Yamaha XS 650

6 Мар 2015 | Author: | Комментарии к записи Yamaha XS 650 отключены
Yamaha XS 500
Yamaha XS 500


The origins of the XS650 reach back to and now defunct Japanese manufacturer Hosk made an impressive and 500cc twin modelled the German manufacturers’ HOREX 500 below. After @ 10 years of the 500 twin, Hosk engineers a 650cc twin.

Hosk was acquired by Showa Corporation, and in Yamaha bought Showa.

the Yamaha XS 650 was unveiled in ’68 it had a advanced design. The engine and were unit construction the crankcase split horizontally for of assembly and maintenance where (British) contemporaries in 1968 had a split crankcase or pre-unit, separate engine and gearbox.

the front forks had a major Fork tube diameter from 34 to 35 mm and internals were (although this also true for various years of the tube size).

The entire assembly with triple will swap either way but parts are not interchangeable. Also the caliper changed from a 48 mm piston cast iron for the 34 mm fork to a 40 mm aluminum single floating caliper for the 35 mm forks. The caliper mounting lugs on the sliders are of different spacing for the 34 mm and 35 mm so the calipers can’t be swapped.

The XS 650 was until 1985. In the United the last model year was with Canada, Europe and markets continuing into and 1985. However, many US were left over due to and an economic recession and brand new and 1983 models could be purchased in 1987 at some


Yamaha XS650 pre-1980 use the twin 38 mm constant Mikuni carburetors that can be by moving the needle clip or by replacing jets.


Up to all models used points Two sets of points are located on the left of the cylinder head. On the side cylinder head, an mechanism is located. And advance is used to retard the timing for starting and smooth idle.

models use electronic ignition and although earlier points were generally reliable, electronic is definitely the way to go!

Performance on results obtained from the XS650; Standing-start quarter= sec at 96.05 mph Average gas millage @51 mpg

days, the Yamaha XS650 is a popular basis for modifications and From cafe racers, flat-trackers, hyper-motards and whatever the can conjure, the Yamaha 650 will be the popular bike for classic motorcycle specials builders for time to come.

Yamaha Special

overpowering your XS650

wise words Craig Weeks at 650Performance.com

is the go-to spot if you want to big power into your XS650 motor safely. Craig.

Now that people are their modified engines the CNC’d heads on the street and track I’m becoming a bit with what I’m about how radical some of modifications are.

The XS650 clutch and transmission were for an engine that would around 42 rear wheel (RWHP). When Yamaha was in the of the dirt track wars in the the engines built for Kenny and others on the factory team (as as the best privateer engines) putting out right around 70 and reliability wasn’t generally a

The best engines built by Bud Harry Lillie and others inspected after every but would typically last a season or more before any replacements were required. to the BSAs, Triumphs and Nortons was a real luxury.

When took the next step in power Yamaha responded by the XS650 power envelope further. With Tim Witham in of development the XS reached the 75 RWHP with stock head While the bikes were things began going

Broken transmissions, cases and rods were the worst, but and valve trains were too.

You probably know the about how Yamaha’s response to was the fabled OU-72. What people have forgotten is the OU-72 didn’t just a sophisticated revised XS650 head with previously flow numbers, it was also by all the reliability tricks Tim Witham had — strengthened cases, transmissions, thickened and deeper baskets, alloy rods and a of other upgrades.

The first XS that Harry built for me was powerful. It was a full AMA-spec and was the strongest XS engine I’ve run.

After about a year of racing it at Sears with AFM another racer was at the bike and pointed out a small in the cases, right in front of the around the oil up tube fitting. Harry dismantled the engine the was found to have extended all the way into the cases and around the webbing.

We tossed those and took the edge off the rebuild by the compression a little bit, the Lectrons a little bit, the cam a little bit for more midrange, and it dyno’d out at 71 RWHP. Perfect. then I’ve always run my in a state of tune that them 69 — 72 RWHP and never had a catastrophic failure.

The of this message is that the cases, clutch baskets, aren’t available today. are either worn out, or lost. And the specific lessons from piles of broken about how to modify your to live happily at 75 RWHP are forgotten by the men who developed them.

If you a good OU-72 head, or you are one of the who recently received one of the new CNC’d (or you have any head that flows well), you have the to reach 75 RWHP.

For the reasons I caution you to resist the temptation to the compression a bit higher than in my XS engine modification guide 650performance.com if you don’t know this), or tune it a bit sharper, or the power curve to toward the top etc.

If you have a solid RWHP or less your will run really hard on the or race track and (if it’s put correctly) will be reliable.

69 — 72 RWHP = reliable. 75+ = expensive things break.

The above and to the left here are the of Gordon Calder, an obviously photographer who has created many related works of art by concentrating on detail and contrast.

