V-twins usually conjure up visions of noisy, fragile Ducatis, queasy Harleys or hardcore old Vincents, so it comes as something of a surprise to reflect on the sheer range of Japanese V-twins that are available. Custom cruisers abound on the back of Harley’s success but never really catch the elemental spirit of the American machine; instead afflict some pretty nasty handling traumas on the European rider.
Sporting V-twins, until very recently, were ignored, unless you include the strange Yamaha XZ550 or the old VT250 and its successors, although the American market had the benefit of the Bros 400 and 650 V’s, based on our own most moderate Revere. The only area where the Japanese really played their hand well was in the serious motorcycle sector, machines like the CX500 and VT500 managing to combine ruggedness with practicality and even a little bit of fun.
Perhaps the nearest the Japanese came to a serious motorcycle was the Suzuki VX800. This might seem a strange exclamation but is mostly centred around the fact that the engine’s a marvellous piece of engineering, like most Japanese V-twins screaming out for a proper chassis rather than the normal custom nonsense. Though watercooled, the combination of engine fins and a slim radiator makes this much less of an offence to the purist, whilst it allows the high quality of engineering to shine through.
Certainly, in Intruder custom guise the engine’s never pushed enough to test its mettle, but even in VX form such is the excess of torque that there’s really nothing to be gained from trying to screw it into the red. Not that the engine needs mild treatment to survive, it is one of the toughest V-twins around. Good for at least 50000 miles, possibly lots more.
Although the VX chassis is a large improvement over the custom stuff, this ain’t saying very much. Far too long and heavy to really take advantage of the gutsy nature of the 800cc motor, it leads more to inhibition than exhilaration, and such is the wholeness of the package that there’s no easy way to update it. Slipping the engine into some old British chassis, ending up with a machine that weighs way under 400lbs, is really where it’s at, although the presence of the shaft drive limits such engineering excursions.
Quite a few VX’s ended up wrapped around trees or impaled on cars - it’s much more important to look for signs of craftily hidden crash damage than to worry over the chances of buying one with an engine on the way out. Though it’s worth, as with most Suzuki’s, checking out the condition of the electrics and making sure the clutch ain’t rumbling on its bearings. Prices can be silly for recent VX’s, especially in dealers, but low mileage examples, a few years old, can be picked up on the private market for £2000 to £3250.
Another Japanese V that never quite made it was the 600/650 Revere. This was a machine with a severe identity crisis. Its engine never really lived up to its high tech, single-sided swinging arm chassis, having a mildness in laying down its power that only the civilizing influence of Honda could inflict on a medium sized V-twin. It wasn’t until the 650cc version was introduced at a bargain price that the machine found its niche as a cheap, ultra tough despatch hack, and sometimes mild tourer.
Many DR’s managed to get them around the clock, which says a lot for their basic toughness but doesn’t really commend them on the second hand circuit. Some real dodgy buys out there, with ruined chassis bearings (not recommended on the single sided swinging arm), sagging suspension, creaking brakes and inflammatory electrics. Not to mention the possibility that the mill’s about to start expensively knocking.
For sure, some Revere’s led a mild, happy life as a tourer under the hands of a mature rider but it’s easy enough to buy the wrong kind of bike. Hacks start at £500 and £2000 should buy an immaculate example of the breed. It’s possible to buy one for £1000 that still has a useable engine and just needs a bit of attention to the chassis and consumables. Signs of a reasonable engine are usually found in the slickness of the gearbox and clutch, lack of rumbles and knocks from the engine, and a clear exhaust.
Certainly, in Intruder custom guise the engine’s never pushed enough to test its mettle, but even in VX form such is the excess of torque that there’s really nothing to be gained from trying to screw it into the red. Not that the engine needs mild treatment to survive, it is one of the toughest V-twins around. Good for at least 50000 miles, possibly lots more.
Although the VX chassis is a large improvement over the custom stuff, this ain’t saying very much. Far too long and heavy to really take advantage of the gutsy nature of the 800cc motor, it leads more to inhibition than exhilaration, and such is the wholeness of the package that there’s no easy way to update it. Slipping the engine into some old British chassis, ending up with a machine that weighs way under 400lbs, is really where it’s at, although the presence of the shaft drive limits such engineering excursions.
