Yamaha

XJ650 &750
Owners
Workshop
Manual
by Pete Shoemark
with an additional Chapl er on the 1983 US models

by J eremy Churchill
M odels cOllered
XJ650 653cc. UK 1980 to 1984 XJ750 748cc UK 1981 to 1984
XJ650 G Malum. 653cc US 1980 XJ750J Maxim 74&c. US 1982
• XJ650 H Maxim. 653cc US 1981
XJ650J Ma)(lm 653cc US 1982
XJ750 K Maxim 74&c. US 1983
XJ750 MK Midnight MaKim 74&c US 1983
XJ650 K Maxim. 653cc_ US 1983 XJ750 AH Socs 748cc US 1981
XJ650 lH Midnight MaKlm 653cc_ US 1981 XJ750 AJ Seca 748cc US , 982
XJ650 AJ Seca 653cc. US 1982 XJ750 RK 5eca 748cc. US 1983
Nore This manual does not cover the XJ650 Turbo models

ISBN 1 85010353 4

© Haynes Publis hing 1994

All fights reserved No part of thiS book may be IlIpI"oduced or transmitted In any form Of by any
means, electronu;: or mechanlCiI!. Including phOtOCOPYing. recording or by itny Informit110n 51018ge or
retrloval syS1em. wI1hou1 permiSSion In wrl11ng from 1ho cOPYrlgh1 holdor
Printed in England (738·2n)

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Irn,." L,br ary Calalog"i"9 in Publ,ea"on Oala

Hayn es Publ ishing s_~ P...

Sparkford Nr Yeovil
V......... XJ650 & 750 IOUB ow,*" "'' ' ' ' OJI
Somerset BA227JJ England
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ISB~ 1 85010-353 •
H aynes Publ icati o ns, Inc
861 Lawrence Drive Llbr.'v 01 Cong'... C• •• log C.rd Numbe'

Newbury Park 868283-4

California 91320 USA
Acknowledgements
Our thanks are due to Motorcycle City of Fernborough, wh.o
supplied Ihe Vemah, XJ650 fealured in the photographs
throughout this mtnuel, arid to Millu; Machinery Sales (UK) ltd
who supplied the naClllary service information and g8118
permlulon to reproduce many of the CH"iginal line drawings
used. Yeovil Motorcycle Services 100, g'lIl va luable technical
About this manual
The purpose of this manual is to present the owner with.
concise and graphic gtlide which will enable him to tKllle any
operation from basic routine maintenance to 8 major overhaul.
It has been assumed that any work would be undertaken
without the IUl(ury of a weU-equlpped workshop and a rallge of
manufacturer's service tools.
To this end, the machine featured in the manual was
stripped and rebuilt in our own workshop, by a team comprising
a mechanic. a photographer and the authol'. The resulting
photographic sequence depicts eYents as they tool( place. the
hands shown being thOle of the author and the mechanic.
The use of specialised. and el(penslve. service tools was
avoided unle51 their use was considered to be essential due to
risk of breakage or injury. There is usually some way 01
improvising a method of removing a stubborn component.
providing that a suitable degree 01 care is el(erclsed.
The author learnt his motorcycle mechanics over II number
of years. faced with the same difficulties and using similar
facilities to those encountered by most owners. It is hoped that
this practical el(perience can be passed on through the pages of
this manual.
Where possible, a well-used el(ample of the maChine is
chosen for the workshop project, as this highlights any areas
which might be particularly prone to giving rise to problems. In
this way, any such diffICulties are encountered and resolved
before the tel(t is written. and the technique. used to deal with
them can be incorporatad in the relevant section. Armed with a
working knowledge of the machine. the author undertakes II
considerable amount of re58arch In order thlt the mal(imum
amount of data can be Included in the manual.
assistance. The XJ750 shown on the front cover WII supplied
by Mark Pike of Chiselbofough, Somerset.
The Avon Rubber Company . upplied inform'lion and tech-
nical assistance on tvr, care and litting, and NGK Spark Plugs
(UKI ltd provided information on plug maintenance and
electrode condhions.
A comprehensive section. preceding the main part of the
menuel. describes procedure. for CIIrTYing out the routine
maintenance of the machine at Intervals of time end mileage.
This section i, included particularly for those owners who wish
to ensure the afficient day-to-day running of their motorcycle.
but who choose not to undertake ovemaul or renovation woll(.
Each Chapter is divided into oombered section .. With in
thell sections are numbered paragraphs. Cross reference
throughout the manual Is quite straightforward and logical.
When referenct! i. made 'See Section 6.10' it means Section 6.
paragreph 10 in the same Chapter. If another Chapter were
intended. the reference would tead. for el(ample. 'See Chapter
2 . Section 6 .10'. All the photographs are captioned with a
sectiof\lparagraph number to which they refer and are relevant
to the Chapter tel(t edjscent.
Figures (u.ually line illustrations) appear in a logical but
numerical order, within a given Chapter. Fig. 1. 1 tharefore refert
to the first figure in Chapter 1.
Left -hand and right -hand description. of the machines and
their components refer to the left and right of e given machine
when the rider i, seated normally.
MotOfCYCle manufacturers continuelty make changes to
specifications and recommendations. and these. when notified.
are Incorporated into our manuals It the esrliest opportunity.
We take great pride in the accuracy of information given in
this manual, but motorcycle manufacturers make alterations and
design changes during the production run of a particular motor-
cycle of which they do not Inform u• . No liability can be accepted
by the authors Of publishers for 1055. damage Of injury caused
by any errors in, or omissions from, the information given.
 Contents
Page

Acknowledgements 2

About this manual 2

Introduction to the Yamaha XJ650 and 750 Fours 6

Model dimensions and weights 7

Ordering spare parts 8

Safety first! 9

Tools and working facilities 10

Choosing and fitting accessories 13

'''''
... Fault diagnosis • 16
".
"'" Routine maintenance 27

Chapter 1 Engine, clutch and gearbox 40

<h,
Chapter 2 Fuel system and lubrication 114
tine
Iga.
lish
Chapter 3 Ignition system 142
,.,.
ell.

lhin
Chapter 4 Frame and forks 148

•.
~,

,ul. Chapter 5 Wheels. brakes and tyres 183

'Ire
'W
h •
Chapter 6 Electrical system 214
'Int

, ..
bon Chapter 7 The 1983 US models 259

,,'"
line
Wiring diagrams 261

ied. " Conversion factors 271

~.
I in
English/American terminology 272
"'"
:Of-
...
,od
Index 273
4

Yamaha XJ650 right·hand view

Yamaha XJ150 left-hand view

I ntroduction to the
Yamaha XJ650 and 750 Fours
The ancestry of the Yamaha XJ fange cen be traced back \0 achieved by relocating the alternator Irom the usual crankshaft
1916 when the three cylinder XS750 0 was introduced. This end mounting to the end of a secondary shaft above and behind
was Yamaha"s firs! large capacity lour-stroke and it wes the crankshaft. Recent t:.Jyelopmenls in suspension and braking
noteworthy as being the lirs! widely .ccepled shah-drive technology are also evident on various models_ The XJ models
mOIOl"cycle to come from that manufacturer. Prior to its al$O mark one of Ihe firSI serious attempts at applying computer
introduction, shaft drive conferred an image of strength. re- lochnology on a motorcycle. Although the microprocessor-
liability and medium performance. Fine on a BMW or Gold based monitor system Is really little more than impressive
Wing. but something of a shock On iI OOHe triple. gadgetry. il does indicate Ihe way in which enhanced precision
The popularity of the XS750 models and the later 850cc at relatively low cost may shape the deyelopment of the
versions had en obvious eHact when Yahama decided to Join in motorcycle during the Il8KI few years.
the r.ce amongst the "big lou,' to produce the biggest road- The various models described in this manual are identified in
going motorcycle in the late 19705. To Yamaha's credit, they one of twO ways. Where necessary. the UK models are
were nOI drawn into the ai~-cylinder boheme!h battle thet two Identified by their Yamaha production code. eg XJ650 111 NI.
of the other factories had Indulged in, but brought out a but all US models are identified by their Yamaha model code
comparatiyely usable four-cylinder 1100 cc sports tourer, the and the SUIfiK leller indicating the year of production. eg
XS 1100 E. This. and its subsequent derivatives, were quite well XJ650 RJ. To assist the owner with madel identification. given
received. and bore many similarities to the 750 triples, including below are the engine/frame numbers with which each
the now proven shalt drive. machine's production run commenced and the approKimale
By the end of the 1970s sanity once again prevailed in the dale of import
industry and the spiralling cost olluel encouraged the manulac-
turers to look lor a new wave of mid-capacity machines These Model Frame number Date
were to be smaller. lighter and more economical, but were to XJ650 (4KOI 4KO 000101 0" 19BO to 1982
have a leyel of performance close to that 01 the 1000 cc XJ650111N) 4KO 055101 0" 1982 to 1984
machines, XJ650 G 4H7 000101 DO 1980
Yameha's answer was to be the XJ series. which retained XJ650 H 4H7 - 100101 0" 1981
and deyeloped the shaft drive arrangement to a point where it XJ650LH 4W5 000001 on 1981
was almost competitive with chain systems in terms of XJ650J 5N8 000101 on 1982
rideability. with few of tha leoendary shaft drive vices being XJ650 RJ 5V2 000101 on 1982
obtrusive. The XJ series has also heralded B period of serious XJ750 (11 MJ 11M 000101 on 1981 to 1984
refinement which can be seen in almost every area of the XJ750 RH 5G2 000101 on 1981
various models. XJ750J 15R 000101 on 1982
The engine Is astonishingly narrow for a four. this being XJ750 RJ 5G2 100101 on 1982
 Model dimensions and weights
)(J650 G )(J660 H. XJ650IUKJ
lH.J )(J6S0 RJ

OveraU length 2165 mm 2165 mm 2170 mm

(85.2 in) (85.2 in) (85.4 in)

Over.1I widttt 860 mm 865 mm 730 mm

(33.9 in) (33.7 inl 128.7 in)

Over.1I !leight 1180 mm 1170 mm 1130 mm

(46.5 in) (46. 1 in) (44.5 in)
•
Wheelbase 1445 mm 1445 mm '435 mm
(56.9 in) (56 .9 in) (56.5 in)

S•• t height 750 mm 770 mm 780 mm

(29.5 in) (30.3 in) (30.7 in)
~shalt Ground cl •• rance 150 mm 145 mm 140 mm
ellind (5.9 in) (5.7 in) (5.5 in)
!:in,I,
g
Kerb weight 217 kg 2 17 kg 227 kg
Iputer
~,~
(478 fbI (4 78Ib) (500 fbI
ISSlVe
~isjon
f the
XJ750 RH. RJ XJ750J XJ750(UK)

...
led in
liNt
Overall length 2110 mm
183. 1 in)
2145 mm
184.4 in)
2195 mm
(86.4 in)
rod,
''9 Overall wtdth 860 mm 830 mm 860 mr..
;Jiven (33.9 in) (32.7 in) (33.9 in)
each
mate Over,lI height 1120 mm 1175 mm 1130 mm
(44.1 in) (46.3 in) (44.5 in)

Wheelb ••e 1445 mm 1445 mm 1445 mm

182 (56.9 in) (56.9 in) 156 .9 in)
18'
Se.t height 775 mm 780 mm 780 mm
(30.5 in) (30.7 in) (30.7 in)

Ground clearanca 140 mm 135 mm 145 mm

18' (5.5 in) (5 .3 in) (5.7 in)

Kerb weight 237 kg 236 kg 238 kg

(522 Ib) (520Ib) (52 5 Ib)
Ordering spare parts
Before atlempting any ovDlhaul or maintenance worl!. it is
imponant 10 ensure thaI any parts likely to be required ilfe to
hand. Many 01 the more common parIs such as gaskets and
seals wilt be aVililable off the shelf from Ihe local Yamaha
dealer. but often it will prove necessary to order more
specialised parts well in ad'Jance It is worthwhile running
through the operation to be undertaken, referring to the
approl)fiale Chapter and section of this book, so thaI 8 note can
be made of \tle items mOlt likely to be required. In some
InstancIIs il will of course be nece5S8ry to dism!lntle lhe
assembly in question so that the various components can be
IlI8mined and measured for weer lind in these instances. it
must be remembered thai the machine may have to be left
dismantled while the replacement pans are obtained.
It is advisable to purchase almost all new pana from an
official Yamaha dealer. Almost any motorcycle dealer should be
able to obtain the pans in time, but this may take longer than
it would through the oHicial factory spares arrangement. It is
quite in order to purchase eKpendable items such as spark
plugs. bulbs, tvres, oil and grease from the nearest convenient
source.
Ownell should be very wary of some of the pattern pans
that might be offered at a lower price than the Yamaha
originals. Whilst in most cases these will be of an adequate
standard. some of the more imponant parts have been known
to fail suddenly and cause extensive damage in the process. A
particular danger in recent years is the growing number of
coon!erfeit parts from Taiwan. These include items such as 011
filters and ora\l.e pads and ale ohen sold \n pac'kaging which is
almost indistinguishable from the manufacturer's own. Again,
these are often quite serviceable parts. but can sometimes be
dangerously inadequate In materials or construction. Apart from
rendering the manufacturer's warranty invalid. UN of sub-
standard parts mav put the life of the rider (or the machine) at
risk_ In short, while there are any doubts on salety grounds
purchase parts only from a reputable Yamaha dealer. The extra
cost Involved pays for a high standard 01 quality end th-e partl
will be guaranteed to work effectively.
Most machines are lubject to continuous detail modifica-
tions throughout their production run, and in addition to annual
model changes. In most cases these changes will be known to
the dealer but not to the general public, so it is essential to
quote the engine and Irame numbers in full when ordering
pans. The engine number is embossed in a rectangular section
of the crankcase close to the engine rear right-nand upper
moonting, and the ffame number is stamped on the right-hand
side of the steering head.
Frame number is stamped on stearlng heed
,
 Safety first!
Profeuional motor mechanics are lrained in safe working
procedures. However enlhusiilstic you may be about gelling on
wnh Ihe job in hand. do take the tIme 10 ensure lhal your safety
is not put 81 risk. A moment's lack of attention can result in en
accident 85 can lallure to observe certain elementaoy
Pfe<:aul,ons.
There will always be new WHyS of having accidents. lind the
following points do nOI pretend to be II comprehensive list of all
danger. they IIle intended .ather 10 make you aware of the
risles aM to encourage II safety-conscious approach to all work
you ca.ry out on your vehicle.
Essenrial DOs and DONTs
DON'T start the engine without first ascertaining that the
transmission is in neutral
DON'T suddenlv remove Ihe filler cap from a hoi cooling
system - cover il wilh a clcth and release the pressure graduallv
lirs!. Of you mav get scalded bv escaping coolant
DONi attempt to drain oil until you ale sure it has cooled
suHicienlly to avoid scalding vou.
DON'T grasp any part of the engine, e~haust or silencer without
first ascenaining Ihal il is sufficienlly cool 10 avoid burning vou.
DONi lliow brake fluid or antifreele to conlaCI Ihe machine's
p~intwor~ or plastic components.
DONi svphon lo~ic liquids such as luel. brake fluid or
Intilreeze bv mouth. 01 allow Ihem 10 remain on vour skin.
DONi inhale dusl - it mav be injurious to health (see Asbestos
wo
!leading)
.A DONi allow any spill oil or grease to remain on Ihe lloor -
01 wipe it up straight awav. belore someone slips on It
,,.
oil
DONi use ill·litting spanners or olher lools which may slip and
"'.
00
tause injUIY
DONi attempt 10 lilt a heavy component which may be
,m beyond your capabilily - get auistance.
DON'T rush to linish a job. or take unverified short cuts.
,I>-
DON'T allow children or anima" in or around an unattended
,d.."
~e~icte
DON'T inflale a lyre to a pressure above the recommended
ma~imum. Apart Irom overstressing the carcase and wheel rim .
rt. in eweme cases the tyre may blow off forcibly.
.-", DO ensure Ihat the machine is supported securely at all times.
Tnis is especially Imporlant when the machine is blocked up to
aid wheel or fork removal.
'0 DO take care whll1 allempling to slacken a stubborn nut or
""
bolt It is generally better to pull on a spanner. ralher than push.
$0 Ihat if slippage occurs you lall away lrom the machine rather
'"" Nn on to it.
DO weef eye protection when using power lools such as drill,
" sander, bench grinder etc.
DO use a barrier cream on your hands prior to undertaking dirty
jobs - It will prolect your skin from infection as well as making
the dirt easier to remove afterwards: but make sure your hands
Ir!n'l left slippery. Note that long·term conlaCI with used
engine oil can be a health hazard_
DO keep loose clothing Icuffs, tie etc) and long hair well out of
the way of moving mechanical parts.
DO remove rings. wristwalCh etc. befo,e working on Ihe vehIcle
especiltlly the electrical syslem.
DO hep your work area tidy - it is only too easy to fall Oller
.... ticles lefl lying around
DO exerCIse caulion when compressing springs for removal or
InStallation. Ensure thallhe tension Is applied and released in a
conlrolled manner. using suitable tools which preclude the
possibili ty of the spring escaping IIlolentlv,
DO ensure that any lifting tackle used has a safe working load
riling adequate for the lob.
DO get someone 10 check periQdicaliv Ihet all is well. when
worl<.ing alone on the vehicle.
DO carry out work in a logical sequence and check that
.verythlng is COrreCI'y assembled and tightened afterwards
DO remember Ihat your vehiele'S safely affects that of yourself
.1Id others. If in doubl on any POll'll, get specialist advice.
IF. in spite of following these precautio., •• you arf! unfortunate
tIIOUgh to injure yourself. seek medical attention as soon as
posslbla
Asbestos
Certain '''Clion. insulating, sealing. and other produCIS -
such as brake linings. clutch linings. gaskets. etc - contain
asbeslOs, Elllreme care must be taken to altoid inhalation of
dust from such products since it is hazardous to health If in
doubt. assume that they do contain asbestos.
Fire
Remember at aU times that petrol (gasoline) is hIghly
flammable. Neller smoke. or have any kind 01 naked lIame
around. when working on the vehicle. But the risk does 1'101 end
the,e a spark caused by an electrical $hart·circuit, by two
metal surfaces contactIng each Olher. by clt reless use 01 tools.
or even by static electricity built up in your body under certain
conditions. can ignite petrol vapo'Jr. which in a confined space
is highlv explosive
Always dIsconnect the battery earth Iground) terminal
before working on any parI of the luel or electrical system. and
never risk spilling fuel on to a hot engine 0' e~haust.
"is ,ecommended that a fire extinguisher of a type sultable
lor fuel and electrical lires Is kept handy in the garage or
workplace at all times. Never try to extinguish a fuel or electrical
fire WIth waler
• N ote: Any refeflmce to a/orch' appearing in this m/lnual
should alwit~s be taken to melln II handheld battery-operated
electriC It,mp or flaShlight It does not mean a welding/gas lorch
Of blowlllmp
Fumes
Certain fumes are highly toxic and can quicklV cause
unconsciousness and even dealh il inhaled \0 any e~tent, Petrol
Igasoline) vapour come~ into this category. as do Ihe vapours
from cerlain solvents such as trichloroethylene. Any drarning or
pouring of such volatile fluids should be done in a well
ventilated area.
When using cleaning fluids and solvents, 'ead the instruc-
tions carefully. Never use mlterials from unma ..... ed containers-
Ihey may give off poisonous vapours.
Naver run Ihe engine 01 a motor vehicle In an enclosed
space such as a garage E~hau1t fumes' cootitin carbon mon-
oxide which is e~tremely poiSonotJs; il you need to fUn the
engine, always do so in the open air or at least have the rear of
Ihe vehicle outside the workplace.
The battery
Never cause a spark, or allow a naked light. near the
vehicle-s ballery It will normally be giving off a certain amounl
01 hydrogen gas, which is highly e~plosive.
Always disconneCI the ballery earth Iground) terminal
before wOfking on the luel or electrical systems_
If possible. loosen the filler plugs or cOlier when charging
the battery from an exlernal source. 00 not charge al an
e~cessive rale or the bal1ery may burst
Take cale when lopping up and when carryIng the ballery
The Icid electrolyte. ellen when diluted. is very corrosive and
should not be allowed 10 contact the eyes or skin
If you ever need to prepare electrolyte yourself, always add
the acid slowly to Ihe water. and never Ihe other way round
Protecl against splashes by wearing rubber gloves and goggles.
Mains electricity and electrical equipment
When uSIng an electriC power tool. Inspecllon hght elc.
always ensure that the appliance IS correctly connected to Its
plug and Ihat. whe,e necessary. II IS properly earthfld
(groundedl_ 00 nOl use such appfrances rn damp cond,t,oos
and. ag8ln. beware 01 crealing a spark or applying e~cesSlve
heat In the vlclnlly 01 luel or fuel lIapour Also ensure thai Ihe
applIances meet the relevant nallonal safety standards.
Ignition HT voltage
A severe electric shock can result from touching certain
paris of the ignition system. such as the HT leads. when the
engine Is running Or baing cranked, perticularly If components
are damp or the insulation is delective, Where an electronic
ignilion system is filled. the HT volta~ is much higher Ind
could prove fatal.

