ECU Flashing.....sounds legit?

I'd been thinking about having the MT-09 ECU flashed for quite a while.
Considering I run a straight through exhaust system - it was probably the right thing to do.
On paper.

Readership here is pretty cluey - just in case, ECU flashing is basically as follows. My words.

The ECU (engine control unit) is effectively a mix of computer hardware and software (firmware) which controls engine and operating characteristics of the machine.

Sensors provide data to the system which evaluates the input and provides calibrated output - done.

Least of which the ECU, maintains a fuel map - or more importantly - a mapping from throttle position on the grip to throttle-body position, ignition, injector and - in fancy implementations - valve timings. It's all pretty clever.

A common fuel map is represented as a series of compounding variables which determine a resultant.....ok, ok - terms aside.

Output = input (rider on grip) * (sensor input) * (fuel map bias) * (RPM)

The name of the game is to eliminate the oxygen sensor input at low RPM and small throttle openings, remove top end power/speed limitations and get as close to a 1 x input : 1 x output ratio as can be used smoothly and practically in the real world.  That last part is important, in case underline and bold wasn't obvious enough. 

Most internet forum hounds and riding buddies will firmly attest of the benefits of an ECU flash. They're not all wrong - but they're not perfectly right either......here we go.

Don't believe the internet hysteria about burnt valves and exhaust back-pressure if you drop the catalyser and run a full system tuned by a reputable manufacturer. Insert Akrapovic, Remus, Scorpion etc.

Modern bikes are fuel injected with a myriad of control: Advance or retard ignition, anti-knock sensors, throttle position sensors etc.....and back-pressure? No - unless you've chopped the exhaust off at the extractors - or are running an exotic 2-stroke; back-pressure and gas scavenging is not a thing.

If you're buying your exhaust hardware from eBay or "Dan the man" down the road - I suspect - you've got much bigger problems.....just sayin'

I'll preface the following with, the result of the ECU flash is pretty good.
Bottom end is smoother, top end is exceptional - engine running temperature is cooler.
It. Is. Good.

The experience with the workshop - well, that was pretty shit.

First thing that struck me about the owner/operator was indifference. Let's call him Dave.

Unfortunately, my bike is my transport so I didn't have the option of just taking my ECU in.
This was a mistake.

Dave dismissed any semblance of service on arrival - then continued to dismiss any sense of care or attention.

I watched him 'work' on my bike like a hurried, ill-tempered and distracted squirrel - like I'd taken his precious time away from internet porn or hunting for his nuts. 

Once he'd stripped the bike down to get to the ECU he fucked about with an archaic laptop to run the flashing software. To my horror, when the flash commenced - this moron kicked the patch cable out of the device.....soft brick anyone?

This was the point I spoke up.

"Hey mate, you haven't just bricked that have you? You know, considering you're performing a firmware flash"

Ol'mate Dave
"Nah, but I could have"

We got talking some more. I work in IT - let's just leave it there.

This guy's understanding of fundamentals around binary and hexadecimal data - which is essential to his profession as a tuner - was staggeringly poor. He talked about 'his mapping' and Japanese connection as if he was working directly with the ECU incarnation of Satoshi Nakamoto.

Spare me.

At this point I go and pat his dog (lovely thing) and contemplate pushing my bike home.
Frenzied squirrel fucks about putting my bike back together.
I want to cry.

On the ride home the bike actually feels pretty good, smoother throttle, stronger acceleration.
Not a bad result. But something about the workmanship isn't sitting well.

Over the next couple of weeks I notice a few things.

• The now disabled O2 sensor has been left dangling and unplugged, open to water ingress and debris. Dude - it's disabled - leave it connected and protected. 
• The pushpins around the tank haven't been replaced correctly (some are longer than others) - basic mechanical hygiene if you ask me.
• The fairing mount bots have missing washers. 

But then I noticed this....sometimes being OCD and over observant pays off
(only sometimes) 

Those tank breather and vent tubes aren't where they are supposed to be - time to investigate. I'm going in. 

Unlike others - I like to keep organised. 

Ol'mate Dave nutt sack squirrel only forgot to put the fucking breather and vent hoses back on the tank. No biggie. 

No wonder throttle response was feeling choppy with more backfire on the overrun. Tank pressure was unable to vent as the fuel vaporised and the fuel delivery was suffering.....yep - thanks Dave. 