Quite a few VX’s ended up wrapped around trees or impaled on cars - it’s much more important to look for signs of craftily hidden crash damage than to worry over the chances of buying one with an engine on the way out. Though it’s worth, as with most Suzuki’s, checking out the condition of the electrics and making sure the clutch ain’t rumbling on its bearings. Prices can be silly for recent VX’s, especially in dealers, but low mileage examples, a few years old, can be picked up on the private market for £2000 to £3250.
Another Japanese V that never quite made it was the 600/650 Revere. This was a machine with a severe identity crisis. Its engine never really lived up to its high tech, single-sided swinging arm chassis, having a mildness in laying down its power that only the civilizing influence of Honda could inflict on a medium sized V-twin. It wasn’t until the 650cc version was introduced at a bargain price that the machine found its niche as a cheap, ultra tough despatch hack, and sometimes mild tourer.
Many DR’s managed to get them around the clock, which says a lot for their basic toughness but doesn’t really commend them on the second hand circuit. Some real dodgy buys out there, with ruined chassis bearings (not recommended on the single sided swinging arm), sagging suspension, creaking brakes and inflammatory electrics. Not to mention the possibility that the mill’s about to start expensively knocking.
For sure, some Revere’s led a mild, happy life as a tourer under the hands of a mature rider but it’s easy enough to buy the wrong kind of bike. Hacks start at £500 and £2000 should buy an immaculate example of the breed. It’s possible to buy one for £1000 that still has a useable engine and just needs a bit of attention to the chassis and consumables. Signs of a reasonable engine are usually found in the slickness of the gearbox and clutch, lack of rumbles and knocks from the engine, and a clear exhaust.
The VT500 was used in a similar way to the Revere, though being older it’s been subjected to even more mileage and abuse. The valve gear and clutch are the weakest areas of the generally tough engine, though that old Honda bogey, naff camchains and/or tensioners, can also rear their ugly head without much waming (especially if the tensioners have been bodged by a crafty owner).
Chassis rot, brakes apart, isn’t a problem until 50,000 miles, or so, but after that it can go into a rapid decline unless much tender loving care is applied. Good chassis spares (don’t even think about the brakes) are becoming rare in breakers but forks and brakes off newer motorcycles are, anyway, worth fitting. The rest can be kept going by a bit of mixing and matching. Expect to pay around a grand for something useable.
Even more horrid and horrible than an old VT, the CX500’s now long in the tooth and mostly degenerated into that sad area of built-in obsolescence. Actually, it’s so far gone that it’s rapidly becoming a cult bike and the engine has even ended up powering the odd chopper; not so much a case of passing the sick bucket as gawping in sheer disbelief.
The CX started off poorly, with a spate of exploding engines, and never did entirely shake off the reputation for doing in its camchain (it actually uses pushrods but in a throwback to the days of British gore drove the camshaft by a short chain). Come 50000 miles, everything from the water pump to the main bearings are likely to explode, but the odd one has been rebuilt enough times. to get it around the clock.
This means buying any CX, though the later 650 is generally regarded as the toughest of the bunch, is fraught with danger. Like many an old British wreck, the CX can be bodged so that it stays together long enough to get it out of the street. Paying more than 500 notes isn’t really on, though there are undoubtedly some around at silly prices.
Whereas the VT had a merely adequate chassis that never turned nasty, and the Revere could be close to sublime after some minor suspension mods, the poor old CX was described as a bit of a blancmange, something more likely to gain approval from the more zany rollerblade enthusiast than from a biker. True, the combination of pressed steel frame in all its cheap production cost glory and the massive bulk of the engine provided a rigidity that when equipped with decent forks and shocks fair transformed the feel of the brute, but it never elevated itself to true excellence. Something to do with too much mass too high up. Not even equipping later models with Unitrak back ends was able to really invigorate the handling.
