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YAMAHA YB100
1974-92, 97cc t/s single,
10hp 65mph 80mpg 190lb
Simple, reliable commuter, shares a chassis with FS1E moped (motors swap!). Runs to 30k, rebore’s needed (small-ends next to go). Sign of high mileage’s lots of smog and a nasty gearbox. Chassis and electrical rot are problems on the really old ones. Poor starting may just be a shot condensor.

YAMAHA RS100/125
1978-87, 97/123cc t/s single,
10/12hp 70mph 80/65mpg 210lb
Most rusted to death. Small-end rattles first; engines tough for first 20k, tuning games kill them. Handling at speed jittery, quick wear suspension wrecks the steering. Frames bend easily in crashes. Even good ones rot rapidly.

YAMAHA RXS100
1985 on, 98cc t/s single,
12hp 70mph 100mpg 230lb
Simple commuter limited by poor suspension and fading drum brakes. Many ruined by amateur tuning efforts, although up to 17hp in such a light chassis can be fun! Expect engine hassles after 30k, though, plenty of low milers.

YAM RD125LC
1982-89, 123cc w/c t/s single
12hp, 70mph, 70mpg, 260lb
Can safely be derestricted to 21hp. Allspeeds and bigger main jet will let it do 90mph but loss of power below 6000 revs. Ability to wheelie’s a sign of a good engine, as is a slick gearbox. Rebore at 35 to 40k. Check rear suspension for wear, swinging arm rusts, calipers seize. Neat way into the learner game and useful, when tuned.

YAMAHA YAS1/3
1969-73, 123cc t/s twin,
15/16hp 75/80mph 70mpg 250lb
YAS1 had old-fashioned humpback styling and a tendency to burn holes in its pistons, but was a wild enough little thing in its way. Now very rare. The more powerful YAS3 looks almost classical but could overheat and was very sensitive to ignition timing. Both need a crank rebuild around 20/25k. Good ones now rare.

YAMAHA RD125
1973-81, 123cc t/s twin,
16hp 80mph 70mpg 260lb
Hotshot stroker twin that eats plugs, seals, but can be reliable and fun device. Reed valve made it more useful in town than older twins. Often needs a rebore and new crank bearings at 20k. 1976 model onwards has a square look and front disc brake in favour of the classical shape and exellent TLS drum of earlier bikes. These later models lasted for 30k, less susceptible to the ign timing and had more low end torque Also some detuned post ’81 bikes.

YAMAHA DT125LC
1982-89, 123cc w/c t/s single
12hp, 75mph, 80mpg, 220lb
Motor can overheat and seize in early models due to small radiator. Later bikes reliable in 12hp form. Derestricted by removing washer in the exhaust and enriching carb. Handling gets worse with age, lots of awful ones out there. Many ended up with written off engines at 25k, chassis bearigs also dead. Tread with care!

YAMAHA TZR125
1987-93, 123cc w/c t/s single
12hp, 75mph, 85mpg, 240lb
Popular learner which lacks the extreme discomfort of some replicas. 22hp derestricted engine better suits the Deltabox chassis and remains reliable for the first 35/40k, when rebore and exchange crank needed. Calipers and s/a bearings short-lived. Avoid examples that have been tuned to extremes (30hp plus). Stock 12hp models rare. Many written off, engine can seize up without much warning on dying examples.

YAM TZR125R
1993-96, 124cc w/c t/s single
12hp, 75mph, 70mpg, 270lb
Extreme and expensive race replica completely wasted on the 12hp motor but great for posing in front of schools, etc. Most ended up tuned to 25/30hp, which still doesn’t cause the frame any hassles and the motor retains its reliability. Older ones suffer from cracked plastic, especially around the seat, leaking upside-down forks and electrical self-immolation.

YAMAHA DT125R
1988 on, 124cc w/c t/s single
12hp, 70mph, 75mpg, 250lb
Useful trail bike mostly used on the road that can be upgraded to 26hp – somewhat peaky and the piston can go, though the stock engine’s more reliable than the old DT125LC. Popular with learners; some burnt out the clutch and had poor gearchange action. Finish on early ones is pretty rotten, making for the possibility of buying something that’s sound but needs cosmetic attention.