Problem solved - do it yourself. 

That's better. 

Small things can lead to big things - don't ignore them. 

\BitSar

Hunting squirrels......

Drop-off

I've been shit.

In the past this was an active site, with an active community of people.
The drop-off is my fault. I own it.

This is not a problem - rather an opportunity. 

Updates my side - I've had the MT-09 ECU reflashed here
I'm still formulating a response to the experience - suffice to say, it was OK - just OK. Stand-by.

Bike-wise, the MT has had a fresh service and is, hands down, the best bike I've ever owned.
Get some.

/BitSar

California Superbike School

It's been nearly 6 months since I completed California Superbike School (CSS) level 1.

Time enough for the after affects to bed in and for me to be able to come away with a solid idea of what's what.

It has taken some time for the experience to sink in and for the learnings and drills to become reference memory rather than a focal point. That is to say - I can now reflect on what was taught and execute as needed rather than deliberately try to practice each technique. This last statement is important, read on. 

The content, the instructors and the students: 

CSS runs like clockwork - you'd be hard to find fault in the operating rhythm. 

Instructors are a calming mix of approachable, yet firm - allowing pupils to put their trust in their mentor. 

The day begins with bike scrutineering followed by an introductory theory session in a classroom full of like minded motorcyclists - eyeing each other with a mixture of nervousness and anticipation. 

The diversity is amazing, riders from all walks of life with various backgrounds and vastly different levels of skill. Diversity is one of the most resounding themes with motorcyclists; never expect anything. 

While surveying the room you'll no doubt catch eyes with a repeat CSS student - a level 3 or 4 perhaps (achievement unlocked) - who'll respond to your skittishness with a knowing and sympathetic gaze, as if to say: "Yep, you're shitting yourself now - it's OK mate."

CSS level 1 is broken into 5 theory components, each with a corresponding on track session to practice the drill. The complexity of each technique builds sequentially throughout the day, and it is a long day. Be prepared and well rested - this will fatigue you both physically and mentally - I guarantee it. 

Each drill is closely related to the Twist of the Wrist content and the syllabus follows its mantras as expected. 

We line up for the first session, the location? The World famous Phillip Island MotoGP facility.......oh man, my loins are tingling......yep - definitely shitting my pants now. 

Drill 1 - Throttle control - No brakes, 4th gear only:

The intention of the throttle control drill is to remove distraction and understand that the job of the rider is to 'stabilise the bike' - where the throttle is the primary control impacting this task. 

Getting on the throttle early and rolling on smoothly increases traction and stability by letting the chassis do its job. And brakes? No brakes.

As our instructor drummed into us "if you can't get your speed right without the brakes and only 1 gear in use, how do you expect to get it right with them?"

Good point.

Drill 2 - Turn in point - No brakes, 3rd and 4th gears only:

It was surprising how much wider and later (deep) into a corner we were coached to turn in. It makes a huge difference to the rider perception of the corner and actually changes the aspect/profile of the corner itself. 

Drill 3 - Quick turn - Light braking, 3rd and 4th gears only:

Building on drills 1 and 2, the aim of the quick turn is to control speed and stability with the throttle before sighting a turn-in point - remaining light on the bars - then BAM! One deliberate and direct input to flick the bike over and into the turn.

Oh yes, that will do nicely. 

Drill 4 - Rider input - Light braking, gears 3, 4 and 5:

No surprises here - death grip bad, light on the bars good.

This drill starts the conversation around body position and how to carry your weight through you legs, locking to the bike.

But really, at level 1 - this session is more about letting you have another track session to begin consolidating what has already (hopefully) been learned.

Drill 5 - Two-step - Full braking and gears:

The Ah-Ha moment.

This drill is like sliding a precisely cut key into a well crafted lock. 

The tumblers and pins move about and align as the key snugs home. 

The two-step binds drills 1 - 5 into a cohesive cornering technique by coupling throttle, turn-in point and vision into a fluid and more repeatable method of control. The two-step approach decreases the perception of speed and gives you more time to evaluate and execute the corner. 

Game on.

After affects and conclusions

At first I was keen to get out onto the road to practice what I had (should have) learned. But all was not well. 

CSS is very track focused and relies on you to be able to see clearly through corners and be able to rinse and repeat the process to hone the skills. This is not really how roads in the real world work: Sketchy surfaces, blind corners, debris, traffic, gravel, wildlife, cagers.......etc...