An even greater curiosity than the poor old CX, but one that never sold in any great quantities despite the fact that early ones didn’t explode well before the warranty was up, was the Yamaha XZ550. No wonder Yamaha subsequently ran off to the relatively safe shores of the custom scene. On the face of it, here was a water cooled, DOHC V-twin that had everything going for it. Well, OK, the styling was a bit ugly, topped off by a massive carbuncle of a radiator. What let the XZ down was the delivery of its power that was as variable as Welsh weather. Some bikes, some days, ran rather well. Other times, the engine felt choked and lackadaisical, with the general upshot that most owners wanted to take a hammer to the swine.
Mixed in with the petulant power delivery was a tendency to throw in the odd speed wobble, a combination in the wet that made for brown trouser time. Hatred of the bike led to general neglect which led to top end hassles, and if oil changes were seriously ignored a blown bottom end. All of these potential problems are easily sussed by listening for the expected rattles, Knocks and rumbles.
There are a couple of decent examples still floating around the UK. At this age it’s easy to tell the good ones from the bad - quick starting and smooth power delivery being the most pertinent areas of concern. The gearbox was never slick, something to do with the odd power pulses from the V-twin engine but missed changes and an excess of false neutrals are signs of high mileage. Around £500 to £750 for something that’s still working reasonably although dealers will try to off-load them on the unwary for as much as two grand! The odd grey import XZ400 also turns up, seems to be a more effective tool than its bigger brother, for under a grand.
Yamaha’s other attempt at a serious V-twin was the TR1. A 1000cc’s worth of butchness that looked suspiciously like they’d bunged two SR500’s top ends on to a common crankshaft, although in reality the almost square bore and stroke of the SR was exchanged for a short stroke arrangement of 95x69mm to knock out a claimed 70 horses at 6500rpm. Somewhere along the line quite a lot of this power did a disappearing act, riders hard pressed to get the V beyond the 110mph mark.
Because the TR1 uses its V-twin engine as a major part of the frame (there aren’t any down tubes) riders are cast back into an era when each and every explosion of the combustion process is communicated to them, although never in the more urgent and insidious manner of a sixties British vertical twin. After a time to acclimatize it all becomes quite pleasant, adding an element of much needed reality to the motorcycle experience.
Nearly all TR1’s will end up clattering their inadequate electric starters, though there is a fix for this. If it hasn’t been done expect it to go down any time soon. Longevity of the TR1 engine’s good if regular maintenance is done and the bike’s ridden in the spirit of its engine - ie with more regard to the fact that its torque peaks at a mere 5000 revs than with any wantonness on the throttle.
Given abuse and neglect, it can be on the scrapheap in as little as 30000 miles. Even sensible riding will call for camchains and tensioners before 50000 miles, when the pistons and rings may well be in a dubious state. Most have now been rebuilt to some extent but they seem to respond well to new parts and can keep going right around the clock. Genuine low milers are usually revealed in the slickness of their gear change (though this may go off if chain maintenance is totally ignored, as it’s encased in a full enclosure with its own supply of oil!).
Handling can be made reasonable with the usual suspension upgrades but the front disc’s a nasty piece of work with the expected wet weather lag and general lack of power; anything newer is better. The Vincent inspired rear end can suffer from rapid bearing wear, more down to the pressure of near on 500Ibs of mass and the minimal mudguarding than anything else. TR1’s change hands for around the grand mark on the private market.
The TR1 soon became the XV1000 Virago, with lots of detail engine changes, five less horses but torque peaking out at a mere 3000rpm. This was stomp city without any concessions towards serious motorcycling, the whole caboodle set up to attract buyers from the Harley camp. Where the TR1 could be pushed reasonably hard, the Virago was limited by its strange steering geometry, although it had much better twin disc brakes. Twin shocks replaced the TR1’s mono-track back end, to little effect although there were no longer any short-lived bearings to worry about.
The bike shared with its 750cc sibling a reasonably effective shaft drive and a better build of starter motor. As the weight difference between the two machines was a mere 16lbs, there seems no reason to favour the much milder 750 unless the rumbustious nature of the bigger bike doesn’t inspire. The XV1000 was eventually stroked out to the 1063cc, as in the 1100 Virago, although the extra capacity further emphasized the torque, power dropping back to a mere 60 horses at 6000 revs.
