The alternator and starter motor are mounted behind the cylinders. Approximately 11k original miles Gets around 50mph hwy cruising, 3. This bike is not particularly bad for taller people, and the front fairing has some nice molded-in wind deflectors for your hands, but almost any motorcycle perhaps excepting a Gold Wing, etc. The clutch is of the wet, multi-plate type and is hydraulically operated. But I wasn't satisfied with it's incredible stock power and handling, and wanted to keep up with today's modern bikes, so I jetted the carbs, had a larger sprocket installed, added Lazier exhaust pipes and had it dynode.
And much nicer than anything else I had been looking at. . Suzuki chose to develop this oil-assisted cooling system because its engineers realized that meeting both the weight and power goals set by Yokouchi would be difficult without it; they estimated that liquid-cooling would have been 14 pounds heavier, and they were concerned about reliability with a pure air-cooling system. The windshield is 50mm about 2 inches taller to further separate the rider from the windblast. Yamaha used five valves per cylinder three intake, two exhaust to try to maximize the amount of air they could pack into the engine by going a step beyond the now commonplace four-valve designs.
The airbox was shifted forwards to a new position just behind the steering head, and the fuel tank extended down into the space normally occupied by the carbs. But Yamaha's engineers made it work on a test bench if not on an actual motorcycle ; and when it came time to build a knock-the-competition-dead 750 sportbike, they were primed to use their new technology. There are even more differences in engine performance and handling characteristics. And to ensure that both machines were stretched to the fullest, we enlisted the aid of Doug Toland, a California club racer who has of late been dominating the streetbike classes at that track, turning times on a production 600 that are more appropriate for a superbike. So fix up that crashed bike, get those dicey panels replaced, or just buy some Airtech bodywork to lighten up your machine. Yamaha achieved this by placing the behind the cylinders, instead of the more normal position: on the end of the. Yamaha stuck with a conventional round bore, but squeezed four intake valves and three exhausts above it.
This is identical in exterior shape to the original factory Yamaha piece except that the mid fairings are integrated into the piece and the headlight opening is closed. The bank of Mikuni downdraft carburettors sat where the cylinder head would normally have been. Anyway, I looked the bike over nice and discussed the maintenance program it had enjoyed until now very satisfactory with the owner, who then let me take it for a ride. Read the riders' comments at the bike's. They learned that many small valves could also help in building an engine that combined excellent peak power with a strong mid-range.
The figures were promising, with a peak output of 105 hp. That desire, barring turbocharging, leads in one direction only—higher engine speeds. Similar thoroughness has been applied to finding horsepower in the engine. Brakes were discs, front and rear; interestingly, the same size was used at both ends—two at the front wheel and one at the rear—but it was still very easy to lock up the rear unless your right foot was very attentive. And while I still enjoy looking at sport bikes, I have no burning desire to own one again as transportation.
This solo seat cowl has two tabs along the bottom edge that hook underneath the upholstery for installation. On this crisp, mountain morning, both riders, piloting the two highest-performance 750s available, are having the time of their lives. The Genesis engine has five valves per cylinder and. Other practical features included a generous fuel range, and the fact that the valve train not only proved very reliable, but required adjustment only every 28,000 miles 45. Fond fond memories of that motorcycle. Our machine tingled in the bars and the tank at 4500 rpm, which happens to be an indicated 60 mph in sixth, right where most riders will ride most of the time on an open highway.
Rear Suspension Monocross with single shock adjustable for preload. Handling was stable and precise. Our riders found themselves consciously using the throttle to steer instead of the handlebars be- cause adjusting the throttle gave smoother, more predictable results. The 16-inch 410 mm front wheel is held between spring and oil damped. The strong mid-range made the bike easy to launch, but keeping the front tire near the ground through first gear was difficult. Rear Suspension Monocross with single shock adjustable for preload. Downdraft carburettors were adopted for improved gas flow, but, for motorcycles, a disadvantage was that the intake was above the engine, taking up space from the fuel tank, rather than being sited conventionally behind the engine.
Power gains over previous Suzuki 750s came from longer-duration cams, bigger valves made possible by small, lOmm-diameter sparkplugs , more compression, and less curvature in the inlet ports, as well as other, more subtle details. You are also welcome to read and submit motorcycle reviews. But even that bike posed a problem: 750cc motorcycles sold in the Japanese home market are limited to a 77-bhp output, compared with 105 bhp on models exported to Canada and most parts of Europe. Simply drill the mounting holes, mount onto your chassis, and replace your tired and busted body panels. Yamaha adopted the 5-valve concept, using three intake valves and two exhaust valves per cylinder, because it allowed both excellent and high rpm. Unfortunately for Yamaha, it did not achieve the sales success it deserved, even when uprated a year later with a full fairing. Upright cylinders and the traditional bank of carburetors behind them force intake ports into contortions that slow airflow at high rpm.
Simply drill the mounting holes, mount onto your chassis, and take off the paint. Then I dropped the bars cafe style and put much stickier Metzlers on it, so now I can Handel with the new bikes too. The holes are there if you want to install your own. The compact chassis proudly showcases the 58 cubic inch 942cc , air-cooled, 60° V-twin sitting at the heart of the bike. This bike is in mint, showroom and museum condition and in my opinion a very collectable piece of 1980's crotch-rocket history. I cannot remember any knock on Yamaha that was not purely anecdotal.