YAMAHA XS

YAMAHA XS-650 (XS1)

Breaking With Tradition To Extend An Older One, Yamaha Comes Up With A Well-
Disguised Racing Engine In A Sporting Big Bore Roadster.
Original article appeared in Cycle World magazine Road Test Annual, 1970

YAMAHA'S NEW
BIG BORE will be
likely to cause
confusion to
innocent
bystanders. From
a distance it
resembles several
other machines
that follow the
almost classic 650-
cc or 750-cc vertical Twin pattern.

It may seem strange that Yamaha-breaking with tradition to

build its first four-stroke machine-would follow a path already
beaten. Starting from scratch they could have opted to build a
three- or four-cylinder super bike. But the situation in both the
Japanese and U.S. markets made the 650 Twin a wiser choice.
For one thing, the big domestic market in Japan is becoming
more affluent.  Like many Americans, they buy up the medium
displacement machines in great droves, but hanker after that
day when they can own a "real" (translate that as "big displacement") motorcycle.  The jump in
cost and size from a 250 or 350, to it 650 Twin, is not quite so big as to a larger one.  Expanding
markets in S.E. Asia are also getting ripe for a 650.  In the U.S., where the superbike battle is
raging, the XS-650 slips neatly into that less costly "in-between” area.

It's not a bad move, as the vertical Twin has been a popularly accepted form of sporting
transportation in the U.S. for about two decades.  As a design, it is pre-sold.  It is reasonably
compact and light, and lends itself to sporting applications, both in everyday road use and on the
race track.

There is no question that Yamaha has achieved the

classic Big Twin "feel."  Start the XS-650, sit on it and
close your eyes and you could be sitting on any one of
four British Twins. Seating position, handlebars, height,
general balance and weight distribution, even the sound
of the 360-degree alternate firing crankshaft
arrangement, recall another country and a tradition
other than Japanese.

But there are differences that are quite Japanese.

 Flywheel effect is lighter, and the engine picks up revs
quite rapidly when the throttle is blipped.  The five-

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speed gearbox shifts on the left.  The XS-650 is delivered

in a tractable state of tune, and doesn't really need the
five ratios.  But the gearbox, the single overhead
camshaft, and the overall construction of the engine beg
the race tuner's hand.  The machine is robust, laid out
for rapid access to its internals, and ready to be stretched.

It may seem rather rude to call the engine layout of the XS-650 "conventional," for the machine is
the most sophisticated 650-cc Twin commercially produced.  But conventional it is, in Japanese
terms.  And this normalcy is actually a desirable attribute.  The practice is already proven.

For example, the crankcases split horizontally, offering the

advantages of oil tightness through the elimination of vertical
joints and one-step access to both the lower end and the
gearbox.  The 650's four-main-bearing crankshaft, made up of
four separate flywheels, recalls the practice established by
Honda in its smaller Twins. Couching that great rotating mass,
in so many main bearings virtually eliminates that old parallel
Twin bugaboo-crankshaft flexure at high rpm. This may seem
unnecessary in a machine with a 7000-rpm power peak, but it
should be evident that the machine can be turned much tighter
with safety.  This leaves much room for annual development of
production models, as well as any optional power kitting. And
it should make Yamaha's active racing department mighty
happy.

Alternate 360-degree firing order is used, giving even firing

impulses, and that familiar husky sound that has been the trademark of the big Twins for years. A
splined hub, connecting the two sets of flywheels, incorporates a sprocket to drive the overhead
camshaft chain.

Rolling bearings are used throughout the engine. The timing side and the two center mains employ
roller bearings, while the drive side is a ball bearing. The connecting rods use caged rollers at the
big end, while caged needles are used for the wrist pins.

Aluminum pistons, slightly domed with valve pockets, are of

three-ring design, with two compression rings and one oil
control ring.  The alloy cylinder barrel has iron liners.  Ribs

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are cast between the fins to reduce the mechanical noise

level.  Noise suppression is also provided in the aluminum
cylinder head by small white rubber discs placed alternately
between the fins. These measures work quite effectively,
counteracting the inherent sound transmitting nature of
aluminum.

A spring loaded guide, attached to the wall of a cavity in the

cylinder block, locates the cam drive chain, and takes up
unnecessary slack.  Chain tension is regulated by an
external adjuster found at the rear of the cylinder.  Full-
length studs, originating in the top crankcase half, connect
the entire head and cylinder assembly rigidly to the
crankcases.

Oil pressure is provided by a gear pump driven by a steel

spur gear off the crankshaft.  The pump is in the primary
drive cavity, on the right side of the engine.  A double
filtering process is incorporated in the lubrication cycle.  Oil,
passing through a screen at the bottom of the sump,
circulates through the pump, and out through yet another screen before it is fed through both ends
of the crankshaft to the big ends.  Splash and oil mist lubricate the main bearings and wrist pin
needles.  Oil thrown from the connecting rod big ends is thrown onto the cylinder wall for
additional lubrication of the piston skirts. Camshaft and rocker arms are pressure-fed by
passageways from an external oil tube at the front of the cylinder.  Oil also feeds to the critical
scuffing areas of the cam lobes and rockers.  After draining down to the sump cavity, the oil
begins a new cycle.   The overhead camshaft rides on four ball bearings.  These bearings are
narrow, two of them at each end of the cam doubling up two narrow hearings increases load
capacity over a single wide bearing of equivalent size.