Tools and working facilities
The lirSI priority when undertaking maintenance or repair
work of any SOrl on I motorcycle is to have II clean, dry. well -
li\ working .re8. Work carried OUI in peace and qUiet in Ihe well -
Ordered atmosphere 01 8 good workshop will give more
Nllisfaction and much bener results Ihan can usually be
.chleve<! in poor working conditions. A good workshop must
have II clean nal workbench or II solidly constructed lable of
coovenient working heighl. The workbench or lable should be
equipped with II vice which has 8 jaw opening of 8t leasl 4 in
1100 mml_ A set of »,w covers should be made from soft melal
.uch as aluminium elloy or copper, or from wood. These covers
will minimise Ihe marking or damaging of soft or delicate
components which may be clamped in Ihe vice. Some tlean.
dry, slo,age space will be required for lOols, lubricants and
dismantled components. It will be necessary during a major
overhaul to layout engine/gearbo" components for examination
and to keep them where they will remain undisturbed for as
long as is necessary. To this end it is recommended that a
supply of metal or plastic containers of suitable size is collected.
A supply of clean. lint-free. rags for cleaning purposes and some
newspapers, other rags. or papar towels for mopping up
spillages should allJO be kept. If working on a hard concrete floor
note that both the floor and one's knees can be protected from
oil spillages and wear by cutting open a large cardboard boll. and
spreading it flat on the floor under the machine or workbench
Thi, ,1$0 helps to provide some warmth in winter and to prevent
the loss of nuts, washers, and other tiny componentS which
have a tendency to disappear when dropped on anything other
Ihan a perfectly Clean. flat, surface.
Unfortunately, such working conditions are not atways
available to the home mechaniC. When working in poor condi-
lions it is essential to take e"tra lime and care to ensure thatlhe
componenll being worked on are kept scrupulously clean and
to ensure Ihat no components or tools are lost or damaged.
A selection of good 10015 is a fundamental requirement for
anyone contemplating Ihe maintenance and repair of a motor
vehicle For the owner who does not possess any. their
pyrchase will prove a considerable eKpense, offsetting some of
the savings made by doing-it-yourself. However, prO\lided that
the tools purchased meet the relevant nallonal safety standards
and are of good quahty. they Will last for many years and prove
an extremely worthWhile investment
To help the average owner to decide which tools are
needed to carry out the various tasks detailed in this manual. we
have compiled three lists of tools under the following headings:
Mllin/enance and minor repair. Repair and overhaul, and
Specilllized. The newcomer to praclical mechanics should start
oft with the simpler jobs around the vehicle. Then. as his
confidence and eKperience grow, he can undertake more
difficult lasks. buying eKtra tools as and when they are needed
Ma,
In this way. a Mllinlenllnce Ind minor replir tool kil Cln be
built -up inlO a Repeir end overhaul tool kit over a considerable
period of time Without any major cash OIJllays The eKperienced
home mechaniC will have a tool kit good enough for most repair
and overhaul procedures and will add tools from the specialized
category when he feels the eKpense is justified by the amount
of use these tools wi1l be put to.
It is obviously not possible to cover the subject of tools fully
here For those who wish to learn more aboul tools and their
use thell .s a book enutled Motorcycle WorkShop Practice
Mllnuill (Bk No 1454) available from the publiShers of thIS
mllnual
As a generlll rule, it is better to buy the more eKpensive,
good qualitv tools Given reasonable use. such tools will last for
II very long lime, whereas the cheaper. poor quality, item will Re
wear out faster and need to be renewed more often. thus
nullifying the original saving. There is also the risk 01 a poor
qualifY tool breaking while in use, causing personal injury or "~
<h,
expenSive damllge to the component belflg worked on,
For pracllcally 1I1i tools, a tool factor .s the besl source since
he Wltl have II very comprehensive range compared With the
'"
<h,
average gllfllge or accessory shop. HaVing said that. accessory '"I
b"
shops often offer excellent quailly tools at discounl prices, so it inc
pays to shop around There are plenty of 10015 around at m<
reasonable prIces, but always aim to purchase Items which meet ,h'
Ihe relevant nallonal safefY standards. If In doubl, seek the
adVIce of the shop prop!"relor or manager before m3klng a
purchase
The basis 01 any toolkil is a sel of spanners. While open-
ended spanners with their slim jaws. are useful for working on
awkwardly-positioned nuts. ring spanners have IIdvanlages in
Ihll they griP Ihe nul far more posilively. There is less risk of lhe
spanner slipping oH Ihe nut and damaging iI, for this .eason
alone ring spanners are to be preferred. Ideally. the home
mechaniC should acquire a sel of each. but if eKpense rulll this
OIJt a set 01 combination spanners lopen-ended at one end and
with a ring of the same size al the other) will prO\lide a good
compromise. Another item which is so use lui it should be
considered an essential requiremenl lor any home mechanic IS
a set of aocket spanners. These are available in a variety of drive
sizlI. It is recommended that the i-inch drive type is purchased
to begin with as although bulk!er and more upensive than the
i-inCh type, the larger size is Isr more common and will accepl
a greallr variely of torque wrenches. extension pieces and
socket sizes. The SOCket set should comprise IJOckets of sillS
between 8 and 24 mm, a reversible ratchet drive, an eKtension
bar of about 10 inches in lenglh. a spark plug socket with 8
rubber insert, and a universal joint. Other attachments can be
added to the Set at a later date
 Tools and working facilities 11

Maintenance and minor repair tool kit Specialized tools

Set of &pllnners 8 - 24 mm This is not a list 0 1 the tools made bV the machine's
Set of sockets and 1It/llchments manufacturer to carty out a specific task on a limiled IInge of
Spllrk plug spanner with rubber insert - 10, 12, or 14 mm models. Occasional references are made to such lools in the
as appropriate te~t of this manuel and, in general, an alternative method 01
Adjus/able spanner carrying out the task without the manufacturer"s tool is given
C-spanner/pin &panner where possible, The tools mentioned in this list are those which
Torque wrench (sama size driwt as sockets) are nol used regularlV and are e~pen5ive to buy in view of their
Set of screwdrivers (flat Mllde) infrequent use_ Where this is the case it may be possible 10 hire
Set of screwdrivers (cross-head) or borrow the tOOls against a deposit from a local dealer or toot
Set of Allell keys 4 - 10 mm hire shop. An alternative is for B group of friends or a motorcycle
Impact screwdriver lind bits club to join in the purchase
8alf pein hammer - 2 Ib
HlIChaw (junior} Valve spring comprtlssor
Self-/oc:king pliers - Mole grips Of vice grips Piston ring compressor
Pliers - combination Univerul bearing puller
Pliers - needle nose Cylinder bore honing ellechment (for electric drill)
Wire brush (smlllf) Micrometer Se/
Soft-btist~ brush Vernier clJlipers
Tyre pump Dial glluge set
Tyre pressure gauge Cylinder compression gavge
Tyre trelld dept h gauge Vecuum gauge set
Oil can Multimeter
: Cln De Dwell meter/techome/er
Fine emlf)' cloth
Jider.b~
Funnel (medium size)
erieneed
Orip tray
1St repair
Grease gun
eci.lized
Set of feeler glluges
lmount Care and maintenance of tools
Brake bleeding kit
SITobe timing light Whalever the quality of the lools purchased, they will last
oollfully Continuity tesler (dry battery and bulb) much longer if cared for. This means in practice ensuring that a
Jnd their tool is used for its intended purpose; for e~ample screwdrivers
Soldering iron and solder
PIICIICl should not be used as a substitute for 8 centre punch, or as
Wire stripper or craft knife
I of thll chisels. Alwavs remove dirt or grease and any metal particles
PVC insulating tape
Assortment of &pli, pifU, nuts, bolts, and washers but remember that a light film of oil will prevent rusllng if the
q)tnllve, 10015 are infrequentlv used The common tools can be kept
II list lor together in a large bo~ or trey but the more delicate, and more
item will Repair and overhaul toolkit e~pensive, Items should be stored separatelv where they cannot
en, thus The tools in this list are virtually essential for anyone be damaged. When a tool is damaged or worn out. be sure to
.1 I POOr undertaking major repairs 10 a motorcycle and are additional to renew it immediatelV. Iii, felse economy to cominue to use e
injury or the tools listed above. Concerning Ton; driver bits, Ton; screws worn spanner or screwdriver which may slip and cause
Ire encoun tered on some of the more modern machines where expensive damage to the componenl being worlled on.
Ice"nee tMit use is restricted to fastening cenain componentS inside Ihe
wIth th e .ngina/gearbo~ unit, It is therefore recommended tha! If Tor~

""'0<'(
en,S011
bits cannot be borrowed from a loeal dealer, they are purchased
individually as the need arises. They are not in regular use in the
'OUnd al motor trade and will therefore only be available in specialist tool Fastening systems
lieh mHt
seek the """•. Fasteners, basically, ere nulS, bolts and screws used to hold
twO or more parts together. There are a few things to keep in
flaking a Plastic or rubber sof t-fllced mellet mind when working with fasleners. Almost all of them use a
Toa: driver bits locking device of some type; either a lock washer, lock nut,
ile open- Pliers - electrician', side cutters locking tab or thread adhesive. Alllhre&ded fastene .. should be
Jliting on Circlip pliers internal (streight Of right"angled lips "re clean, straight, have undamaged threads and undamaged corn-
'!ages in avaltable) ers on the he~agon head where the spanner fits. Develop the
isk of the Circlip pliers - external habit of replacing all damaged nulS and bolts with new ones.
is rtason Cold chisel Rusted nuts and bolts should be treated with a rust
'It! home Centre punch penetraling fluid to ease removal and prevenl breakage. Alter
rules thil Pin punch applving Ihe rust penetrant, let il ·worll' for a few minutes
! .nd and Scriber before trying to loosen the nul or bolt. Badly rusted fasteners
e a good Scraper (m8de from soft metel such as aluminium may have to be chiseled all or removed with a special nut
tMJuld be or copper) breaker, available al 1001 shops.
1Chanie il Soft metal drift Flat washers and lock waShers, when removed from an
yofdnve Steel rule/straight edge assemblv should always be replaced exactlv as removed.
ufeha$fld Assortmant of files Replace any damaged washers with new ones. Always use a
than the Electric drill and bits flat washer between a lock washer and anv soft metal surface
~Il accept Wire brvsh (/1I(ge) (such as aluminium). thin ,hee! metal or plastic, Special lock
eces and Soft wire brush (similar to those used for cleaning sl1ede nutS can only be usoo once or twice t)efore they lose their
J of Sllli shoes) locking ability and must be renewOO.
1.lenSlon Sheef 01 plilte gl8lS If a bolt or stud breaks all in an assemblV, it can be drilled
It WIth a Hacksew (large) out and removed with a special tool called an E-Z OUI. Most
ts can be Valve grinding tool dealer service depertments and motorcvcle repair shops can
Vllive grinding compound (coarse find Nile! perfotm this task, as well as others (such as the repair of
Stud eJ(/ftlc/or set IE-Z au/) threaded holes that have been stripped outl.
12 Tool. and working facilities

Spanner size comparison

Jew g.p linl Spanner siza Jaw gap linl Spanner siJ!e

0 .250 ... in AF 0.945 24 mm

0.276 7 mm ' .000 1 in AF
0.,313 , in AF 1.0 10 I in Whitworth ; t in BSF
0 .315 8 mm 1.024 26 mm
0.344 ~ In AF; t in Whitworth 1.063 ' . in AF; 27 mm
0.354 9 mm 1.100 A in Whitworth; Ii in BSF
0 .375 I in AF 1. 12 5 I t in AF
0 .394 10 mm 1.181 30 mm
0.433 11 mm 1.200 Ii in Whitworth; I in BSF
0.438 ., in AF I t In AF
0.445 a in Whitworth; -} in BSF
1.250
1.2 60 32 mm
0 .472 12 mm 1.300 t in Whitworth; t in BSF
0.500 tin AF 1.313 I I in AF
0.512 13 mm 1.390 iii in Whitworth; i in BSF
0.525 t in Whitworth; Ain BSf 1.417 36 mm
0 .551 14 mm 1.438 I. in AF
0.563 I in AF 1.480 t in Whltwonh; 1 in BSF
0.591 15 mm 1.500 't in AF
t
0 .600
0 .625
0.630
tin WhilwO<1h ;
in AF
16mm
in BSF 1.575
1.614
1625
40 mm; • in Whitwonh
41mm
' . in AF
0.669 17 mm 1.670 1 In WhitWQnh; ' . in BSF
0 .686 Iiin AF 1.688 111 in AF
0.709 18 mrn 1.811 46mm
f in Whitworth; ., In BSF 'ii in AF
0.710
0.748
;" A'
19 mm
1.813
1.860
1.875
't in Whitwonh;
1 in AF
,*
in BSF

!
0.750
0.813 in AF 1.969 50 mm
0 .820
0.868 22
In Whitworth;
mm
t in B5F 2.000
2.050 *
2 in AF
1 in Whitworth; 1i in BSF
55 mm

l
0.875 in AF 2.165
0.920 in Whitworth; " in BSF 2 .362 60 mm
0.938 in AF

Standard torque settings

Specific torque "eltings will be found at the end of the specifications section 01 each chapter. Where no figure is given. bolt" should
be secured according to the table below.
Fntener type !thread diameter! kgf m Ibf ft
5mm bolt or nut 0.45 - 06 3 .5 - 4 .5
6 n .m bolt or nut 0.8 - 1.2 6- 9
8 mm bott or nut 1.8 - 2.5 13 - 18
10 mm bolt or nut 3.0 - 4.0 22 - 29
12 mm bott or nut 5.0 - 6.0 36 - 43
5 mm screw 0 .35 - 0.5 2.5 - 3 .6
6 mm screw 0 .7 - 1.1 5- 8
6 mm fllIl'ge bott 1.0 - 1.4 7 - 10
8 mm filll'ge bott 2.4 - 3.0 17 - 22
10 mm flllnge bolt 3.0 - 4 .0 22 - 29
 Choosing and fitting accessories
The range 01 accessories available to the modem motor·
eycli" is almost as varied and bewildering as Ihe range of
motorcycles. This Section II intended to help the owner In
choosing the correct equipment lor his needl and to avoid some
01 the mistakes made by many riders when adding acceslOrles
to their machines. It will be evident that the Section can only
cover the subject in the most general terms and so il is
recommended that the owner. having decided that he wents to
fit. for eMample. a luggega rack or carrier, seeks Ihe advice of
se~eral local dealers and the owners of similar machine •. This
will give a good idea of what makes of carrier are easily
available, and at what price. Talking to other owners will give
IIOme insight into the drawbacks or good points of anyone
ma~a. A walk round the motorcycles in car parks or outside a
dealer will ollen reveal the same son of information .
The firSt priority when £hoosing accessories ;s to assess
exactly what one needs. It is, for example, pointless to buy a
large heavy-duty carrier which is designed to take the weight of
fully laden panniers and topbox when all you need is a place to
strap on • set of waterproofs end a lunchboM when going to
work. Many accessory manufacturers have ranges of equipment
to cat&! for the individual needs of different riders and Ihi. poinl
should be borne in mind when looking through a dealer's
catalogues. Having decided exactly what Is required and the use
to which the accessories are going to be put, the owner will
need • few hints on what to lOOk for when making the final
coolee. To this end the Section is now sub-divided to cover the
more popular accessories lilled. Note Ihat it is in no way a
Irsshoold customiz ing guide. but merely seeks to outline the practical
considarations to be taken into account when adding
aftermarkat equipment to a motorcycle.
Fairings and windscreens
A fairing is possibly the single. most e~pensive, aftermarket
item to be fitted to any mOlorcycle and. Iherefore, require s the
most thought before P\lrchase. Fairings can be divided into two
main grO\lps: front fork mounted handlebar fairings and wind-
screen •. and frame mounted fairings.
The first group, the front fork mounled fairings, are
becoming far more popular than was once the case, a. Ihey
oHar several advantagel over the second group. front fori<;
mounted faIrings generally are much easier and quicker to fit.
involve less rnodification to the motorcycle. do not as a rule
restrict tha sleering lock. permit a wider lelection of handlebar
styles to be used, and offer adequate protection for much less
money Ihan the frame mounted type. They are also lighter, can
be swapped easily between different motorcycles, and Ire
JVailable in a much greater variety of styles. Their main
disadvantages are that they do not offer as much wealher
protection as the frame mounted types. rarely offer any storage
5;lace. and, if poorly filted or naturally incompatible, can have
an adverse effect on the slability of the motorocycle.
Thl second group. Ihe frame mounted fairings, are secured
so rigidly to the main frame of the motorcycle thaI they can
offer a substantial aonount of proteclion to motorcycle and rider
in the event of a crash, They offer almost complete protection
from the weather and, If double-skinned in construc tion, can
provide e great deal at ","lui lIorage space. The feeling of
peace. quiet and complete r,rexe!ion encounterad when rjQif1g
behind II good full fairing ~sto be a~perianced to be b'elleved.
For thil reason full fairings are con.idered .... ntial by mOil
touring motorcyclists and by many people who ride all year
round. The main disedvantages of this type ara that fining can
take a long t~, often involving removal or modification of
s!anoard mot6n:vcle components, they restrict Ihe steering lock
and they can add up to about 40 Ib to the weight of the
machine. They do not usually affect the stability of the machine
to any great extent once the front tyre pressure and suspension
have been adjusted to compensate for the extra weigh!. but can
be affected by sidewind •.
The first thing to look lor when purchasing a fairing is the
quality o( the fittings. A good lairing will have .trong,
substantial brackets constructed from heavy-gauge tubing; the
brackets must be shaped to lit the frame or forks evenly 10 that
the minimum of stress is Imposed on the assembly when it is
bolted down. The brackets should be property painted or
finished - a nylon coating being the favourite of the beller
manufacturers - the nulS and bolts provided should be 01 the
same thread and size standard as is used on the motorcycle and
be properly plated. Look also for shllkeproof locking nulS or
locking washers to ensure that everything remains securely
tightened down. The fairing shell is generally made from one of
two ma terials: fibreglass or ABS plastic Both have their
advantages and disadvantages. bu t Ihe main consideration for
Ihe owner is Ihat fibreglass is much easier to repair in the event
of damage occurring to the fairing, Whichever material is used,
check that it is properly linjshad inside a. well as out, that the
edges are protected by beading and the! the fairing shell is
insulated Irom vibration by the use of rubber grommets 8t all
mounting points. Also be careful to check that the windscreen
is retained by plastic boilS wllich will $flap on Impact so thlt the
windscreen will break away and not cau.. personal injury in the
event of an accident.
Having purchased your fairing or windscreen, read the
manufacturer's fitting instructions very carefully and check thet
'(Ou have all the necessary brackets and fittings, Ensure that the
mounting brackelS are localed correctly and bolted down
securely. Note that some manufacturers use hose clamps to
retain the mounting braCkets; these should be discarded as they
are convenient to use but not strong enough lor the task.
Stronger clamps should be subslituted; G~r e.haust pipe clamps
of suitable size would be a good alternative. Ensure Ihat the
front forks can tum through the full Steering lock. aVlileble
without fouling the fairing Wilh many types of frame-mounted
fairing the handlebars will have to be altered or a different type
filled and the steering lock will be reStricled by stops provided
with the fittings. Also check that the lairing does not foul the
front wheel or mudguard. in any steering position. under full fork
compression. Re-route any cables, brake pipes or electrical
wiring which may snag on the fairing and lake great care to
14 Choosing and fitting accessories
protect all electrical connections, using insulating tape. If Iha
manufacturer"s instructions Bre followed c<lrefully 81 every slage
no serious problems should be encountered. Remember Ihal
hydraulic pipes that have been disconnected must be carefully
,e-tightened and the hydraulic system purged of air oobbles by
bleeding.
Two things will become Immediately apparent when taking
8 motorcycle 00 the road for the first lime with II fairing - the
first is the tendency to underestimate the road speed becau5e of
the la!::k of wind pressure on the body. This must be very
carefully watched umil one has grown accustomed to riding
behind the fairing . The secor'ld thing is the alarming increase in
engine noise which is en unfortunate but inevitable by -product
of fitting any type of fairing or windscreen, and is caused by
normal engina noise being reflected, and in some cases
amplified, by the flat surface of the fairIng,
Luggage racks or carriers
Carriers are possibly the commonest item to be fitted to
modern motorcycles Thev vary enorlTlO!JSIy in size, carrying
capaCity, and durabilitv. When selecting a carrier, alwavs look
for one which is made specifically for your mac"ine and which
is bolted on with as few separate brackets as possible, The
universal-type carrier, with its mass of brackets and adaptor
pieces, will generally prove too weak to be of any real use. A
good carrier should bolt to the main frame, generally using the
two suspension unit top mountings and a mudguard mounting
bolt as attachment points, and have its luggage platform as low
and as far forward as possible to minimise the effect of any load
on the mllchine's stability. Look for good quality, heavy gauge
tubing, good welding and good finish. Also ensure that the
carrier does not prevent opening of the seat. side panels or tail
compartment, tas appropriate. When using a carrier, be very
careful not to overload it hcessive weight placed so high and
so far to the rear of any motorcycle will have an adverse effecl
on the machine's steering and stability.
Luggage
Motorcvcle luggage can be grouped under two headings:
soft and hard. Both types are availllble in many sizes and styles
and have advantages and disadvantages in use,
Soft luggage is now becoming very popular because of its
lower cost and its versatility, Whether in the form of tankbags,
panniers, or strap-on bags, soft luggage requires in general no
brackets and no modification to the motorcycle. Equipment can
be swapped easil" from one motorcycle to another and can be
fitted and removed in seconds, Awkwardly shaped loads can
easily be carried. The disadvantages 01 soflluggage are that the
contents cannot be secure against the casual thief, very linle
protection is afforded in the event of a crash, and waterproofing
is generally poor. Also , ~n the case of panniers, carrying capacily
is restricted to apprOllimatelv 10 Ib, although this amount will
vary considerably depending on the manulacturer's recommen-
dation. When purch3sing soft luggage. look for good quality
material, generallv 'Iinyl 01 nylon, with strong, well-stitched
attachment points, It is alwaVs useful to have separate pockets,
especially on tank ba1s, lor items which will be needed on the
journey. When purchc<;ing a tank bag, look for one which has a
separate, well-padded, base, This will protect the tank's
painlwork and permit easy access to the filler cap at petrol
stations
Hard luggage hI' confined to two types: panniers, and top
bolles or tail trunks. Most hard luggage manufacturers produce
matching sets of these items, the basis of which is generally
that manufacturer's own heavy-duty luggage rack. Variations on
this theme OCCur in the form of separate frames for the better
Quality panniers, filled or quickty-detachable luggage, and in size
and carrying capacity. Hard luggage offers a reasonable degree
of security against theft and good protection against weather
and accident damage. Carrying capacity is greater than that of
soft luggllge, around 15 - 20 Ib in the case of panniers,
although top bolles should never be loaded as much as their
apparent capacity might imply. A top boll should only be used
for lightweight items, because one that is heavily Illden can
have a serious effect on the stability of the machine. When
purchasing hard luggage look lor the same good points as
mentioned under fairings and Windscreens, ie good quality
mounting brackets and "ttings, and well · finished fibreglass or
ABS plastic cases Again as with fairings, always purchase
luggage made specificallv for your motorcycle, using as few
separate brackets as possible, to ensure that everything remains
securely bolted in place. When fitting hard luggage, be careful
to Check that the rear suspension and brake operation will not
be impaired in any ....ay and remember that many pannier kits
require re· siting of Ihe indicators. Remember also thai a non-
standard e.haust system may make lining e~tremelV difficult.
Handlebars
The occup8lion of filting alternative types of handlebar is
elltremelv popular with modern motorcyclists, whose motives
may vary from Ihe purely practical, wishing to improve the
com lort of their maChines. to the purely aesthetic, where form
is more important than function. Whatever the reason. there are
several considerations to be borne in mind when changing the
handlebars 01 your machine, If fitting lower bars, check carefully
that the switches and cables do not foul the petrol tank on full
lock and thaI Ihe surplus length of cable, brake pipe, and
electrical wiring are smoolhlV and tidilv disposed of. Avoid tight
kinks in cable or brake pipes which will produce stiff controls or
the premature and disastrous failure of an overstressed compo-
nent. II necessary, rel"'1ove the petrol tank and re -route the cable
from the engine/gearboll unit upwards, ensuring Smoolh gentle
curves are produced. In e~treme cases, it will be necessary to
purchase a Shorter brake pipe to overcome this problem. In the
case of higher handlebars than standard il will almost certainly
be necessary 10 purchase elltended cables and breke pipes,
Fortunately, many standard motorcycles have a Custom version
which will be equipped with higher handlebars and, therefore.
factory-built elltended components will be available from your
local dealer. It is not usually necessary to e~tend electrical
wiring, as switCh clusters may be used on several dIfferent
motorcycles, some being custom versions. This point should be
borne in mind however when fitting e~tremelv high or wide
handlebars,
When fitting different types of handlebar, ensure that the
mounting clamps are correctly tightened to the manufacturer's
specifications and that cables and wiring, as previouslV men
tioned, have smooth easy Tuns and do not snag on any part of
the motorcycle throughout the full steering lock. Ensure that Ihe
fluid level in the 'rant brake master cylinder IIImains level to
avoid any chanCe of air entering the hydraulic System. Also
Check that the cables are adjusted correctlv and that all
handlebar controls operate correctly and can be easHy reached
when riding
Crashbars
Crashbars, also known as engine protector bars, engine
guards, or case savers, are eJ(tremely uselul items of equipment
which can contribute protection to the machine's struCture if a
crash occurs, They do not. as has been inferred In the US,
prevent the rider from crashing, or necessarilv prevent rider
injury should a crash occur.
It is recommended that only the smaller, nealer, engine
protector typ£ of c.. shbar is considered. This type will offer
protection while restricting, as liule as is possible, access 10 the
engine and the machine's ground clearance. The crashbars
should be designed for use specifically 00 your machine, and
should be construcled of heavy-gauge tubing with strong,
integral mounting brackets. Where possible, they should bolt to
a strong lug on the frame, usually at the engine mounting bolts
The alternative type of crashbar is the larger cage type. This
type is not recommended in spite of their appearance whiCh
promises some protection to the rider as well as to the machine
The larger amount of leverage imposed by the)lize of this type
of crashbar increases the risk 01 severe frame damage In the
 Choosing and fitting accessories 15