YAMAHA TDR125
1993-95, 124cc w/c t/s single
12hp, 70mph, 60mpg, 300lb
Pose tool with more successful styling than the TDR250, can be really thrashed in derestricted form without much chance of playing the suicide dance. Some engines were out of action by 20k, from excessive rider abuse and neglect. Quick wear consumables and uninspiring economy. Some real rolling rats out there.

YAMAHA SR125
'82-85; 92 on, 125cc OHC single
12hp, 70mph, 90mpg, 275lbs
Tough engine housed in mediocre custom chassis with dubious handling when used flat out but comfortable for hopping around town. Reliable if well serviced (especially 1000 mile oil changes and valves). Lack of intrusive vibes and clean gearchange sign of a good motor. Most of the old ones have merrily rotted away.

YAMAHA DT175
1975-85, 174cc t/s single,
12/15hp, 65/70mph, 60mpg,
Early twin shocker neat but has weak clutch, followed by small-ends, piston and gearbox – any used ones will need a comprehensive engine rebuild every 15 to 20,000 miles. Later mono-shocker fixed the clutch to the extent that drag was endemic; slick gearbox sign of a good engine. Needs a rebore every 10k if thrashed. Swinging arm and mono-shock bearings go every 15k. Buzzy engine and vibes normal. As both models make excellent off-roaders, most were ruined and it’s hard to find a nice ’un.

YAM RD200/250/350
1974-80, 195/247/349cc t/s twin,
RD200: 20hp, 85mph, 65mpg
RD250: 30hp, 95mph, 50mpg
RD350: 36hp, 105mph, 45mpg
Reed valve strokers run well but can melt pistons, burn out plugs (causes threads to strip) and wreck the gearbox. Handling reasonable except for rapid wear s/a bearings; braking poor, seizing calipers. Top end rattle and wear after 10k, new reed valves at 25k, cosmetics terrible by 35k. The 350’s better buy but rare; some 250’s in passable nick, most 200's screamed into a total death.

YAM RD250/350LC
1980-85, 249/347cc w/c t/s twin,
35/45hp, 100/110mph, 40/35mpg,
Fun stroker twins for the first 25000 miles, poor build quality lets it down. Cranks, carbs, exhaust and mono-shock can give trouble. Engines can seize, free up again and appear to run fine. Wriggles and weaves at speed, especially when tuned or suspension worn. Possible to tune the engine for 120mph when it turns in 20mpg. Lots of cheap tuning bits; many engines finicky, compounded by quick wear carbs. 350 better buy.

YAMAHA SR250
'80-85,’93 on 249cc OHC single
21hp 80mph 85mpg 310lb
Engine’s tougher on modern versions, less likely to die an early death if neglected and thrashed. Expect 40k from a reasonably treated example, half that when oil changes neglected. Engines on the way out churn out loads of noise, vibes and oil. Chassis rot can be a problem, especially swinging arm bearings.

YAM XS250/400
1978-82, 248/392cc OHC twin,
30/36hp 85/100mph 70/55mpg
Gutless but simple motor combined with quick rust cycle parts. Crankshaft and gearbox problems after 30k when the head gasket often blows, motors could do 40k when they weren’t worth trying to fix. Chronic starting hassles, usually from a combination of hard to trace problems (killswitch, carbs, rotted wiring, dying ignition, etc) Rare DOHC, spine frame XS400.

YAMAHA SRX250
1988-94 249cc DOHC single
30hp 95mph 75mpg 320lb
Finish fades rapidly and chassis bearings short-lived but engine tough for 40k with top end hassles first to intrude; a broken camchain taking out all four valves and the piston. Spares are rare, new stuff expensive, but the XT350 engine looks similar enough to shoe-horn in if the going gets desperate!

YAMAHA SRV250
1994 on 248cc OHC v-twin,
27hp, 90mph, 65mpg, 320lb
Classical vee-twin grey import which impresses more with its torque than outright power. The motor’s shared with the XV250 Virago but with different top ends. Watched out for crashed ones.

YAMAHA XV250S
1995 on, 248cc OHC v-twin,
20hp, 75mph, 55mpg, 320lb
The XV250’s been around for a long time on the Jap home market (there’s also a 40hp, 400lb XV400 version) so it’s reasonably well developed and reliable. Tough enough, useful for those who want to pose on the cheap.

