They say there's a little kid in all of us, and I'm pretty sure this saying applies to more than just pregnant women. Dropping your grown-up posture from time to time and indulging your younger side just may be the best way to stave the ghastly effects of growing old. One such way of doing so-and the method that Dirt Rider recommends most often-is to get your hands on a solid playbike and ride it until the wheels fall off. Last year, one of the easiest bikes to grow young on was Yamaha's TT-R90, a machine that bridged the gap between the teeny-tiny TT-R50 and the larger blue playbikes. Yet for 2008, the TT-R90 is no more. Going back to the drawing board, Yamaha's engineers transformed the somewhat-dated 90 into the all-new TT-R110E, a rolling bundle of youth that keeps riders of all sizes in kid heaven.
On the outside, the current Yamaha sports a more YZ-inspired look via some radical new plastic and cooler graphics, though the biggest changes lie unseen in the bike's motor, which is clearly based off of the previous TT-R90 platform. Along with upping the air-cooled motor's size by 20cc by way of a bigger . at-head piston, the TT-R110E boasts a redesigned cylinder, larger bore and stroke, updated valve timing and a 9.3 compression ratio. Getting this power to the ground is an all-new four-speed transmission with a roller-type (as opposed to cam type) clutch structure. A number of engine components wereadopted from the TT-R90, including the two-valve cylinder head, familiar electric start and freshly jetted Mikuni carburetor. Yamaha also chose to keep the steel pipe exhaust system, though a screentype spark arrestor now trumps the still-quiet note and eliminates the protruding stinger that graced the 90.
Adam "Thumb Throttle" Campbell | | |
A modified frame, improved steering bearing and reinforced rear swingarm led the way in accommodating the existing Yamaha chassis to the new playbike's motor. With a larger cockpit and a combined extra 20mm of front and rear suspension travel, the TT-R110E can handle a bigger rider, too. The most significant handling change to the TT-R110E is the new die-cast aluminum triple clamp, which replaces the cheesy steel plate that came on last year's Yamaha 90. In the stopping department, the drum-style brakes remain standard; nevertheless, better feel is achieved through new lining material.
But enough of the tech jargon-we've already spent a considerable amount of time in the dirt aboard the TT-R110E. In a nutshell, this machine is the perfect next step beyond the TT-R90. Providing sufficient power without being too snappy, the torquey motor pulls strong from the bottom of the revs and makes a seamless transition into a sturdy upper-mid, meaning that the bike can be rolled through corners without unnecessary shifting or excessive throttle action. For a smaller pilot, the bike will easily pull a second or third gear all the way around a track, which means less worry for Junior as he learns the riding ropes. The gear spacing is pretty tall and has gaps for larger riders; adding some teeth to the rear sprocket would help. Also making things easier for the little guys are the sidestand, electric start and on/off key ignition, although the battery will drain if you leave the key on. (Luckily, though, the kickstarter still works like a charm.) Overall, the exhaust note on the TT-R is extremely pleasant, resembling a low, quiet rumble more than a long blast of noise.