How fast xs650

The retro revival is still in full swing with motorcycle trade shows overflowing with homages to bikes from days gone by. But never before has a chip off the old block ever been so accurately described as major manufacturer and master build up team up for the best of XS.

Brooks was quick to reinforce that both Yamaha and Hageman have similar philosophies when it comes to blending the old and new. Hageman retained the XS2 stock hubs, but laced up a pair of Excel rims with stainless spokes to run more modern Shinko radial tyres.

As with all Hageman builds the body work is flawless, razor-sharp custom fenders do nothing to spoil the classic lines. While the immaculate red and white paint on the picture perfect classic metal is offset with a slick tuck and roll seat design.

Besides being narrower than competing multis, the Yamaha also carries its engine weight lower. That lower center of gravity means that the XS can be flicked from side to side and can change direction more easily and quickly than the Fours. It means that the Yamaha feels lighter in traffic and at speed, and steers faster. The difference a lower center of gravity makes shows up dramatically when the rider is cutting through traffic, a time when the ability to make quick lane changes is desirable.

The XS has a broad powerband and runs easily at low rpm. Starting at rpm and shifting up at rpm feels natural and is enough to run away from traffic. Below rpm. Even so, the mirror image is reasonably clear. The bike makes its best power above rpm, but low-frequency vibration increases dramatically above that engine speed and can be felt through the seat as well as through the rubber-mounted bars and pegs. In spite of the fact that the KZ Twin has dynamic balancers to theoretically reduce engine vibration, the XS actually vibrates less at higher rpm than the Kawasaki.

An indicated 65 mph requires about rpm, and at that engine speed the machine is smooth enough that our riders could stand a long day in the saddle without discomfort. The bike averaged Even during the hardest highway running, the Yamaha delivered But back in town the carburetors contribute to an annoying amount of driveline snatch, especially when creeping along in first or second gear with traffic.

It is impossible to accurately control engine speed at very low rpm in the lower gears and the bike won't stay at a steady speed. Accumulated transmission gear engagement dog tolerances combine with the low-speed carburetion inaccuracies to cause the Yamaha to jerk back and forth as throttle is applied or released.

The trait can be compensated for by careful use of the throttle and clutch, but idling smoothly along-in gear and with the clutch out isn't possible. The only time the clutch demands notice is immediately after a cold start. The clutch squeals and squalls at the engagement point, grabbing and making smooth starts difficult or impossible. The noise is caused by inadequate initial lubrication of the clutch basket bushing, which is only stressed when the clutch is disengaged. After a few minutes of running, oil reaches the bushing and the squall disappears.

The bike starts easily even on cold mornings if the correct procedure is followed. The version of the , thanks to that simple change and also the suspension, is the most comfortable XS so far. Fork compliance is good. With a lb. Suspension action on both large and small bumps is above average. The only chassis flaw encountered during highway testing was a tendency for the Bridgestone Super Speed tires to follow freeway rain grooves and produce a slight front end oscillation noticeable through the handlebars.

In sporting use the XS acquitted itself well, largely because of its low center of gravity and ability to turn quickly without requiring a lot of rider force. Instead of having to lift the bike up - as is the case with many street bikes - from one side and throw it down on the other side to make fast left-right transitions as in ess curves the rider can accomplish the same thing with far less effort.

Simply put, the Yamaha Twin responds to rider input quickly and easily. Only the fastest, quickest - entry turns produced the barest hint of a wallow with the shocks at the lowest preload setting. At the highest speeds it is capable of attaining, the XS handles almost perfectly. Ground Clearance is excellent, and only the hardest riding is likely to drag parts.

On the left side, the side stand scrapes. On the right side the footpeg and muffler bracket mount bolt will scrape, but only at the point at which the tires slide and lose traction. But Griner is hardly the only rider who waxes a little poetic now and then over the Yamaha XS, a classic Japanese motorcycle that has generated a deep fan base for its reliability, adaptability and classic lines.

In a production run that stretched from the Who to U2, or to , the affordable twin hooked generations of riders. As a mainstay on the used-bike market for years afterwards, its appeal continues today. Vintage racing would be one example. Available in one color scheme, green and white, the first version featured drum brakes and was not equipped with an electric starter. But the engine, with its horizontally split crankcase and chain-driven camshaft, drew positive reviews and helped make the entire package stand out.

But the original edition underwent numerous changes, beginning with the addition of disc brakes and an electric start with a compression release in Five years later, after adjustments to the frame, engine components, exhaust system, carburetor and suspension, Yamaha created what some collectors consider the masterpiece of the line.

I had four of them at one time. To those who think such an excursion would vibrate the green off of a frog, Lawson has one response. By the time he walked out, he was a fan.