YAMAHA TTR250
1994 on, 249cc DOHC single
30hp 90mph 75mpg 255lb
Advanced thumper trailster makes for loads of fun even if the precarious 35 inch seat height causes vertigo. Aso a TTR250R Raid which has better street equipment and a slightly lower seat. New ones available on the grey market. Engine tough to 35k, haven't seen any higher mileage ones... plenty crashed and bashed.

YAMAHA TZR250
1987-92, 250cc w/c t/s twin,
50hp, 125mph, 40mpg, 280lb
Wild, excellent handling, well proven motor which can run to 35k, when most everything needs attention. Does 60-70k with a couple of engine rebuilds but it’s hard to tell when the motor’s going to blow. Lack of comfort, quick wear mono-shock bearings, rotting brakes and poor frugality aren’t so inspiring. Thrashed, crashed and neglected bikes abound!

YAM TZR250R
1994 on, 249cc w/c t/s twin,
40hp, 115mph, 40mpg, 275lb
Extreme race replica, derestricted to 60hp, still reliable. Grey imports, some crashed and written off in Japan; repaired with thin plastic replica fairings and the kind of alloy welding that’s likely to let loose at any moment. Unusual degree of knowledge’s needed. Heavy on consumables, uncomfortable.

YAMAHA TDR250
1988-93, 250cc w/c t/s twin,
50hp, 120mph, 35mpg, 300lb
Weird and wonderful street version of the TZR, with same tough engine, that almost invariably ended up mercilessly thrashed, easy to fall off and the calipers turn crap with age. Most engines ended up in serious trouble around 25k, earlier models succumbed to the dreaded chassis rot. However, they are cheap fun.

YAMAHA R1-Z
1991 on, 249cc w/c t/s twin,
40hp, 110mph, 45mpg, 295lb
Bare bones, white knuckle stroker twin. Engine’s tough except for clutch, difficult to derestrict without ruining low down power. Both rear disc and mono-shock bearings succumb to harsh winter weather and electrical burn-outs are not unknown around 30k. Proper seat and bars make it rather comfortable and practical.

YAM 250 ZEAL
1994 on, 249cc w/c DOHC four
40hp 115mph 55mpg 320lb
Futuristically styled grey import. Competent chassis and strong motor (that peaks out at a moderate 12000rpm) - 40k plus, finish suffers can cut out in the rain.

YAM FZR250R
1988-93, 249cc w/c DOHC four
40hp 120mph 50mpg 330lb
Uncomfortable but handles exceptionally well. Minor spills cause large cracks in the plastic. Loose gearchange indicate high miler, should be avoided unless they are very cheap. Also, top end should be very quiet; clutch judder at low revs is normal. Not a bad buy.

YAM RD350 YPVS
1985-93, 347cc w/c t/s twin,
59hp 120mph 45mpg 320lb
Infamous stroker can be quite practical. Powervalves can stick or develop excessive free play. Uneven exhaust smoke may mean blown crank seals. Needs rebore at 20k, though engine can survive mild piston seizures (weakest part of the motor). Look for slick gearbox (1st to 2nd’s clunky) and explosion of power at 5500rpm; also, check clutch and rear suspension linkages. Avoid ’92/93 models, build quality suspect. Chassis and electrical demise rules on older models.

YAMAHA XT350
1986 on, 350cc DOHC single
30hp, 90mph, 70mpg, 265lb
Neat thumper, potential as a road bike. Runs to 45k if well serviced; cams, valves go first – some in trouble at 20k. Later models restricted to 17hp but simple to derestrict. Many ended up well knackered from off-road excesses – frame quite easy to bend. Starting can be difficult. Rear linkage and exhaust go.

YAMAHA XJR400
1994 on, 399cc DOHC four,
53hp 120mph 50mpg 385lb
Grey import retro with hefty tubular frame, sensible twin rear shocks but the usual silly rear disc and quartet of carbs. Lack of low end power and torque contrasts with conservative styling. Some come with tuned engines. Tough, some have carburation problems.

YAMAHA RD400
1976-80, 398cc t/s twin,
40hp 106mph 47mpg 365lb
Ultimate Yamaha aircooled stroker. Generally tough motor can run to 50k but sixth gear wear, small-ends and crank seals susceptible – if it doesn’t wheelie in 2nd then engine worn out! Crap disc, good chrome and poor paint. Best buy’s the E model as long as the electronic ignition doesn’t burn out. Plugs oil in low speed riding and regular decoking’s needed. Still some nice, well loved bikes on offer but becoming a bit pricey. Beware of near rats masquerading as decent machinery.