I was struggling to put into practice the drills as there was not a direct mapping or translation for something like quick turn, or two-step in the twisties on tree-lined roads with gravel washouts. 

Frustration was building. I was overthinking everything.

I was riding worse, more hesitant, less in tune with the bike - I felt like I was broken and couldn't ride anymore. 

So I did what most do - I pushed it harder.
And had some very real near misses I'd rather forget. 

One such incident pushing wide on exit on a tree lined road, hitting gravel and going off the road - I have no idea how I didn't go down other than I remember letting the bars go to do their thing and the bike remained upright.
Adrenaline and poo came out. 

For a time I wished I hadn't done CSS. My brain was full of track technique.

Fast forward to now. To a point where I have finally been able to take what works and realise that not all aspects relate to all situations all of the time - and I'm glad I did CSS. 

Will I do level 2? 

Yep - game on. 

\BitSar

......You've shit yourself, haven't ya mate? 

Family Ties - Yamaha XSR900

The time had come to finally throw a leg over the Yamaha XSR900, let's do it. 

Motor/Throttle/Clutch + Gearbox

Built upon the MT09 platform, the XSR900 shares the same delightful 847cc triple pot engine with claimed power and torque output figures unchanged, indicating nothing internal has been modified or substituted for this incarnation.

Out of the crate, the XSR900 throttle response is tamer to that of the MT09, it's still far from perfect - especially on small throttle transitions - however in stock form, it is better, smoother, softer?

Clutch action and gearbox feel are identical to that of the 'Niner, that said, the XSR900 seems to have a much quieter clutch basket and does not produce the same rattle the MT09 does when in neutral with the lever out.

Handling/Brakes/Suspension

Right, have Yamaha sorted out the budget suspension this time....................?? Ah, that'd be No.

It is true to state that the stock suspension of the XSR900 is improved to that of the MT09 - however, it's still very basic.

The front has much better rebound damping due to a valve change, however without changes to the overall configuration this can only help so much. Dual-spring rate offers a stiffer feel with less dive under braking,  however there is no compression damping at all. That said, the XSR900 is better behaved than a stock 09.

At the rear the shock continues unchanged and suffers from the familiar squat and untamed unload when getting on the throttle.

The ABS brakes front and back have acceptable lever feel and pull up well, nothing to complain about for this type of bike.

In terms of road manners, the XSR is relatively compliant, albeit a little vague. It'll go where you point it, it just won't give you confidence you're heading there on your terms or as directed.

The three stage traction control intervenes quite early on TC2 (max) and it'll chop a wheelie before you get going, other than that it was a non-issue. Just bump the setting up to TC1 (min) or TC0 (off) and you'll be fine.

Seat/Comfort

Now this is strange.

The seat is higher than the 09 and set further back with a wider tank between the rider and the bars, requiring one to stretch a bit more to wrangle the controls.

Furthermore the plastic tank covers minimise the amount of cutout in the tank around the inner thigh and knee area - exactly where you would pinch your knees.

It's odd, but this design makes it feel like there is a 'puck' attached to the tank and it produces a very noticeable lump when trying to lock to the bike.

In Conclusion 

The XSR900 is a great thing to look at, I personally love the aesthetics of the bike and think Yamaha have really melded current technology with retro style in a remarkably pleasing way. 

I love the central clock style dash - it's extremely clear and adds to the bikes' retro appeal with a Casio Calculator feel. 

The aluminium pieces provide both visual accents and a real differentiation from other bikes of this type, almost like a 'factory custom' look - I dig it. 

Like for like, the XSR900 is a softer, more agreeable and more civilised member of the MT family, perhaps the distinguished Uncle, rather than older brother - after all the MT10 is here and the XSR is not trying to be a brawler.

Post Script

Riding this bike back to back with my MT09 it was very hard to remain objective, and being essentially the same bike, it was difficult not to draw comparisons. 

Let it be known that my 'Niner is no longer stock and has been treated to suspension work and a minor throttle adjustment.

It was actually quite vindicating to ride the XSR900 which is proclaimed to be a more refined package in comparison to a sorted MT09, with the suspension upgrades and throttle tweak the MT09 is propelled into another league - seriously (more about this in a coming post) 

\BitSar

........If only once, some class has been observed. 