.vent of 8n accident. This type elso decreasel the machine', up 10 the standard of the original equipment the lower COlt of
"" """
jan ca n
When
ground clearance and restricts ,CCISS to the eogine. The
lmoul'll of protection affo«led the rider is open to some doubt
such systems does at teast reflect Ihis fact.
When fitting an .Itemative system always purchase a full
"nts 85 I. the design il based on the premise that the rider will stav in set of new e.hauSi gaskets, to prevent leakl. Fil the uhlust
the l'\O,rn.lly Slated position during an accident, and the crash IIrstto the cylinder head or blrrel, IS appropriate. tightening the
quality
;,llss or Nr structure will not itself fail. Neither result can in any way be retaining nuts or bolts by hand only and then line up the exhlust
ufchase guaranteed. rear mountings. If the new system is a one-piece unit and the
As a geMral rule, always purchase Ihe besl, ie usually the reer mountings do nol line up e_ltClly, sp.cers mull be
OIS few
'emains mosl e.pensive, let of crashbars you an afford. The investmenl fabricated to take up the difference. 00 not force the Iyllem
careful will be repaid by minimising Ihe amounl of d.m.ge incurred, into place IS the slress thus imposed will rapidly cause craCk,
will not IIIould the m.chine be involved in.n .ccident. Finally. avoid the and splits to appear. Once all the mountings are loosely fi.ed,
lier kit s un;..,,,..1 type of cflshbar. This should be reg.rded only as a lighten the retaining nuls or boilS securely. being careful not to
1111 resort 10 be used if no allernalive e.isll. With ill usual overtighten them. Where the motorcycle manufacturerltorque
• 00" multitude of 58parale brackets and spacers, the univerul settings are av.il.ble, these should be used, 00 not forget to
iffieul!
cr.shbar is far too weak in design and construction to be of any carry out any carburation changes recommended by the e.hault
IIr'Clie,1 value. system's manuf.cturer,
leba, is
1'lotives
Exhaust systems
)VII Ihe
The filling of ahermarket e.haust systems is anolher Electrical equipment
nuamely popular pastime amongst motorcycliSIS. The usual The vaSI range of electrical eq~ipment av.ilable to motor-
fe form
molive is 10 gain more performance from the engine bUI other cyclists is 50 large and 50 diverse that only the most general
lere life coMiderations .re 10 gain more ground clearance, 10 lose outline can be given here. Electrical accessories v.ry from
ling Ihe
wa'ghl from the motorcycle, to obtain • more distinctive electric ignition kits filted to replace contaCI breaker pointl, to
arefulty ,.hauSi note or 10 lind a cheaper allernative to the additional lighting at the front and rear, more powerful norns,
: on full m.nuf.ctrJler"s original equipment e.haust system. Origin.1 ... arious instruments and geuges, clocks, anti-theh SYltaml,
le. aod
equipment uhaust systems often COSl more and may well have heated clothing, CB radios, radio-c85selte players, and intercom
.id light
I relalively short life, It should be noted that it is rare for sn systems, to n.me but a few of the more popular Items of
lIrols or .ftermarket e.hauSl system slone to give. noticeable increase eQuipment.
oompo-
in tha engiM's power output. Modern motorcycle. are designed As will be evident. it would require a separate manUII to
te cable
10 gille lhe highest power outpul possible allowing for fectors cover this subject .Ione and Ihis section is therefore restricted
I gentle
Mh as qUialMSI, fuel economy, spread of power, and long- to outlining a few basic rules which mull be borne in mind
lS;!Iry to
term reliability. If thare were a magic formula which allowed Ihe when fitting electric.1 equipment. The first consideration is
· In the
..haust system to produce more power without .ffecting these whether your m,chine's electrical system has enough reserve
~r1ainly
OIMr considerations you can be sure that the manufacturers. c.pacity to cope with the added demand of the accessories you
! PlpeS_ wom Iheir I.rge re58arch and cfIvelopmentlacilities, would have wish to fil. The motorcycle'S manufacturer or importer ,noold
version found it and made use of il. Performance incre.ses of a be .ble to furnish this sort of Information and may also be able
'''tIOfe , worthwhile .nd noticeable nature only come from well-tried to offer advice on uprating the electrical system. failing thll, I
m your Ind IIroperly matched modifications to the entire engine, from good dealer or the .ccessory m.nuf.cturer may be able to help.
&etricel
tilt ail filter, through the carburetlors, port timing or c.mshaft In some cases, more powerful generator components may be
ifleren!
and v,lve design, combustion chamber shape, compression .... ailable. perhaps from another motorcycle in the
ould be
rlllO, and Ihe e.heuSl system. Such mod,licalions Ife well manufacturer's range. The second consideration is the Ieoal
)r wide
OIIt$1da lhe scope of Ihis m.nu.1 but interelled owners mighl requirements in force in your area The local police mly be
rtfer 10 Ihe 'Piper Tuning Manual' produced by Ihe publisher of prepared to help with this point. In the UK for e_ample, thart
hat the
tturer's
y men·
ponof
, Init manual; this book goes Into the whole subject in great
dltlil.
Whatever your motive for wishing to lit .n alternative
are strict regulations governing the position and use of au_mary
riding lamps and fog lamps.
When filting electrical equipment alwayl disconnect the
bNuli systam, be sure to seek e.pert edvice before doing so. banery first to prevent the risk of I short·circuil, and be careful
thai Ihe Chlnges to the carburettor jetting will almost certainly be to ensure that III connections are properly made Ind that they
evel to required for which you must consult the e.haust system are waterproof. Remember that many electricil accesorles are

". _"
~. Also
~n~facturer. If he cannot supply adequately specific infor-
mltion it is reasonable to assume that insufficient development
uched
wortc has been carried out. and Ihat particullr make should be
lVOided, Other factors to be borne in mind Ire whether the
uneust system .Uows the use of both centre and side Slends,
engine wIIether it allows sufficient access to permit oil and lilter
Ipmen! chilnging and whether modifications are necesSilry to the
Jle if a luf\dlfd e.hausl system. Many two-s troke expansion chamber
'IeUS. systems require the use of Ihe standard e.hausl pipe; this is .11
t rider
'4fV well if the standard e.hauSl pipe .nd silencer .re separate
units but can c.use problems if the two, IS with 50 many
~ern two-strokes, are lone-piece unit. While the e.haust
engine
n offer pipe can be removed easily by means of a hacksaw it is not so
10 the ..SV 10 refit the original silencer lnooid you at any time wish to
.st\bers "Ium the machine 10 Slandard trim. The same applies to
II, and Wlveral four-stroke systems.
nrong. On the subject of the finish of aftermarket e.hausts, .void
boliiO
blt<:I.·painted systems unless you enjoy painting. As any ,rail-
I boils. bla owner will tell you, rust has a great affinity for bl.ck
uh,uSlS and re-.palnting or rust removal beC.)mes a taslt which
• This must be carTied OUI with monotonous regularity. A bright
which
cillome finish is, IS a general rule, a far better proposition as it
lChine.
is type rs much easier to keep clean and to prevent ruSiing. Although
!he general finish of aftermar1<.et e_h.us! systems is not .Iways
in Ihe
designed primarily for use in cars and that they cannot ellily
withstand the e.posure to vibration and to the weather.
Oelic"e components musl be rubber·mounted to insulate them
from vibration, and sealed carefully 10 prevent Ihe entry of
rainwatar and dirt. Be careful to follow e.actly the accessory
manufacturer's instructions In conjunction with the wiring
diagram at Ihe back of this manual.
Accessories - general
Accessories fitted to " your motorcycle will rapidly
deteriorate if not cared for. Regular washing Ind polishing will
maintain the finish and will provide an opportunity to check th"
.11 mounting bolts and nuts are securefy fastened . Any signs of
chafing or wear should be watched for, and the cause cured as
soon as possible before serious damage occurs.
As a general rule, do not liI.pect the re -sale value of your
motorcycle 10 Increase by an amount proporlional to the
amount of money and effort put into fitting accessories. It Is
usually the case Ihll an .bsolutely standard motorcycle will Mli
more easily al a better price than one that has been modified.
If you are in the habit of e.eh.nglng your maChine for soother
at frequent intervals, this faclor shoold be borne in mind 10
avoid 1055 of money.
Fault diagnosis

Introduction " ............................................................................... Gear selection difficult or impossible ...................................... 27

J umping out of gear .................................................................... 28
Starter motor problems Overselection ........................................... ............................. .. 29
Starter motor not rOl81ing ............................. ............................ 2
Starter molor rotates but engine does not lOrn over ••.•.•.... 3 Abnormal engine noise
Slar1er mOlor and clutch function but engine will nol Knocking or pinking .............................. ............................ ....... 30
turn over ..•.••.••••..•••.••••..................................•.•..••••.•••...•••..•••...••...•• 4 Pis ton slap or r,lIling trom cylinder .................... ....... ......... 31
Velve noise or tapping from cylinder head ........ 32
Engine does not start when turned over Other noises ................. ........................ ................... ........ ........ 33
No fU81 flo«' to CarnUfeltor ........................................................ 5
Fual not rellching cylinder .............................. .................... 6 Abnormal transmission noise
Engine flooding ........ ........................ 7 Clutch noise ........... 34
No spark 81 plug ....................................... B Transmission noise 35
Weak spark at plug ................ 9
Compression low..................... ............................ .................., 0 Exhaust smokes excessively
White/blue smoke (caused by oil burning) 36
Engine stalls after starting Black smoke (causud by over-rich mixture) .......................... 37
General causes ............ .. ..................................................... 11
Oil pressure indicator lamp goes on
Poor running at idle and low speed Engine lubrication system tailure . .. .................. 3B
Weak spark at plug or erratic firing ................ ................. 12 El ectrical system failure .............. . 39
Fuel/air mixture incorrect ......................................................... 13
Compression low . ................................................................. 14 Poor handling or roadholding
Directional Instability .......................... .. .................. 40
Acceleration poor Steering bias to lef! or right ..... 41
General c.uses ............................................................................ 15 Handlebar vibrates or oscillates ............ . 42
Poor front fork performance ..................... 43
Poor running or lack of power at high speeds Front fort. judder when hoIking .............. .. 44
Weak spart. at plug or erratic firing ......................................... 16 POOf' rear suspension performance ........................ 45
Fuel/.ir m ixture incorrect ........................................................... 17
Compression low ......................................................................... 18 Abnormal frame and suspension noise
Front end noise ................ 46
Knocking or pinking Rear suspension noise ............................................ 47
General causes ..... ........................................................ 19
Brake problems
Overheating Brake. are spongy Of ineffective ... ............................ 48
Firing incorrect ............................................................................. 20 Brakes drag ....................... ................ ............................. 49
Fuel/air mixture incorrect ................... .. ............................... 21 Brake lever or ped., pulsates in operation ............................. 50
lubrica tion inadaquate .... .. ............................... 22 Brake noise.. ..... ..... ........ .. ........................................ 51
M iscellaneous ca uses ........................... .... ................ 23 Brake induced fork judder .......................................................... 52

Clutch operating problems Electrical problems

ClutCh slip ....................... .. ..................................................... 24 Battery dead or weak .......... ....................................................... 53
Clutch drag .......................... ......................................................... 25 Battery overcherged ..... .. ........................................ ,.... 54
Total electrical failure ............................................................ ,..... 55
Gear selection problems Circuit failure .. ........................... .................. 56
Gear lever does not return .. .. .................................... 26 Bulbs blowing repeatedly...... .. ............................................ 57

Fault diagnosis
1ntroduction
This Seclion provides an easy reference-guide to the more
common ailments Ihat are likely to afflict your machine.
ObYiol,l$ly_ the opportunities are olmosl limitless for faults to
occur IS • result 01 obscure 'allures. and 10 try and cover all
eventualitIes would require a book. Indeed, a number have been
written on the subject.
SuccI sslullaul1 diagnosis is nOI II mysterious 'black arl' but
the application of a bit 01 kr'lOwledge combined with 8
systematic and logical approach to the problem. Approach any
fault diagnosis by lif&t accurately identifying the symptom and
Ihen checking through Ihe list of possible causes, starting with
the simplest or most obvious and progressing in stages to the
most complex. Take nothing for granted, but above all apply
liberal quantities of common sense.
The main symptom ola lault is given in the text as a major
heading below which are listed. as Section headings. the
vadoul systems or areas which may contain the fault. Details of
each possible cause for II fault lind the remedial action to be
taken are 'iliven. In brief, In the paragraphs below each Section
headln'il. Further information should be sought in the relevant
Chapter
27 In some cases reference will be made in the singular to a
28 component. IOf eumple II carburettor. where in fact more than
2. one item is fitted 10 the machine. The particular reference
should be applied to all those components.
30 St8rter motor problems
31
32
33 2 Starter motor not rotating
Engine stoP switch off 'V starter interlock switches (where
34 fitted) not operated correctly
35 Fuse blown, Check the main fuse located behind the battery
side cover
Battery voltage low. Switching on the headlamp and
36 eperlting the horn will give a good indication of the charge
37 level. II necessary recharge the battery from an eKtern<l1 source.
Neul/al gear not selected, Where a neutral indicator switch
is fitted
Faulty neutral Indicator switch, clutch interlock switch, or
38 other starter interlock switch Iwhere fitted). Check the switch
3. wiring and switches for correct operation. See Chapter 6 for II
description of the starter interlock switch system.
Ignition switch defective. Check switch for continuity and
40 COf1neetiofls lor security.
41 Engine stop switch defective. Check switch for continuity in
42 'Run' position. Fault will De caused by broken. wet or corroded
43 SWitch contacts. Clean Of renew as necessary,
44 Starter button switch faulty. Check continUity of switch.
45 Flults as for engine Slop switch.
Starter ralllY (solenoid) faullY. If tha switCh is functioning
correctly a pronouncad click should be heard when the starler
46 ootton is depressed. This presupposes that current is flowing to
47 the solenoid when the button is depressed.
Wiring open or shorted. Check 'irSt Ihat Ihe ballery terminal
connections are tighl and corrosion 'ree. Follow this by
checlcir\'il that all wiring connactions lI,a dry. tighl and corrosion
48
4'50 free. Check also lor frayed or broken wiring. Occasionally a wire
may become trapped berween two moving components.
panicularly In the vicinity of the steering head. leading to
51
break&ga 01 the internal core but lellving the softer but more
52
resilient outer cover intact. This cltn cause mysterious intermit-
tent or total powe, loss.
Starter motOf defective. A badly worn starter motor may
53 cause high current drain from a bllttery without the motor
54 rotating. If current Is found to be reaching the molar, after
55 checking the sterter button and starter relay. suspect a
56 damaged motOf. The motor should be removed for inspection.
57
•
11
On all bUI XJ650 G. Hand LH models a stal1er interlock
system is filled to prevent en'iline starting unless the machine',
controls lire so positioned to ensure a safe and foolproof SIlI1 .
Included in the interlock circuitry Is a diode block fitled to
pf8vent cross-feeding of current in the circuit. In very rare cases
it may be found that one or more diodes have failed. thus
causing compl8la interlock system failure. See Chapter 6 for
fUl1her information.
3 Starter motor rotllt" but engine does not turn over
Starter motor clutch defective. Suspect jammed or worn
engagement rollers, plungers and springs.
Damaged starter motor drive train. Inspect and renew
component where necessary. Failure In this area is unlikely.
4 Starter motor and clutch function but angine will not
turn over
Engine seized. Seizure of the engine Is IIlwllyS II result of
damage to internal components due to lUbrication failure, or
component breakage resulting from abuse, neglect or old age. A
seizing or partially seized component may go un-noticed until
the en'iline has cooled down lind an attempt is made to restllrt
the eO{!ine. SU5f)8Ct II,..,
seizure of the valves. valve gear and
Ihe pistons. Instanlaneous seizure whilst the engine is runnin'il
indicates componenl breakage. In either case major dismllntJing
and inspeclion will be required.
Engine does not st8rt when turned over
5 No fuel flow to cerbufllttor
No fuel or insufficient fuel in tank.
Fuel tllP lever position incorrectly selected.
Float chambers require priming after running dry (vllcuum
taps only).
Tenk filler cap air vent obstructed. Usually caused by dirt or
water. Clean the vent orifice.
Fuel tap or filter blocked. Blockage may be due to IIC-
cumulation of rust or paint flakes from the tank's inner surface
or of foreign metter from contaminated fuel. Remove the tap
and clean It and the filter. Look also for water droplets in the
fuel.
Fuel line blocked. Blockage of the fuel line is more likely to
result from a kink in the tine rather thlln the IIccumu!ation of
debris
6 Fuel not reaching cylinder
Float chamber not filling . Caused by lIo<lt needle or floats
Slicking in up position. This may occur after the machine hu
been left standiO{! for an a.tended length of time allowing Ihe
fuel to eVllpo,alll. When this occurs a gummy rl!'Sidue is often
left which hllrdens 10 a varnish -like substance. This condition
may be worsened by corrosion lind crystlliina deposits produced
prior to the total evaporation of contaminated fuel. Sticking of
the float needle mlly also be caused by wear. In any case
removal of the float chamber will be necessary for inspection
and cleaning.
Blockage in Stllrting circuit, slow running circuit or jets.
Blockage of these items may be attributable to debris from the
fuel tank by-pusing the filter system or to gumming up 95
described in paragraph 1. Wllter droplets in the luel will also
block jets and passllges. The Cllrburettor should be dismantlad
for clellning.
18 Fault diagnosis
Fuel level too low. The fuel level in the float chamber is
controlled by lloat height. The tloat height may increase with
Wllar or damage but will never reduce, thus II low float height
is an inhelent ritner Ihan developing condition. Check the lIoat
height and make 8ny necessary adjustment.
7 Engine flooding
Float valve needle worn or sluck open, A piece 01 rust or
other debris can prevent correct seating of the needle against
the valve sell! thereby permitting an uncontrolled flow of fuel.
Similarly. a worn needle or needle seat will prevent 1181118
closure. Dismantle the carburetlor float bowl for cieaning and,
jf necessary. renewal of the worn components.
Fuel level too high. The fuel level is controlled by Ihe float
height which may increase due to wear of the float needle, pivot
pin or operating tang. Check the float height, and make any
necessary adjustment. A leaking float will cause an increase in
fuel level, and thus should be renewed.
Accelera tor pump. On those models so equipped. repeated
operation of the throttle prior to starting will cause flooding due
to too much raw fuel being injected into the venturi.
Cold starting mechanism. Check the choke !starter
mechanism) for COfrect operation. If the mechanism jams In tM
'On' position subsequent starting of a hot engine will be
difficul t.
Blocked air filter. A badly restricted air filter wilt cause
flooding. Check the filter and clean or renew as required. A
collapsed Inlet hose will have a similar effect.
. damage has occurred this course of action will provide, at best,
8 N o , park at plug
Ignition switch oot on.
Engine stop switch off.
Fuse blown. Check fuse for ignition circuit. See wiring
diagram.
Battery voltage low. The current draw required by a starter
motor Is suHiciently high that an under-charged battery may not
have enough spare capacity to provide power for the Ignition
circuit during starting.
Starter motor inefficient. A starter motor with worn brushes
and a worn or dirty commutator will draw ellcessive amounts of
current causing power starvation in the ignition system. See the
preceding paragraph. Starter motor overhaul will be required.
Spark plug failure. Clean the spark plug thoroughly and
reset the electrode gap. Refer to the spark plug section and the
colour condition guide in Chapler 3. If the spark plug shorts
in ternally or has sustained visible damage to the electrodes.
core or ceramic insulator it should be renewed. On rare
occasions a plug Ihal appears to spark vigorously will fail to do
so when refitted to the engine and subjected to the
compression pressure in the cylinder.
Spark plug cap or high tension !HT) lead faulty. Check
condition and security. Replace if deterioration is evident.
Spark plug cap loose. Check Ihal the spark plug cap fita
securely oyer the plug and. where fitted. the screwed terminal
on the plug end is secure.
Shor1ing due to moisture. Cenain parts of the ignition
system are susceptible to shorting when the machine is ridden
or parked in wet weather. Check panicularly the area from the
spark plug cap back to Ihe ignition coil. A water dispersant
spray may be used to dry out waterlogged components.
Recurrence of the problem can be prevented by using an
Ignition sealant spray after drying OUI and cleaning.
Ignition or stop switch shorted. May be caused by water,
corrosion or wear. Water dispersant and contact cleaning
sprays may be used. If this fai ls 10 overcome the problem
dismantling and visual inspection of the switches will be
required.
Shoning or open circuit in w,"ng. Failure in any wirl
connecting any of the .ignition components witt cause ignition
malfunction. Check also that all connections are clean. dry and
tight.
Ignition coil feilure. Check the coil. referring to Chepter 3.
Pickup coil failure. Check the two coils, referring to Chapter
3.
TCI !igniled unit failure. See Chapter 3.
9 W eak Ipark at plug
Feeble sparking at the plug may be caused by any of the
faults mentioned in the preceding Section other than those
items in paragraphs 1 and 2.
10 Comprelsion low
SPliril. plug loose. This will be self-evidenl on inspection.
and may be accompanied by a hissing noise when the engine is
turned over. Remove the plug and check that the threads in the
cylinder head are not damaged. Check also that tM plug sealing
washer is in good condition.
Cylinder head gasket leaking. This condition is often accom-
panied by a high pilched squeak from around lhe cylinder head
and oil loss. and may be caused by insufficiently tightened
cylinder head fasteners. a warped cylinder head or mechanical
failure of the gasket material. Re-torqueing the fasteners to the
correct specification may seal the leak in some instances but if
only a temporary cure .
Valve not saating correctly. The failure of a valve to seat
mlly be caused by insufficient vllive clearance. pilling of the
valve seat or face. carbon deposits on the valve seat or sei~ure
of the valve Slem or valve gear components. Valve spring
breakage will 1I1so prevent correct valve closure. The valve
clearances should be checked firSI and then, if these are found
10 be in order, further dismantling will be required to inspect the
relevant components for failu re.
Cylinder, piston and ring wear. Compression pressure will
be lost If any of these components are badly worn. Weaf in one
component is invariably accompanied by wear In another. A tOP
end overhllul will be required.
Piston rings sticking or broken. Sticking of the piston rings
may be caused by sej~ure due to lack of lubrication or hesting
as 1I result of poor carbUfation or incorrect fuel type. Gumming
of Ihe rings may resull from lack of use, or carbon deposits in
the ring grooves. Broken rings result from over-revving. over-
hellting or general wear. In either case a top-end overhaul will
be rSQuired.
Engine stalls after starting
11 G en... al cau ses
improper cold start mechanism operation. Check tha t the
operating controls function smoothly and. where applicable. arl
correctly adjusted. A cold engine may oot require application of
an enriched mil(\ure to start initially but may baulk without
choke once firing. Likewise B hot engine mllY start with an
enriched milllure but will stop 1I1most immediately if the choke
is inadvertently in operation.
Ignition malfunction. See Section 9. Weak spark at plug'.
Camurettor incorrectlv adjusted. Maladjustmenl of the idle
speed may cause the engine to stop immediately after starting.
See Chapter 2.
Fuel contaminlltion. Check for filler blockage by debris or
water which reduces, but does not completely stop. fuel flow or
blockage of the slow speed circuit in the camurettor by the
 Fault diagnosis 19