Cam profile might be described as sporting but gentle, particularly

for a "single knocker." Intake opens 47 degrees btc, closes 67
degrees atc; exhaust opens 60 btc, and closes 41 atc, yielding intake
duration of 294 degrees, exhaust duration of 281, and overlap of 88.
 But the ramping to peak lift of .360 in. is mild.  Presumably the upper
power range of this machine, now limited to a 7500-rpm redline
would respond quite well to a hairier grind, and, as the 650 is
obviously designed to stand higher rpm, this would be a likely place
for the tuner to extract latent bhp.

On top of the head is a removable aluminum casting which carries

the four individual rocker shafts; it doubles as the top half of the
cambox.  When this cover is removed, access to the cam and valve
train is possible.  The four valves are held on seats by a pair of inner
and outer coil springs.  The spring retainers and keepers are steel.  Automotive style umbrella type
rubber oil seals slip over the valve stems, and form a barrier around the end of the guide to keep
excess oil from seeping down into the intake and exhaust ports.

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Valve adjustment gear is reached by removing the four bolt-

on triangular shaped covers at the front and rear of the
cambox. Adjuster screws and lock nuts in the rockers
regulate the necessary clearance.  The one-piece camshaft
is hollow, with the driven sprocket in the middle and lobes for
corresponding valves on either side.  Through the hollow
center passes a shaft which connects the contact point
actuating cam on the left with the auto-advance mechanism
on the right.  Separate assemblies are found under oval
covers above each spark plug hole.

Power is transmitted from the crankshaft by a straight-cut

primary drive gear that engages directly with corresponding
teeth on the clutch gear.  This clutch gear is connected to
the clutch housing by anti-shock springs.  Needle bearings
take up the clutch hub end thrust, and the multi-disc clutch transmits power smoothly and easily.

Constant-mesh rive speed transmission gears run in a common cavity with the crankshaft. The
engine oil in the sump is churned up onto the gear train and lubricates the entire assembly and the
ball bearings that support them. The primary drive gears are also lubricated by this method.  With
one source of lubrication taking care of everything, routine maintenance is simplified.  An oil
change every 500 miles or 30 days is a wise move in light of the fact that one oil is the only
lubricant for all the critical wear areas in the engine.

The rubber-mounted dual carburetors are of the constant

velocity type, and throttle response is excellent.  A butterfly
valve in the carburetor is actuated by the throttle cables. As
this valve is opened by the twist grip, engine vacuum
decreases and a diaphragm in the carburetor controls the
opening of a second valve to allow passage of the fuel-air
mixture in direct relation to the needs of the engine.
 Efficiency and economy are primary features, as fuel
consumption is determined by vacuum, not the
indiscriminate yank of the throttle cable by the rider.  Air
filtration is taken care of by two replaceable paper elements, which are easily reached by removal
of the metal side covers.

The frame is a double loop, with a single top tube under the gas tank.  The engine unit is snugly
cradled between the mild steel tubing, and ample gusseting is placed at areas of stress around the
fork head arid the swinging arm pivot area. A stout tubular swinging arm contributes to the
absence of undue flex and twist.

Vibration is minimal above an idle, suggesting that the frame

is "well-tuned" to the engine. Stability on the road is evident
at all speeds.  Steering is precise, with a slight amount of
understeer in the turns.  The fork angle is suitable for a good
road hike, and surface irregularities are overcome with only
the slightest amount of handlebar wiggle.

Fork damping and spring rates are matched to the weight

and type of road surfaces for which the machine is intended

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to be used. Yamaha is not trying to kid its prospective owners by calling the XS-650 a street-
scrambler.

Appearance of the new Twin is excellent, with finish of the different

components above average. Chrome steel fenders set off the black
frame, while the candy paint gas tank is in keeping with the current
trend towards attention-getting eye appeal.  Individual tach and
speedo heads, as well as the foot rests arid handlebars, are rubber
mounted.  This eliminates the vibration tingle in the hands and feet
that are so annoying after a few hours of riding.  Control and seating
position is just right, further assuring a comfortable ride.

One or two prods of the kick starter would bring the throaty Twin to
life.  Choking is necessary when the engine is cold and a two to three
minute warm-up is required to allow the carburetors to respond
correctly, another distinctly Japanese trait.  The sound from the twin
megaphone-styled mufflers is on the loud side, which will cause the
public to notice the new machine quite readily. Unfortunately, the
gendarmerie as well as our cranky senior citizens will be aware of its
rumbling presence, and a trip to see the local judge might result,
although Yamaha states they are fully approved.

The XS-650 felt quite at home on the winding roads of the Malibu
mountains, with the brakes being the only components to show
signs of fatigue.  Yamaha has provided an air scoop on the front
unit, and exhaust holes in the hub opposite the backing plate.
Removal of the plate and plugs that cover these holes would
facilitate brake cooling, and is advisable whenever heavy usage
is contemplated.

In its introductory year, the XS-650 must be considered a succes

fou (crazy success), having supplied all the ingredients required
to please the big Twin fancier in an up-to-date, beautifully styled
package.  It looks good, rides good, stays clean and shows few of
the faults one would expect in a first-year model.

As delivered, it performs on a par with its peers.  The bonus:  that

new engine is a racing machine in disguise.  For that reason, we
fully expect that Yamaha's partial invasion of American "Class C" racing-limited previously to its
rapid 250 and 350-cc road racers (and the 250 trackers)-will become complete in very short order.

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