YAM FZR400RR
1987 on, 399cc w/c DOHC four
65hp 130mph 50mpg 355lb
Loved for its handling and fluid motor, hated for its lack of comfort and awkward town work. Engine’s as tough as they come but usual chassis wear and expensive consumables (yawn!). The cheaper FZR600 seems wholly superior for use on UK roads. Quite a few crashed and repaired bikes on offer as apparently clean machines, easy to get ripped off. Engine wear becomes a problem after 50k so lack of spares may not be that great a headache. Also earlier FZ400.

YAMAHA XS500
1975-79, 498cc DOHC twin,
48hp 110mph 45mpg 400lb
Eight valve twin with troublesome chain driven balancer. Good frame but engine burns out valves, strips plug threads and needs constant fettling. Early B model had two piece cylinder head that leaks oil. C model quickest, E model slowest; D model on had easier to adjust balancer chain. Ferodo pads cure wet weather lag. Avoid 2-1 exhausts. Some ran for 50/60k but the majority expired rapidly.

YAMAHA SR500
1979-82, 499cc OHC single,
32hp 95mph 60mpg 350lb
Basic thumper, still made in Japan where it’s equipped with a drum front brake! Also Jap 27hp 400cc version with less vibration. Old UK models used to destroy the piston, camchain and gearbox; vibrate strongly above 70mph and had endemic electrical rot (including the killswitch shorting out) that made kickstarting near impossible. Newish imports at £1500.

YAM XT500/550
1978-84, 499/550cc OHC single
30/40hp 90mph 60/55mpg
XT500 suffers from poor carburation and chain snatch at low revs, reluctant starting, quick wear piston and magnesium crankcases that rot away. XT550 better at low revs with two choke carb, four valve head and engine balancer, but has a weak clutch. Ironically, the better XT550's very rare (the four valve head goes eventually), whilst many XT 500’s survive.

YAMAHA RD500
1984-87, 492cc w/c t/s V-4,
80hp 135mph 35mpg 400lb
Highly complex engine made it less popular than its stunning acceleration might’ve suggested, though rapid chain demise, poor fuel (about 20mpg if not perfectly serviced) and uncertain crankshaft longevity doubtless helped to make it a rarity. Spares rare

YAMAHA XV535
1988 on, 535cc OHC v-twin,
45hp, 105mph, 55mpg, 410lb
Custom with usual weird looks and handling but reliable enough for the first 40k when cams, valves, camchains and pistons become a little bit suspect. Some have done over 70k without falling apart. Also Jap market XV400, which is more of the same. XV535’s low mass and reasonable performance has made it popular in the UK, helped along by low maintenance shaft and rear drum.
       

YAMAHA XZ550
'83-85, 552cc w/c DOHC v-twin
50hp 110mph 45mpg 400lb
Strange vee twin with jerky power delivery, clunky gearbox and heavy clutch. Some engines okay, others leak coolant, eat valves, pistons and electrics. Handling dodgy on early bikes but wear will’ve made later ones as bad. Chassis rot will’ve killed off those few bikes that managed a high mileage. Definitely a mistake to try to run one on non-standard filters or exhaust, but even stock the carburation was poor.

YAMAHA XJ550
1981-84, 550cc DOHC four,
56hp 115mph 50mpg 420lb
Clutch, tensioner and exhaust valves go first. Signs of a good bike are slick gearbox (goes notchy with age), rattle free camchain (tensioners go for 20/30k) and lack of rust (almost impossible unless refurbished at this age). Some went to 60/70k when the pistons and camshafts died.

YAMAHA XJ600
1984-91, 598cc DOHC four,
72hp 130mph 50mpg 460lb
Useful, fast multi with few hidden vices. Wheel bearings only last for 20k. After 50k watch out for worn cams, naff gearboxes, slipping clutches and an electrical system with a deathwish. The odd one has done over 100k but most of them were out of action by 70 thou. Rot can rapidly overwhelm the chassis. The USA had the more custom Radian version, available as a grey import. FZ600 was good handling but uncomfortable cafe racer, most dead now.