Mr. Calder has a keen eye for dramatic images most of us only see the big picture, and among other talents, Calder to tease out the art in industrial

1974 Cycle Guide review

This is an edited of the review, if you can believe it!

This TX650 gets an A on its name. and a C+ on its card.

Multi-cylinder super-bikes evolved into machines can handle almost as well as cylinder bikes, even the multis are wider, heavier, and a higher center of gravity. so, heated debates still place all around the world as to design, twin or multi, is the

All the pros and cons of multis undoubtedly been considered by but they have stuck to twin-cylinder guns. Instead of a big jump into a three- or touring machine, they elected to refine their line of twins.

Since its in 1970, the Yamaha TX650 has been battling for positive It has sold well and has been one of most reliable models. But the XS-1 had some unusual quirks that have part of the bike since the

Some riders never let the wiggling and wobbling bother but others, whose level of was much lower, confessed to feeling quite confident a 650 Yammie.

This year’s called the TX650A, has gone some frame and suspension that are major enough to the chassis as being all-new. made these changes in an to rid the 650 of its unusual handling traits, in turn, would clear up any on the bike’s reputation. Since the advantage of a twin is its supposedly inherent handling, the TX650 not be considered a true success it overcame its inhibited road

THE BIKE: Our test bike, the TX650A, uses the same powerplant as last year’s The narrow, very tall retains its slightly oversquare bore and 74mm …, give it a total displacement of The compression ratio has been to 8.4:1.

Straight-cut primary transmit power from the crankshaft to the large, multi-plate wet and five speed gearbox. The ratios are close together and spaced, so no big rpm drops occur shifts. A single-row chain the overhead camshaft, and dual Mikuni-Solex constant-velocity carburetors the gas mixture to the engine. A two-piece mounts under the front of the seat and houses a pair of oiled-foam elements.

Another of foam is placed behind element to filter out the big pieces. An 90-degree turn of the wing-nut on either side panel access to the filters.

The Yamaha a conventional battery/coil ignition Dual breaker points at the left end of the over-head cam, and a AC generator hangs on the left end of the

A panel just in front of the holds the speedometer (which nearly five mph fast at 30 and tachometer, ignition switch and lights.

The 650 uses a double frame that has a single, diameter backbone. Heavy and gusseting have been to this year’s frame to it added strength and permit frame hexing.

The bike has a on the left and a centerstand; it doesn’t much effort to get it up on the centerstand, but you lean the machine way over to the of center to get the sidestand down. If you short legs, or if you’re on the left, the bike can easily over on the right side you’re trying to get the sidestand

The TX650A uses alloy at both ends, with a x 19 Yokohama ribbed tire up and a 4.00 x 18 Yokohama universal on the A double-action hydraulic disc stops the front wheel, and a shoe drum brake the rear wheel its stopping The front forks allow 4.9 of wheel travel and the five-way rear shocks permit 2.8 of rear wheel travel.

fenders, shocks, exhaust and chain guard, contrasting the matte black finish of the switches and instrument panel, the TX650A a neat, modern The four-gallon (last year’s was 3.7 Cinnamon Brown gas tank, panels, and headlight also in nicely, but the frame detracts the bike’s otherwise clean appearance. It has gussets supporting and frame tubes bracing tubes, all held in place by heavy welds.

Other that, the machine’s workmanship is above par, and all the pieces fit nicely.

ENGINE AND GEARBOX: The has a wide range of usable which begins just idle and lasts to engine at 7500 rpm. It builds smoothly and steadily and there is a spot in the powerband where the comes on all at once. There any flat spots throughout the either.

The bike accelerates between 4000 and 7500 maximum horsepower is at 7000 and the torque peaks at 6000.

steady pull gives you the that the bike isn’t fast. We were really when it turned a 14.42-second mile with a terminal of 92.2 mph. These are close to those of some we’ve tested.

To start the engine when cold, push down the lever on the left carb, the key on, and push the starter button. a few seconds of cranking, the engine to life. Let it idle for 30 seconds or so, the enrichener lever, and you’re to take off. When the is warm, the procedure is the same, you don’t need the enrichener at

There is also a kickstart in case of a failure in the electric system, but it takes a healthy to turn the engine over. year the TX650 had a small on the handlebars which was hooked to the motor and also operated an valve lifter (which like a compression release). this lever would the starter and lifter simultaneously.

But the cranked the engine over so that it often jerked the flywheels out of alignment. Once happened, the already-heavy engine would become heavier.

The doesn’t have the valve this year, and it uses a motor that transmits torque to the crankshaft so the crank in alignment. But it sometimes takes or four pushes of the starter before the starter gears The spring in the Bendix starting is too strong and won’t always the starter gears to mesh.