IV wire same agents. II water is present it can often be seen as droplets Acceleration poor
ignition in the bottom of the float bowl. Clean the filter and, where water
::Iry and ~ in evidence. drain and flusll tna fuel 18nk and tloat bowl. 15 General causes
Inlake a,r leak. Check for security of the carourettor
mounting and hose connections. and t(H" cra cks or splits in the
hoses. CIl&ck also that the carbure ltor top is secure and that the All ilems as for pi'"evious Section.
vacuum gauge adapt()l" plug (where filted) Is tight. Accelerator pump detective. Where so equipped. check that
Air filter blocked or omitted. A blocked tiller will cause an the accelerator pump inlects raw fuel Into the carburellor
O'Ier·rlch mixture; the omission of a tilter will cause an venturi. when the throttle Is open fully. If this does not occur
exceslivelv weak mixture. Both conditions will have a detrimen- check the condition of the pump component. and that the feed
tal eHeet on carburation, Clean or renew the filter as necessary. passage to the pump is not obstructed.
Fuel filler cap air venl blocked. Usually caused by din or TIming incorrect or not advancing. Other than as a result of
water Clean the vent orifice. the pickup coils becoming loose incorrect timing is only likely to
, ot the be caused by TCI unit failure. TCI unit failure will also prevent
I those correct Ignition advance as the engine speed increases.
Poor running at idle 8nd low speed Sticking thrOll)e vacuum piston. CO carburellors only.
Brakes binding. Usually caused by maladajustment or
partial seizure of the operating mechanism dua to poor mein-
12 Weak .park at plug or erratic firing tenance, Check brake adjustment (where applicableJ. A bent
wheel spindle or warped brake disc can produce similar
BatlllfY voltage low. In certain conditions low battery symptoms.
'"'ctlon,
charge. especially when coupled with a badly sulphated ballery,
ngine is
Is in the
may rnull in misfiring. If the ballery is In good generel Poor running or 18Ck 01 power at high speeds
sealing condition 1\ &hould be recharged; an old battery suffering trom
$Ulph'ted plates should be renewed. 16 Weak spark at plug or erratic firing
Spark plug fouled, taulty or incorrectly adjusted. See
accom-
Section 8 or reter 10 Chapter 3.
er N!ad All items as for Section 12.
Spark plug cap or high tension lead shorting. Check the
)htened HT lead insulation failure. Insulation tailure of the HT lead
condition of both these items ensuring that they are in good
!I'Ianicel and spark plug cap due to old age or damage can cause shorting
condition and dry and that the cap is fitted correclly.
s to the when the engine is driven hard. This condition may be leas
Spark plug type incorrect. Fit plug ot correct type and heat
!S but It noticeable. or not noticeable 81 all at lower engine speeds.
range as given in Speciticetions. In certain conditions a plug of
It best,
honer or colder type may be required tor normal runn ing.
Faulty ignition coil PI!lrlial tailure of the coil Intlfnal
to Mat
insulation will diminish the piftformance ot the coil. No repair is 17 FueV,ir mixture incorr8C1
, ot the
• seizure possible. a new companent muSI be fitted .
f'lcKup coli faulty. Partial tailure of a pickup coil Internal All items as tor Section 13. with Ihe eltception of items 2
I spring
insulation will deminish the performance of the coil. No repair is and 4.
18 valve
pos$iIle. a new component must be titted. Main jet blocked. Debris trom conteminated tuel. or from
.. fotJnd
TCI (ignilerJ unit malfunction. See Chapter 6 for details. the fuel lank. and water in the tuel can block the main jet_ Clean
pecttN!
Ignition liming reluctor loose on cranksllah end. Re-secure the fuel tilter. the float bowl area. and if water is presan!. flush
lure will the reluttar in the correct position. and refill the fuel tank.
Ir in one Main jet is the wrong al7.e. The standard carburellor jelling
If_Atop is for sea level atmospheric prassure. For high altitudes. usually
13 FueV.ir mixture incorrect above 5000 ft, a smaller main jet will be requirad.
on rings Jet needle and needle jel worn. These can be renewed
heating individually but should be renewed as a pair. Renewal of both
lnlake .ir leak. See Section '1 . items requires panial dismantling of the carburellor.
umming
MIKture strength incorrect. Adjust slow running mixture Air bleed holes blocked. Dismantle carbureltor and use
Xlsits In
strength using pilot adjustment screw. compressed air to blowout all air passages.
g over-
,aul will Camurellor synchronisation, Reduced fuel flow. A reduction In the maKimum fuel flow
f'ilot let or slow running circuit blocked. The carbureltor from the fuel tank to the carburettor will cause fuel starvetion.
should be removed and dismantled tor thorough cleaning. Blow proPOl1lonate to the engine speed. Check for blockages through
through all jels and air passages with compressed air to clear debris or a kinked fuel line.
obstructions. Vacuum diaphragm split. Renew.
Air cleaner clogged or omitted. Clean or tit air cleaner
element as necessary. Check also that the element and air filter
cover ars correctly seated.
Cold start mechanism in operation. Check that the choke
1 B Compression low
thaI tile has not been left on inadvertently and the operation is correct.
Dble, are Where applicable check the operating cable tree play. See Section 10.
;allon of Fuel level too high or too low. Check the tloat height and
withoul flliust as necessary. See Section 7. Knocking or pink.ing
with an Fueltllnk air vent obstructed. Obstruction usually caused by
II choke dirt or wat&!" Clean vent orifice.
19 Ganeret causes
Valve clearance incorrect. Check. and if necessary. adjust.
at plug' ~. clearances,
the idle Carbon build- up in combustion chamber. After high
starting. mileages have been covered large accumulation ot carbon may
occur. This may glow red hot and cause premature ignition of
lebrls or 14 Compression low the fuet/alr mixture. in advance of normal firing by the sperk
~ flow or plug. Cylinder head removal will be required to allow inspect10n
r by the See Section 10. and cleaning.

-- - --------------------------- -
 Fault diagnosis
"
.ny wire Slme agents, If water is pr6'Sent it can ohen be seen as droplels Acceleration poor
J ignition In the bol1om of Ihe float bowl. Clean the filter and, where water
, dry and ill in evidence. drain and flush the fuel tank and fl08t bowl. 15 General causes
Intake air leak. Check for security of the camurellor
upter 3, mountirlg arld hose conrlKtions. and for cracks or splits in the
, Chapter hoses, Check also that tha carburetlor top il secure and that the All items as for previous Section.
vacuum gauge adaptor plug (where fitted) Is tight. Accelerator pump dafactive. Where so aquipped, check that
the accelerator pump injects raw fuel Into the camurenor
Air filter blocked or omitted. A blocked IiIter will cause an
OIIer·rich mixture; Ihe omission of a filter will cause an venturi. when the throttle is open fully. If this does oot occur
,.cessively weak mlxtura. 80th condilions will have a detrimen- chack the cOrldition 01 the pump componerlta and thaI the feed
til ,fleet on carburation. Clean or renew the filter as neceuary. passage to the pump is not obstructed.
Fuel filler cap air vent blocked. Usually caused by dirt or Timing incorrect or not advancing. Olher than as a result of
water CIUrl the vent orifice. the pickup coils becoming loose Incorrect timing is only likely 10
ny of the be caused by TCI unit failure. TCI unit failure will also prevent
an those correct ignition advance 8S the engine speed increases.
Poor running st idle end low speed Sticking throttle vacuum piston. CO carbuteltorl only.
Brakes binding. Usually caused by maladaJustment or
partial seizure of Ihe operating mechanism due to poor main-
12 Weak spark at plug or erra tic firing tenance. Check brake adjustment (where applicable). A bani
wheel spindle or warped brake disc can produce similar
Ballery voltage low In certain conditions low baltery symptom s.
lIP8Ction,
charge. especially when coupled with a badly sulphated battery,
engine is
eds in the
may result in mlsflrirlg. If the battery Is In good general Poor running or lack of power at high speeds
Jg leafing condition II should be recharged ; an old battery sutferlrlg from
.... Iphated plates should be renewed. 16 W eak spark at plug or errat ic tiring
Spar\( plug foul&d. faulty or incorrectly adjusted. See
m .ccom-
ndarhead Section B or refer to Chapter 3.
Spane plug cap or high tension lead shorting. Check the All items as lor Section 12.
tightened HT lead insulation tailure. Insulation failure of the HT lead
cooditi<m 01 bolh these items ensuring that they are in good
lKhanicel and spark plug cap due to old age or damage can cause shorting
condition and dry arld that the cap is fitted correctly .
.eft to the wherl the engirle Is driven hard. This condition may be lass
Spark plug type IncorrKt. Fit plug of correct type arld heat
'ICes but if noticeable, or not noticeable at all at lower engine speeds.
Ie, 81 best, 'Inge as given in Specifications. In certain conditions a plug of
rooner or COlder type may be required for normal running,
Faulty igrlltiorl coi!. Partial failure of the coil imemal
iii to seat
insulation will diminiSh the 'fl.erformance of the coil. No repair is 17 fl.leVait mixture incorrect
ing of the
or seiwre possible, a new component must be fitted.
Pic~up call faulty. Partial failura of s pickup coil Irltemal
Iva spring All items as for Section 13, with the aKcepllon Of items 2
insulation will deminish the performance of the coil. No repair is and 4.
The valve
po$Sible, a new component must be fitted. Main jet blocked. Debri s from contaminated fuel. or from
are found
TCI (igrliler) Urlit malfunction, Sae Chapter 6 lor delails. the fuel tarlk. and water in the fuel can block the main jet. Clean
nspect the
Igrlltion timing reluctor loose Orl crankshaft end. Re -secure the fuel filter, the float bowl area, arld if water Is preserlt. flush
)Ssure will Ille relucl or in the correct position, and refill the fuel tank.
'ear In one Main jet is the wrong size. The standard carbureuOf jenlrlg
ther. A top Is for sea level 81mospharic pressure. For high altitudes, usually
13 fuaValr mixture incorrect above 5000 h , a amaller main jet will be required.
Iston rings Jet rleedle and needle jet worn. These can be renewed
or heating irldividually but should be renewed as a pair. Rerl8Wai of both
Gumming Irltaka air leak. See Section 11 . ilemS requires partial dismantling of the camurenor.
MiKIU" strength incorrect. Adjust slow running mixture Air bleed holes blocked. Dismantle camurettor and use
japesits in
...ing,over- Itrerlgth using pilot adjustmerlt screw, compressed air to blowout ell air passages.
ern.ul will Carburettor syrlchrorlisation. Reduced fuel flow. A reductlorl In the maximum fuel flow
Pilot jet or slow runrling circuil blocked. The carburellor from the fuel tank to the carburettor will cause fuel starvation,
Iohould be removed arld dis man lIed for thorough cleaning. Blow proportionate to the engine speed, Check for blockages through
through all jelS arld air passages with compressed air to clear dabris or a kinked fuel lina,
obstruClions. Vacuum diaphragm split. Renew.
Ai, cleaner clogged or omitted. Clean or fit air cleaner
element as necessary. Check also that Ihe elemerlt Md air filter
COlIer are conectly seated.
Cold Slart mechanism in operation. Check thaI the choke , 8 Compression low
:* thtll the IllS IlOt been leh Orl irladvertently and the operation is correct.
licable, are Where applicabla check the operating cable free plsy. See Section 10.
plication of Fuel level too high or too low. Check Ihe float height and
Ilk without tdjusl IS necessary. See Section 7 . Knocking or pinking
Ir1 wi th an Fuel tarlk air varl! obstructed. Obstruction usually caused by
I !he choke dilt or WaU!f . Claan vent orifice.
Valve clearance incorrect. Check. and if necessary, adju st,
19 General ca ules
riI: al plug'. the cleararlces.
of tha idle Carborl build -up in combustion chamber. After high
rer lIarting. mileages have been covared large accumulation of carbon may
occur. This may glow red ~t and cause premalUre ignition of
'V debris or 14 Compression low the fueVair mixture, in advance of oormal firing by the $porlr;
fuel flow or plug. Cylinder head removal will be required to allow inspection
lIor by the See Section 10, and clean ing.

-- ------ -"- --- --- -

20 Fault diagnosis
Fuel incorrect. A low grade fuel, or one 0' poor quality may
result in compression induced detona tion of the luel resulting in
knocking and pinking noises. Old luel can cause similar
problems. A 100 highly leaded fuel will reduce detonation but
will secelefate deposil fOl'malion in the c::ombustion chamber
and may le&d to early pre-ignition as deS(:ribed in ilem 1.
Spark plug heat range incorrect. Uncontrolled pre· ignition
can result from the use 01 II sparl<. plug the heat range of which
is too hot
Week mixture Overheating of the engine due to <I weak
m;lIlure can result in pre-ignition occurring where il would not
occur when engine temperature was within normal limits.
Mal8dlustment, blocked jets or passages and air leaks can
cause this condition.
Overheating
20 Firing incorrect
Spar\!; plug fouled. defactive or maladjusted. See Section 6.
Spar\!; plug type incorrect. Refer to the Specifications end
ensure that the correct plug type is fitted.
Incorrect ignition timing. TIming that is fer too much
advanced or far too much re tarded will cause overhe8ling.
Check the ignition timing is correct and that the advance
mechanism is functioning.
21 Fue Va ir mW'ture incorrect
Slow speed mi~ture strength incorrect. Adjust pilot air
screw.
Main jet wrong size. The carburettor is jetted for sea level
81mospheric conditions. For high altitudes, usually above 5000
It. a smetier main Jet wilt be required.
Air filter badly litted or omitted. Check th81 the filter
element is In place and that it and the air filter bo~ cover are
sealing correctly. Any leaks will cause a weak mi~ture.
Induction air leaks. Check the security of the carbu rettor
mountings end hose connections. and lor cracks and splits in
the hoses. Check also that the carburettor top is secure and that
the vacuum gauge adaptor plug (where filled) is tight.
Fuel level too low. See Section 6.
Fuel tank liller cep air vent obstructed. Clear blockaga.
22 Lubrication inadequate
Engine oil too low. Not only does the oil serve as a lubricant
by preventing friction between moving components. but it also
acts as a coolant. CheCk the oil level and replenish.
Engine oil overworked. The lubricating properties of oil are
lost slowly during use as a result of changes resulting from heat
and also contamination. Always change the oil at the rec-
ommended interval
Engine oil of incorrect viscosity or poor Quality. Always use
tha recommended viscosity and type of oil.
Oil filter end filter by-pass valve blocked Renew filter and
clean the by-pass valve.
23 Miscellaneous causes
Engine flns clogged. A build-up of mud in the cylinder head
and cylinder barral cooling fins will decrease the cooling
capabilities of the fins. Clean the fins as required.
Clutch operating problems
24 Clutch .lip com
,om
No clutch lever play. Adjust clutCh lever end play according
to the procedure in Routine Maintenance
Friction plates worn or warped. Overhaul Clutch assembly.
replacing plates out of specification. 27 ,
Steel plates worn or warped. Ovemaul clutch a&sembly.
replacing plates out of specification.
Clutch springs brOken or wear. Old or heat-damaged (from
slipping clutch) springs Should be replaced with new ones.
Clutch release not adjusted properly. drop
Clutch Inner cable snagging. Caused by a frayed cable or pern
kinked outer cable. Replace the cable wi th a new one. Repair of
a frayed cable is not advised. bree
Clutch release mechanism defective. Worn or damaged 00'
parts in the clutCh release mechanism could include the shaft.
actuating arm or pivot. Replace parts as ne~sssry.
Clutch hub and outer drum worn. Severe indenfation by the Fail~
clutch plate tang!! of the channels in the hub and drum will ther.
rene
cause snegging of the plates preventing correct engagement. II
this damage occurs. renewal of the worn components i.
required. drOI]
resu
lubricant incorrect. Use of a transmission lubricant other
resu
than that specified may allow the plates to slip.
"'"
25 Clutch drag .tem
Impr
<h'
Clutch lever play excessive. Adjust lever at bars or at ceble
end if necessary. sele.
Clutch plates warped or damaged. This will cause a drag on loull
the clutch. causing the machine to creep. OVerhaul clutch
assembly.
Clutch spring tension uneven. Usually caused by a sagged
or broken spring. Check and replace springs.
Engine oil deteriorated. Badly contaminated engine oil and 2•.
a heavy deposit 01 oil sludge and carbon on the plates will cause
plate sticking. The oil recommended for this machine is 01 the
detergent type, therefore it is unlikely that this problem will
plun
arise unless regular oil changes Bre neglected
dete
Engine oil viscosity too high. Drag in the plates will result
juml
from the USe of an oil with too high a viscosity. In vary cold
weather clutch drag may occur until the engine ha!; reached
operating temper8lure
Clutch hub and outer drum worn. Indentation by the clutch "'"
luml
'nsPl
plate tangs of the channels in the hub and drum will prevent
!eco
easy plale dil.engagement. If the damage is light the affected
areas may be dressed with a fine Iile. More pronounced damage
will necessitate renewal of the components.
Clutch housing seiled to shaft. lack of lubrication, severe
wear or damage can cause the housing to seize to the shaft.
Overhaul of the clutch. and perhaps the transmission. may De
necessary to repair damage.
,om
Clutch release mechanism defective. Worn or damaged
release mechanism parls can stick and fail to provide leverage.
moo
Overhaul clutch covel components.
loose clutch hub nul Causes drum and hub misalignment. caul
",0
putting a drag on the engine. Engagement adjustment continu·
ally varies. Overhaul Clutch assembly. "at
tran
Gear selection problems
26 Gear lever does not return
29
Weak or broken centraliser spring. Renew the spring.
GeBrchange shaft bent or seized. Distortion of the
gearchange sha ft often occurs if the machine is dropped heavily
on the geal lever. Provided that damage is not severe straight·
enlng of the shaft is permissible.
 •
Fault diagnosis 2!