Some Virago owners go completely mad, chroming everything that can be chromed until a pair of shades become compulsory. There are some bikes out there with expensive chrome and accessories galore that fetch little more than the standard machine on the used market. £4000 maximum for something newish and immaculate, down to £800 for a near rat; around two grand for a reasonable example with lots of chrome goodies.
Yamaha’s most popular V in the UK’s the 535. This is a thoroughly sensible motorcycle blighted by its custom styling; it would probably sell even better if the wannabe-chopper nonsense was ditched in favour of conventional steering geometry and a proper set of handlebars. The XV535 shares little engineering with Yamaha’s bigger Vs, instead is derived from the Jap market (and grey import) XV400, although all models share the commendable design of using the engine as a stressed frame member. The 535 makes a mere 46 horses at 7500rpm but is saved from instant obscurity by only having to drag 400Ibs (almost miraculously light for the normal weighty Japanese customs but still pretty pathetic for 1997) and churning out a modicum of torque. By contrast, the 400 model needs revs to get anywhere reasonably fast.
Handling’s safe rather than inspiring, mostly down to the stability afforded by the large nineteen inch front wheel and less radical custom geometry than most such devices. Unfortunately, there’s no easy way of transforming the handling into something better, but its general limitations do mean that the engine has a relatively easy life; no real troubles until 40000 miles when general wear and tear begins to take its toll.
For some reason - perhaps clocking gives an unfair impression - XV400s don’t last so well as their bigger brothers, can be in serious trouble at as little as 30000 miles. On both bikes rattling clutches, struggling gearboxes and clattering top ends are sure signs of engines on the way out. Engine spares for the 535 are plentiful in breakers but rare for the 400 (the engines share neither the stroke nor bore, though many minor parts are common). Expect to pay £3000 for a really excellent 535 - and £2000 for a low mileage 400. Older 535’s can go for under a grand and some of them are merely a bit faded rather than in any kind of mechanical trouble - purely down to the cosseted life many machines lived.
Yamaha’s most popular V in the UK’s the 535. This is a thoroughly sensible motorcycle blighted by its custom styling; it would probably sell even better if the wannabe-chopper nonsense was ditched in favour of conventional steering geometry and a proper set of handlebars. The XV535 shares little engineering with Yamaha’s bigger Vs, instead is derived from the Jap market (and grey import) XV400, although all models share the commendable design of using the engine as a stressed frame member. The 535 makes a mere 46 horses at 7500rpm but is saved from instant obscurity by only having to drag 400Ibs (almost miraculously light for the normal weighty Japanese customs but still pretty pathetic for 1997) and churning out a modicum of torque. By contrast, the 400 model needs revs to get anywhere reasonably fast.
Handling’s safe rather than inspiring, mostly down to the stability afforded by the large nineteen inch front wheel and less radical custom geometry than most such devices. Unfortunately, there’s no easy way of transforming the handling into something better, but its general limitations do mean that the engine has a relatively easy life; no real troubles until 40000 miles when general wear and tear begins to take its toll.
For some reason - perhaps clocking gives an unfair impression - XV400s don’t last so well as their bigger brothers, can be in serious trouble at as little as 30000 miles. On both bikes rattling clutches, struggling gearboxes and clattering top ends are sure signs of engines on the way out. Engine spares for the 535 are plentiful in breakers but rare for the 400 (the engines share neither the stroke nor bore, though many minor parts are common). Expect to pay £3000 for a really excellent 535 - and £2000 for a low mileage 400. Older 535’s can go for under a grand and some of them are merely a bit faded rather than in any kind of mechanical trouble - purely down to the cosseted life many machines lived.
Yamaha have recently burdened the market with a 250cc version of the Virago but pricing is way over the top compared to recent grey imports at less than two grand (it’s been a Jap market model since 1989). Weight is reasonable at 310Ibs but less than 20 horses doesn’t inspire.