The clunking and whirring sounds are

For the smoothest starts, we found revving the engine to 1500 rpm and the lever out very slowly was the way and required a minimum amount of slipping. If the engine rpm was, this point, the bike chug and surge and sometimes when the clutch was engaged. If the were above 1500, we had to the clutch lever within three-quarter inch engagement until the bike was moving 10 to 12 mph.

Above 10 mph the engine well; it never wants to or bog out unless the revs drop below 1500. There is of overlap between the gear so the engine rpm doesn’t drop between shifts. When in the hefty part of the powerband, easy to stay there.

The has enough power to cruise the and open roads easily. is enough reserve power in top to let you move easily with the of traffic. For the quickest acceleration to slower vehicles you have to once or twice to get the revs 4000; but you can also pass in top gear.

At freeway speeds of 55 mph the is only turning an easy rpm in fifth gear or 4200 in

If you like to play racer on roads, you don’t have to a lot to keep the engine above grand. Third gear you run close to 80 mph without over the engine, and in fourth you can go over 95

Yamaha found it necessary to the cylinder head cover for efficient top-end oiling. improperly designed baffles in the let oil seep out the breather when the is running; and when it’s oil that accumulates in the breather falls to the ground.

We liked the ratios and overall gearbox very much. The shift travel is short, and the shifting was smooth and positive. When the was new, we experienced some finding neutral from gear.

About 50 percent of the we would miss neutral and end up in But shifting from second neutral was always a no miss After the gearbox limbered up, problem ceased and we never missed a shift.

The clutch some punishment, but it always like it should: It never or grabbed.

HANDLING: The frame has some critical changes to the wobbling that existed on 650 Yamahas. First, the swingarm was an inch and beefed up for more and rigidity. The frame is now heavily around the swingarm mount, head, and rear engine

The longer swingarm increased the to 56.5 inches. The 650 retains its 27 of steering head angle, but the wheel trail has been from 3.9 to 4.4 inches, due to the shorter offset. But even with new frame changes, the TX650A a strange chassis combination makes the overall handling different from the street we’ve previously tested.

Yamaha XS 500
Yamaha XS 500

The TX is a 474-pound heavyweight, and it is still top heavy. 45.7 percent pounds) of the weight rests on the wheel, and 54.3 percent pounds) is on the rear.

The high of gravity adversely affects the slow-speed cornering, low-speed and directional stability in crosswinds. As you go a slow turn, the bike up slightly and heads toward the of the comer when you open the You must make a small, steering correction to keep where you were aimed.

The doesn’t veer off course a deal, but enough to be annoying.

stiffened the 650’s front and rear shocks, which improved its high-speed cornering smooth turns. The bike wobbled at high speed nor did it do unusual in these turns. You can a line through a smooth and the machine will follow it

The footpegs and mufflers are higher year, so we could lean the over much further encountering premature grounding If you play racer and push the to its limits, you will drag the when rounding smooth, banked turns. Through flat corners, the sidestand drag when turning and the muffler mounting bolt when going right.

If a more casual rider, you can reasonable lean angles anything digging into the

The TX650A cruises along highways and open roads You can change lanes quickly and and zip in and out of traffic with ease.

AND RIDE: For hour-long trips, the is comfortable; but on longer jaunts, it very uncomfortable, mainly due to the seat. The seat is hard and down at the front, so as you ride your body gradually toward the gas tank. In this the seat padding is thin and offer much support.

You can the seat base pushing on rear end, and after a while you feel some sores forming. If you move on the seat, there’s a little padding, but still not enough to be comfortable. The stiffness of the suspension the hardness of the seat even annoying. The inability of the forks and to absorb small bumps and caused the bike to bob up and down, hammered the seat against our

On our test bike this was aggravating: but on the borrowed 650, the suspension was considerably smoother. riding on the borrowed bike was about as smooth and comfortable as riding on the test bike-and wasn’t bad at all. And even the suspension on our test bike is to small-and medium-size bumps, enough, they absorb big fairly well without much shock to your

The handlebar/footpeg/seat relationship is fine for shorter than 5′ l0, but long-legged riders will it a bit cramped. The handlebars are high and have a nice rearward but you’ll find yourself in a squat position, with knees high and sharply This eventually makes you and restless.

Engine vibration has a negative effect on the TX650A’s You get a tingling sensation through the thin handgrips, and through the rubber-mounted footpegs; but the largest of vibration comes through the

One nice thing about the TX is its There is very little noise produced by the engine, and the from the mufflers is a deep, one. Our decibel testing that it produces only db (A), so you won’t offend any with loud, unwanted

BRAKING: The Yamaha’s front brake worked perfectly and during the whole test. It only a two- or three-finger on the lever to bring the bike to a and it never wanted to lock up the wheel.

Although the rear isn’t very powerful, it an adequate job of stopping the rear You have to press hard on the pedal to stop the bike, so you never lock the rear accidentally.