Urban (A)ssault Mode

We all know the MT-09 is equipped we three throttle modes:

A - 'Assault' mode = hooliganism and hammer time in the twisties
STD - 'Standard' mode = bike default setting and good for the commute and touring
B - 'Benign' mode = great for rain and sketchy road surfaces

Key, Lid, Gear - go.
Select (A)ssault mode.

Today called for some urban antics
Ample braaaarping and general civil disobedience.
Public enemy no. 1

The MT-09 is at home being a thug - it encourages bad behaviour and delivers with satisfaction. Braaarp indeed. 

It's Sunday morning, the world is quiet - people are wasting their time on pedestrian pursuits like 'Yoga' or 'Gardening' or .........shudder........ 'Golf' - people are crazy. 

The MT-09 guides me to an Industrial zone outside Melbourne - I am somewhat of a passenger as the bike self-navigates away from prying eyes..

Amongst the noise of the Akrapovic, the wheelies and the delinquency, there was time for reflection.

Golf? Gardening? Yoga?.................

Nope......give me braaaaarping any day.

\BitSar

All aboard the urban (A)ssault vehicle.

Pressure Test - Pirelli Angel GT

3,500 Kms is distance enough to form an opinion of a Tyre. The boots in question? Pirelli Angel GT.

Scratch that - not an opinion, an informed and measured assessment. Let's do it. 

Pressure

Tyre pressure is both objective and subjective. 

It is objective in the sense that manufacturer prescribed pressures give a rider a starting point - rightly or wrongly. 

It is subjective in the sense that most riders will disagree with these (usually overly high) prescribed pressures and run their own tyres lower. 

For completeness, both the Yamaha owners' manual and the Pirelli Angel GT specified pressures are Front/Rear (F/R - 36/42)

Where (kgf/cm^2) is the same unit measurement as BAR

Considering the lightweight of the MT-09, F/R 36/42 psi is on the high side, even for Sport Touring tyres such as the Angel GT. 

This will not do. 

I've got a route of approx 250kms planned for a shakedown, a mix of coastal flowing roads into climbing technical with some back road shenanigans peppered throughout. 

Tools for the 'job'

Tools is somewhat of a generous term - all you need is a calibrated Tyre Pressure gauge and a good quality floor pump. I use a Slime digital pressure gauge and my trusty old Lezyne push-bike pump.

Using a digital gauge I can easily calibrate the device as necessary - this however is not essential. If using a mechanical or slide gauge, you may not know its calibration point or accuracy. It may sound strange, but this does not matter too much - as long as you know "F/R 32/34 on my gauge feels right to me" you'll be fine. 

Me? I'm anal retentive and like to know (as much as possible) that my readings have an acceptable error margin and are somewhat close to reality. I setup at F/R 34/36 before hitting the black stuff.

Attitude and performance

Being a Sport Touring tyre - if you're looking for super grippy, soft and sticky boots then you're looking in the wrong place. 

That said, the Angels warm up relatively quickly and offer acceptable grip, albeit with a wooden feel and slow tip in. 

The early morning run along the coast provided a mix of sweepers and tighter cliff-top roads. Conditions were wet and cold, high wind, trivial rain and road spray with some gravel washouts in the corners. 

The Angels gripped well enough, changing direction without duress. On corner exit I was comfortable opening the throttle whilst still pitched over with moderate lean-angle. 

Changing pace I head through back roads on the way to some more technical hills, opportunity enough for wheelies and shenanigans. 

The rear picks up strongly when ripping the throttle to loft the front skyward, the front tyre touching down with immediate grip producing a subtle headshake. No problems here. 

As the roads continue to dry out I push the Angels more - to be fair, dry grip and feel is not great, I would report less feedback and road/rider feel than offered by the Michelin Pilot Road 3s I was running on the Aprilia. Significantly less. 

Climbing into the technical section of the ride, I shift back in the saddle, get my weight over the front, move the balls of my feet to the outside of the pegs, grip the tank with my knees - wrap the throttle - Braaaarp. 

Performing a sighting lap reveals a dry and relatively clean road surface - there are some gravel patches on some of the straight sections but the corners are clear. Game on. 

I get busy running this section of road over the next hour, taking some pressure readings as the tyres warm up. By the end of the 'session' they had picked up ~5+%

Going harder on the Angels is not a linear experience. The attitude of the tyre changes from a slow and neutral tip in,  to a sudden falling into the corners as the front pushes wide. 