Far more amusing, and trickling on to the grey import market, the SRV250 uses the Virago’s engine (tuned to 27 horses) in a chassis inspired by the old Norton Featherbed; a compulsive concoction of classic styling and Jap engine technology that really needs to run the 535 engine to make sense in the European market. Good examples fetch around £2500, although one viewed had obvious crash damage, including a bent top frame tube. So take some care!
Whereas Yamaha stuck with their air cooled technology, Suzuki used water cooling in their 600 and 800cc customs but stayed with air cooling for their monster 1400 Intruder, against all good engineering practice. The 1400’s a lesson in how to extract the maximum amount of torque from a big twin, peaking at a mere 3200 revs; power a reasonable 70hp at 4800rpm. Because the rear cylinder’s somewhat obscured excess finning and an oil-cooler are needed, the whole bike bulking up to over 520lIbs.
Here’s an engine that’s screaming out for a proper chassis, single carb and throwback sporting pretensions. It’s a great old slogger that gives most Harleys a run for their money but the handling’s largely hindered by the lack of ground clearance and weird steering geometry.
Luckily, the three-valve per cylinder, OHC engine is as tough as they come - from a combination of its excessive torque and the odd handling making it pointless to thrash, and, of course, the general excellence of its engineering. Yet another great missed opportunity but if custom cruising actually turns you on then a great buy at £3000 to £4000 for the really nice stuff.
The 800 Intruder uses water cooling and four valves per cylinder to produce-a more modern, less idiosyncratic engine that works better (but not really well) in the VX800. Again, toughness is excellent. Although power and torque are down compared to the 1400, so is the mass at 440lbs, giving the 800 just as effective forward motion with easier handling and a smoother time. Handling and braking aren’t likely to inspire, the latter likes to rot after a couple of British winters. Around £3000 will secure a reasonable Intruder.
All that was said about the 800 goes for the 600 Intruder but it obviously lacks the sheer grunt of the 800 (only having a pathetic 45 horses to hand) whilst still having to cart the same mass along. Only cheaper insurance really commends it, a bit of a pointless bike in view of the worthiness of its bigger brothers. It’s quite difficult to find any of the Intruder engines in breakers, probably because few people ride them in the winter when the chances of sliding off are greatly enhanced, which makes using one of these excellent engines in a special difficult.
Here’s an engine that’s screaming out for a proper chassis, single carb and throwback sporting pretensions. It’s a great old slogger that gives most Harleys a run for their money but the handling’s largely hindered by the lack of ground clearance and weird steering geometry.
Luckily, the three-valve per cylinder, OHC engine is as tough as they come - from a combination of its excessive torque and the odd handling making it pointless to thrash, and, of course, the general excellence of its engineering. Yet another great missed opportunity but if custom cruising actually turns you on then a great buy at £3000 to £4000 for the really nice stuff.
The 800 Intruder uses water cooling and four valves per cylinder to produce-a more modern, less idiosyncratic engine that works better (but not really well) in the VX800. Again, toughness is excellent. Although power and torque are down compared to the 1400, so is the mass at 440lbs, giving the 800 just as effective forward motion with easier handling and a smoother time. Handling and braking aren’t likely to inspire, the latter likes to rot after a couple of British winters. Around £3000 will secure a reasonable Intruder.
All that was said about the 800 goes for the 600 Intruder but it obviously lacks the sheer grunt of the 800 (only having a pathetic 45 horses to hand) whilst still having to cart the same mass along. Only cheaper insurance really commends it, a bit of a pointless bike in view of the worthiness of its bigger brothers. It’s quite difficult to find any of the Intruder engines in breakers, probably because few people ride them in the winter when the chances of sliding off are greatly enhanced, which makes using one of these excellent engines in a special difficult.
Honda used the technology of their VN1500 to produce custom 600 and 750cc variants. The only thing they had going for them was engine toughness The oddest, and maybe even the best, version was the Africa Twin, based on a 742cc, 52 degree version of the VT mill. An interesting mix of power and torque, reasonable handling though excessive weight and horrible styling, gave lots of on the road fun. You won’t get much change out of three grand for a reasonable example.