The brakes work during panic stops. progressive and stop the bike and predictably without fading. The also doesn’t get sideways or out of when both brakes are on; it stops in a straight line time.

From 30 mph, we got the TX to a halt in 37 feet 1 inch, and 60 mph, it took 137 feet. The never felt apprehensive using the full stopping of the brakes because they so predictably. A beginning rider also find the brakes consistent, and easy to use.

DURING TEST: We were pleased with the TX650A’s The machine spent some hours at the dragstrip and on the dyno, many miles on the streets and Nothing broke, fell off or working, and that’s what is all about.

SUMMARY AND CONCLUSION: The has a rugged, quiet engine produces a wide band of power ranging from to 7500 rpm. Once 10 mph in first gear, it pulls and strongly all the way up to top speed. The close-ratio provides even gear and a short, positive lever

The handling is unusual, with a center of gravity that the bike feel top-heavy in turns, awkward while at walking speeds, prone to be by sidewinds, and reluctant to be tossed a hard corner too quickly. the TX650A is new, the forks and are stiff, causing the bike to around and change direction cornering on ripply or mildly pavement.

After the suspension has a few miles to loosen up, the 650 corners precisely on these same And smooth, high speed create no problem, either the bike is new, or after the wears in.

The TX650A has the potential to be a sporting bike in the tradition of the twins that it originally It has bettered these bikes in areas — electrics, starting, oil retention, reliability and of maintenance. But if there’s one thing these almost-extinct British have going for them, it is handling, and in that respect, the should have to stay school for some extra

Okay, that’s quite of that! Many of the characteristics of the carried over into models, with incremental over the years. So you’ll many of the Yamaha XS/TX in your own bikes, for better or

Yamaha TX750: The mysterious big

The TX750 was a Yamaha motorcycle in 1973 and 1974. It was loosely on the XS650 but had what Yamaha an Omni-Phase balancer to counter which are inherent in a parallel with the crankshaft set at 360 degrees pistons rise at the same

Using a pair of balancers to stabilize the imbalance of the cylinders, the to counter the rocking caused by the balancer), Yamaha’s Omni-Phase eliminated vibration in the TX750, a smooth ride previously possible only in a triple or a cylinder. This new system was a for a Motorcycle but resulted in massive for the first model year. these problems were in 1974 sales never up and the machine was shelved.

Cycle World magazine, in October 1972 issue reviewed the concept when wrote: The result is smoothness belief,. Shut your and you are on a four. It couldn’t be a twin.

In the bike was set up with a single disk brake with to install a second one on the other European machines were with twin disk from the factory. The bike had an interesting warning light with a brake pad wear a first for a motorcycle.

The bike was at first but soon reliability began to emerge and the problems lay the Omni-Phase balancer: At high rpm the weights would whip oil in the into a froth, aerating the oil and the crank for lubrication which in bearing failure.

In addition, the chain would stretch, with the counterweights being out of and making the engine run rough. Yamaha quickly repaired the including a deeper sump and an balance chain, sales and the TX750 became synonymous poor design and reliability.

The Model was extensively modified a revised sump and does not from reliability issues up to date, the Yamaha TX750 a single front disc, provision for a second already into the left fork Starting was electric, and shifting was of a five-speed borrowed from its brother, the newly-named Yamaha The blocky, almost chiseled-looking engine was all new, with a cast-aluminum exhaust manifold doubled as a balance tube, smoothing out the pulses from the twin.

If this wasn’t to get the Yamaha TX750 some a controversial trio of lights between the bike’s speedo and a “diagnostic panel,” made the new model was noticed. Oil pressure lights were nothing but Yamaha upped the ante by not only an oil light, but also a brake lining warning and a rear brake light lamp.

The brake lining light would set when thickness dropped to 2mm or less. But the light warning lamp on whenever the brakes were If the rear brake light out, the warning lamp flicker madly every the brakes were hit.

If the tail lamp burned out the light would light, but than normal, and the warning would stay on.

While riders saw this as a positive toward onboard diagnostics, thought the system was just stupid. “It does strike us a red light that comes on things are working satisfactorily be a bit much, especially when the light flashes when get out of whack,” Cycle said in its 1973 issue.

Unfortunately, quickly turned sour as started blowing up crankshafts. the problem lay with the very that made the bikes the Omni-Phase balancer: At high rpm the weights would whip oil in the into a froth, aerating the oil and the crank for lubrication.

Compounding the balance chain tended to knocking the counterweights out of phase and the engine rougher than a twin. Yamaha quickly fixes for all of these problems, a deeper sump and an adjustable chain, but the damage had been As quickly as the TX750’s star had it dropped to the ground, the model’s quickly becoming synonymous poor design and poor

Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500
Yamaha XS 500

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