On corner exit, the rear does put the Yamaha's power down well and I was relatively confident opening the throttle progressively whilst pitched over. Increase throttle whilst decreasing steering rate.

Findings

The Pirelli Angel GTs offer reasonable wet grip and reasonable dry grip. Unfortunately, the amount of dry grip and feel being sacrificed does not legitimise the wet performance on offer. 

During the early components of the test today the roads were wet, but not excessively. The 3,500 kms travelled so far have seen far worse conditions in heavy rain, as such - the wet performance of this tyre has been demonstrated considerably. 

While exploring the available grip, the overall road/rider feel is wooden with minimal feedback. I have had the rear let go on more than one occasion in hot/dry conditions during the previous kilometres travelled. 

That said, I still managed to give them a good flogging today.

It is important to mention that the MT-09 suspension really is not up to the task of the motor and chassis geometry. Some of the shortfalls I have experienced will no doubt be attributed to these lack-lustre chassis dynamics. 

Which delivers a nice segway to this...........

Stay tuned......

\BitSar

How much Angle can the Angel handle? 

Bike got a new Hat - time for a Blat.

I'd been deliberating for some time on which screen to get for the MT-09: OEM of after-market?

There are some tasty offerings available from the likes of Barracuda, PUIG, Ermax and - of course - Rizoma. But in the end, the OEM screen won out for its minimal styling and seamless integration with the bike.

To be honest, the decision to add the screen was primarily aesthetic - form over function. A small 'Hat' to tie the front instrument cluster and bar taper together. Well what a surprise I got.

This innocuous ~30cm square piece of Yamaha stamped plastic cuts wind quite dramatically. Who knew!

Installation was a breeze - 5 minutes is all it took to remove and refit the stock 10mm hex bolts for the mounting brackets and 4 Philips-head screws for the screen itself.

Time to take the Hat for a Blat.....

I took off this morning towards the hills - conditions were a little sketchy in parts, damp with stringy bark and gravel in the corners.

I found some dry roads on the way home which gave me the opportunity to open the taps and see how the screen deflected high-speed air. Quite a difference, less helmet noise, less turbulence. Game on.

Photo-roll of Today's misadventures.

\BitSar

.......MT-09, the mad Hatter? 

Black Dog Ride 2016......."The Pirate Run"

The title says it all.......really.

Today was the day for the annual Black Dog Ride to raise money and awareness for mental health and depression. No more of a worthy cause for a bike rally. 

This year the ride was somewhat of a mystery - organised by a new ride leader who was keeping rather quiet during the event lead up. 

Upon arrival at the start point at a well known, and somewhat polarising, Melbourne bike seller in Ringwood - it was announced that the ride was being led and marshalled by a 'Hog' club. 

AKA: Pirates........

All jokes aside, the ride is for a good cause - but this style of riding in not my cup of tea. 

I am a firm believer that a motorcycle should be able to corner with relative proficiency. 

Pirates do not corner - they vaguely navigate port or starboard.

End result - a very slow paced ride on very boring roads.......

I will say no more and just leave this here.....

\BitSar

.....Arrr me hearty

The Night Brawler: Episode 2

Sitting at home on a warm summer night, bored, restless.

In the garage, locked away, the 'Night Brawler' seduces. Tick, tock...

I have limited time tonight for a quick session of social disobedience - notwithstanding the silly season and the increased VicPol presence, the draw of the MT-09 is too great.

Lid. Gloves. Keys: Gone.

Light is fading, the last sliver of sunlight has already retreated over the horizon - setting off on the night side of dusk I skip the coastal road and head directly for the docks of Melbourne.

Well, more or less directly. Making way, the MT demands to be toyed with. Braarrp here, wheelie there.

I had put the word out to a few riding buddies before heading out, mischief likes company after all.

 Unfortunately tonight, time is not on my side. Fortunately I had laid eyes on some interesting places and had wet the appetite for the final installment in the 'Night Brawler' series. 

"See 'ya later brother - next time" we peel off and head our separate ways. 

There is an innate camaraderie to motorcycling, it connects people like no other activity or pursuit I have ever been a part of. Perhaps it is due to the commitment it requires? The diligence? The obsession? 

Or, maybe it's just the braaaarping......

\BitSar

Lid. Gloves. Keys: Gone.

The Night Brawler: Episode 1

I needed some release, some catharsis.

