Yamaha XS650 / XS650P
Yamaha XS650 / XS650P | |
Manufacturer | |
---|---|
Production | 1975 |
Class | Standard |
Engine | Four stroke, parallel twin cylinder, SOHC, 2 valves per cylinder. |
Compression ratio | 8.4:1 |
Top Speed | 185 km/h / 115 mph |
Ignition | Battery, induction coil |
Transmission | 5 Speed |
Suspension | Front: Telescopic forks Rear: Dual shock absorbers |
Brakes | Front: Single disc Rear: Drum |
Front Tire | 3.50H-19 4PR |
Rear Tire | 4.00H-18 4PR |
Wheelbase | 1435 mm / 56.5" |
Weight | 191 kg / 420 lbs (dry), |
Oil Capacity | 2.5 Liters / 2.6 US qts |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 15 Liters / 4.0 US gal |
Manuals | Service Manual |
It could reach a top speed of 185 km/h / 115 mph.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, parallel twin cylinder, SOHC, 2 valves per cylinder.. The engine featured a 8.4:1 compression ratio.
Chassis[edit | edit source]
It came with a 3.50H-19 4PR front tire and a 4.00H-18 4PR rear tire. Stopping was achieved via Single disc in the front and a Drum in the rear. The front suspension was a Telescopic forks while the rear was equipped with a Dual shock absorbers. The XS650 / XS650P was fitted with a 15 Liters / 4.0 US gal fuel tank. The bike weighed just 191 kg / 420 lbs. The wheelbase was 1435 mm / 56.5" long.
Photos[edit | edit source]
Overview[edit | edit source]
Yamaha XS 650 / XS 650P
The 650cc parallel twin from
Yamaha was originally launched (though not in Britain) in 1969, the same
year that Honda let loose the CB750. The two couldn't be further apart since
the Honda was clearly the 'new', the way forward for Japan, while the XS-1
was a copy of the British bikes the CB750 would destroy.
The irony is of course that the
'copy' also went on to survive and prosper long after the bikes it was
cloned from had disappeared.
It was based on the BSA 650
dimensions, with 75 x 74mm bore and stroke, but it also had chain-driven
overhead cam, it was soon to have an electric start and it had 36mm CV
carbs. The engine even looked good.
It was heavy, at a final 4671b,
and power was slowly strangled by emission controls down to 50bhp, but it
was torquey and didn't leak oil. On the other hand it didn't handle too well
but later models -and owner improvements - could and did make a lot of
difference.
The 650S custom version started a
whole new industry, and is probably the most common version you will find
today. Models still running should run for a while yet and will give you the
'character' of a British bike but far fewer of the hassles. Prices are
steady.
Models and Years
First produced as the XS-1, with no electric start and with TLS brakes, a model never introduced to Britain. The first one we saw was the XS-2, in Running & Riding 1975, in garish black and orange. It had unshrouded forks and rear shocks and a single front disc, as well as an electric foot. The same year it was in turn replaced by the XS650, mechanically similar if duller styled. In 1977 came the twin-disc set-up at the front, which was reckoned to be less effective than the single disc of the XS2. In 1979 came the XS650S, a bike which can be 'thanked' for the custom craze it inspired. It intelligently reverted to the single-disc option but had stepped seat, cast wheels (a 16in at the back), 2.5 gallon tank and sold for a very competitive £1399. As late as 1982 this custom bike was still outselling all opposition.