Similarly, the 600cc Transalp had adequate performance and chuckability but was limited by general ugliness and lack of efficiency. Way overpriced when new, £2500 should purchase a recent one whilst a well shagged ten year old example fetches around £750. General engine and chassis wear and tear after 45000 miles is more of a problem than any chronic faults (though disc brakes and camchain tensioners are always worth checking properly).
The VT600C Shadow’s the usual custom nonsense, no worse nor any better than other Japanese offerings. Power’s way down to a mere 40 horses in favour of maximising the torque at a low 3500rpm. Engine toughness, as might be expected from such a mild mill, is generally good. Handling and performance don’t overwhelm but only scare when the going gets fast. Priced at £2500 to £4500.
The Japanese market had a 400cc version from as long ago as 1983 (there was also a custom CX400 at the same time!). Grey imports from as little as £1500. Also on the import circuit, the rather excellent 400 and 650cc Bros — basically Reveres with alloy frames, chain drive and tuned engines - £2000 to £3000. Yet more import options exist in the 250 Xelvis and Spada, evolutions of our own VT250, which ended up making 40 horses and weighing a mere 3 10lbs in the Spada. £2000 to £2750 on the grey import circuit.
Honda went way over the top with the VT1100 Shadow, a 5701b and 80hp lump of V-twin excess that’s popular with poseurs. Around £5000. No sooner had this monster been launched than they created the VRX400, a wholly sensible implementation of the VT400/500 series with what could loosely be termed flat track styling; but hefty at 420lbs and way down on power at 33 horses.
A huge range of V-twin motors, then, but the Japanese haven’t got a clue about housing them in proper motorcycle frames, nor realising that the main design element to go along with their massive grunt should be minimal mass - say 350lbs for a 1000cc V. The latest, race replica 1000cc V-twin, offerings from Honda and Suzuki go some way to affirming the sporting pretensions of Jap V-twins but lumber the bikes with all the silly impracticalities and high running costs of the Japanese fours. The best thing to do with one of the big custom V-twins is to rip its engine out and find or make a decent chassis that will bring it into the modern world. Good hunting!
Similarly, the 600cc Transalp had adequate performance and chuckability but was limited by general ugliness and lack of efficiency. Way overpriced when new, £2500 should purchase a recent one whilst a well shagged ten year old example fetches around £750. General engine and chassis wear and tear after 45000 miles is more of a problem than any chronic faults (though disc brakes and camchain tensioners are always worth checking properly).
The VT600C Shadow’s the usual custom nonsense, no worse nor any better than other Japanese offerings. Power’s way down to a mere 40 horses in favour of maximising the torque at a low 3500rpm. Engine toughness, as might be expected from such a mild mill, is generally good. Handling and performance don’t overwhelm but only scare when the going gets fast. Priced at £2500 to £4500.
The Japanese market had a 400cc version from as long ago as 1983 (there was also a custom CX400 at the same time!). Grey imports from as little as £1500. Also on the import circuit, the rather excellent 400 and 650cc Bros — basically Reveres with alloy frames, chain drive and tuned engines - £2000 to £3000. Yet more import options exist in the 250 Xelvis and Spada, evolutions of our own VT250, which ended up making 40 horses and weighing a mere 3 10lbs in the Spada. £2000 to £2750 on the grey import circuit.
Honda went way over the top with the VT1100 Shadow, a 5701b and 80hp lump of V-twin excess that’s popular with poseurs. Around £5000. No sooner had this monster been launched than they created the VRX400, a wholly sensible implementation of the VT400/500 series with what could loosely be termed flat track styling; but hefty at 420lbs and way down on power at 33 horses.
A huge range of V-twin motors, then, but the Japanese haven’t got a clue about housing them in proper motorcycle frames, nor realising that the main design element to go along with their massive grunt should be minimal mass - say 350lbs for a 1000cc V. The latest, race replica 1000cc V-twin, offerings from Honda and Suzuki go some way to affirming the sporting pretensions of Jap V-twins but lumber the bikes with all the silly impracticalities and high running costs of the Japanese fours. The best thing to do with one of the big custom V-twins is to rip its engine out and find or make a decent chassis that will bring it into the modern world. Good hunting!
Dick Lewis