compact camera -

Removing the stock seat and the pillion seat was relatively easy and I followed the instructions to fit the Mustang solo spring seat using the supplied manual and followed the Mustang video (see seat comfort options section above) which was a great help. However, it is advisable prior to any fitting to plug any frame holes with paper just in case you drop a part and it disappears down inside the frame - it happened to me when fitting the billet rack and I spent ages fishing out one of the spacers that had dropped down the inside of the fender.

The Mustang seat when fitted sits high on the frame or at least it appears to be higher (it's actually the same height as the stock seat) and the bike's electrics below it become visible, especially a red wire. I temporarily fitted some black plastic sheeting over the frame under the seat to conceal the wiring until I can source a black rubber mat cut to lie inside the frame (triangular shape) which will prove more substantial.

I also placed the bike over some newspapers and used a can of ACF-50 spray to seal all the electrics, frame, handlebars and just about the entire bike APART FROM the tyres and the braking systems. ACF-50 is ideal as a water repellent and helps prevent rust forming. The glistening on the paintwork in the images is actually the ACF-50 spray contents which forms an oily coating.

Well that's the bike ready for the road and it only has 3 miles on the clock, the distance from Saltire Motorcycles to my home. I am looking forward to running it in and it gets it's first service at 600 miles and will be completely run in at 1,000 miles.

The Mustang Spring Seat
The Mustang spring seat soaks up the largest and deepest of potholes without any impact on my rear end. The extra suspension of the springs at the rear of the seat makes all the difference. I would have liked a slightly larger seat area as it is marginally smaller than the Yamaha stock seat but it is by no means a deal breaker.

However, it has one serious flaw, because when you accelerate very fast, especially from a stationery position, the seats rear springs move backwards as your rear end is pushed back into the seat and this has the effect of placing a serious (lifting) load on the front of the seat. This load uses the triangular front bracket's two rear locating pins (in frame underneath) and the L bracket which is wielded to the rear/underside of the triangular front bracket (used to secure the rear of the triangular front bracket to the frame using the stock bolt) to create a fulcrum whereby the front of the seat and the front of the triangular bracket are pulled up and then down as the bike accelerates/decelerates. I weight 15 stone, so the impact on the L bracket's securing hole was severe whereby it became distorted due to the load turning the L plate on the securing stock bolt.

This problem only arose when I started to open up on the acceleration (once I had put some mileage on the engine) and no matter how tight I made the stock bolt, the L bracket still managed to (eventually) turn itself. Obviously the total answer would be to spot wield the the seat's triangular front bracket to the frame but I am not keen to do this as it would invalidate the bike and the seat warranty.

My solution is to strengthen the L bracket (at it's securing hole) by using a large flat washer to provide a greater friction area as the stock bolt sandwiches the L bracket between the flat washer and the bike frame's stock bracket. I have also secured the front of the triangular bracket to the front of the bike's frame using a large nylon cable tie wrapped around the back of the swivel bracket which secures the seat to the triangular bracket. Hopefully these added securing measures, especially the cable tie, will prevent the seat from lifting at the front under harsh acceleration. I am still working on a long-term solution because I really like the Mustang seat but the cable tie is not out of place as the bike has a few (factory fitted) dotted here and there on the frame.

The much harder standard stock seat does not suffer from this 'lifting' load effect as the stock seat is hard fixed to a bracket at the rear on the bike's frame whereby the rider's weight is equally distributed under harsh acceleration.

Since making the modifications, I have put the Yamaha XV950R through it's paces (some 200 miles) and the Mustang Solo seat has not shifted.

Country Trip - Testing the Mustang Seat
The Yamaha XV950R 'Bobber' is designed primarily for 'urban' use and the gearing of the bike is well suited for the purpose. However, I had made modifications (see above) to my Mustang Solo seat so I decided that I would test it out on a country road trip and place it under serious stress. My planned route started from Edinburgh on the A702 city bypass then the A701 to Moffat. The road back to Edinburgh would be via the A708, up and over the hills to St Mary's Loch, swinging left on the B709 to Innerleithen and then the A72 to Peebles and the A703 back to the A701 at Leadburn for Edinburgh.

I filled the tank up and kept the bike within the speed limits (the country roads were 60mph) and at 113 miles the reserve fuel petrol light came on along with the reserve trip counter. I was not cruising because my route had some serious twisty bits in amongst rising crests, climbing hills, narrow hump back bridges and cracking corners. What a route to take and I had some terrific fun with hardly another vehicle insight apart from other bikers enjoying the same scenery as me. I stopped at Moffat for lunch and the town was full of bikers parked up and some passing through on their way to the Glen Cafe Bistro up at St Mary's Loch.

It was a brilliant day, the sun was out, the sky was clear but once on the road, all I could see on the Yamaha instrument display was my speed. Forget about anything else and when I indicated to turn left or right, I could hear the audible bleeper (optional part) telling me the indicator was working but the almost invisible indicator light on the panel was a joke. I have been riding motorbikes since May 2014 and I started on a Suzuki 650cc training bike that had a gear indicator and then in August 2014 purchased my own Suzuki GSX-1250FA sports/tourer which also had a gear indicator, so riding the Yamaha XV950R without one was a neat learning curve. I thought it was going to be a serious problem but after a few hundred miles, changing gears without a gear indicator became as natural as breathing. The Yamaha main controls, starter, trip switches, indicators, flasher, horn and hazard warning switches were all the correct size and in the places you would expect them to be and very easy to use, a real joy. The clutch lever could be used all day and all night and there would be no wrist or finger pain and the 'handlebar grips' vibration which increased with speed was just what I wanted from the bike. I love the interaction that I get from the Yamaha XV950R, the sound, the vibration and the low down torque which seems endless through the gears. Despite the very warm day, the engine heat was not over the top to the extent that I was unaware of it until I stopped the bike.