Faults and Quirks
This was, and is, a fundamentally tough motorcycle, let down by poor electrics, and handling that could shorten your life. The duplex frame stayed as it was designed for nearly a decade and wasn't realty that bad. The fault lay in the suspension and bearings. The swinging arm bearings in particular were awful plastic, through which a crudely finished spindle would grind its way. The best cure is to polish the spindle and fit Teflon aftermarket bearings. The ball-bearings in the steering head were often loose (hard to believe but true), and had to be replaced with tapered roller bearings. The front forks were fine, especially the XS650's, which had Teflon bushes, but most rear suspension was soon replaced - Konis with 95-1251b springs were favourite. It was said at the time that the 'stock ignition coils couldn't light a match', so a good kick - on the kickstarter - was often needed to get the bike going. The whole ignition system is often replaced by a Lucas Rita electronic set-up. Lucas coils were often necessary, and the NGK B-7ES plugs need replacing every 5000 miles. The engine is strong enough, given oil changes every 3000 miles. Vibration can be pile-inducing, but the bike doesn't self-destruct as a result The exhaust system does. Check for camchain noise, as this is a manually adjusted item, and listen for excessive clutch noise - fit heavy-duty springs if you can find them. Also look out for split diaphragms in the Mikuni carbs as they are prone to damage, and the engine will run roughly as a result The whole cycle was not that well finished, with thin paint and poor lacquer on the engine cases. This is good for knocking money off the price but can be remedied as you wish, either chroming, stoving or just polishing. Some people went for big-bore kits, such as the 750cc Alf Hagon conversion, which is still available, and the engine, particularly the bottom end, is quite strong enough to take it
Road Test 1974When other manufacturers are dazzling the
motorcycle world with innovative new models and displays of R&D genius in their
top-of-the-line equipment, Yamaha seems content to rest on its laurels...or at
least on the steadfast solidarity and age-old appeal of the 650 Vertical Twin.
Displacing the never-weaned 750 Twin from the head of the Yamaha pack, the OHC
650 goes up against stiff competition with practical, but non-earthshaking
credentials.
It's the traditional British concept in a far
more refined and civilized, yet still incomplete package, despite six years of
fussing. That's what we said...six years. Seems almost like yesterday that the
1970 green and white, XS I was introduced; the bike with the right idea but a
long way to go. And it's gone a long way; on to the XS1B, the XS2, the TX650 and
TX650A...to now, the XS650B. But there's been a whole lot more going down than
mere alphabet changes. One ride gives more than subtle indication that the
XS650B is a vastly improved and different motorcycle than the original XS1.
But even the original was lauded as the Twin to
end traditional British woes. No more oil leaks they said. No more electrical
problems they promised. Quieter was the word. "Numbing vibrations cut
drastically," read the bold type. And even the promise of push-button starting.
Hark! A BeezerTrump minus the acne. But it was not to be.
Though the XS1 followed through and delivered
many of those expected promises, it lacked an all-important ingredient, the type
you cannot put your finger on. Distress came to many when they found that the XS
I felt Japanese. So what's wrong with a Japanese motorcycle feeling Japanese?
Everything... when it's supposed to feel British.
After years of Triumph and BSA Twins, riders were
ingrained with the idea that the Britains had themselves a couple of motorcycles
that handled beautifully. That they did. For many riders that feature alone
(coupled with good engine performance), outweighed the hassles then inherent in
a British piece of equipment. Conversely, all the goodies and conveniences found
on Yamaha's new 650 did not outweigh the fact that it steered like a wheelbarrow
and could be downright treacherous in certain situations. So in the period of
time from then to now, Yamaha has gone to work on its 650 to correct the
imperfections, while the British have teetered on the edge of doom, beset with
labor problems. Yamaha has succeeded in clearing up many of its; the British are
still struggling.
The XS2B of 1975 is virtually a carbon copy of
last year's TX650A...with some new paint. Significant changes had taken place in
the '7304 models and Yamaha was apparently satisfied with the results, hence the
lack of giant upheavals in the present model.
Smoothness is now a touted feature of many
machines in the industry. Yamaha felt the trait important enough to warrant
complex contrarotating weights and balancers in their 500 and 750 Twins. The 500
has been successful, the 750 not. And in the meantime, Yamaha was bugged with a
650 that shook...more than noticeably. So with all this emphasis on smoothness
and consumer awareness (from reading motorcycle magazines), they went to work on
the problem in the simplest terms possible. This meant curing what they had,
thus not entailing a major redesign or engineering blast.
Compression ratios were lowered, then raised.
Nothing too significant happened. Pistons were then lightened 20 percent to
reduce the reciprocating mass inside the engine. Add to this lighter connecting
rods, and things start falling into place. The 650 was smoother.
Most motorcycle enthusiasts realize that this 650
vertical Twin is much more than just another engine to Yamaha. It was and is
their legal connection to AMA professional dirt track racing, their basis for
the power unit in the machines run by National Champ Ken Roberts, who twice has
given Yamaha that Number One plate. And that single digit number is worth much
in terms of sales, not just of 650s, but of everything in the Yamaha line-up.