SIding gearchange extemal linkage. As a result of Abnormal engine noise.

corrosion 01' lack of lubrie/llion. Crean and lubricate the relevant
c:omponenls. 30 Knocking or pinking
ording
See Section 19.
tmbly.
21 Gear selection difficult or impossible
Imbly. 31 Piston slep or rattling from cylinder

(from Clutch IlOt diseogaging fully. See S8(;tion 25.

Cylinder bore/pis ton clearance' eKcessive. Resulting from
H. Geafchange shaft bent This often occurs if the machine is
wear. partial sei~ure or improper boring dutlng overheul. This
opped heavily on the gear lever. Suaightening of the shaft is
condition can often be heard as a high, rapid tapping noise
ble or fITIis:;ible if the damage is not \00 great.
when the engine is under little or no load, particularly when
pair of Gearchange arms, pawls or pins worn or damaged. Wear or
power is just beginning to be applied. Reborlng to the ne~t
bfea~age of any of these items may cause difficulty in selecting
correct oversize should be carried out and a new oversize piston
naged Ie or mora gears. Overhaul the selector mechanism.
Gearchange arm spring broken. Reoow spring. filted.
shaft. Connecting rod bent. This can be caused by over-revving.
Gealchangfl drum stopper cam or detent plunger damage.
trying to start a very badly flooded engine (resul ting in a
by the .Iurll raTher Ihan wear. of these items may Jam the drum
eby preventing gearchanging. The damaged items must be hydraulic lock in the cylinder) or by earlier mechanical failure
;nwill such as a dropped valve_ Attempts at straightening a bent
lent. If Il'IIfIWed,
Sele(:tor forks bent or seized. This can be caused by connecting rod from a high performance engine ara not
nts is recommended. Careful inspection 01 the crankshaft should be
fOPIling Ihe machine heavily on tha gearchanga lever or as a
made before renewing th e damaged connecting rod.

.."
Olher It!SI!lt of lack of lubrication. Though rare, bending of a shaft can
rewlt from a missed gearchange or false selection at high Gudgeon pin, piston boss bore Of smell-end bearing wear or
seizure, EKcess clearance or partial seizure between normal
Selector fork end and pin wear. Pronounced wear of these moving parts of these items can cause continuous or
iItn\$ and the grooves in the gearchange drum can lead to intermittent tapping noises. Rapid wear or seizure is caused by
,)fecise selection and. evenlUally, no selection. Renewal 01 lubrication starvation resulting lrom en insufficiant engine oil
level or oilway blockage.
thl worn components will be required
cable Piston rings worn, broken or sticking. Renew the rings after
Structural failure, Failure of anyone component of the
careful inspection of the piston and bore,
selector rod aM change mechanism will result In improper or
rag on fo~led gear selection.
clutch
32 Valve noise or tapping from tha cylinder head
agged
Valve clearance Incorrect. Adjust the clearances with the
)il and 21 Jumping QUt of gear engine cold.
cause Valve spring broken or weak. Renew the spring set.
01 the Camshaft or cylinder head worn or damaged. The camshaft
Detent plunger assembly worn or damaged. Wear of the
jJ1 will lobes are the mOil highly stressed 01 all compon ents in the
pi, "!ler ami the cam with which it locates and breakage of the
delent spring can cause imprecise gear selection resul ting in engine and are subject to high wear If lubrication becomes
result inadequate. The bearing surfaces on the cam.h.ft and cylinder
unping out of gear, Renew the damaged componen ts.
y cold head are also sen.itive to a lack of lubrication, Lubrication
Gear pinion dogs wom or damaged. Rounding off the dog
ilched failure due to blocked oilways can occur. but over-en thusiastic
edges and the mating recesses in adjacent pinion can lead to
ping out of gear when under load. The gears should be revving before engine warm-up is comple te is the usual cause
dutch Worn camshaft drive components. A ruS lling noise or light
;tpKted and renewed Attempting to reprofile the dogs is not
revent lapping whiCh is not improved (where appropriate) by correct
recommended
'ected SeJeclor forks, gearchange drum and pinion grooves worn. re -adjustment of the cam chain tension can be emined by a
Image worn cam chain or worn sprocket s and chain. If uncorrected,
E~treme wear of theSe interconnected items can occur after
high mileages especially when lubrication has been neglected. subsequent cam chain breakage may cause extensive damage.
levere The worn components must be renewed before wear becomes
Tile worn components must be renewed.
shaft. 100 far advanced.
Gear pinions. bushes and shafts worn. Renew the worn
lay be Malfunction of the cam chain tensioner. Seizule of the
:omponents.
Belli gaarchange shafl. Often caused by dropping the chain tensioner (semi-automatic type or full·:-automatic type,
naged depending on the model) will prevent correct tensioning of the
~'na on the gear lever.
erage. Gear pinion toolh broken. Chipped teeth are unlikely to chain.
:tuM jumping out 01 gear once the gear has been selected lully;
Iment.
• toolh which is completely broken ot!, however, may cause
ntinu- 33 Other noises
problems in this respect and in any event will cause
transmission noise.
Big-and bearing wear, A pronounced knock from within the
crankcase which worsens rapidly is indicative of big-end
bearing failura as a result of extreme normal wear or lubrication
failu re. Remedial aClion in the form of a bottom end overhaul
29 Oversalection should be taken; continuing to run the engine will lead to lurther
,.
•, the
demage including the possibility of connecting rod breakage .
Pawl spring weak or brOken. Renew the spring, Main be aring failure. Extreme normal wea r or failure of the
leavily Oeten! plunger worn or broken, Renew the damaged items. main bearings is characteristically accompanied by a rumble
-aight- Stopper arm spring worn or broken. Renew the spring. from the crankcase and vibration felt through the frame and
Gearchange arm stop pads wom. Repairs can be made by footrests. Renew the worn bearings and carry out a very careful
" Idlng and raprofiling with a file. examination of the crankshaft.
22 Fault diagnosis
Crankshaft 8Ilcessively out of true. A bent crank may result
from over-revving or damage from an upper cylinder component
or gearbox failure . Damage can also reSIJlt from dropping the
machine on either crankshaft end. Straightening of the
crcmkshah is not possible in normal circumstance.; II replace -
ment item should be fined .
Engine mounting 10058. Tighten all the engine mounting
nuts and bolta.
Cylioder head gasket leaking. The ooise mOil often 8S-
sociated with a leaking head gasket is II high pitched squeaking,
although any other noise consiSlent with gas being forced out
under pressure from a small orifice can also be emitted. Gasket
leakage is often accompanied by oil seepage from Bfound the
mating joinl or trom the cylinder head holding down bolts and
nUIS. leakage into the cam chain tunnel or oil relUrn passages
will increese crenkcase pressure eocl may cause oil leakage at
joints and oil seals. Also , oil contamination will be accelerated.
leakage results from insufficient Of" uneven tightening of the
cylinder heed fasteners. Of from random mechanical failure.
Retightening to the COfrect torque figure will. " best, onlV
provide a temporary cure. The gasket shoold be renewed at the
earliest opportunity.
Exhaust svstem leakage. Popping or crackling in the
o~haust system. particularly when it occurs with the engine on
the ovorrun, indicates a pool" joint either et the cylinder port or
at the o~haust pipe/silencer connection. Failure of the gasket or
looseness of the clamp should be looked for .
A bnormal transmission noise
34 Clulch tnoise
Clu tch outer drum/frictioo plale lang clearance eAcessiye.
Clutch OUter drum/spacer clea rance eAcessiye.
ClutCh outer drum/thrust washer clearance excessive.
Primary drive gear teeth worn or damaged.
Clutch shock absorber assembly worn or damaged.
3 5 Trenamlaaion noiae
Bearing or bushes worn Of" damaged. Renew the affected
components.
Gear pinions wom Of" chipped. Renew the gear pinions.
Metal chips jam in gear tee th. This Clln occur when pieces
of metal from any failed component are picked up by II meshing
pinion. The condition will lead 10 rapid bearing wear or earlv
gear failure.
Engine/ lr.namibion oil leyel too low. Top up immediately
to prevent damage to gearboA aocl engine.
Gearchange mechanism worn or damaged. Wear or failure
of certain itema In the selection and change components can
induce mis-selection of gears (see Section 27) where Incipient
engagement of more than one gear set is promoted. Remedial
action, bv the oyerhaul of tho gearbo~. should be taken without
delaV·
Worn or damaged beyel gear sets. A whine emined from
ei ther beyel gear set is indicative of improper meshing. This may
increase progressively as wear develops or suddenly due to
mechanical failure. Drain the lubricant and inspect for melal
chips prior to dismantling.
Output shaft Joint failure. This can cause vibration and
noise. Renew the affected component.
Exhaust smokes excessively
3 6 Wh ite/blue am ok e (caused by oil burn ing)
Piston rings worn or broken. Breakage or wear of any ring.
but particularly the oil control ri ng, will allow engine oil past Ihe
piston Into the combustion chamber. Oyerhaul the cyliocler
barrel and piston.
Cyliocler cracked. worn or scored. These conditions may be
caused by overheating, lack of lubrication, component failure or
advanced normal wear. The cylinder barrel shoold be renewed
or rebored and Ihe next oversize piston fined.
Valye oil seal damaged or worn. Thia can occur as a result
of valye guide failure or old age. The emission 01 smoke is likely
to occ .... r when the thrOllle fa closed rapidly after acceleration.
for instance, when changing gear. Renew the valye oil seals
and. if necessary. the valve guides.
ValYe guideS worn. See the preceding paragraph.
Engine 011 leYel too high. This increaSeS the crankcase
pressure end allows oil to be lorced past Ihe piston rings. Olten
accompanied by seepage of oil at joints and oil seals.
Cylinder head gasket blown between cam chain tunnel or
oil return passage. Renew the cylinder head gasket.
Abnormal crankcase pressure. This may be ca .... sed by
blocked breather passages Of" hoses causing back-pressure at
high engine rellOlutions.
3 7 B lack .moke tC8uaed by oyer- rich mixtu r.)
Air filter element clogged. Clean or renew the element.
Main Jet loose or too large. Remoye the float chamber to
check for tightness of the jet. If Ihe maChine Is used at high
altitudes rejetting will be required to compensate for the lower
atmospheric pressure .
Cold start mechanism jammed 00. Check that the
mechanism worlts smoothly and correctly aocl that. where
fitted . tha operating cable is lubricaled and not snagged.
Fuel leyel too high. The fuel leyel is controlled by the float
height which can increase as a result of wear or damage.
Remoye the float bowl aocl check the float height. Chack also
that ftoats have not punctured; a punctured lloat will loose
buoyancy and allow an increased fuel level.
Float valve needle stuck open. Caused by din or a worn
valye. Clean the float chamber or renew tile needla and, if
necessary. the yalYe seat.
Oil pressure indicator lamp goes on
38 Engine I....bnc.tion .....tem failure
Engioe oil defective. Oil pomp shaft or locating pin sheared
off from ingeating debris or seizing from lack of lubrication Uow
oil leyel).
Engine ofl acreen clogged. Change oil and filter and aeNlce
pickup screen.
Engine oil leYel too low. Inspect for leak or other problem
causing low oil leyel and add recommended lubricant.
Engine 011 Yiacosity too low. Very old, thin 011. or an
improper weight of oil used in engine. Change to correct
lubricant.
Camshaft or journals worn. High wear causing drop in oil
pressure. Replace cam and/or head. Abnormal wear could be
caused by oil at8Nation at high rpm from low oil level, improper
oil weight or type . or loose oil fitting on upper cylinder oil line
Crankshaft and/or bearings worn. Same problems as para-
graph 5. Overhaul lower end.
Relief Yalye stuck open. This causes the oil to be dumped
back into the aump. Repair or replace.
3 9 El ectr ica l 'y.tem failure
Oil level switch defactiYe. Check switch according to the
procedures in Chapter 6. Replace if defective.
 Fault diagnosis
•
• cylinder Oil level indicator lamp wiring systam defactiye. Chack for
pinchlKl. shoned, disconnected or damaged wiring.
,s may be
f failure or
f renewed
Poor handling or roadholding
IS e result
ke is likely 40 Direction el in,lability
:eleration,
j oil seals
Steering head bearing adjustment too tight. This will cause
,. rolling or weaving at lOIN speeds. Re -adjust the bearings.
Steering head bearing worn or damaged. Correct
crankcase idjuSlment of the bearing will prove Impossible to achieve If
ngs. Offen
wear or damaga hll occurred. IneonsislBnt handling will occur
I
••lunnel or Including rolling or weaYlng at low spaed and poor directional
control at indeterminate higller speeds. The steering head
bearing should be dismantled for ins.pection and renewed II
:aused by required. Lubrication should also be carried out.
,ressure at
B,aring raclS pitted or dented. Impact damage Clused,
parheps, by an accident or riding OYer a pot-hole can cause
indentJtlOtl of the bearing, usually in one po,ition. This should
be nollKla1 notchiness when the handlebars are turned. Renew
• nd lubricate Ihe bearings.
Steering stem bent. This will occur ooly if the maChine is
5UbjectlKl to a high impact such as hitting a curb or a pot -hole.
Ilement. The lower yoke/stem should be renewed; do not attempt to
:namber to
straighten the stem.
led at high Front or rear tyre pressures too low.
-.
r the lower Front or raar tyre worn. General instability. high speed
wobbles and skipping oyer white lines Indicates that tyre
that the renewal may be required . Tyre induced problems. In some
hat. whe re
machlneftyre combinations, can occur even when the tyre in
question is by no means fully worn.
l)y Ihe float
SWinging anTI bearings worn or badly adjusted. Difficulties
>r damage.
in holding line, panlcularly when cornering or when changing
Check also power seuings indian" wear in the swinging arm bearings.
: will loose The swinging arm bearings should be adjusted; if this fails to
.ffect a cure tile swinging arm should be ramoYed from the
or a worn rTIiIChine and the bearings renewed.
tdle and, if SWinging arm flexing. The symptoms given in the preceding
pa~raph willa!so occur ilthe swinging arm forit ftaxes badly.
Thill can be caused by structural weakness as a rasutt of
corrosion. fatigue Of impact damaga, or because the raar whee l
spindle is slack.
Wheel besrings worn. Renew the worn bearings.
Tyres unsuitable for machine. Not aU available lYres will suit
the characteristics of Ihe frama and suspension, indeed, some
pin sheared lYre. or tyre combinations may cause a transformation in the
ication (low handling chara cteristics. If handling problems occur
immlKliately atter changing to a new lYre type or make. reven
and service to the original tyres to see whether an improvement can be
IlOtiKI In some instances a change to what are. in fact, suitable
her problem lYres may give rise to handling deficiencas. In this case a
ant. thorough check should be made of all frame and suspension
oil, or en Items which affect stability.
t 10 correct Improperly balanced suspension components. Where the
mac~ine is fitted with Yariable spring rates and/or damping in
~ drop in oil the front and rear suspension systems ensure Ihat the variables
IIf could be Ire set within the ranges indicated by the manufacturer.
tel, improper
nder oil line.
I ms as para -
41 Steering bias to left or r ight
,be dumped
Rear wheel out of alignment. A bent rear wheel spindle will
misllign the wheel in the swinging arm.
Wheels out of alignment. This can be caused by impact
clilmage to tha frame , swinging arm. wheel spindles or front
forks. Although occasionally a result of material failure or
corrosion it 15 usually as a rasult of a cresh.
to the Front lorks twisted In the steering yotces. A Ught impact, for
instanca with a pot -hole or low curb. can twist lhe fork legs in
23
the steering yokes withou t causing structural damage to the
fork legs 01" the voiles themselyes. Re-alignment can be made
by loosening the yoke pinCh bolts, wheel spindle and mudguaw
bolts. Ra-align the wheel with the handlebars and tighten lha
bolts working upwards from the wheel spindle. This action
should be carried out only when there is no chance that
struc tural damage has occurred.
42 H andlebar vibrate. or oa<:illate.
Tyres worn or out of balance. Either condition. particularly
in the front tyre. will promote shaking of the fork assembly and
thus the handlebars. A sudden onset of shaking can result if e
balance weight is displaced during use.
Tyres badly positioned on the wheel rims. A moulded line
on each wall of a tyre is provided to allow yisual verification that
the tyre is correctly positioned 00 the rim . A check can be made
by rOlating tha tyre; any misalignment will be Immediately
obvious.
Wheet rims warped or damaged. Inspect the wheels for
runout as described in Chapter 5 .
Swinging arm bearings worn. Renew the bearings.
Wheel bearings worn. Renew the bearings.
Steering head bearings incorrectly adjusted. Vibration is
more likely to result from bearings which are too loose rather
than too tight. Re -adjust the bearings.
Loose fork component fasteners. Loose nuts and boltl
holding the fork teijS, wheel spindle, mudguards or steering
stem can promote shaking et the handlebars. Fasteners 00
running gear suen as the forks and suspension should be check
tightened occasionally to prevent dangerous looseness of com-
ponents occurring.
Engine mounting bohs loose. TIghten all fasteners.
43 Poor f ront forit perfo rma nce
Damping fluid leyel incorrect. If the fluid level is too low
poor suspension conlrol will occur resulting in a general
Impairment of roedholding and early loss of lyre adhesion when
cornering and braking. Too much oil is unlikely to chenge the
fork Characteristics unless severe overfilling occurs when the
for'll action will become stifter and oil seal failure may occur.
Damping oil viscosity incorrect. The damping action of tha
for'll Is directly related to the viscosity of the damping oil. The
lighter the oil used. the less will be the damping action
impaned. For general use. use the recommended viscosity of
oil, changing to a slightly hIgher or heavier oil only when a
change in damping characteristic is required . Overworked oil, or
oil contamInated with water which has found its way past the
seals. should be renewed to restore the correct damping
performance and to prevent bottoming 0 1 the forks.
Air pressure incorrect. On models with air aSlisted forke an
imbalance in the pressure between the forit legs can give rise to
poor fork performance. Similarly. if the air pressure is outside
the recommended range problems can occur.
Damping components wom or corroded. Advanced normal
wear of the fork Internals is unlikely to occur until a very high
mileage has been covered. Continual use of the machine with
damaged oil seals which allows the ingress of water, or neglect,
will laad to rapid corrosion and wear. Dismantle tha larks lor
inspectioo and overhaul.
Weak fork. springs. Progressive fatigue of the fork. spring.,
resulting in a reduced spring free length, will occur affer
extensive use. This condition will promote excessive fork dive
under braking. and in its edvanced form wIll reduce the at-rest
extended length of Ihe forks and thus Ihe forit geometry.
Renawal of the springs as a pair is the only satisfactory course
of action.
Bent stanchion5 or corroded stanchions. Both ooncIitions

