Yamaha Gts10003

YAMAHA GTS10003

Long-Term Wrap-Up

10,000 MILES WITH THE FORKLESS WONDER

IN ITS ADVERTISEMENTS, YAMAHA bills the innovative GTS 1000 sport-tourer as a “miracle.” While we wouldn’t categorize it in the same league as a cure for cancer, the forkless Yamaha certainly deserves a standing ovation. Indeed, with its anti-lock brakes, electronic fuel injection, six-piston front-brake caliper and massive vented disc, and innovative RADD front end, the GTS 1000 is a rolling showcase for technological excellence.

During its year-long stint at Cycle World, our test GTS has amassed 10,283 miles. Its finish has proved very durable; aside from a couple of minor scratches, the metallic-red paint looks as good as it did on day one.

We’re also pleased with the GTS’s FZRlOOO-based, dohc, 20-valve, inlineFour. Retuned for additional midrange wallop, the engine is both powerful and wonderfully smooth. Fuel injection provides instantaneous starts (no throttle, please), and the smaller-than-FZR ports and shorter valve timing make for an engine that pulls hard from 1500 rpm. By 4000 rpm, the GTS’s powerplant is in torque heaven, and from there to 8000 rpm it pulls as hard as anything, clean-air catalyst or not. Roll-on performance is sensational; of the current sport-tourers, only BMW’s K1100RS offers equal 40-60 mph performance.

Stopping power is equally impressive. From 30 mph, the GTS will stop in a mere 27 feet; 112 feet from 60 mph. Both figures are tops in its class. And try as we might, the bike’s single, 12.9-inch front disc-vented both radially and axially for increased cooling-and automotive-style, six-piston caliper refused to fade. Yamaha’s updated ABS is also top notch, and very confidence-inspiring.

"As an ex FZR1 000 owner, the GTS's~ lack of top-end performance is dis-~ tincily felt. Still, the front end works beautifully, and the brakes are ferocious!" -Douglas Searcy, Fayetteville, North Carolina

Quotes from the logbook

The clutch doesn’t engage until the lever is almost completely out, which is troublesome for those of us with smaller hands. The fuel injection took some getting used to, but aside from a bit of low-speed hesitation, it was no real issue.

GTS feels totally composed at peg-scraping lean angles. Roll-on performance is excellent; passing slower traffic presents no problems.

At 10,000 miles, the GTS’s bulgy looks are still offputting, its (admittedly very roomy) saddlebags still look like tacked-on afterthoughts and low-speed throttle response still suffers the occasional hiccup, but the bike has held up well and feels tight as a drum. Very impressive.

As a sport-tourer with an emphasis on sport riding, the GTS’s ergonomics are almost perfect. The seat is thick and nicely shaped, the footpegs appropriately rearward. Some staffers found the handlebars too low and too far forward. Others, like our 6-foot-2 Managing Editor, had no such complaints. Taller riders disliked the wavy windscreen, citing headache-inducing turbulence, but our 5-foot4-inch Feature Editor felt the screen offered good protection without excessive wind noise.

The RADD front suspension has proven wonderfully compliant and maintenance-free. Regular service intervals for the bike are scheduled every 3800 miles, which seems a bit often for a long-distance sport tourer. Champion Motorcycles in Costa Mesa, California, completed the 4400-mile service, at a cost of $119.06, including $69.06 in parts. Some 3000 miles later, our GTS refused to idle until fully warm. Champion adjusted the pilot and idlespeed circuits ($50), solving the problem, which, according to Champion’s service manager, would not be covered under warranty. We bypassed the 8200-mile dealer service, and changed the oil filter ($12.08), oil (Torco 20/50 T-4R, $5.95 per quart) and sparkplugs ($10.76 per four) ourselves. Total cost: $46.64. The twin air filters can be cleaned using compressed air and reused. That’s a good thing, because replacements cost $39.05 each.

“My GTS1000 is terrific except for one thing: weight. I have two other Yamahas, a 1987 FZR1000 and a 1984 FJ1100, and the weight difference is very noticeable. Once it’s moving, though, the weight disappears, and the bike handles beautifully.” -Erwin Garzaro, San Francisco, California

After 8437 miles, we replaced the well-worn stock Dunlop D202 Radiais with a set of Metzeler ME ZI radiais ($375.33, plus $100 labor). According to Metzeler, the profile of the new Z1 front tire is slightly rounder (smaller crown radius and increased tread height) than the old ME1 for lighter handling characteristics. On the GTS, the Metzelers did reduce steering effort, although initiating a high-speed transition still requires considerable effort.

Contrary to what we reported in our Long-Term Update (CW, March, 1994), the GTS’s front brake pads were not replaced at the same time as the tires. When it replaced the tires, Champion measured the pads and found them still within Yamaha’s tolerances. It did replace the rear-brake pads ($33.50, $20 labor), one of which was considerably more worn than the other.

You might argue that our GTS’s mid$13,000 price tag limits the bike’s sales to well-heeled, technically minded enthusiasts (Honda’s equally capable CBR1000 costs $5600 less). Based on our experiences over the past year, though, if you’re in the market for a high-tech sport-tourer that’s long on durability, Yamaha’s GTS 1000 may be worth every penny. □

The GTS’s engine has to be as good as any in motorcycling for its intended purpose. I’ll bet it lasts as long-and with less maintenance-than my old BMW R80. It simply works better than any motorcycle I’ve ever ridden, including the BMW R1100RS.” -Michael Knezovich, Urbana, Illinois

SPECIFICATIONS

$13,679