TESTING TWO NEW YAMAHA’S

The new YL-1 90cc twin and the 50cc step-through By Fioyd ciymer

\V hile in Tokyo CJCLE Publisher Floyd Clymer did the first

impression rides and tests of the new Yamaha YL-1 Parallel Twin,

and the new 1 amaha "50 with step-thru frame and automatic

gear change transmission.

Both models were made available and taken to the side of

the Tokyo Motor Show, which had closed the previous day. Two

Japanese riders, one an engineer and the other a shop mechanic,

had the bikes ready for Clymer’s tests of these two models — a

test by the first American to do so and they took place in Tokyo

after dealers and others were permitted to ride them short dis-

tances at the factory. But Clymer wanted^ longer rides, more

tests, etc. for a more complete report for CYCLE readers. His

story appears below.

Going motorcycle riding in Tokyo is indeed an experience

lor an .American. First, because traffic goes in the opposite

direction than in the United States — but that wasn’t so bad as

I had become accustomed to this “wrong-way” driving in

England and Sweden. However, the thing that bothers most

Americans (and 1 was no exception) is that the traffic signs arc

in Japanese, and I can’t read Japanese. So., unless you have a

guide, if you get far away from your starting point, you are

sunk.

My rides on the two new models by Yamaha gave me an

excellent chance to get the "feel” of how they handled, accele-

rated, cornered, braked, and took the rough stuff over bumps

and rocks on the back streets in Tokyo. With perhaps 50 miles

on each bike, no one should consider my remarks as a thorough

analysis.

The new YL-1 Parallel Twin was first, and the one 1 rode

was 90cc, but the ones being made at the factories we inspected

were lOOcc models lor the U.S. market, and possibly other

markets. A larger bore docs the trick. Because of the two-.stroke

design and the firing every time the piston goes to the top of

the cylinder, and being a side-by-side cylinder vertical twin, the

bike has the smoothness and the sound of a four-cylinder, four-

cycle engine. This is not a new idea — Jawa for years has had

a 350cc twin cylinder, two-stroke job that sounds like a four-

cylinder, four-cycle engine and is equally smooth in operation.

There was ver}1 little vibration, and starting it by kicking was

a pleasure. A very light quick kick was all that was necessary —

and one nice tiling is that, if the engine stalls in traffic (and it

isn’t easy to stall due to the fact that one or the other plug is

firing so very often), you can kick the starter without going to

neutral, and with only the hand clutch lever in released position.

Another thing I noted is the smoothness of the shift of the

4-speed gearbox. Pattern is I, 2, 3, 4 push down by toe pedal,

then comes neutral and it starts all over again. Downshift is by

use of heel pedal.

The wet, multiple-disc clutch is smooth and releases easily

with light finger pressure of the lever. For a short wheelbase

(37.3") it rides comfortably and handles like a dream. Brakes

are more than ample for its weight of 217 lbs. The suspension

system is good and weight distribution seems to be okay for

nice handling.

The instrument panel is neat and well-designed. The test

bike, of course, was made for the home market, and it had kilos

on the dial instead of miles — quite a thrill to see a 120 figure

dial, and more so when you see the needle climb so fast when

you accelerate. You know, 100 miles is only approximately 62

miles per hour.

1 put the little bike through a lot of abuse over some real

rough ground and soft dirt trails where construction and exca-

vating were going on — not only abusing the shifting and clutch,

but the suspension system as well. Not once did the forks or

rear end “bottom,” and I weigh 190 lbs. Acceleration seems

faster than it is because of the exhaust impulses. Even though

the mufflers do a good job, the smooth hum of the engine while

accelerating does attract attention. In fact, a corner traffic officer

was either so impressed by it, or he wanted to talk to an

American, that he signaled me over to the curb and said he’d

like to “see my driver’s license, preeze.” 1 fooled him and

CYCLE publisher Clymer was the first American to ride both

the licit- lOOcc and 50ec Yamaha 1966 models in Tokyo. See

his report in this issue and Jack Yamaguchi’s road impressions.

Shown above is the 500cc model, below the lOOcc Twin.

The twin, in low, nearly leaped up this steep, abrupt incline

for a lest over some rough soft plowed ground.

When I was fourteen years old I learned to ride motorcycles

while sitting on the bars in a backward position. I ve never

forgotten how so I gave the new lOOcc Twin a go.

MORE>->

Small rocks, sandy soil and some bumps over this backyard, otf

highway ground gave a flood idea of the handling (/ualilies

of the "100".

Engineer Takasi llalsukai and an nnamed Japanese mechanic

brought out the new models for the test rides. Both are amused

al rear riding photos in Motorcycle Treasury book, so Takasi

decided Io lake a chance and a ride.

Descending the loose dirt incline teas a little tricky and cer-

tainly I he front brake lever was to be left untouched.

Still a little skeptical he appears happy even though he can’t

\ce where he is going. So trustful he forgot to use his safety

helmet he carried around all day.

showed him my International license, good in all countries but

the Soviet Union, China and a few others. He smiled as I

handed him my card (in Japanese) and motioned me on, after

taking a good close look at the bike’s engine. He never did

mention any violation. Incidentally, a Japanese driver’s license

is not easy to come by. Not only are the drivers’ tests very

strict, but the applicant has to have a real mechanical knowledge

and know the functions of the piston, generator, battery, trans-

mission and many other components. This is probably why you

see so very few women car drivers in Japan.

While I could not reach a real top speed, I’d estimate it to

be about 60 to 63 miles an hour. The 10% displacement increase

in the U.S. version should give 65 to 67 mph top speed without

special tuning. The bike is certain to have an excellent sale in

the U.S. but it will be two or three months before dealers have

them in any quantities.

When I was a kid of 14, I learned to ride motorcycles while

sitting backwards on the handlebars and I’ve never forgotten

how. I still enjoy it, and I’ve found that a bike that handles well

going in the intended direction usually handles well while sitting

backwards on the bars. Only thing, my rather broad rear end

did not fit loo comfortably between the rather narrow handle-

bars of the Yamaha. For the heavy, backward-riding fans in the

U.S., I would suggest that Yamaha engineers give some thought

to wider bars. Sales won’t be large, but it will please a few

“nuts.”

With the Twin out of the way, I put the new little 50cc,

step-thru design Single through its paces and over some rough

stuff with a lot of abuse. This model has a new automatic shifting

transmission that will appeal to many, especially the girls. It’s a

three-speeder and, once in low, all that is necessary to shift up

is to touch the left toe pedal, close the throttle quickly (for a

smooth shift) and the clutch operates itself — there is no clutch

lever, as none is needed.

It’s a smooth-operating little bike, and top speed (I’m only

guessing, as that kilo speedometer really throws you a curve)

should be 35 to perhaps 40 mph. It’s a fun bike, very economi-

cal, and it will appeal to a lol of youngsters, both boys and girls,

students, and to some adults who couldn't care less for high

speed or a lot of power but who do want ease of operation,

extreme economy and a solution to the parking problem. Like

the new Twin, it has AutoLube, which eliminates mixing the

oil in the gas as it is done automatically. It gives Yamaha dealers

a new “plus” model that should garner some additional sales.

The step-thru design is not new with Yamaha, as they once had

one, but discontinued it in recent years. But the demand by

dealers seemed so insistent that the new 50c is the result.