Yamaha XZ550

When the V50 finally got the shove, it was due more to panic than to choice.. Rotting electrics, naff oil pump and blown seals in the front Brembos, were the final straw in a 12 month catalogue of disasters and rebuilds.

In my panic I replaced the Guzzi with a 1983 Yamaha XZ550... Yes, I know what people say about the thing, but it only had 7 grand on the clock, and apart from dented silencers (scrapyard specials), it was in perfect nick. So, in December '85 the Guzzi went to a new home.

Now, inherently, the XZ550 ain't as bad as everyone makes out. I actually quite like the angular styling and the way the water-cooled Vee twin nestled in the frame. The motor was quite responsive with none of the flat spots I'd been led to expect. Also there was very little vibration, right up to an indicated 120mph.

However, for a claimed 65hp, there seemed to be very few of them at the bottom and middle of the rev range. Keeping the electronic rev counter above six grand made the bike quite capable of making street racers look rather stupid, and even gives the odd exotic sports car a shock.

Being water-cooled appeared to help out the economy, somewhat. It was far lighter on the wallet than the Guzzi, giving anything up to 70mpg under gentle use. This could drop to around 35mpg when two-up at a ton motorway  cruising.

It would normally start first prod when cold, but could be very temperamental,and would sometimes only start after getting . the throttle/choke combination absolutely perfect. When it was running, the engine was extremely quiet, and even the pipes only let out a muted purr. That was soon, er, solved with a hammer and a punch. Well, I like to know I've got an engine there...

The engine is a home mechanic's nightmare. Almost every bit of maintenance requires removal of the engine from the frame. About all that can be done with the 3 motor in situ is change the oil. Even changing the plugs requires the patience of a Zen master.

The gearbox was a strange paradox. The clutch was very light and direct, but the gearbox was very clunky. Clutchless changes were smoother than using the clutch.

Handling? Well, that was extremely indifferent. Never razor sharp, nor totally heart stopping. Just boring. The front end was too soggy and let down the De-Carbon monoshock which could cope with high speed lunacy and the occasional two up off road ramble (don't laugh, I was following a similarly laden 750 Bonnie!).

Overall, it coped with bends and straights with equal competence. However, when the tyres (Avon Road Runners in this case) became worn, high speed weaves didn't inspire too much confidence. Nothing terminal, just a little worrying.

On the other hand, wet weather riding was a little more disturbing. Road Runners that were normally pretty competent on other machines were rendered useless when leant into curves — the back end could step out with no warning at all. The twin front discs had more than enough bite to stop the XZ from any sort of speed. In contrast the rear drum had very little feel or accuracy. But, overall, the bike could be stopped without any problems , at all. The general finish of the, bike, was excellent. A deep lustre silver grey tank and side panels, good paintwork (ie no rust) on the frame and chrome that still shone after three British winters.

The seat was comfortable up to about 170 miles, which usually coincided with refilling the 3.7 gal tank. Mirrors only blurred at illegal speeds, which didn't make much difference, anyway, because they only gave a view of the rider's shoulders. Stands were both easy to use and never let the machine fall over. Lights were powerful and all the controls were both accurate and easy to use.

So far it doesn't sound like the bike often described as disastrous, does it? That's because I haven't mentioned the XZ's main problem - reliability. Basically, it doesn't have any!!

The first problem occurred with 10500 miles on the clock. It blew all six engine gaskets, dripping coolant down the barrels (removing all the lacquer), and letting oil into the cooling system. New gaskets cost £60. At the same time the fork seals went - £8 a pair.

Now being disinclined (and lacking the tools) to heave the lump out myself, it went to a dealer. Four days and £130 later it was returned with an air lock in the cooling system, and fuel spraying out of the carb breather. It was fixed by the dealer but never ran properly afterwards (no names, no libel writs...).

Next problem came from the electrics. The battery packed up, the starter solenoid shorted out and flattened the new battery; the regulator/rectifier unit burnt out, which also finished off the alternator. All but the alternator were replaced (even getting the old one out was now beyond my finances). Finally, when one of the exhaust valves in the rear pot burnt, out, I decided to get rid of it.

So, after eight months of ownership and putting another ten and a half grand on the clock, it had gone through two rear tyres, one front tyre, a whole set of gaskets,a pair of fork seals, one pair of brake pads, a battery and various other electrical bits, plus all the usual oil, petrol, filters, etc.

If the bike had been easier to work on (for instance, the carbs were downdraught, further complicated by accelerator pumps and a dozen jets) and 200% more reliable, I might have kept it. However, ridiculous problems, extortionate prices and crazy waiting times for spares (14 weeks on average), eventually made me swap it for an X5650 engined chop. And that's another tale...

S. Wallis