The Yamaha XV950R behaved flawlessly, rising fast over the crests then down on the twisty corners and the handling (stock suspension settings) was terrific. The acceleration through the gears was crisp and the brakes easily pulled me up whenever I overstepped myself - not once did the brakes lock thanks to the ABS system. The rear brake on its own is brilliant for travelling in city traffic (experienced in Edinburgh) with excellent rear wheel stopping power without any locking. The bike had one limitation which was the lean angle with the pegs grounding on the roadway on some of the tighter corners. Thanks to the Mustang Solo seat springs, I never experienced any spine judder when the rear suspension bottomed out but after about 40 miles in the saddle I could feel a dull ache in my lower back due to the seating posture which required a 20 minute rest before it subsided and I was ready for the next 40 miles. The upright seating/legs position (for me) is not ideal for long trips and I found that I was arching back my spine to relieve the ache until I stopped for a rest.

Without a doubt the Mustang Solo spring seat is miles (literally) better than the stock seat for soaking up the jolts from potholes and so far my modifications have ensured that it does not move on it's securing bracket. I would not make a habit of taking the Yamaha out on long trips in the country but for 'urban' use and short country trips the bike is a blast to ride without the slightest discomfort. The handling is phenomenal and combined with the crisp acceleration, the stock exhaust note and the excellent brakes, the Yamaha XV950R puts a smile on my face.  

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 Winter Storage - Battery Charging

Motorcycle Battery Charger
With all those October 2015 weather forecasts of imminent snow storms for the next few months in Scotland and a prolonged hard winter; it is unlikely (if there is snow) that I will be out and about on my motorcycles.

I got to thinking that I require a battery charger for maintaining the batteries whilst the bikes are laid up but I wanted the convenience of leaving a battery connected on a bike whilst a maintenance pulse charge was being applied by the charger.

I figured that I would only require one charger and 2 sets of eyelet leads, each lead hardwired to a battery terminals with it's flying lead socket used to connect to the charger lead plug as opposed to using the crocodile clips. I plan to alternate the charger between the 2 bikes every couple of days. Swopping the charger over would be dead simple as all I had to do was unplug the charger lead plug from the eyelet lead socket in the battery compartment and then connect the charger lead plug to the other eyelet lead socket on the other bike.

I checked the Internet for the ideal battery charger which turned out to be the Optimate 4 and visited my local motorcycle dealer 'Saltire Motorcycles' in Edinburgh to purchase one.

Fitting a set of the eyelet leads to the battery of the Suzuki GSX-1250FA was a breeze as all I had to do was unlock/remove the seat and using a small socket and wrench, remove the Negative - battery terminal screw and terminal lead to disconnect the battery; repeat the process with the Positive + RED terminal lead then fit the Positive + eyelet and RED terminal cable to the Positive + terminal post and screw the bolt home. The same process with the Negative - terminal cable and Negative - eyelet. Once connected, I carefully rolled up the eyelet lead with it's socket (making sure the socket weatherproof cap was fitted) next to the battery and replaced the seat. To use the new Optimate 4 eyelet flying lead the seat has to be first unlocked/removed.

However, the Yamaha XV950R was a different story and fitting the eyelet lead was in this order -

• Lift up Mustang Spring Seat

• If Stock Seat - unlock black plastic panel on left side of bike with ignition key and remove panel

• Unscrew stock seat front screw, push seat back to unclip and remove

• Undo rubber band and clip holding down EC unit on top of battery plastic cover (under seat)

• Carefully lift EC unit up and push to left side (leave both EC plug terminals connected)

• Undo battery Negative - terminal and push terminal cable clear (battery disconnected)

• Remove 2 screws from metal strap on right side of bike and remove it and the black plastic cover

• Remove matching screw on small plastic panel and allow the panel with brake reservoir to hang over

• The battery should now be visible, especially the RED terminal cover and terminal cable connector

• Undo Positive + terminal screw, fit positive + eyelet along with terminal cable and screw down

• Fit Negative - eyelet along with Negative - terminal cable and screw down

• Arrange eyelet lead so that it is concealed in battery compartment BUT accessible for charging

• If fitted with the Stock Seat, make sure the eyelet plug can be accessed without removing the seat

• Refit the EC unit on top of it's plastic holder (on top of battery) and refit rubber band and clip

• Refit smaller black plastic panel on right side BUT do not tighten the screw

• Refit larger black plastic panel and the metal strap on right side, insert the 2 screws by hand

• Now making sure that all 3 screws have been screwed in by hand, use the socket/wrench to tighten

• Push down seat (if stock seat - clip rear into holder and refit single screw under seat to secure)

• Refit left black plastic panel and secure with ignition key

Charging either motorcycle is now a breeze because all I have to do is make sure the ignition is switched off, connect the Optimate 4 flying lead plug to the bike's eyelet lead socket (pulled out from under seat) and connect the Optimate 4 unit to the mains. The Optimate 4 does the rest and recharges the battery to optimum power and then applies a trickle charge to maintain it.  

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 Motorcycle Sold

Yamaha XV950R
As much as I enjoyed the Yamaha XV950R, I spent virtually all of my time on a motorcycle riding my Suzuki GSX-1250FA sports/tourer. The Suzuki was so much fun to ride, especially in sports mode, so the Yamaha ended up gathering dust in the garage.

So I sold the Yamaha.

If you have enjoyed this article - please donate to my Charity of Choice   -   The Sick Kids

Richard Lawrence
Scotland
United Kingdom

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