Number One means exposure and plenty of free advertising. And this is the motor
that got them there, though the differences in Roberts' engine and the unit in a
standard XS2B are equatable to those between an armadillo and a tiger.
Like a British Twin, the engine is compact,
simple and straight forward. Unlike older Triumphs and BSAs, oil leaks are
minimal, but the latest Triumphs are much better in that respect as well, so
that advantage is of lesser significance. There are no pushrods to operate the
valves, rather a simpler and more efficient single overhead camshaft. The cam
gets its drive from a single-row chain running from the center of the
crankshaft. Chain tension is maintained by an idler gear located behind the
cylinder.
Professional racers switching from Triumphs to
Yamahas. often have problems getting used to the Yamaha's quick-torev-and-unrev
type of power delivery. Gene Romero, factory team rider, relates the feeling
back to 1965 and his 500 Triumphs. "You gotta keep 'em revving off the corners
or they'll bog just like the old 500s. This is due to the small size of the
Yamaha flywheels, and this quick revving ability is immediately apparent in the
stock machine as well as the racing equipment. Sitting at standstill and
blipping the throttle gets an immediate reaction from the engine. And the lack
of flywheel effect lets the rider know in an instant if he has selected too high
a gear in a particular situation. The 650 will buck and stumble until the rider
gets wise.
Common practice on many bikes is a
pressed-together crankshaft assembly, and the 650 Yamaha follows suit. Four
full-circle crank wheels are employed and the center shaft and wheels are
splined to prevent the movement or variance of these parts. Three roller
bearings and a ball bearing support the crank assembly. Few problems have ever
beset this area so we know they're robust enough. The lighter connecting rods
turn on needle bearings. A 360-degree crank configuration means that the pistons
travel up and down together; the rump, rump, rump of the exhaust gives that away
in an instant.
Straight cut gears hook up the crank and
mainshaft of the five-speed transmission.. Straight-cut gears are noisy but
efficient, neither of which is apparent to the rider of the 650.
A medium to hard tug on the clutch handle
operates the five metal and six cork-lined friction plates of the wet clutch
assembly. Six springs provide the tension to hold the plates in position. The
clutch hub bushing is lubricated by pressurized oil from the mainshaft.
Shifting our particular test machine was a bit
peculiar. It seemed as though the rider had to force the gears into position;
not that it caused missed shifts or problems such as that... it was just
disconcerting to put so much pressure on the gear-change lever. Lever travel, by
the way, is short. Coupled with the boot pressure necessary for clean shifts, it
made the gearbox feel vague. At times neutral was evasive as well. Much of the
time we resorted to finding the "N" quadrant when rolling to a stop. Far easier
that way. Ratios are well matched to the engine and allow good acceleration as
well as sufficient top speed.
The recommended 20/50-wt. engine oil is delivered
by a trochoidal pump (rotary type) to the main bearings, crank pins,
transmission main shaft, clutch bushing, shifter fork guide bar and rocker arms.
The remainder of the engine parts are lubricated by "oil splash." A convenient
dip stick lets the rider keep tabs on oil level.
Conventional and usually reliable battery
ignition is used on the S. Two sets of points, located on the upper left of the
cylinder head, trigger the secondary coils at the prescribed time and furnish
spark for the plugs. The points are fitted directly to the camshaft. An advance
mechanism is used to retard the timing for easy starting and smooth idle. Yamaha
dropped the previously used compression release from the 650 when they
discovered that it wasn't necessary to allow the hefty starter motor to spin the
engine over. Works just fine without it, thanks.
Part of the reason for a smoother running Yamaha
650 is the carburetion. The twin 38mm Mikunis are of the constant velocity type,
similar to those fitted on the 500 Twin. Uneven transitions in carb operation
have been eliminated by changes in metering and circuitry.
Constant velocity carburetion is interesting. The
velocity of the fuel mixture through the venturi, regulated by the opening of
the butterfly and engine speed, causes a pressure difference between the top and
bottom of the carb piston. The pressure difference raises and lowers the piston.
