TEST: The KEMEA Yamaha under the microscope
Testing the crème de la crème, the KEMEA Yamaha factory motorcycle at one of the most beautiful locations in Belgium, Mont-Saint-Guibert. I couldn't have spent my day off better. Under the watchful eye of Marnicq Bervoets, I started working on Benoit Paturel's Yamaha. The young Frenchman has had a mixed season with some nice results such as a victory in Qatar, but towards the end of the season we saw a slight decline. Ultimately, the Frenchman finished 5th in the world championship. A result that was disappointing for both Benoit and the team. Of course, they both hoped for a podium finish, just like last season. It was up to us to find out whether the engine had something to do with this.
By Yente Dourte
With a smile behind my ears, I drove to the well-known sand quarry in Mont-Saint-Guibert where 'the man himself' Marnicq Bervoets was waiting for me. The static photoshoot of the bike seemed to last forever, I felt like a trapped dog seeing a tender piece of meat just outside its cage. I had been warming up for 30 minutes until Marnicq's redeeming words sounded: “Just start the engine and let yourself go.”
It is a given that the new Yamahas go very fast and that they are one of the better motorcycles in terms of driving behavior. What we noticed during the photoshoot was the complete Cycra plastic. According to Marnicq, this was not just because it looked nice, it was also to make the engines perform better. The air supply with the Cycra plastic is several percentages better than the air supply with the standard plastic. Riding on the back of a roaring lion is how I can describe my first feeling during the first laps on the Yamaha. Due to the Cycra plastic, there are a number of extra air holes just on the handlebars, near the air filter. This makes the engine sound extremely loud and aggressive. The loud roar of the engine gave me a real rush and I automatically had the urge to drive at high revs. Ultimately, this turned out to be the best tactic to get optimal torque output from the engine.
The steep side of the sand quarry was a real test for the brakes, I often had the feeling that I could no longer turn, but it never ceased to amaze me how quickly the bike stopped. Although I still had trouble finding the rear brake, it was very deep. However, I had the feeling that the Moto Master brakes did a top job. During the steep descents I noticed that Paturel's bike felt extremely stable. Compared to a Factory KTM, I think the stability of the Yamaha is just that little bit better. This may be due to the factory technical touch KYB suspension with which Jeremy Van Horebeek also appears at the start.
The new addition to the KEMEA team, Jago Geerts, is very enthusiastic about his new engine. He has already tested several times with Benoit Paturel's old engine and will receive the new 2018 engine within a few weeks. According to Jago, the engine is more stable than his KTM, especially in the sand the engine handles very well. The harder circuits are still a mystery to Jago, but I am sure that the adjustment will happen quickly.
For me, the top power is still a mystery as we were not able to test it very well during the sessions on the Mont-Saint-Guibert circuit. Finally, I can describe the torque as typical 250. This mainly means that you are immediately punished if you shift incorrectly. The right gear provides the perfect torque just before the steep slopes. Approximately how much does such a factory Yamaha engine cost? A factory Yamaha 250 from KEMEA is worth no less than 50 to 60.000 euros. These are all prototypes that are not available to dealers or amateur riders. It was therefore a real honor for me to take care of this engine.
Photos: Dieter Jans
Rider: Yente Dourte
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