What was the displacement of a Yamaha XS in 1980?
“Right,” the engineers replied, and Yamaha’s XS triple got 3.5 millimeter oversize pistons for 1980, which gives the XS850 a total displacement of 826 cubic centimeters. Myriad other changes were introduced with the bore increase.
What’s the acceleration of a 1978 Yamaha xs850sg?
The XS750E we tested in 1978 turned a 12.89-second, 103.80 mile-per-hour quarter mile; this XS850SG’s best acceleration run was a 13.26-second, 101.46-mph effort wrung from it in the course of two-dozen tries. So Yamaha’s 1980 triple, big pistons and all, is a little slower than the 78 XS750. Why?
What was the top gear ratio of a Yamaha xs750d?
The original XS750D’s transfer gears gave it an overall top-gear drive ratio of 5.20:1. Another set of transfer gears moved the XS750E’s top-gear ratio to a tighter 5.71:1 and that did as much for its vastly improved performance as the numerous engine modifications introduced in 1978.
What’s the difference between Yamaha xs750sf and XS850 special?
The XS850 Special’s mufflers are small, 100mm shorter than those on the XS750SF (which were appreciably shorter than the XS750 standard’s), and even though they are linked by a cross-over tube for exhaust-pulse sharing they probably do comprise an impediment to exhaust out-flow.
What was the top speed of a 1979 Yamaha XS1100?
It had some ‘traits’ which were not common on chain driven bikes. The 1979 Yamaha XS1100 Special used an 1101 CC air cooled four stroke dual overhead cam four cylinder transverse mounted motor that made 95 HP with a five speed transmission and shaft drive that showed a top speed of 126 MPH.
What kind of shaft drive does a Yamaha XS1100 have?
Shaft drive pointed to the touring aspirations of the Yamaha XS1100. The Yamaha XS1100. The Yamaha XS1100. When the time came for Yamaha to join the Superbike ball, the Yamaha XS1100 (also known as the Yamaha XS Eleven) was fashionably late.
What is transistorized ignition on Yamaha XS1100?
Borrowing from the automotive world, the new XS included transistorized ignition with vacuum advance, the former for reliable firing, and the latter to greatly improve mid-throttle and trailing throttle performance thanks to its ability to advance ignition timing when it’s most needed.
When did Cycle magazine take a Yamaha XS1100?
When Cycle magazine took an XS1100 to the local drag strip for its January 1978 issue, the massive XS laid down speeds never before seen by a Superbike of the period. Nineteen runs were made, with every trip of the lights coming in under 12 seconds.
“Right,” the engineers replied, and Yamaha’s XS triple got 3.5 millimeter oversize pistons for 1980, which gives the XS850 a total displacement of 826 cubic centimeters. Myriad other changes were introduced with the bore increase.
The XS750E we tested in 1978 turned a 12.89-second, 103.80 mile-per-hour quarter mile; this XS850SG’s best acceleration run was a 13.26-second, 101.46-mph effort wrung from it in the course of two-dozen tries. So Yamaha’s 1980 triple, big pistons and all, is a little slower than the 78 XS750. Why?
What kind of fuel does a Yamaha XS850 use?
Nor will the touring rider have to worry about the quality of the fuel that goes in the tank: the XS850 ran fine, without perceptible signs of displeasure, on high-lead, low-lead and no-lead. Air does not get to the XS850’s ultra-lean carburetors without a fight.
The XS850 Special’s mufflers are small, 100mm shorter than those on the XS750SF (which were appreciably shorter than the XS750 standard’s), and even though they are linked by a cross-over tube for exhaust-pulse sharing they probably do comprise an impediment to exhaust out-flow.
When did the Yamaha XS 850sg special start?
Four-stroke motorcycle engines began to rebreath their crankcase vapors back in ’73, and the fume-return system on the XS850 shows a determination that no wisp shall be allowed to escape into the atmosphere.
How does air get to the Yamaha XS850?
Air does not get to the XS850’s ultra-lean carburetors without a fight. It must swirl its way through an EPA-sponsored equivalent of a funhouse mirror-maze, making two about-face turns on the way and then dodging around crankcase-fumes paraphernalia to get into the carb throats.