XJ600S DIVERSION
1992 on, 599cc DOHC four,
60hp 125mph 55mpg 400lb
Neat attempt at a modern retro with well designed motor that finally moves on from the old XJ series. Lack of outright power’s the main complaint but reasonable purchase and running costs. Suspension a bit weak for two-up work, and goes off with age; plus usual caliper rot in winter. Also wheel bearings short-lived. Also Jap market 43hp, 385lb, 400cc version. Naked XJ600N discounted to £3200 in ’99.

YAMAHA FZR600
1989-95, 599cc w/c DOHC four
90hp 140mph 45mpg 395lb
Excellent handling, more torque than rivals, weak, short-lived suspension and brakes. Uncomfortable, naff fairing. Discs, chassis bearings, electrics and plastic can decay rapidly. If the plastic vibrates it’s probably replica stuff fitted after a crash. Engine’s tough for 60k plus, clutch and gearbox go bad first. Noisy top end, smoky exhausts or bodged electrics will turn out expensive. Post ’94 bikes redesigned (100hp, 155mph, 45mpg, 420lb), handle superbly, more narrowly focused - motors in trouble from top end around 50k, clutch can be weak. Lots of bargains around but great variety of conditions for the same money! Some street fighters, look neat, but check for crash damage

YAMAHA SRX600
1986-89, 599cc OHC single,
40hp 105mph 50mpg 375lb
Unusual thumper, nice handling but motor lacks electric start and doesn’t do anything better than the XBR500, which is more economical and durable. Occasional cam, piston, and starting problems, the latter usually down to the electrics and switches rotting, but bikes have pounded along for 40/50k. High mileage bikes turn out very expensive. Both the SRX600 and the 31hp, 345lb SRX400 are still sold, now with electric start, in Japan; the odd grey import at £1500.

YAMAHA XT600
1984 on, 599cc OHC single,
45hp 105mph 50mpg 350lb
Trail bike that’s popular on the road and for around the world treks. XT600E’s tougher than earlier versions, runs to as much as 50,000 miles before the clutch, piston and valves give trouble. Much of the early stuff has degenerated into rat status, try to avoid. Do a compression test to check the piston as engines will still run when in a dire state.

YZF600 THUNDERCAT
1996 on, 599cc w/c DOHC four
100hp 155mph 45mpg 400lb
New chassis, unusual replica styling and uprated FZR engine combine to make a worthy rival to the other maximum 600’s. Motor tough but can have top end trouble at 50k, clutch can be weak. Plenty of bargains as everyone wants the extreme R6. Check for chassis rot, especially brake calipers.

YAMAHA XS2/650
1971-78, 654cc OHC twin,
54/50hp 120/110mph 60/50mpg
Tough twin in dangerous chassis, which speed wobbles. Starters and generators can burn out, worn examples of the former mangle the crankshaft. Some XS650’s had dodgy pistons at around 15k. Still usable with as much as 75 thou on the clock, many broke the 100k barrier. Top end engine rattles normal. Expect exhaust, caliper and electrical rot. Lots of imports.

YAMAHA XJ650
1982-85, 653cc DOHC four,
73hp 125mph 40mpg 430lbs
Shaft drive four which lacks build quality and has some clutch, gearbox and valve problems after the first 30,000 miles. Lack of power between 4-6000rpm’s normal. As are rotten exhausts, poor brakes and leaking head gaskets. Metz’s are good tyres. Rare turbo version shifts okay but heavy and complex (as in expensive to replace) engine. Anything with more than 50 thou on the clock’s going to be lots of trouble, with chronic electrics, starting and engine hassles. Also the odd custom import

YAMAHA XTZ660
1991 on, 660cc w/c DOHC single
50hp 105mph 50mpg 370lbs
High tech, five valve thumper, wasted in Paris Dakar imitation style, but quite practical as a road bike and useful for running over roundabouts and pavements. Many ruined by DR’s. Engine’s generally tough but after 35k check for piston, valve and gearbox wear.

YAMAHA SZR660
'96 on, 659cc w/c DOHC single
50hp 115mph 50mpg 355lbs
XTZ’s five valve thumper bunged into a road chassis with extravagant styling. Odd dry sump engine with huge oil tank in front of the motor isn’t the thing of legends and doesn’t offer a compulsive experience for the money. Handles okay, comfort passable, useful up to 90mph.

