Post by anon on Feb 1, 2007 20:04:19 GMT
From: rowlf Sent: 11/09/2002 21:24
Bridgstone recommend the following tyres for fitting to the Diversions and they seem a popular choice with our members.
Note: It is can be dangerous to use tyres from different manufacturers front and back, or even non matched combinations from the same manufacturer. The profile needs to be matched or the bike can become unstable when cornering.
If changing from one type of tyre to another, make sure they are matched and that the pressures are correct !!!!
Your safety on a bike depends on a few square inches of rubber, don't take chances !
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Diversion XJ900
A number of people rate the Bridgestone Battlax BT020 as an excellent choice of tyre for the XJ 900S Diversion. They apparently give excellant grip in wet and dry conditions and one user reports getting up to around 9000 miles wear from them.
The recommended tyre pressure are: Front 36 / Rear 42
This was taken from an earlier posting and came direct from Bridgestone UK.
"For the 900 Diversion we approve two types of tyre, the G601/G602 OE bias ply pairing and the BT-020 sports/touring radial. For this model we recommend that owners use 36psi front and 42psi rear for both types of tyre.
Bryn Phillips
Bridgestone Motorcycle Division"
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Diversion XJ600
The BT45 seems a very popular choice for the XJ600 and many members report using them with very good results.
The Bridgestone recommended tyre pressure are: Front 33 / Rear 40
The following was from an e-mail from Bridgestone and was included for your interest
"The pressures that we at Bridgestone recommend are the result of extensive
testing by ourselves. Yamaha, as with all other motorcycle manufacturers,
will only recommend pressures for the tyres that it fits as original
equipment (OE). It stands to reason that they cannot possibly make pressure
recommendations for tyres they have no experience of. The OE tyres fitted by
Yamaha to the 600 Diversion have stiffer carcasses than our BT45, which has
a more compliant sidewall construction. The results of the BT45's method of
carcass construction are smoother, more comfortable and controlled ride
characteristics. Because of the differing construction methods used by
different tyre manufacturers it is not unusual to find a variance in tyre
pressure recommendations from one make of tyre to another. Also, many of the
tyres recommended for the 600 Diversion have been developed since the bikes
launch and they incorporate the latest development knowledge; knowledge that
was not available at the time of the bikes launch. These developments, such
as the BT45's compliant sidewalls and silica compound, can sometimes mean
that the pressures we recommend are different to the OE recommendations, and
in the 600 Diversions case this is so."
Bryn Phillips
Bridgestone Motorcycle Division"
Bridgstone/Battleaxe technical advice line - 0800 919141
(Courtesy of Ghoti)
From: rowlf Sent: 29/11/2002 17:00
Following a query to Bridgestone about BT010s on a Diversion 900
Bridgestone DO NOT recomend fitting an 010 on the front ever and especially not mixed with an 020 on the back on a Divi 900. This is because of the profile of the 010 is designed to have a much wider rear tire than front. As the Divi 9 is more a touring bike than a sports bike, the rear tire is relatively thin compared to the front.
'Proper' sports bikes with a 120/70-17 front (like the Divi 9) have at least a 160/60-17 and normally a 180/55-17 or even 190/??-?? rear. The Divi 9 only has a 150/70-18 (or 17) rear so the geometry will be wrong even with 010s front and rear and especially with an 010 on the front and an 020 on the rear. This means that the rear wheel would not track the front wheel when cornering.
The shape (profile) and comparative width front to rear of the tyre is very critical on a bike. Some m/c tyres have a definite 'V' shape, some are more rounded. If they don't match front to rear the steering geometry would change depending on the amount of lean whilst you are cornering. A 'V' shape on the front and a 'U' shape on the rear would mean the front of the bike would 'dip' more than the rear, throwing off the track and geometry.
Similarly, if the rear tyre is much narrower than the front profile was designed for, as the bike leans the rear or the bike will 'dip' lower than intended by the steering geometry
Either could put all kinds of strange twisting forces on the bike and suspension as the tyres 'fight' each other and mess up the carefully designed steering geometry, hitting a bump (or even not) could introduce you to the effects of the worst force a biker has to worry about i.e. gravity !
I know people do like to play around with mixing and matching but remember, tyre companies spend ££ millions designing and testing these things under ALL conditions. They really do know better !
As an example of how tyre identification works
150/70 B17 69H TL
150 = tyre width in mm
/70 = ratio of height to width = 70 : 100 (or 70%)
B = bias belted (construction type)
17 = rim diameter in inches
69 = load index - (eg. 69 = 325 kilograms)
H = speed index - (H = 210 km/h approx 130 mph)
TL =tubeless
