Yamaha XS650 vs BSA A50 — Classic Motorcycle Comparison — RealClassic.co.uk

22 Мар 2015 | Author: | Комментарии к записи Yamaha XS650 vs BSA A50 — Classic Motorcycle Comparison — RealClassic.co.uk отключены
BSA A 50 Royal Star

Yamaha XS650 vs BSA A50

Karl has an owner’s in-depth experience of with a pair of classic twins from the 1960s and One was built in Britain, the other from Japan. Each has its as he explains.

I must confess I motorcycles, all motorcycles, and both of machines are fine motorcycles for they are. That’s the rub it? How many folk buy a bike and moan because it doesn’t do it can’t?

1968 BSA A50 Royal and 1975 Yamaha XS650C

The BSA A50 Royal Star can’t do Well it could, just give or take a few mphs, but not for long I expect and not without a rebuild soon after. The Yamaha XS650C probably do it with a lot more ease but need to save up a lot to have all fillings replaced afterwards, as the would be rather intense.

And the XS have a 30% capacity advantage the British twin, so a direct comparison between the two is hardly But that doesn’t usually us, so…

The A50 engine is basically the same as the A65 from the cylinders and top end. In its Star form it’s a A- and B-road tourer and there is no in that, especially on today’s roads. Compared to the BSA the XS650 is a more boisterous A-road which can take on motorway but it’s a machine that can do bimbling if you want it to.

With more people pleasure in pottering around the I rather suspect these tuned twins could a place in more and more sheds.

Engines: 1968 BSA A50 Star (left) and 1975 XS650C

The A50 with its 9:1 compression and mere 32bhp can plod happily at 65 all day, with the just starting to make felt. The XS650 with a of 8.4:1, 50bhp and 153 more ccs can add 5mph to that before the start to say ‘no more’ you want that tingling feeling after getting off the That’s not to say that both won’t go faster, but why would you to?

Indeed both the A50 and the XS650 can be to go much faster but that’s for and beyond my ramblings here.

you’ve got the bikes going you’ll need to stop, and here the BSA does have an That front brake on the A50 is one of the drum brakes available on bikes, without spending amounts of money that is. progressive, as in it slows you down the more you pull on the lever, and in use fade free.

In fact it is much better than the twin disc set up on the Yamaha. It be, but Yamaha got the master cylinder to piston ratio all wrong, means you have to really that lever for it to work. If you can it hard enough then it work but there is no feel to the system — hence the ‘wooden’.

Brakes: 1968 BSA A50 Royal

If you add a bit of rain to the equation then the discs make for even heart stopping moments, new pad materials have reduced ‘oh my God, I’m to …!’ effect. Some even have their drilled in an attempt to alleviate the

Brakes: 1975 Yamaha

XS Yamahas on eBay.co.uk

The rear of both bikes work though the A50 seems to require a lot of in that long brake before anything happens.

Now dealt with going and I suppose a mention about would be in order. Everyone that the XS650 has never had a reputation for altering direction, much money was thrown at Tait to make it better and the bracing dotted around the frame is evidence of that. I the main problem with the roadsters was that feeling of perched on top of the bike rather sitting on it.

This is all to do with the positioning of your hands, and backside and on my bike it felt all So I sliced an inch or so off the seat and for me this transformed the bike’s Now I feel much more of the bike as I have always riding the A50.

This hasn’t made the handle any better, but it has made me a lot happier piloting it.

In a straight both bikes are perfect, the having a more responsive fork action to larger which might be down to the that I need to replace the lower stanchions, as they are worn; a problem on these as the lower stanchions were lightweight to start with. said that, I have other A65s with the Triumph-style poppet innards and have been amongst the Brit bike forks experienced.

Overall the BSA has the best rolling into corners little rider input and up again easily, unlike the which needs a lot more from the rider. But I have to own up to the XS on older Speedmaster tyres probably don’t do a lot for its handling and the BSA on modern Road Runners, do.

Engines: 1968 BSA A50 Royal (left) and 1975 Yamaha

Both these bikes with 12-Volt systems and and coil ignition. A previous installed a Newtronics setup on the which replaces the points but the mechanical advance mechanism. you need to keep an eye on, as the small wear out and can give erratic problems.

BSA A 50 Royal Star

The original Yamaha mechanical regulator developed a mind of its own after I acquired the bike, but a quid reg/rec from spares was a straight plug-in for it and the original rectifier pack. by the way I found in a stupid position the battery holder where it rot away quietly. The BSA had its old crumbling alternator replaced with a copy and a solid state unit.

I upgraded the ignition a Pazon Surefire system, I have been very with.

The Yamaha came a very sickly electric which I lopped off and threw a box. One of the problems was that the size available couldn’t with the electric foot for than one or two attempts. With the advent of more powerful gel I am tempted to reinstall it and see how it goes. bikes start easily on the

The XS needs choke when and will fire up after a of kicks. The A50 needs a good till petrol emerges in then it too will fire up, on the second swing. The choke seem to have much on the BSA.

Head On: 1968 BSA A50 Royal (left) and 1975 Yamaha

Gearboxes are fine on both the Yamaha needs its clutch set up right or you’ll find hard to acquire at a stop, the old practice of snicking it into as you roll to a stop is recommended. The BSA box is a tad on down changes than the I added an SRM pressure plate and roller conversion to help along.

Both clutches, not light, are easy enough to get with.

Both bikes lubrication in different ways. The has a wet sump so carries its oil down low and it through a fine metal filter in the sump and another metal gauze filter on the by the oil pump. The BSA carries its oil in a tank the seat and relies on more oil changes and a much simpler of crank-based sludge trap and out in the main oil tank and sump.

In that I could use modern oils, I fitted one of Paul (www.norbsa02.freeuk.com/goffyoil.htm ) spin-off filters to my I also added a sump with a magnetic plug to oil changes easier.

Finding for both bikes is easy, the BSA being the best supported, recently a German based XS dealer (www.xs650shop.de ) has come on to the to replace the sad loss of Tony of Halco, who was the main Brit XS dealer. I’ve also that most Yamaha came with a 17 tooth sprocket. Changing to an 18 tooth one the revs at 65-70 making the much less vibey and motorway friendly and hardly the acceleration off the line.

1968 BSA A50 Royal Star 1975 Yamaha XS650C KarlB (centre)

I’ve a place for both of these in my garage. I’m glad I have to choose between because I couldn’t. But if I had to, well, I it would be the BSA, only it takes me to more Brit events. Ideally, I’d to put the XS motor into the BSA frame as a few other folk have

I wonder if they’d let me have a go?

BSA A 50 Royal Star
BSA A 50 Royal Star
BSA A 50 Royal Star
BSA A 50 Royal Star
BSA A 50 Royal Star


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