Why a XS650?

[keelbolts]

Hi,
First off, let me assure you I'm not trolling here. After about 30 years away from bikes, I had a mid-life crisis flair up around the end of last year and bought a '92 BMW R100RS in January. I love it. It's one of the last 150 Airheads sent to the US, Australia, and Canada. As it was built at the same time as the early K bikes, it combines K bike brakes and suspension with airhead simplicity.
Now to why I posted the question. I'm already starting to see that one bike isn't enough. I like older bikes - 70s or so. The Hondas seem to be stodgier than my Beemer and tend to be more expensive than comparable bikes. The GSs are inexpensive, handle better, and, enginewise, are reported to be absolutely bullet-proof. Unfortunately, I can't convince myself I like the looks of them. As "the bike the British would have built if they could have," the XS 650 is very attractive to me. One of my buds had a Triumph and one a Norton when I was riding years ago.

So, why a XS650? How do they handle? How hard are parts to find? How's the engine & tranny? I thank you up front for your time.

[iainh]

Keelbolts... The engine, tranny is bulletproof, Crank runs on huge roller bearings. ( A throwback to Yamahas 2-stroke heritage) camshat also runs on rollers, rather than shells. I have always found the roadster version to be a decent(If a little heavy) handler. Good rubber makes a difference along with good tapered headstock bearings. Early bikes have a reputation for poor handling, prior to the Percy Tait modified frame. One weak point in my view, is the limited oil sump capacity. My preference is to remove the electric start and associated shafts and reduction gears to give me the ability to add more oil. I also tend to favour regular (1500) mile oil changes.

[grizld1]

In stock trim, the XS650, especially in Special configuration, is overweight, top-heavy, and supported by a poorly-damped suspension. Back in the day, it was strictly a price-point motorcycle; I worked for a Honda-BSA dealership when the XS1 came out, and I can tell you I never lost a BSA sale to the Yamaha, but I lost plenty of CB450 sales to it--guys could buy 200 more cc's for around $50. In stock trim the Yam outweighed a stock Trunch Bonnie by (depending on Yam model) 46 to 100 lbs. and handled sluggishly.

That having been said, the XS650 is a decent platform, and can be lightened easily; I've relieved my current D-model of around 50 lbs. without losing anything substantial (the machine looks stock to the untrained eye, no blatant customization) and upgraded the suspension with tapered roller bearings in the steering head, needle bearings in the swingarm, cartridge emulators in the forks, custom fork springs and shocks (from Traxxion Dynamics and Works performance, respectively), a fork brace, and an 18/2.15 front rim. It dances.

Parts availability is excellent, thanks to vendors like Mike's XS, 650 Central, 650 Motorcycles, XS650 Parts, Top Dog Yamaha, and all the owners who bought and abandoned the cheap bike and left heaps of donorcycles around. Fifteen years ago I bought XS650 parts bikes--anything untitled--for a max. of $50 a pop. Things are a little pricier now, but not that bad.

Best of the breed IMO are the Standards produced from 1977-1979 with 35 mm forks and spoked wheels with aluminum rims, with the 1974-1976 a close second--they can be easily fitted with the later forks and brake assemblies. Through 1973, Yamaha fitted 22 mm wristpins which left very little meat in the small ends of the rods, which tended to stretch; IMO, those are best avoided except by folks who treat the engine very gently.

[angus67]

www.650motorcycles.com/
www.mikesxs.com/
check these links out