Yamaha XS 1100E

The XS1100 was Yamaha's conception of the ideal touring motor cycle. It was large and heavy, at home on the highway but uneasy through bends. It was intended for the USA, where it persuaded would-be and current owners of 750-1,000cc BMWs that Yamaha were offering a value-for-money package that had the German flat-twin beaten hands down.

The XS provided four cylinders against the BMW's two, dohc versus primitive pushrods, three disc brakes instead of sometimes no more than one, up-to-the-minute transmission with quieter gear-changing, 20 per cent more power... all this, and its price was approximately half, certainly not more than two-thirds, that of the BMW. Hitherto reckoned to be the ultimate tourer, the BMW slipped to second place behind the Yamaha in many western States.

In Europe, and especially in the UK, the Yamaha had a less enthusiastic reception. 'Dry' weight of the XS1100 was 600lb, which made it 1001b heavier than the original CB750 Honda; this plus the long (61 in) wheelbase gave the Yamaha slow cornering reactions that dismayed riders reared on the likes of a 110mph Triumph Bonneville or, later, accustomed to the behaviour of the fast but critically lighter Suzuki 1000.

What the XS1100 offered was sheer power. Not the lightning-response, high-rpm variety provided by apparent rivals, judged on displacement, such as Honda's CBX; but power — more precisely torque — to take this 600lb motor cycle plus say 500lb of rider, passenger and luggage from 30 to 125mph in top gear in under 20 seconds.

Less than a year younger than the XS750, the big four of 1978 showed significant differences from the three, apart from the obvious one of the extra cylinder. Where the primary drive of the smaller engine was taken off one end of the crankshaft, the 1100's Hy-Vo chain came from the middle of the shaft. Other unspecified modifications to strengthen the broadly similar transmission were carried out in deference to the 1100's 30 bhp increment. The engines differed in the reduced finning allowed for the four's cylinder head, which was more than compensated for by an oil cooler, carried in front of the twin down tubes. Combustion-chamber profiles were different, too, with the four's designed to take more kindly to low-octane fuel.

A preload-adjustable front fork was present to help owners with a taste for experiment and some patience with tools; but, however finely set, it did nothing to improve the basically mediocre handling.

Standard equipment on the bike includes fuel gauge, a cut off switch for the ignition should the bike fall over, self-cancelling indicators and sockets for intercom, fog lamps or other accessories that could be fitted.