24 Fault diagnosis
will prevent correct telescoping of the fork legs, lind In an
advanced stale can cause sticking of the lork In one po.ition. In
II mild form corrosion will cause ,Iielian of the fork thereby
increasing the time the suspension takes 10 react to In uneven
road surface. Bent fork stanchions shoold be attended to
immediately because they indicate thai impact damage has
occurred, and Ihere is e danger thai the forks will lail with
disastrous consequence,.
44 Front fork judd.r when braking ($file alIa Section 66)
Wear between the fork stanchions end the fork legs.
Renewal of the affected components is required.
Slack steering head bearings. Ae-adjust tile bearings.
Warped brake disc. If irregular braking action occu~ foOl
judder can be induced in what 8fe OOfmally serviceable forks.
Renew the damaged brake componenlS.
45 Poor reer IUlpenlion performance
Rear suspension unit damper worn out or leaking. The
damping performance 01 most rear suspension units fills off
with aga. This il a gradual process, and thus may not be
immediataly obvious. Indications of poor damping include
hoppirlg of the rear end when cornering or braking, and a
general 1055 if positive stability. See Chapter 4.
Weak rear sprirlgl. If the suspension unit springs fat igue
they will promote exceSSive pitching of the machine and reduce
the ground clearance when cornering. Although replacement
sprirlgs are IVlilable separately from the rear suspension
damper unit it is problble that if spring fatigue hal occurred the
damper units will also require renewal.
Swinging arm fleKing or bearings worn. See Sections 40
and 41.
Bent suspension unit damper rod. This is likely to occur only
if the machine Is dropped or if seizure of the piston occurs. II
either happans the suspension units should be renewed as a
pair.
Abnormal frame and suspension noise
46 Front end noile
Oil level low or too thin. This can cause a 'spurting' sound
lind is usually accompanied by irregular fork action.
Spring weak or broken. MlIkes a clicking or scraping sound.
Fork oil will have a lot of metal particles in it.
Steering head bearings 100,;;& or dllmaged. Clicks when
brllking. Check, adjust or repillce .
Fork clllmps loose. Make sure all fork clamp pinch bolts are
tight.
Fork stanchion bent. Good possibility if machine has been
dropped. Repair or replace tube.
47 Reaf su.pen.lon noi,e
Fluid level too low. Leakage of a suspension unit. usually
evident by oil on tha outer surfaces. can cause a spurting noise.
The suspension units should be renewed as a pair.
Defective rear suspension unit with internal damage.
Renew the suspension units as a pair.
,
Brake problems
4S Brakel ere Ipongy or ineffective
Air in brake circuit. This is only likely to happen In service
due to neglect in checking the fluid level or because a leak has
developed. The ploblem should be identified .nd the brake
system bled of air.
Pad worn. Check the pad wear against the wear line.
provided and renew the pads If necessary.
Contaminated pads. Cleaning pllds which have been con-
tllminated with oil. graase or brake fluid is unlikely to prove
successful; the pads should be renewed.
Pads glazed. This Is usua lly caused by overheating. The
surface of the pads may be roughened using glas~f or a
fine file.
Brake fluid deterioration. A brake which on initial operation
is firm but fapidly becomes spongy in use may be failing due to
water contamination of the fluid , The fluid should be drained
and then the system refilled and bled.
Master cylinder seal failure. Wear or damage of master
cylinder internal parts will prevent pres5urisation of the bfeke
fluid. Overhaul the mastef cylinder unit.
C"liper seal failure. This will almost certainly be obvious by
toss of fluid. a lowering 01 fluid in the master cylinder reservoir
and contamination of the brake pads and caliper. Ovarhaul the
caliper assembly.
Srake lever or pedal improperly adjusted, Adjust the
clearance between the lever end and master cylinder plunger to
take up lost molion. as recommended in Routine maintenance.
49 Sreke. drag
Disc warped. The disc must be renewed .
Caliper piston. caliper or pads corroded. The brake caliper
assembly is vulnerable to corrosion due 10 water and dirt, and
unless cleaned at regular intarvals and lubricated In the rec-
ommended manner, will become sticky in operation.
Piston saal deteriorated. The seal is dasignad to return tha
piston in the caliper to the retracted position when the brake is
released. Wear or old age can affect this function. The caliper
should be overhauled if thi, OCCUf5.
Brake pad damaged. Pad material separating from the
backing plate due to wear or faulty manufacture. Renew the
pads. Faulty installation of a pad also will cause dragging.
Wheel spindle bent. TIle spindle may be straightened if no
structural damage has occurred
Brake lever or pedal not retuming. Check that the lever or
pedal works smoothly throughout its operating range and does
not snag on any adJacent cycle pans. Lubricate the pivot if
necessary
Twisted caliper support bracket. This is likely to occur only
after impact in an accident. No attempt should be made to re-
align the caliper; the bracket should be renewed.
50 Brake lever or pedal pulsates in operation
Disc warped or Irregularly worn. The disc muS! be renewed
Wheel spindle bent. The spindle may be straightened
provided no structural damage has occurred.
51 Brake nol.e
Brake SQueal. This can be caused by the omission or
incorrect installation of the anti-squeal shim fitted to the rear of
ona pad. The arrow on the shim should faca the direction of
wheel normal rOlation. SQuealing can also be caused by dust on
 Fault diagnosis 25

pads usually In combination with glazed pads, or other

conlllrninatoon Irom oil. grease, brake fluid or corrosion. Persis-
t lIqueahng whIch cannot be traced to any of the normal
QUae' can often be cured by applying a thin layer of high
tfll'4)8rature SIlicone IiIreue to the rear 01 the pads. Make
J.ervice IbeoIutely cena;n that no grease is allowed to contaminate the
ak has br,king surface of the pads.
brake Glaled pads. This Is usually caused by high temperatures or
conlamimnlon. The pad surfaces may be roughened using
r lines 9tau·paper or a fine lile. II this approach does not effect a cure
till pad. Wlould be renewed
" con- Ois.c warped. This can cause a chattering, clicking or
prove IIltermit1ent squeal and Is usually accompanied by a pulsating
54 Battery overcharged
Rectifier/regulator laulry. Overcharging is indicated if the
battery becomes hoi or it is noticed that the electrolyte level
lalls repeatedly between checks. In extreme cases the bauery
will boil caueing corrosive gllaes and electrolyte to be emitted
through the vent pipes.
Battery wrongly matched to the electrical circuit. Ensure
that the specified battery is filted to the machine.

_."'
55 Total electrlcel failure
brake lever or pedal or uneven braking. The disc must be
lI. The
)r or a Brake pads filled Incorrectly or undersiza. Longitudinal play Fuse blown. Check the main fuse. If a fault has occurred, it
IIIthe pBds due to omission of the locating springs (where must t>e rectified before a new fuse is filted.
tration ~t1edl or because pads of the wrong size have been fitted will Battery faulty. See Section 53.
due to Cluse • single tapping noise every time the brake is operated. Earth fllilure. Check that the frame main earth strap from
rained Inspect the pads for correct installation and security. the bilttery is securely affixed to the frame and is making a good
contact.
naster Ignition switch or power circuit failure. Check for current
brake flow through the battery positive lead (red) to the ignition
52 Br.k, induced fotl( Judder switch. Check the ignition switCh for continuity.
)Us by
il!rvoir
!Ul the Wom front lork. stanchion' and legs, or worn or badly 56 Circuit failure
Sled steering head bearings. These condi tions, combined
n .he '" -'"lIVen or pulsa\lng braking 115 described in Sections 50
tnd 51 will induce more or less judder when the brilkes are
Cable lailure. Refer to the machine's wiring diagrilm and
!Qer to check the cirCUIt for continuity. Open circuits are a result of
;'lance. 1J'"l*l dependent on the degree of wear end poor brake
op ation. Attention should be given to both areas of
loose or corroded connections, either at terminals or in-line
IJI,lfuncllQfl See the relevant Sections. connectors, or because of brollen wIres. Occasionally, the core
of a wire will break without there being any apparent damage
to the Outar plastic cover.
Switch failure. All switches may be checked for continuity

~!ipe,
Electrical problems
• in eilch switch position, after referring to the switch position
boxes incorporated in the wiring diagram lor the machina.
ii, and 53 Banery dead or weak Switch failura may be a result of mechanical breakage,
e rec- corrosion or water.
Fuse blown. Refer to the wiring diagram to check whether
Benery laulty. Battery life should nOt be expected to exceed or not a circuit luse Is fitted. Replace the fuse, if blown, only
f" the 3 to 4 years, particularly where a staner motor is used regularly. after the fault has been identified and rectified.
:ake is Gredual IUlphation of the plates and sediment deposits will
:atiper reduce the battery pt1rformance. Plate and insulator damage
Cfn ol1en occur 81 a result of vibration. Complete power failure,
n the 57 Bulbs blowing repeatedly
or,mermiltent failure. may be due to a broken battary terminal.
w the LKk of elactrolyte will prevant the battery maintaining charge.
g. Battery leads making poor contact. Remove the battery Vibration failure. This is often an inherent fauh related to
j if no the natural vibration characteristics of the engine and frame and
~ and clean them and the terminals, removing all trllces of
.::orrosiOr1 snd tarnish. Reconnect the leads and apply a coating is, thus, difficult to resolve. Modifications of the Iilmp mounting,
ver or of petroleum Jelly to the terminalS. to change Ihe damping characteristics may help.
I",,", Load e~celSive. If additional items such as spot lamps, lire Intermillenl earth. Repeated failure of one txJlb, particularly
"VOt if where the bulb is led directty from the generator, indicates that
~!!ed. ~ich increase the total electrical load above the
mIlUmum elferrWlIor output. the banery will fail to maintain full a poor earth exists somewh-ere in the circuit. Check that a good
r only dlitge Reduce the eteclfical toad to suit the electrical capacity. contact is available al each earthing point in the circui t.
to re- RegUlator/rectifier failure. Reduced voltage. Where a quar\l-halogen bulb is fined the
Alternator generating coits open-circuit or shorted. voltage to the bulb should be main tained or early failure of the
Ch~rging Circuit shorting or open circuit. This may be bulb will occur 00 not overload the system with additional
caused by "eyed or brokan wiring. dirty conneclors or a faulry electrical equipment in excess 01 the system's power capacity
9!'lion SWitch. The system should be tesled in a logical and ensure that all circuit connections are maintained clean and
IIIIfIIler. See Section 60. tight.
!wed
tened

In or
liar of
•
on of
lst on
 W&MI&H& .1 fij()/~j()
Check list Recommended lubricants

~)
UK models
W_ ...........
Ooodo __ __ _1_ _ ."'1_ I
I 0-.. .... _ , ...
Oood. ... _
_<'>010_.
.... _ , .... _

._._-- -
l 0...:0. .... "_,,.. _ _
• c... .... _ ...... _ _

- ·
c- ____
0 . . . . _ .... _ ... _
_
•, R _ .....
c ___ .. __ _
...... '- ........
-,--
I c-. _ _ _, - - . .... _ ..
.. _ ....... >tOII_'.. OO(l . . .1 R
.--------- _ ... _
.. _ ....... '000_,'Il00 .,,,'
0 0<._---
--_ .....- -_
--------- ......... _ ' 0 _ _ ' •• 000 ... '

---"'_._ .. ----......
Qooct. ......... _ . . _ .. - - - c-,.. _ _ _ ..
•
•
0-0. ... _
Ooon ..... _ _
.. _ _ .... _
.... .....
1__ .. __, """"_1)000
CIooo _

3_. . . __
.... __ _ ,,,,1
Ctooot..-... _ _ .. _ _ .. ...-_-- .""""',-,._
<_'_I"-JOfS<l(l.~
.........
,..,""
.• , , _ " " _
......
'- -. ,-
-- ........--- _.
C _ .... _ " ' _ " " _
0 ·--:
' - -, _ _ ."c_n

. .- .- -
1 _ ' 001
Adjustment data , .... .. _

,- ----
lUaO"'~'
'~.i

, 0-. _ _ ..... _ _ _ • ..... l"J

4_. . . .
"
_ " ",."
_ OC:ll
U"(;
.,..:.~,.,-
a ' - _ - "_ _ ~.

.....
...... ICI'~ . ~""_..., ~-I- ".i.""! ........
..".,
•• ,-''''''
- n. " ..... '''''- "'-"
",,,,

JJ'" '10 - 11,,,,, 11

'~I
,I '"
~- .... 'OW·'J(I"II
~" .,
31" l:
-"''<Il
.... _
~~

'--
_,-
a,e-.,
0 _ ... ,_
__ _
4000_11000 . .. '
'" "",,,,'111 U,HII IJ II OQ

--- ......-_-
JI ,,),
_
~""--
""_o .........J
liial
.....
, .... " ..'.) U&.\oooo
-'

--_
,_ ......... __ 1.0_.""
-------_
0-.. . . _

....... ..
..... _ ... _
......
,.. -,..ttO-,..,..
lU_"". . ,,",,_._

,.""--
......
.
, •.,111
"" ,-,"'"-, .
IU . ~ IUJiG .M, ....
n".·
U,'ll
1. ,1(10
nil)
n 'I'"
Ullll
.., II.'
,. ,J" -
•..'--......--_.
A, ... ,< 1 .., ••• n

-
UO<ol""IU_
u u",,"

---_ "" .1 .. 01

. . . '_1-.- ..
01""0()
I'''''' I •• H" l l " l' D1Oot".:t'OJI ..... to ... Go.'

1=-_ . ..._. .-.,_

,_ .. _ . ,0__ 01.000 ' ..1 UI,3J J. III) WI'"", ow," .. "'I IMO"_
..
_-
•••
--- ,,"

----_.-.
... ' IOJ

, •• "',,"'10 >1"01
11 ,J '"
n.IJI ,
-
(
J _ _ _ _ ... _ .... "'HO n'II' .... ~v<· , _ " ....'1 .. _'ow ........
...........IOIU.'_
.-----'-
us ........,
n .... I140 . . . . . '
..... ''''''110_ ..
111",'U_US_""
_ ... . - ,..... _ ..... ..,UQ ....11"
.~.,

" '""...., <) ' • .0.20 .... "._0001 .. ,

-- "'« 'I.' vi ...,

o II <) 20 """ 10.001 0001 ... "'~

-_. ...._,. ..., ---

)(J'OO<v"' J'l«"'O '"", ••"

-- ... --
US models 0, '·0" .... '0._-000....
)(J'_~ ltOI<, 1'0 5 uS ... , ...lKIW_ ..

....., .., 0'*-020"''''''''-<1001'''

0 :::-

-,_...... ..... _... . . . --

...... _..'._Ol. ____
OH)I .... OO2l-<1o»""

--
e- -- .- "
"-

--.. _- .-'_.
, 0.... . . . . ......
Ooodo_ . . ._. ...
_ . '_
,I 0.... ....... _ __ _ Mo... ,n .. NOMU'
c-.'''' ... -.-
0 1
-
~ ...

,
•,
•,
.~
0 :-:.. --- -_ .._- .....
DOT J!\IS...
SoUJ'OW..,1(,

•• o
""
Is
Routine maintenance
Refer to Chapter 7 for information on the 1983 US models
Periodk: routine maintenance is a continuous process which
sf uld commence immediately the machine is used. The object
II to maintain all adjustments and to diagnose and rectify minor
~fecls before they develop Inlo more elliensive, and ohen
more lopensive. problems.
Itfo/Iows tnat if the maenine is maintained property, it will
boll' nm and perform with optimum efficiency, and be less
prone to unexpe:cted breakdowns. Regular inspection of the
IIIIthine will show up any parts which are wearing. and with a
I,UiI a.parience. it is possible to obtain the mallimum life from
If1y O!ll component. renewing il when it becomes so worn that
,t is liable to fail.
Regular cleanirlg can be considered as Import8nt 115 meCh-
anIcal maintenance. This wIll ensure that all the cycle parts are
IIItpeCt&d regularly and are kept free from accumulations of
IGId dill and grime.
The various maintenance tasks are described under their
I.spectivi mileage and calendar headings, end are
ICCOmpanied by diagrams and photographs where pertinent.
II should be noted that the intervals between each mainten-
ance task se.... e only as a guide. As Ihe machine gets oider, or
if It is used undl!f particularly arduous conditions, it is advisable
10 ,educe the peliod between each check.
For ease 01 reference, most service operations ate
ICfibed in detail under the relevant heading. However. if
f~rther general information Is required, this can be found under
•• tile pertinent Sectiofl headiflg and Chapter in the main te.t.
Other Ihan the valv& shim removal tool mentioned in
Seclion 11 no special lools are reql.llred for routine mainten-
1I1C8: 8 good selection of general workshop tools is. however,
nlial Included in the tools must be 8 range 01 metric ring or
"1If1"Ibinat;cn spanners, a selection of crosshead screwdrivers.
tnd TWO pairs of circlip pliers. one elltemal opening and the
,.
P"ling Ilcquer on alloy components requires stripping and
relKQuering to prevent corrosion
other internal opening. Additionally, owing to the extreme
tightness of most casing screws on Japanese machines, an
impact screwdriver, together with II choice of 18rg8 or smell
cross-head screw bils. is absolutely indispensable. This Is
perlicularly so if the engine hIS not been dismantled 5ince
leaving the faC1ory.
Cleaning (he machine
Keeping the motorcycle clean should be considored 8S an
important part of the routine maintenance, to be carried out
whenever the need arises. A machIne cleaned regularly will not
only succumb less speedily to the inevitable corrosion of
external surfaces. and hence maintain Its market value, but will
be far more approachable when the time comes for mainten-
ance or service work. Furthermore, loose or failing components
are more readily spotted when not partially obscured by a
mantle of road grime and oil
Surface dirt shotJld be removed using a sponge and warm,
soapy water; the laller being applied copiously 10 remove the
particles of grit which mighl olhelWise cause damage to the
paintworit and polished surfaces..
Oil and grease is removed most easily by the application of
a cleaning solvent such as 'Gunk' or ·Jizer". The solvent should
be applied when the parts are still dry and worked in with 8 stiff
brush. Large qU8ntities of w8ter should be used when rinsing
off, t8king C8re th8t W81er does not enter the carburetlors. air
cleaners or electrics.
Application of 8 W81l polish to the cycle parts and a good
chrome cleaner 10 the chrome parts will give a good finish.
Always wipe the machine down if used in the wet. There is less
chance of water gelling Into control cables if they are regularly
lubricaled, which will pt"event stiffness of action.
28 Routine maintenance

Routine Maintenance schedule - US models Chock front brake pad condition 15

Check Itont brake 1I1Iid level 16,17
Weekly. or av.ry 100 mil.s 1150 km)
Check angina/transmission oil laval ,
See Section Check front brake lever adjustment
Check rear brake adjustment
Check operation of steering and
3.'
2
Check control and cabla adjustments 2.3,4,5,9
Check tyre pressures and condition 6 suspension 20
Safety check 7 Check lind clean Ihe air filter 29
Legal check 8
2 monthly. or ....ery 2000 m iles (3000 kml
6 monthlv. or every 2500 miles (4000 kml Check. clean and adjust sparl!. plugs 24
Change engine/lransmissioo oil 14 Check carbureltors adjustmant
Check front disc brake P8ds 15 and synchronisation 26
Check front brake fluid level 16,17 Chack final drive oil level 30
Check fBllr brake adjustment 2
Check front brake lever adjustment - 3 monthly. or ev.ry 3000 miles (4500 kml
handlebar mounted master cylinder 3 Check and adjusl cam chain tension" 10
Check front brake cable adjustment - Change englna/transmission oil 14
female mounted master cvlinder 4
Check lind adjust the clutch cable 5 4 monthly. or .v.ry 4000 miles (&000 kml
lubricate control cables 18 Check cylinder compression 31
lubricate controls aoo pivots 19 Check th. ignition timing 32
Check operation 01 steering end
suspension 20 6 mon1hly. or ..... ry 6000 miles (10000 kml
Check wheel b.aring condition 21 Check end adjust valve Clearances 1I
Check battery electrolyte level 22 Change engine/transmission oil
Checking and cleaning the fuel and filter 27
system 23 Change final drive oil 28
Check. clean and adjust spark plugs 2.
Check the eKhaust sys tem condition 25 Vearly. or every 10000 milas (15000 kml
Check carburettor adjustment Change the front fork oil 34-37
and synchronisation 26 Dismantle, check and regr8ase
swinging arm bearings 39
V.arly, or. .....ry 5000 miles (8000 kml Dismantle. check and regrease
Check and adjust cam chain tension· '0 steering head bearings 38
Check and adjust valv. clearances
Check crankcase ven tila tion system
Check condition of fuel pipas
"
12
13
'Applies only /0 mllchines with manually adjusled cam chain
lensioner XJ650 - 4KO (UK)
Renew oil filter 27
Change final drive oil 28
Clean air filter elemant 29 1 Checking the engine/transmission oil level
The oil level in the sump is monitored by a lIoat-type level
18 monthly or every 7500 miles (12000 kml switch which controls a warning lamp or LCD, depending on the
Renew Ihe spark plugs model concerned. If the oil level drops far below maKimum, the
lamp or LCD will tend to flash on under acceleration or braking
2 yearly, or ev.ry 10000 mil.s (16000 kml because the all in the sump is forced away Irom the switch
Remove. check and grease wheel giving a temporary low level reading. This can prove annoying,
bearings 33 and can be minimised by keeping tha oillel/e! to maKimum. This
Change front fork oil 34,35,36,37 is indicated by the upper line in Ihe oil sight glass on the side
Dismantle, check and reoreasa 01 the engine unit.
sleering haad bearings 38
Dismantle. check and regrease
swinging arm bearings 39
• Applies only 10 models fitted with manually adjusted Cllm
r:hein lensioner (XJ650 G, H. LH and RJ models).

Routine Maintenance schedule - UK models

WtHlkly or every 400 mil • • (600 kml

Check engine/transmission oil level ,
See section

Check control and cable

adjustments 2,3,4 and 5
Check tyre condi tion and pressures
Salety check
•
7
Legal check 8

Monthly. or every 1000 miles (1500 kml

Lubricate conlrol cables '8
Lubricate controls Ind pivots '9
Check battery condition 22
 Routine maintenance 29

2 Rear brake ad;ustmenr - excep' XJ750 J

The brake pedlll height can be adjusled in relation 10 thai of
tht loot,est by altering the POsilion ol lhe stop bolt. Slacken the
IIIWsI~r lock nut and screw the stop bolt in or out until the
desired po$,toon has been found, then, tighten tile locknut, As 8
guidt Yamaha recommend Ihat tile pedal height is set about
6 III 140 mm) below Ille top of tile footresl. Note that brake
Ptdtf free play must be checked after this adjustment.
Brake pedal hee play is adjusled by moving the adjuster nul
at !he rUr of the brake rod to give about 0.8 - 1.2 in (20 - 30
mm) of movement before Ihe brake operates. Once set. check
al the brake light comes on as tile brake begins to operate. If
leCesury the point al whiCh the light comes on can be adjusted
~ Ilering the position of the switch body.