YAMAHA XJ750
1982-85, 748cc DOHC four,
81hp 130mph 50mpg 490lbs
Heavy, awkward four that was a bit off the pace but lasted for reasonable mileages. Camchain and tensioner usually went first, followed by the valves and pistons. Mileages varied greatly, although few managed more than 75 thou and most were in trouble by 40k.

YAM XS750/850
1977-84, 747/862cc DOHC triple
64/79hp 115/125mph 40mpg
XS750’s went unreliable after 20k, primary chain stretch, crank failures, electrical demise and exploding gearboxes. Post ’79 750’s superior; the XS850 more reliable, although its ign pick-up failed at unlikely moments. Handling and brakes were okay at touring speeds but wear or high velocities turned them pathetic. Look for smooth power delivery, gearbox and shaft; upgraded suspension and intact exhaust. A minority managed high miles.

YAMAHA FZ750
1985-92, 749cc w/c DOHC four
100hp 150mph 42mpg 470lbs
High tech four, somewhat underrated. Avoid racers unless you have a fetish about con-rods poking out of the crankcases. Tough motor in street use, gearbox goes crunchy with age. Handling goes twitchy after 35k unless the suspension’s upgraded and quite a few had serious chassis rot around fifty thou. Motors can go around the clock if given the odd service and regular oil changes.

YAMAHA FZX750
1991 on, 749cc w/c DOHC four
80hp 130mph 45mpg 450lbs
Street version of the FZ in milder tune, max torque at 6000rpm, which might be a waste of the 20 valve head. The rather ersatz styling of the airfilter covers (if ever an engine demanded a single carb...) and odd bends in the tubular frame somewhat ruined the effect of street nastiness but it’s actually quite a practical bolide. Engine’s as tough as they come but caliper/disc rot and some electrical hassles at high miles.

YAMAHA YZF750
1993-96, 749cc w/c DOHC four
120hp 160mph 35mpg 430lb
Serious race replica combines compactness, low mass and excess power. Usual daft riding position, skimpy seat and high consumption of consumables (tyres die in less than 3k, etc). Noisy top end means the valves haven’t been set for ages (Yamaha quote 25k intervals, which means they usually don’t get touched). Look for signs of crash damage or race track abuse and if found, avoid!

YAMAHA XV1000
1981-84, 981cc OHC v-twin,
70hp 110mph 50mpg 480lb
Bulbous vee-twin with enclosed (oil bath) chain drive that harks back to the days when men were men. Vibration, lackadaisical brakes and loose suspension makes fast cruising entertaining. Tough motor runs for about 60k, if the valves have 1000 mile services and a gentle hand’s applied to the clutch. Ultimately, the main bearings knock. Chronic starter motor problems but a fix for this.

YAMAHA XTZ750
1989 on, 749cc w/c DOHC twin
70hp 115mph 50mpg 440lb
Horrible looking trail bike with interesting ten valve, vertical twin engine, though its 360 degree crank is out of the ark and the gearchange’s poor. Wheelie merchants ruin the clutch, engine’s generally tough, though prone to an increase in roughness at high miles. Rusted exh ruins the carburation, combined with transmission wear leads to a bronco ride.

YAMAHA TDM850
1991 on, 849cc w/c DOHC twin
75hp 130mph 40mpg 440lb
TDM’s reinvention of big vertical twin, in clever, competent Deltabox chassis, that churns out more torque than most European rivals. Watch out for gearbox, brakes and electrics on old ones, some upgraded by dumping the awful fairing and fitting a race exhaust. New style, strange 270º crank mill in '96. Odd dry sump engine’s basically tough and long lasting.
       

YAMAHA TRX850
1996 on, 849cc w/c DOHC twin
80hp 130mph 40mpg 420lb
Lighter, more powerful version of the TDM, using the new 270º crank engine, which like the chassis is supposed to imitate Ducati vee-twins but lacks the inspired touch. Engine tough, the odd dead clutch. Some caliper hassles and shot fork seals. Costs same as TDM.

YAMAHA XJ900
1983-94, 853cc DOHC four,
92hp 130mph 45mpg 480lb
Early bikes had brutal handling, excess vibes but evolved into a competent tourer (best to go for post ’87). Runs well to 40 thou when cams, camchain or clutch may go, whilst the brakes and front forks become a touch dodgy. Some went around the clock but most were feeling their age by 60 thou. Minor upgrades to components and specs kept it competitive. Look for one that has few owners and been used as a tourer as opposed to bikes that have done a few despatch years.