If the throttle were snapped closed, the piston would have a tendency to float
in the bore of the carb until the pressure was stabilized. The diaphragm tends
to dampen this movement and eliminates the accompanying surge. Performance and
operating economy gain as a result. We averaged 47 mpg in many different types
of riding, none of which included "babying" the motorcycle. With the four-gal.
fuel tank, effective range with reserve approaches 200 miles. Generally our XS
went on reserve at about 160 to 165 miles on the resettable odometer. Roughly
seven-tenths of a gallon would remain at this point.
Like we have said, the latest 650 Yamaha is
decidedly smoother than its predecessors. The numbing vibration of the past is
gone. But the bike is still not comfortable enough for longer trips. Even though
the handlebars are rubber-mounted, their shape sits the rider straight up on the
seat and in the force of the wind. A slightly lower and more forward position
would lean the rider into the wind and into a far more comfortable proposition.
Grips are far too hard, and all but eliminate the advantage of the
rubber-mounted bars. And the seat...typically Japanese, is good for about 100
miles of highway before the rider starts looking for a massage parlor to get the
circulation going again in his butt.
The current 650 is blessed with the same frame
geometry as past versions but heavier gusseting, stronger tubing and a longer
swinging arm add much to handling. Yokohama tires are new too, and though not
nearly the best, they do a far better job than what came as original equipment
before. Most of the new gusseting is concentrated at the steering head and in
the swinging arm pivot locations. Reduced flex in all areas is readily apparent.
Safer, better... yes, but still not a Triumph or a bike that one will want to
throw around casually on twisty roads. It does not have the tires or the Ground Clearance or the heritage of the RD350. And the suspension lacks heavily in many
important respects.
Rough surfaces bounce the machine around to the
point of grip-tightening concern, especially when leaned over in a bend. Front
forks remain oblivious to many surface irregularities; the ones that get their
attention usually get the rider's too as he steers around them. The rear shocks
feel at times as though they were made from bar stock; they're that indifferent
to the bumps. So the 650's suspension is the next area Yamaha's engineers should
turn their attention to. As it stands, accessory shocks are in order for any
type of riding and the forks will have to be diddled with. If not, a kidney belt
is in order.
Much of the remainder of the machine is typically
Yamaha; finish is good but overdone, brakes work better than "good," even though
the tires can't keep up, warning lights do lots of warning. A good deal of
Yamaha tradition remains.
But it's what doesn't remain that's important.
Yamaha's 650 is a better motorcycle. In this day and age of Threes, Fours,
Sixes, even Rotarys, what can be said for the likes of a 650 vertical Twin?
Plenty. And we're glad it's here.
Source Cycle 1974
Make Model | Yamaha XS 650 / XS 650P |
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Year | 1975 |
Engine Type | Four stroke, parallel twin cylinder, SOHC, 2 valves per cylinder. |
Displacement | 653 cc / 39.8 cu in |
Bore X Stroke | 75 x 74 mm |
Compression | 8.4:1 |
Cooling System | Air cooled |
Lubrication | Wet sump |
Induction | 2 x Mikuni BS38 carburetors |
Ignition | Battery, induction coil |
Starting | Electric and kick |
Max Power | 39.5 kW / 53 hp @ 7200 rpm |
Max Torque | 54 Nm / 5.5 kgf-m / 39.8 lb-ft @ 6800 rpm |
Transmission | 5 Speed |
Final Drive | Chain |
Front Suspension | Telescopic forks |
Rear Suspension | Dual shock absorbers |
Front Brakes | Single disc |
Rear Brakes | Drum |
Front Tire | 3.50H-19 4PR |
Rear Tire | 4.00H-18 4PR |
Dimensions | Length: 2179 mm / 85.8"Width: 899 mm / 35.4"Height: 1161 mm / 45.7" |
Wheelbase | 1435 mm / 56.5" |
Ground Clearance | 150 mm / 5.5" |
Dry Weight | 191 kg / 420 lbs |
Fuel Capacity | 15 Liters / 4.0 US gal |
Average Consumption | 5.0 L/100 km / 20 km/l / 47 US mpg |
Oil Capacity | 2.5 Liters / 2.6 US qts |
Top Speed | 185 km/h / 115 mph |