3 Front brake lever: free play ad;ustment - all

models except XJ750(UK), XJ750 RH and RJ
All models equipped with handlebar-mounted master
C'l1,ocIel1 have provision for lever free play adjustment. The
IIdJllllment screw and locknut are accessible after the rubber The rear brake adjllSler
\jiMer has been slid dear of the lever stock. lever free play is
m'HUr,d at the tip of th, lever end should be 5 - 8 mm (0.2
03 inl before the lever starts to move the master cylinder
Adjuslment is effected by slackening the locknut,
IWIII the adlustment screw by Ihe required amount and
ing the locfmul to secure it

4 Front brake cable: free play ad;ustment -

XJ750(UK), XJ75D RH and RJ
On the above machines. a cable is filled between the iront
lever IN! the remote maSler cylinder. A knurled adjuster
IIItOfl)OI"lIted ,n the 18IIer stock to facilitate adjustment for free
pIIv This i$ measured batw"n the lever stock and blade. and
m chain iIhoIoId be I 2 mm 1004 0 .08 in). Note that the adjuster has
• ""fet""t d8\lice which prevents the adjustel from moving during
riding Check Ihal Ihis has clicked home during changes
10 he ~"ing
,.1
ype level
ng on the
5 Clutch ad;ustment
'num, the Periodic clutch cable adjustment will be necessary to
braking on opensate for stretch in the cable and for the gradu(li wear of
t~e IOICh friCtion plates. Start by slackening the lever adjuster
!' switch Idly 10 give ma~imum free plav. Using the adjoster at Ihe lower
II"Inoying,
lum. This eocl of the table. set the cable free play to 2 - 3 mm 10.08 -
the side 'l12 in! maasured between the lever Slock and blade. Subse-
nt adjustments can now be made at Ihe handlebar end of
bla.

6 Checking tyre pressures and condition

The tyre pressures should always be checked when cold,
I ~bty IIhel the machine has stood overnight. Whenever the
l1li is ridden the temperature inside Ihe tyre, and thus the
.... 1J<8IS",e. rncreases It follows tha t any pressure
_remenl made after a run will be inaccurate by several psi.
It .. ",commended that a small pocket type pressure gauge is
:II"CIIased end tallied on the machine. There is inevitably some
don between gauges found on garage fore courts. and to be
01 consistent readings it is better to Slick 10 a known
;auge Remember that apparently small discrepancies in press-
urt can lIave II tangible or even dangerous effect on handling
.00 roadhokling The pressure sellings shown below are those
g.... <lII 101 the original tvre litments. If different brands or sizes of
tyl"e have been filled. check the tyre supplier or manufacturer
for th~ COllect pressure recommendation for your machine, and
m~'" the owners handbook and this manual for fllture
,eference. The figures Quoted reler to the machine with various Tread depth can be
kladings These Include the rider, passenger and any luggage
::anied
30 Routine maintenance

There are a numbe, at tyr. sealers or ptJrctu

preventatives on the market. but their use should be co
with caution. Opinion Is divided as to whether they are sate,
a number of lYre manufacturers have issued clear WI
against their use Although the tyre companies cannot
considered unbiased in this matter it is generally agreed tillt
sea ler can be considered a sale permanent repair. Use
discretion and check local laws before using any of t
products.
Finally. spin each wheel and check lor bearing play
rocking the wheel egainst the spindle axis. If movement
discovered it is likely that the bearing will be in need of rerItWl
though very slight movement is almost always evident. "
doubt remove the bearings for cleaning and examinatiorl
described in Chapter 5. Sections 2 1 or 23.

In the elise of this Writ, lIullad depth gauge was unnecessary.
This tyre is dangerous, and in many arellS, illegal
7 Safet y check
Give the machine a close visual inspection. checlo;irIg
loose nuts and finings. frayed control cables etc. Check
tyres lor damage. especially splitting on tha sidewalls. Ae~
any Slones or other objects caught between the treeds. This
particularly important on tha fron t tyre. whera rapid defl,
due to penetration 01 the Inner tube will almost certainly
total loss of cont rol.

TVr. pn~ ... ur.s - tyres cold Front - p si Re.r - pli

XJ650 (UK), XJ650 RJ : Ikg/cm 2 ) IkSJIcm2 ) 8 Legal check
Up to 1981b (90kgl 26 (1.8) 28 12.0)
Ensure that the lights. horn
198 - 3311b (90 15010.9) 28 (2 .0) 3312.3) correctly. also the speedometer.
331 47SIb (150 - 217kg ) 2812.0) 40 (28)
High speed riding 33 12.31 36 12.5)

XJ650 G, H. LH , J :
9 Control adjustments - XJ750 J onl y
Up to 198Ib~90kg) 26 (1.8) 28 (2.0) The va ri ous controls on the XJ750 J are adjustable 10
198 - 3531b (90 160kg) 28 (2.0 ) 33 12.3) various riding positions. The relevant adjuSlment procedure.."
353 - 5071b (160 230kg l 28 (2.0) 4012.8) described in detail in the following Sec tions 01 Chapter 4
High speed riding 3312.3) 36 (25)
FootreSl adjustment Section 29
Rear brake pedal Section 31
XJ750 (UK), XJ750 RH . RJ :
Up to 1981b (90kg) 26 11.8) 2812.0) Gesrchange linkage Section 34
198 4741b (90 - 215kgl 2812 .0 ) 33 (2 .3 ) Handlebar adjustment Section 35
High speed riding 3312.3) 36 (2.5)

XJ750J : 10 Cam chain tensioner adjustment

Up to 1981b (90kgl 2 6(1.8) 28 12.01
198 5071b 190 - 230kg) 2 8 12.0 ) 33 (23)
High speed riding 2B 12,0) 33 (2 .31
Each time that the tyre pressures are checked. give each
tyre a close visual examination and remove any stones or other
objects trapped be twaen the tread. look for cuts or abrasions
on the tread and tvre sidewalls. Note that any such defect
warrants full investigation and may require tyre renewal. II
cannot be stressed too highly that the rider's and passenger's
lives depend on the lYres being in a sa fe condi ti on. It is possible
for serious damage to the ty re carcass to show no outward
signs. so if an impact with a kerb or an object in the road has
occurred make I ...re that the tyre is safe. This may necessi tate
tyre removal and recourse to a tyre expert. but do it. Internally
damaged tyres can and do feil suddenly. Bnd the resu lts can be
fatal.
Note that the tyres are of the tubeless type on some models
and this will minimise the risk 01 sudden deflation. The
drawback of tubeless tyres is that they B,e difficult to remove
and tit at home Isee Chapter 5. Section 261. If a nail or other
sharp objec t can be seen to have punctured the tyre it must be
investigated immediately. even i t no pressure loss has been
noticed, for most people. this will entail removal 01 the wheel
and a trip to a tyre speciali st or a Yamaha dealer. If so. leave the
object in the tyre to identify the position of the suspected
punClOre
Imporunt no te : This section aflPlies only to those modei
which have non- automatic chain tensloners. These Ire list
below. 00 not disturb the automatic tensioner assembly on u.
remaining models. since. once it has been disturbed, it must lit
removed completely and refitted from scratch .
The models fitted w ith non-automatic tensioners are the
UK model XJ650 (4KO), and the US model s XJ650 G. H, UI
and RJ,
The camshaft drive chain tension should be cheCked at Ii'll
intarval s specified above and whenevar the camshaft tim
mechanism appears to be unusually noisy. It should be noted
that the engine cannot run properly if there is axcessive ptiy ill
the camsha ft drive, because the valve timing accuracy wi ll lit
10Sl.
Remove the inspection cover at the left -hand cranto.nft
end to expose the ignition rotor assembly. Locate the 'C ~r\
on the rotor periphery. and turn the crankshaft anti-clockwise br
means of the large square at the centre until the mark al;gr.
with the fixed poin ter. Moving to the tensioner mechanism 1\
tha rear of the engine unit. slacken the adjuster locknut Ind boI
to free the spring loaded plunger. The chain will be tensioned
automatically as the plunger fTnds its own level. Secure the tx:I!
and locknut to hold the selling. On no account over· tighteoti'll All
bolt or locknu t because this will only succeed In shearing
bolt. The appropriate torque selling is 4.3 Ibl It (06 kg! ml kr
the bolt and 6.5 Ibf It (0.9 kgf m) for the lOCknut. Leave ti'II
inspection cover off until the ignition timing has been chllWd
as descr ibed below.
 Routine maintenance 31

Of puncture
:Ie considered
are safo, and
oar warnings
s cannOI be
greod Ihat no
~ir, Use your
~ny of Ihese

lrirtg play by
'TlOvement is
td of renewal.
evident. It in
amination as

checking for
c. Check the
'ails. Remove
reads. This is
;'";;i••,, ••im out 01 cam follower ... . . to reveal size marking on underside
Ipid deflation
!nainly cause
11 Valve clearance adjustment
The vllve clearances on the XJ650 and 750 models are set
try ~ 1bng hardened sttel pads of various thicknesses between
ill CIIII followeR and lobes. Whilst this results in a rather
ors functioo :ompIit,ted tdjustment sequence. it does allow the ortgine 10
lor long periOds without the need for edjustment. The valve
:ltnnca s.houId be checked at the inte....als specified above or
M'lellt\lef the valve gear appears to be unusually noisy.
To g.in access to the cy!inder head area a cenain amount
:;table to suit " preliminary dismantling WI" be necessary. Start by lifting the
ocedures are JIul"ltto gain access to the rear of the fuel tank.. Check thaI
IIpter 4: lilt fuel tIP i. set to the 'On' or ' Res' position and prise off the
f\lll IItd pipe arid vacuum pipe at the carburenors. Where
Va lve adj u.lm ent . him re moval
appropriate disconnect the fUfll level sender wire.
The rur of the tank Is secured by a single bolt or a flat
Hofding loof 2 Shim
reta ining clip. depending on the model. Release the bolt or pull
off the clip. then lift thfl rear of thl! tank and pull it back to frefl
the bYffar rubbers at the front. Remove Ihe tank and place It to
one side. preferably on a soft surface to protect the paintwork.
OitcOnnecl the cold 51art (choke) cable and routo il clear of
!lose models Ihe C';llnder head cover. Pull off the spark plug leads and lodge
>41 are listed ,heft1 dear of the engine. Remove the cylinder hoad cover
IfTlbly on the MIding bolts arid remove the cover. If it sticks to the gasket
j . it must be I. ~t. l ap .round the joint using a soft-faced mallet. 00 nOI use
el'essivt IOfce: the object is to break the seal. not the alloy
'"' are the
.SlngS. Remove Ihe Inspection cover from the left~hand end of
,0 G. H, lH I'" crric8se to expose the timing plate assembly. Note that
,~ t "ling pi,le incorporates a large square at its cenlre. This is

"-
ecked at the :, ~ 10 .llow the crankshaft to be rotated without risk of

r. shaft drive
lid be noted Before checking the valve clearances, make a rough plan
Slive play in ..-t lc:ll of the cylinder head so that a note of each clearance can
Iracy will be boo II'IIdt .gainstl'" relevant valvfl The cloanmce of each valve
be dIfIck&d with Ihe appropriate cam lobe at 1800 from Con&et direction of eam l-hah rotat ion with holding t ool in
I crankshaft lhe cam follower Check the gap between lhe cam·s base circle pl ace
!he 'C ' mark 1111 the Idjllslment shim and note the reading. Ropest this
:kH:kwise by .... !/trlal with the remaining valV1ls. The valve clearancos are thickness whiett will restore the COllect clearance. This
mark aligns , o.,wn below operation entails the use of a special Yamaha tool. part number
!Chanism at 90890-01245. II is possible 10 fabricate a suitable substitute,
nut and bolt XJ65O(UK ) .nd XJ650J but in view of the fact that II will be required fairly frequently it
oft tensioned Inlet 0.16 - 0.20 mm (0.006 - 0.008 int is probably as well to obtain the correct item. It is useful to note
jUre the bolt Edtlyst 0.16 - 0.20 mm (0.006 - 0.008 inl that an idef1\ICal tool is used on the XS750, 850 and 1100
t tighten the All otllet model. models.
jl"!earing the Inlet 0 . 11 - 0.15 mm (0.004 - 0.006 int Turn the crankshaft until the valve in question is fully open.
5 kgt m) for E.hlust 0.16 0.20 mm (0.006 - 0.008 inl having first positioned the slol in the cam follower to point away
Leave the from the holding tool. FII the tool in position and retain it wilh
IOn checked If .nv of the clearances are outside these limits it will be one of the cylinder head cover screws. The crankshaft can now
..:tssary to remove the old pad find lit a now one 01 a be rotated so that the eam lobe moves clear of the cam
 32 Routine maintenance

Velve clearance adjustment .him selectio n c hart - XJ650(U K) end XJ650 J

follower. It is important thallhe lobe does nOllouch the holding and lasts well in service. but will inevitably deteriorate in
1001 because this could cause damage to the cvlinder head or Apart from environmental considerations, luel leakage can
the camshaft. To tllis lind. rolate the crankshaft so Ihatln. inillt extremely hazardous. and warrants immediate allan lion.
camshaft turns clockwise and tile exhaust camshaft turns IInti-
clockwise, as viewed from Ihe left-hiM 5ide of the machine 14 Changing the engine/transmission oil
Remove Ihe adjustment shim by prising it clea, with B small Oil changes should always be made with tha engine
screwdriver inserted in the slot or by using It magnet. Pad (shim) to assist in draining fully the old oil, and to ensure that
selection can now be made following the sequence given contaminants are in suspension In it. Before starting work.
below, a suitable drain bowl. This should be shallow enough 10
I Note the number etched on lhe shim. This gives its size
in millimetre,: eg 270 Is 2.70 mm, 245 is 2.45 mm,
under the crankcase and, 01 course. of sufficient '.p",o'" I
calch tha old oil. The amount varies between models bul
and 110 on. one gallon can with one side cut out will prove ideal.
2 Using the accompanying chart, trlco the poil'll where Remove the crankcase filler cap. then slacken the
the installed pad number intersects the measured drain plug which is located at the front edge of the sump.
clearance. This will indicate the new shim required.
3 Fit the new pad and remove the holding tool. Turn the
crankshaft through several revolutions and recheck the
clearance
4 If necessary, repeat the sequence until the clearance
figure is correct.
S Repeat the above sequence with the remaining valves.
It should be nOted that Yamaha treat the size numbering on

I
the pads as a guide, hence the double check in sl<lges 3 and 4
above. Once the clearance check has been completed, re-
assemble the cylinder head cover. fuel tank and seat In the
reverse order 01 that given lor removal.

12 Checking the crankcase ventilation system

The oil-laden gases In the crankcase are ellpellad through a
baffle arrangement and then fed through e breather pipe into
the air cleaner casing. This arrangement prevents the emission
of unburnt hydrocarbons by the simple ellpedient of burning
them along with the fueVair millture. The condition of the
breather hose should be ct>ecked periodically, and if damaged or
split should be renewed.

13 Checking the fuel pipes

Ellamine the fuel pipes and connections for signs of leakage
or imminent failure. The synthetic rtJbbef" material u!llld is strong
 Routine meintenance 33

'".....

(_''''_'. '""."'" " no

...... , ... . , _ ....... 0.3~ """
..... ,... "'0 ....... ", 2'0

'odhQ nO-lloO,.,,,,

.,,,,,. '""'"'''' """" "_.' ....

'od "0. at - l" ,.,,"
".

ate in tim.
age can bot
ntion.

I9me warm
re that Bill
) work. find
Igh to sUdt
capacity 10
s but an old
~I
, the au"",
h_ '",_"250
lump. Place .. _ ' ..... _ _ ."032 ......
.....,... no pod .. "" x,
'P,,", " " _ I...molol.
Pod No. 2'!iO' 2.50 "'"'
Pod No. :I'H - 2.55 """

Va lve clearll oce IIdjustment ahim .electi on chart - All model, .xc.pt XJ66O{UK I .nd XJ650 J

!hi drain bowl beneath tha sump. remove the plug. aocl allow
tilt 01 10 drain. The middle gear assembly Is lubricated by
oIDfI in • well of englnellransmission oil held in a pocket
III tI' crankcase casting. This has its own small drain plug
. ,Ied just to the rear of the sump and slightly to the leh of
the engine cenlre line. This too should be remo ... ed and the 011
" ,ed to drl;n. Once all the oil has drained. clean the drain
pIugs .nd the orifices lind refit them using new sealing washers
where necessary. Tighten 10 the following torque figures.
Sump drain plug 4.3 kgf m 131.0 Ibf hI
M,ddle gel' drain plug 2.4 kgf m /17.5 Ibf h)
Add tile appropriate quantity of oil ... ia the crankcase filler,
~ tllat Y,m,ha specify SAE Il1N/30 'SF motor oil lor
ambient temperatures up to 15"C (59° F) or SAE 2l1N/40 'SE'
mo tor oil for (Imbient temperatures down 105°C /41 ° FI. Af ter
filling run the engine for a few minutes to distribu te the oil. the
let the mlchlne Sland for II while before ch.cklng the le.... 1 in
the sight window. This should be at the maximum mark to
lessen the tendency for the low le... el warning to operate under
acceleration or brakin g.
Engina/transm ilUion o il quantities - o il chan", only
XJ650- 11N ( UK) and XJ650 RJ
2.65 litre (5.6/4.7 US/Imp pint)
All oth.r )(J650 modal.
2 .35 titre 15.0/4.1 US/Imp pintl
All XJ750 m odel.
2.50 litre (5.U4.4 US/lmp pint)
34 Routine maintenance

'5 Front disc brake - pad checking and renewal

The condition of the 'rorll brake pads is of gr88t imponlloce,
end must be checked regularly 10 ensure thlll the bl"lIking
system conlinues to function reliably. In addition. regular
Inspection will bring to light any other potential faults which
might otherwise go unnoticed. It is panicularly imponant lhal
the pads are renewed as soon as the weal' limit is reached.
Despite the apparent abundance of friction material left it
should be noted that this provides an essential thermal barrier
between the mechanical and hydraulic components. If the pads
are allowed to wear beyond the prescribed limit. excessive heat
may be transferred to the caliper, causing the fluid in It \0 boll.
The resulting bubbles will rendl,lf the brake Ineffective.
A variety of calipers are used on the XJ range. eech
requiring a somewhat different approach to ped checking and
renewal. Reference should be made to the appropriate Section
of Chapter 5 for details.
16 Front disc brake: checking the hydraulic fluid -
All models except XJ750(uK), XJ750 RH and RJ
Place the machine on its centre stand, then tum the
handlebar until the fluid reservoir is level. Check that the fluid Is Fluid lower level is visible through sight glass
at or above the lower level mart.. This is indicated by the centre
line through the small inspection window at the rear of the
reservoir. If topping up is necessary, check first that the drop in the tubing from a motor accessory shop {screen washer!
level is not due to leakage of the mestltf cyfinder, nydrautic or pet shOp (aquarium air pump tubingl.
pipes and hoses or the caliper. A sudden drop In fluid level
warrants a carefu l check of the system, though a gradual 18 Control cable lubrication
decrease is normally due to pad wear. Use motor oil or a good gem,..al purpose oil to lubric.ltt
Remove the rectangular cover from the reservoir aher conllol cables. A good method of lubricating cables is showo
releasing the four retaining screws. The cover should be lihed the accompanying illustration, using a plasticine funoel.
away carefully. taking care not to allow fluid to drip onto method has the disadVantage that the cables usually
paintwork or plastic components; it will cause damage to either. removing from the machine to allow the oil to drip throu,
Lift o~ the rubber diaphragm beneath the cap and top up the hydraulic cable oiler which pressurises the lubricsnt ewe
reservoir using a DOT 3 or SAE J 1703 hydraulic fluid. On no this problem. Nylon lined cables, which may have been filllll
account use any other type of fluid In the system or rapid seal replacements, should flOt be lubricated; in some cases !hi
failure or complete brake failura mey result. Refit the
diaphragm. then place the cover in position end refit the
retaining screws.
will cause the lining to swell leading to cable seizure.