SOLUTION:

• Grab keys
• Stuff head into lid
• Throw a leg over

Time to head out for some antics on the 'Night Brawler'

Leaving the 'burbs and pointing the MT09 towards the coast, I make light work of the remaining stragglers on the evening commute. Splitting cagers like a mobile slalom course as they make disappointing progress home. Those poor bastards.


It's the middle of Spring and the evening is glorious.

No wind, high clouds - comfortable air temperature.

I arrive overlooking Port Phillip Bay just before Sunset - a nice display of the final diffused rays of Sun for today.



Across the Bay, the CBD is transitioning into night - bridges and buildings are lighting up, beckoning the MT into the Metropolis.

Following the coast, people and traffic are becoming less frequent, providing an easy excuse to unleash the Akrapovic cannon.

Any tunnel or overpass delivers aural delight.
Braaaaarping ahead into the City.

Entering the bowls of Melbourne CBD, the air changes from cool and refreshing into a muggy malevolence. Heavy.



The 'Night Brawler' gets petulant, making the quietening streets her playground.

I busy myself getting to places you shouldn't get to - taking opportunity without discrimination.





After further reconnaissance for a pending 'Night Brawler: Episode 2' the hum and buzz of the Metro begins to itch - I make my escape.

It's getting late now. Cold and late. I head in the direction of home - back to the suburbs - in a roundabout way. I'm not done yet.

En route, on the outskirts of the city, fortune presents itself.

A blacked-out scene, hard, cold, and industrial. At home aboard the urban assault vehicle of the MT09.





Riding at night is the epitome of motorcycle therapy. Your thoughts are safe in your helmet - like a sanctuary.

\BitSar
..........stay tuned for Episode 2

The 5, 4, 3 - MT: Living with a hooligan

5,000+ kms
4 months of ownership
3 Cylinders of fun

I now feel qualified to give a 'living with' account of the MT-09.
For objectivity, this will be broken into three components.

1. Commuting
2. Blatting
3. Hooligan-ing

Commuting:

In all honesty, I really don't know how you'd find a better bike to commute on. Seriously. 

It's cheap to buy, cheap to run- and - it's a Yamaha.  Dealer support, Japanese manufacturing, piece of mind - work horse. 

Additional to the mundane 'will it start?' question - the MT is a weapon commuter. Upright position, forward stance, minimal rake - she'll tip in and change direction from her nose making her dance in traffic. 

Her triple-pot does not lug, chug, stutter or falter. Slow speed work is a breeze with a light clutch, manageable 1st and 2nd gears, and exceptionally strong rear brake.

"Traffic".....pffft - what traffic?

Done and done. 

Blatting:

Okay - the spirited weekend ride demands more attention and requires more finesse. This is true.

As per my Comparo piece, the MT will catch you out more readily than the Aprilia would have. 

But, hey - that's fine. It's supposed to. 

The MT-09 is not a bike for the uninitiated. Sure, you can buy one as a greenie-squid, but if you push her, she's going to bite your head off.

Plain. And. Simple. 

The suspension is an issue when getting on it - this is not news, not a secret - I am done talking about it. It can - and will - be fixed. 

Other than that. The MT is deceptively fast and fiercely responsive with an instant throttle action.
It's a good thing. 

Blatting with the best of them. 

Hooligan-ing:

Well....um - yeah. It's a hooligan. That's the point. 

Today's antics: Photo-roll

Warming up before hitting the Hills

Oh yeah - I'm still killing these Dunlops.....

Removed some commuter shame today....

\BitSar

Just getting on - MT-ing.....
If everyone did Wheelies, there would be no War

Blue Rhino

After the day in the Hills yesterday I thought it wise to keep Coastal today.

A couple of mates joined for a cruise Bayside.
It's the middle of Winter.
The sky was bright and Blue.

Not a breath of wind.

No better way to spend Sunday.

As with any bike - I don't really name them. 

The Ape was called 'Ape' due to being an Aprilia. 

The 'Kawasaki' was 'Kawa' or 'Kwaka'....

The Yamaha is 'Yammy' or 'Yam'....

One of my riding mates clocked my state registered number plate and coined the new Girl "Rhino"

Well.......she is Matte Grey and a little full on....

Hmmmm.....that might stick. 

Always a pleasure Gentleman. 

\BitSar

..........Blue and Grey.......avoiding ivory poachers.