YAMAHA XJ900S
1995 on, 892cc DOHC four,
90hp 130mph 40mpg 530lb
Heavy, competent tourer, does 50k without problems but poor on consumables and fuel. DR's ruin gearbox and top end. Bargain buys on the private market, older ones have poor cosmetics.
       

YAMAHA GTS1000
1993-95, 1000cc w/c DOHC four
99hp 135mph 40mpg 560lb
Detuned FZR engine in high tech chassis ultimately fails because it doesn’t integrate the engine into the chassis and all the extra frame tubes add up to a monstrous mass, though it feels fine on the road. Until alternative suspension systems slash both mass and cost they simply will not succeed. The GTS is so rare that information on chassis longevity is scarce, though the mild state of the motor bodes well for its durability.

YAMAHA FZR1000
1988-95, 1000cc w/c DOHC four
130hp 170mph 35mpg 520lb
State of the art cafe racer only lacks long distance comfort. Some race engines well knackered but good build quality means road use barely dents its capabilities. EXUP and chassis upgrade in ’89 and better suspension in ’94. Anything with more than 50 thou will have suspect brakes, rear shock, ignition, clutch and, maybe, valves if they haven’t been set - many bikes have never had the valves looked at, implode expensively. Noisy engines bad news, loose gearboxes normal, can blow under wheelies.

YZF1000R THUNDERACE
1996-97, 1002cc w/c DOHC four
145hp 175mph 35mpg 440lb
The well regarded FZR1000 mill updated and bunged into a thoroughly modern, stylish chassis, somewhat more civilised that the really extreme replicas, such as the GSXR750 SRAD, R1 and CBR900, but no less fun.
      

YAMAHA XS1100
1979-83, 1100cc DOHC four,
95hp 135mph 30mpg 550lb
Old style Jap bruiser – too much power trying to beat too much mass and too little frame, further complicated by shaft drive. Engine tough but check camchain rattle at 30k and crank end float at 40k. Needs Phantoms, Konis and fork brace. XS1.1S variant handles better, may have exploding gearbox! Major engine hassles, chassis and electrical rot at 50k plus.

YAMAHA FJ1100/1200
'84-96, 1097/1188cc DOHC four
125hp 150mph 45mpg 550lb
Early FJ1100’s had dodgy gearboxes, rattly top ends, poor brakes and dead electronic ig, which can also crop up on high mileage FJ12's. Handling not perfect flat out but for most of the time it’s surprisingly easy to run - until some wear gets into the chassis. Heavy running costs ruins its poise as a long distance tourer.

YAMAHA XJR1200
1996 on, 1188cc DOHC four,
98hp 140mph 40mpg 510lb
Rival to 1200 Bandit, latter much cheaper and lighter, though the XJR has an authentic retro air. Engine's generally tough, done 50k plus without hassle; chassis rot during winter riding, finish goes off, calipers and bearings die.
        

YAMAHA V-MAX
'85 on, 1197cc w/c DOHC v-4
97hp 130mph 30mpg 585lb
Whacky, mad drag strip bruiser available mostly as grey imports though a few made it into the UK via the official importers in the nineties. Earlier versions had even more power with just one purpose in life – to win the traffic light GP. Engine’s awash with torque (peaks at 6000rpm) and the shaft drive adds to the heady feeling of the back wheel about to break up! Finish, chassis bearings and clutch all suffer from mad riding but many well cared for examples.

YAMAHA XVZ1300
1996 on, 1294cc w/c DOHC v-4
75hp 120mph 40mpg 670lb
Maximum excess, in both mass and torque, puts 1340cc Harleys in the shade, but is really aimed at the peculiarities of the American market but all kind of weird stuff struts around the UK, these days, so who knows? Fake engine fins look a bit naff up close and riding position’s odd. Engine’s based on tough Vee-Max mechanicals and in such a mild state of tune should go around the clock, and cosmetics are done to a high quality. Silly new price!

Copyright (c) umg 1999

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Custom Bike (UK) - Established November 1999
Concept & Design copyright © 1999, 2000 Anthony Keenan