Yamaha XS 750

Honda started the superbike flood from Japan with the CB750 in 1969; Kawasaki followed suit with the Z1 in 1972. The success of those two indicated a public demand for more sophistication, and to many that meant four-cylinders. The two holdouts, Suzuki and Yamaha, continued in an entirely different vein, Suzuki with its GT750 triple and Yamaha with its small-bore two strokes.

In terms of displacement, Yamaha sported a 650cc vertical twin as top of its range, but the Triumph-like styling and vibration ensured the twin would remain more a cult machine. Yamaha's later TX750 and TX500 twins were notable for their complicated counterbalancing system, oil leaks, and an uncharacteristic lack of reliability. Neither could be termed a rousing success. Surely Yamaha would hedge its bets and produce something safe, like a four-cylinder roadster.

In 1976 the answer was given: an emphatic 'no' for their new bike was a transverse triple, with shaft drive as standard. The whole XS750 package was incredibly neat, with a compact engine and transmission and subtle paintwork that made the bike seem even neater and smaller than it really was. Obviously, the most significant feature of the XS750 was its final drive which for the first time made shaft drive available on a machine intended for the mass market. Secondly, manufacturers had until now thought that it was only worthwhile using such a drive with a longitudinal crankshaft engine due to the power loss and mechanical complications involved in turning the drive through 90 degrees. MV-Agusta had for many years been producing a transverse four with shaft drive, but their mechanism was bulky, and anyway how many people could afford an MV?

It was almost as if a myth had been exploded, for here was an inexpensive bike with all the performance and reliability of a Japanese machine with the added attraction of a clean maintenance-free shaft drive. The following year, an updated version of the bike became available, with a higher compression ratio and a few other modifications. It was labelled the XS750E.

The XS features an almost 'square' engine of 747cc, with twin-overhead camshafts, three 34 mm carburettors and electronic ignition. Running with a compression ratio of 9.2:1, the engine produces 68 bhp at 7500 rpm and just under 50 lb ft of torque. With a 120 degree crankshaft, the XS has a distinctive exhaust note reminiscent of the Triumph Trident.

A wet multi-plate clutch is used and this puts the power through a five-speed gearbox and into the shaft drive which runs along the left-hand side of the bike. A broad-based duplex cradle frame is used, while suspension is conventional along with the de rigueuer triple discs on alloy wheels. Finish on the Yamaha is exemplary and the unique styling, complete with black engine casings, sets the bike apart from the crowd. Starting the XS750 is easy in all weathers and the engine soon settles down to a burbling tickover sounding just as one would expect midway between a twin and a four. The gearchange is not to the same high standards as on Japanese chain-drive bikes but it is superior to most other 'shafties' with neutral no trouble to find at all. Acceleration is some way off that of similar capacity twin-cams fours, with a standing-start quarter-mile time of 13-6 seconds, while top speed is just on 120mph, only a few mph from its rivals.

The XS750 is not designed as a sportster, however, and is much more at home when touring. This is emphasized by the handling which is a little soft (to say the least) when it comes to scratching around country lanes. However the dampers are set, there is more than a hint of wallowing in bends and under certain conditions a weave may even be apparent at just over 100 mph on a straight road.

No, the bike is more at home when loaded with a pillion passenger and baggage and with a long journey to look forward to, when its reliable engine and transmission will prove their worth. Braking is something of a disappointment even in the dry, but one tends to forget that the Yamaha belies its looks and weighs just a shade over 500 lb. A firm grip on the lever is what is needed, with wet weather braking performance being a pleasant surprise.

In 1979, an 850 version of the bike was announced and the company's advertising around that time boasted 'The Yamaha four-stroke philosophy: don't use more cylinders than you need'. So that was why the XS750 was launched as a triple in the first place and not as a more conventional four. Or maybe not, for a couple of months after that advert, the XJ650 was announced with a four cylinder motor. Whatever, by this time the XS750 had a faithful following, if only of people who wanted something different.