19 Genera/lubrication - controls and pivots

Note : Hydraulic fluid is hygroscopic, which means that it
will absorb moisture from the air if exposed to it for long
periods. To guard against this ensure that fluid is kept in a
sealed container. and make sure that the rubber diaphragm Is
refitted correctly to isolate the contents of the reservoir from
possible contamination. If moisture or water contamination is
suspected. drain and flush the systam by bleeding It through as
described in Chapter 5. Contaminated fluid may boil in service
causing vepour locks in the system.
17 Front disc brakes: checking the hydraulic fluid -
XJ750(UK), XJ750 RH and RJ
The procedure for topping up the master cylinder on the
above models is broadly similar to that outlined in the preceding
Section. and the remarks conceming the specification and
characteristics of tha hydraulic fluid shouk! be noted. The
remote mounting. however, precludes removal of the top of the
reservoir undltf normal circumstances- To allow topping up to
take place an Allen-headed fiUer plug is fined to the rear of the
reservoir. Access to it can be gained by turning the handlebar
fully to the leh. The rear of the master cylinder and the filler plug
is now visibla on the right-hand side of the ateering head,
between the fork yokes.
No sight glass arrangement is provided, but the reservoir
incorporates a sensor which operates a warning panel on the
LCD unit when the fluid level is low. The reservoir should be
topped up as soon as possible if the warning panel comes on.
Topping up is not easy, given the small filler hole, and by far
the best way of approaching the problem is to obtain a syringe
to which a length of small-bore clear plastic tubing can be
attached. This arrangement will allow the fluid to be injected
Into the reservoir without spillage, and also permits eKCeSS fluid
to be drawn off where necessary. It should be possible to obtain
a suitable syringe from a local doctor or veterinary practice, and
.
•
It Is sound practice to clean and lubricate the VI
control levers. the centre ~nd side stands and other linlo.
regularly. As well as ensuring smooth operation and praven
corrosion, this routine will highlight any Impending I'il
which might otherwise have gone unnoticed. Engine oij
general lubricating oil can be used, or as an alternati~e. 0I"It
the general purpose maintenance aerosols such as WD40.
20 Checking steering and suspension operation
Deliciences in the steering or suspension oomponenll
ohen make themselves obvious by deteriorating ha
characteristics. though some faults develop slowly and fnI'\'
be noticed until they are dangerously adVanced. It is
prac tice to check for wear In these components regul.11y
Wi th lhe machine on its centre stand. ask an assist..,
press down or sit on the back of the seal to raise the front
clear of the ground. If necessary place a WQOden creta or
item under the crankcase 10 hok! this position Tum
handlebar from lock to lock noting any sign 01 rough ....
tightness in its movement. Next. grasp one fork leg in each
and push and pull the forks so that any play can be felt.
whera play is evident, whether it is due to wear in the forb
5Ieering head bearings- These are dealt with in detail in
main body of the Manual and should be investigated p
With the rear wheel raised, push and pull from one IicII
the swinging arm 10 check for play in the pivot bearings. H
is found it can probably be corrected by adjustment
described in Chapter 4 .
With the machine on its wheets. sit astride It and bouoct
and down to ensure that the suspension is working
and progressively. Note that most of the models covered h
a number of possible suspension setting combination.
are described in Chapter 4, Section 24.
 Routine maintenance 35

/'---
,I
-........
• tlUiitlli
UA 111It~.1
• 1l1.;I U

as 12NI2A-4A-l
"" .....
Electrolyle level can be seen through battery case

!Bsner tubingl

,lubricate tn.
t$ is shown in
, funnel. Thil
usually need
ip through. A
nt overcomes
been lined IS Oiling a control cable POlition of electrolyte level senIOr in battery - XJ75O(U KI,
cases the oil RH, RJ end J
Z'Ure.

ivots 21 Checking wheel bearing condition it must always be fitted to this cell or damage to the
Rill" each wheel clear of the ground in turn and spin the microprocessor unit will occur.
J the various
wt- ~ to check for roughness In the baarings. Note that this
lthar linkages
rd preventing
'1'1'V oot J)fove easy since the front wheel tends to suffer from 23 Checking end cleaning the fuel system
iding failures
bfak. drag and the rear wheel from rasistance from the It is difficult to give any recommendation for regular
",nsmission components. but serious pilling should show UP as cleaning of the system though Yamaha advise this at 6 monthly
Engine oil or
li~l~ I'IOtchinall. intervals. Trouble with contaminated fuel is. fortunately. rare
native, one of
WOln bearings can be checked by pushing and pulling tha these days, but it can happen. Dirt or paint particles ara usually
liS W040.
wIIHI ,im from one side. A small amount of movernent is trapped by the filter at the fuel tap inlet. and this can be
11""'11 inevitable 8t the wheal rim, but significant wear, say 2 or removad at any convenient time end checked (see Chapter 21.
peration 311'111 moo.-ement, indicates that further examination is required. Water contarnlnation, whether frorn contaminated fuel from a
Tlponentl will Ret_ 10 Chapter 5 for detalla. garage Of caused by condensation or the ingress of rain. can
til'lg handling
work its way into the carbura ttors and cause andless trouble
,and may not 22 Checking the battery electrolyte level wllh obstructed jets. If this happens it will be necessary to
.:I. It il sound The XJ650 models af' equipped with a 12 Ah (Amper,- remove the tank lor flushing and to clean the carburettor jets
regularly. GS battery. whilst the XJ750 variants have a Yuasa with compressed air. Again, see Chapter 2 for mora information.
n assistant to bet· rlted at 14 M.ln all cases tile battery Is housed behind
1e front wheel !he ri;lI·hlnd side panel, access being gained by removing the 24 Cleaning and adjusting spark plugs
rata or similar
00. Turn the
IIdI'*''' and liftiog the dUllseat
Ma,ntenance is normally limited to keeping the electrolyte
Remove the lpark plugs and clean them using a wire brush.
roughness or 1M! t»tweett tn. prescribed upper and lower limits and by Clean the electrode points using emery paper or a fine file and
} in each hand tUIg sure thlt the vent pipe is not blocked than resellhe gaP$.. To reset the gap. bend the outer electrode
)8 felt. Check, oJnItss Icid il spilt, .. may occur if the machine falls over, to bring it closer 10 or lurther from the cen tral electrode, until a
n tn. forks Of tllCtrolyteloould always be topped up with distilled water, feeler gauge of the correct si~e can just be slid between lhe gap.
detail in the ...tore the correct level. If acid is $pill on any part of the Never bend the central electrode or the insulator will crack.
lied promptly. . it shotJld be !l8utralised with an alkali such as washing causing eoglne damage if the particles fall in whitst the engina
m on8 side 01 arod washed away with plenty of water, otherwise serious is running. The correct plug gap is 0.7 - O.B mm 10.02B- 0.032
larings. If play lion will occur. Top up with sulphuric acid of the corract In). Before retilting the plugs. smear the threads with a small
djUSlment as gra~jty (1.260 _ 1.2BOI only when spillage has
Quantity of graphita grease to aid subseQuent removaL
rtd. Check that the vant pipe is well clear of the frame
lIld bounce up or anV of th-e other cycle parts. for obvious reasons. 25 Checking the exhaust system
~ing smoothly Note that machines fitted with the computer monitor Exarnina the e.haust system for signs of damage or
COvarad have ,Item (eMS) are equipped with a battery lavel sensor which corrosion. The latter Is an eventual inevitability. but can be kept
nations which "III t~ place of the fourth cell cap from the negative H
t "",nel This is described in detail in Chapter 6, but note that
at bay by regular cleaning. Most elthaust systems are eventually
eaten away from the Inside by the acidic e.haust gases. and
 Routine maintenance
36
signs 01 this shotJld be Checked for. Apart from thili_ chec::k the
security 01 all clamps lind mountings. lightening or renewing
them 85 required.
26 Cerburettors - checking and adjustment
II Cllrbureuor mall unction has been indicated by rough
running or poor luel consumption. atlention to Ihe carburetto!
adjustment end synchronisation is likely to be required. This is
8 somewhat lengthy procedure and requires Ihe use 01 II set 01
vacuum gauges 10 ensure accurate synchronisation_ Reference
should be made to Chapter 2 for further delails.
27 Changing the oil filter
The oil filter should be renewed at every second ojl change.
Carry out the oil change as described in SIIction 14, then
proceed liS follows prior to adding the new oil.
Move the drain tray beneath the oil filter housing and
remove the filter retaining bolt. Lift away the filter housing
assembly and discard the old filter element. Prise out the O-ring
from the edge of the housing. Clean the groove out. then fit a
new O-ring ensuring that it locates evenly in the groove. Ofler
UP the filter assembly and tighten the holding bolt to 1.5 kgf m
111.0 Ibl ft). Do not e)tceed this figure. When topping up wilh
new engine oil, note that the filter capacity must be allowed for
The correct quantities are as followS.
Fitting a new oil filter element
Engine/trsnsmiyi-on oil quantities - oil sod filter chenge
XJti50 - 11 N (UK) tlod XJ650 RJ
-.J 2.95 lilre 16.2/5.1 US/Imp pint)
All other XJ650 models
2.65 lilre 156/47 US/lmp pint)
All XJ750 models
2.80 litre (59/49 US/Imp pint)
., 28 Ch8nging the final drive oil
The final drive oil is best changed after a long run, when the
oil has had a chance to warm up a little to assist in draining. and
contaminants will have been stirred up into suspension in the
oil Place a bowl of about 3 or 4 pints capacity beneath the
drain plug, which should be removed to allow the oil to drsln 3(
This may take time. so it is best to leave the machine, coming
back when the oil has finished dripping. Clean and refit the draiM
plug. tightening it securely.
The casing holds 0.20 litre lO.42/0.35 US/Imp pint!. and
this should bring the 0\\ level to the edge of the filler hole. Tn. pi
recommended oil grade is SAl:. 80 AP1 'Gl-4' Hypoid gear oil
Alternatively an SAE 8owTso Hypoid gear oil may be used
whera available
29 Cle8ning the air filter element
Lift the dualseat and remove the tool tray. The top of the .ir
cleaner casing doubles as • mounting board for the fuse 00.. •
~
.nd reasonable care must be taken when removing it. Remove
Ihe three securing screws and lift the top clear of the casing.
The element c.n now be withdrawn. 3
Starl by gelling rid of the loose dusl by tapping the element
on • hard surf.ce. or by flicking the dust away using a soli 41
bruSh The remaining dust will be trapped by the porous filt . w
surface and can be removed by blowing through the elemen!
from the inside. using compressed air. It is import.nt to use,
dry aIr supply for this purpose. because any moisture will lend
10 cause the dust to stick.
No e~act Interval for element renewal can De given
because this will depend entirely upon the usual operetil'lll
condilions. hperience will show when the element will requill
removal. It will be noted that each time the elemenl Is cleaned "
it will become progressively more difficult to dislodge all of tilt:
dust. Eventually. after 6 10 cleaning operations. the element
",
will require renewal
Any obvious damage. such as holes or oil contamination.
"
F
will necessitate immediate renewal of the element. because tnt
entry of unfiltered air Into the engine will cause accelerat
wear. and the reduced resistance will result In a weak ml.lUrt.
Conversely. a badly contaminated filter will obstruct I
passage of air through the engine and will lead to an over-rl
ml.ture.
 Routine ma intenance .} 37
er che n ge
temperature, Ihen SlOP it and remove the inspection cover al
the left hand end 01 the crankshaft. Connect the strobe to the
sparlt plug lead of cylinder No 1 neft-hand cylinder) lollowing
Ihe manufaclllrer's instructions. Note that where a 12 1,1011
supply Is required it is preferable 10 use a separale battery
rather Ihan the machine's own, beceuse it Is possible that
pulses in the electrical system may act as rogue trigger-pulses
causing some degree of confusion when the test is made.
un, when lhe II will be noted that the timir'lQ plale carries a number of
draining, and Final drive oil level
Oil 2 Correct oil level
marlts. The 'T' mark indicaleS lOP dead centre (tdcl and a few
~nsion in Ihe
degrees from it is the Ignition liming mark which takes the form
benealh Ihe of an Inverted U. This indicates Ihe limits of the timing accuracy
I oil to drain. 30 Checking the final drive oil level al the specified Idle speed of 1050 + 50 rpm.
hine, coming " .... IOmething untoward occurs. the oil level in the Start the engine end 6et the idle speed to the above figure.
'efll the drain ! l1li drive c,sing sMould nol vary. It is good praClice to check It should be noted that a test tachometer is recommended by
Till vel Irom time to time, however. since the final drive Yamaha tOf this purpose, but under normal circumstances the
,p pint), and IBn15 wi ll wear rapidly If not properly lubricated. Start by instrument fitted to Ihe machine will give a reasonably accurate
ler hole. The ICIIIO the machine on its centre stand on level ground. The reading, Direct the light at the area near the fiJl.ed pointer end
ooid gear oil. :/leer. lhould be made when Ihe machine has been stood for check that the timing mark 'freezes' with the fixed pointer marlt
nay be used ..",.. hoUII. preferably overnight. Unscrew the level plug and within the limits indicated by the arms of the inverted U .
:I'Ieck that the oil is up 10 Ihe edge of the filler hole. If the level The timing is not adjustable, so a discrepancy can indicate
nollceablV below Ihis. look for signs of leakage, such as oil only two thing .. It is possible that the fixed pointer has been
lIa g OI'Ilhe uf!clerside of Ihe casing. If leakage is evident it benl or Ihal tha pickup backplale Is 10056. Alternatively. there is
top ollhe air
~ tal thaI lhe problem is rectified before il becomes worse. a fault in the TCI unit or the pickup assembly. In either case
:he fuse boJl.
Apart fltlm tile risk 01 damage to the finel drive. oil leakage onto reference should be made to Chapter 3. Section 8 IOf more
g it Remove
tht "lyre c.n be extremely hazardous. information. All being well. however. the liJl.ed mark should fall
·f Ihe casing belween Ihe two arms of the inverted U mark.
31 CVlinder compression check - UK models only
Ilhe elemenl 33 Checking and greasing (he wheel bearings
V'm¥uI recommend cylinder compression is checked at
using a soft £000 mile 16000 !un) inlervals to ensure thaI Ihe engine is The useful tile of Ihe wheet bearings witl be greatly
porous filler
Ihe element
workng 'I futf effiCiency. If! practice, unless a drop in per- extended if lney are removed from the hub fOf cleaning and
Iorrn",ca hu been noticed. the operation is a somewhal greasing al the prescribed interval. This also affords tne
tant to U56 a
IItIdefNi;: ,xerci58. Few owners will possess a compression opportunity to inspect the bearings for signs of wear. allowing
ure will tend
tnter 10 Iny II.Ispect8(! COflloression loss is probably besl left Ihe bearing to be renewed if required rather Ihan have il fail
n be given
to I a.1'-r to diagnose. For owners hsving access to this uneJl.pectedly. The procedure r. described in delai! in Chapter 5,
I("; 1P~1 Ind who wish to make Ihe test. proceed as follows. Sections 21 and 23.
lal operating
Ci'!&cil; thll the engine i, in good general adjustmenl and
,I will require 34 Changing the front fork oil- XJ650(UK), XJ650
th at !hi ~.Ive clearances are set correclly. Start Ihe engine and
nl is cleaned
JIIow II to reach normal operating temperature, preferably by G, H, LH, RH and RJ
jge all of the
iding It for. few miles. Stop the engine, place the machine on Place the machine on its centre stand so that weight is
the element
th, .;oenUI stand and Ihen remove all of the spark plugs. taken off the front wheel. This can be achieved by placing a
f gj!owlng the 9Duge manufacturer', direclions, connect Ihe support under the crankcese (a wooden crata is ideaO, or by
,"lamination,
trurn,nt 10 each cylinder in turn, cranking the engine on the removing the front whaeL Of the two methods. it is pre ferable
because the
Ilarttr motor until the highest possible reading is shown. NOle to remove Ihe wheel because this will lessen the risk of the fork
accelerated
lhl1the HT leads should be earthed during this operation and oil contaminating the brake components and will facilitate
te ak miJl.ture,
th I the ballery must be in good condition to attain full cranking draining of the fork oil.
!lbstruct the
• (\ Make a note 01 each reading and compare il with the It will now be necessary to remove the fork top plug. This
an over· rich
,hown below. is held In place by a wire circlip in Ihe top of the fork slanchion
and is covered by a black plastic plug. To gain sufficient access
Cyll. compression pressure (at see levell
dard 156 psi (11.0 kg cm') it will usually be necessary 10 release the handlebar assembly.
\4 mum 128 psi (90 kg cm l )
Ma. num 171 psi (12.0 kg cm')
Ma"mum difference
bet ..... een cylinders 14 psi (1.0 kg cm')

A marked dIfference in pressure of one or more cylinders

..meales a mechanical failure ralher Ihan general wear
Try ,nlroducmg a few drops of oil into tna offending cylinder and
raptll the leSI If lhe leading improves. worn 01 broken piston
n should be suspected whilst no change of pressure
:.a"s valve .alher than bore problems. Refer to Chapler 1
tor more information

32 Checking (he ignition timing

The ignition liming must be checked using a Slrobosopic
I,ming lamp or ·strobe· . Of the two Iypes available. a good
quality ~enon tube type is preferable to the cheaper neon types,
because it will give a more defined image in use, although the
latter will usually prove adequate If used in 8 shaded position.
Where. strobe Is not available, the timing check must be
entrusted to a Yamaha service agent.
Run the engine until It reaches normal operating The front fork 011 dreln screw
38 Routine maintenance
To avoid unnecessary work place 8 blanket or similar over the
wei lank so that the entire handlebar as&embly can ba freed lind
moved rearward to clear the lop of the 'Ofk stanchions. Release
the handlebar clamp screws lind lift off the clamps to free the
handlebar assembly. Place it on In. protected fuel tank.
Prise off Ihe plastic plug to rllveal the metal plug which
closes the fork. Removal of this hem requires II large
screwdriver, 8 small electrical screwdriver and considerable
dexterity The plug Is under pre ssure 'rom Ihe fork spring and so
it Is n6(:8Ssery to depress it with the large screwdriver. Holding
Ihe plug down with ooe hand, use the electrical screwdriver to
work the retaining clip out of its locating groove. It will be
appreciated thaI the help of an assistant would prolle lIery
useful during this operation. Once the clip is free relax pressure
on the plug until It is pushed out by the spring. Repeat the
procedure on the remaining fork leg.
Place a drain tray under one fork leg and unscrew the small
drain screw. Allow the foric. oil to drain. If necessary. this can be
speeded up by 'pumping' the fork leg up and down. but this is
only really practicable if the wheel was remOlled and each fork
leg is being dealt with separately. Whan all the oil has boon
IIXpeUed. clean and refit the drain plug. using a new sealing
washer where necessary.
When refilling the lork. note thaI Yamaha recommend SAE
lOW fork oil for all US models and SAE IOW/30 motor oil for
the UK models. In Pfactlce. any reputable brand of fork oil of the
appropriate grade can be used. this being less prone to
cavitation (the formation of air bubbles wilh the attendant 1056
of damping effect). Fill each fork leg with the quantity of oil
shown below. then complete reassembly by rellersing the
dismantling sequence.
Fork 3il capacities (pM leg)
XJ650 G. H. LH 262 cc (9.24 US fl ozl
XJ650(UK). XJ650RH. RJ 236 cc (7.98/8.31 uS/lmp II oz)
35 Changing the front fork 0# - XJ650J
The procedure for changing tha for\( oil on the XJ650 J
model is essentially the same as that described In Seclion 34.
the only IIXception being Ihat the aDolie model employs air
assistance and thu s has Schrader- type lIalll6a in the top plugs..
Before the plugs are remolled the air pressure in the forks
shot.Ild be released by depressing the lIallie cores for a few
seconds. The procedure described in Section 34 should then be
followed. noling that the air lIallies may make removal of the
retaining clip a little more awkward. Remember that the for\( air
pressure should be set up when the oil change is complete.
Refer to Chapter 4. Section 24 for details.
The recommended fork oil grade Is SAE 1(HoI/30 motor oil
or SAE I (HoI fork oil and the capacity 27B cc (9.40 US fI oz).
36 Changing the front fork oil - XJ750J
The forks filled to the XJ750 J ere equipped with air-
assisted forkl with adjustable damping. and this will have a
noticeable effect on the ease with whiCh the fork oil can be
changed. Slart by placing the machine on itl centre stand. then
remove the front wheel so that no weight Is on the for\(s. Place
an old blanket or similar over the fuel tank 10 Pfotect the
paintwork.
Slacken the Allen- headed pinch boll which relalns each
handlabar section to its splined mounting on the fork yoke. Lift
each half of the handlebar upwards to disengage it from the
splines. then lay It across the protected tank. This will allow
access to the fork top bolts with minimal dismantling.
Remolle the air lIallie cap from (he union at the top 01 the
left-hand stanchion and depressurise both forks by daprassing
the air va!lIe insert for a few seconds. Remolle the cross-head
screw which secures the damping adjustment knob to the top
of each stanchion and remOlle the knobs. Slacken fully each of
the fork top bolls. Remove each one. noting that it incorporatas
a long damper adjustment rod. Take care not to drop OJ bend
this assembly during removal and place each ona In a lafe
place.
Place a drain bowl beneath each fork leg and remova
two drain screws. When most of the oil has drained • .
each leg in tum 10 expel any residual oil. When draining
been completed. clean the drain holes and screws. Check.
if necauary rllfl8W the sealing washers. tllen refit and ;i';;h';;;J~
the drain screws.
Top up each fork leg with 257 cc (B.7 US II oll of
lCNV/30 type SE motor oil. Pump eac'hh~::;~,:':~ ':~':~i~ ::~~I
few times to allow the damping oil to S'
to be displaced.
Check the condition of the top bolt O- rings and renew
il in any doubt as 10 their condition. Lower the
assembly into tho stanChion. noting that the flat on the
engage in the corresponding slol in the top of the
To check this. slowly turn the assembly until it can be
drop into engagement with the damper rod. Be .b''''':~''f
certain of this and on no accounl force the cap bolt
the rod Is fully located the cap bolt can be IOcured R.~,,, "...
process on the remaining fork leg.
Place the damping adjuster knob Oller the
protrusion of the damping adjuster rod. bul do not
retaining screw. Turn the knob fully clockwise until i
back it off slightly until the No I position is Indicated by a
Uft off the knob and refit it so thaI the '1' aligns with thO i
mark to the rear of the top yoke. then fit the retaining
Complete reassembly by rellerslng the dismantling M"",oof
Remember to check and adjust the suspension
described in Chapter 4. Section 24.
37 Changing the front fork oil - al/ XJ750 m"deI4
except XJ750J
The procedure fot changing the fork oil on
models is generally similar to that described in
Follow the directions in that Section. noting the
points.
To remove tho handlebars. prisa off the rectangular ( ,
blank Irom the centre of the handlebar CoY1:!r to
Cover retaining screws. Relaese the screwl and lift the
away. The handlebar assembly can now be ramoved
releasing the clamp hailies.
BefOl'e removing the fork top plugs. unscrew the fork
lIallie caps and ralaase the pressure from each fork
depressing the lIalve CQre for a few seconds..
Tho oil gradal and quan1itias per leg are as shown
Fork oil capacities (per leg)
XJ750RH.nd RJ 309 cc (10.5 US II oz)
SAE 2rNtJ fork oil
XJ750(UK) 312 cc(11 .0 Imp.floll
SAE I rNtJ/30 motOl' oil 01'
SAE lOW fork oil
38 Lubricating and adjusting the steering
bearings
To obtain maximum lifo from the steering head
they should be removed for Inspection. cleaning and ".g",~
at the specifiad interval. Note also that excessille
cause poor handling. and Ihis must be corrected by "'ii"'~mj
as soon as it becomes ellident. or checked and lOt
overhaul, The relevant procedure lIaries according 10 the
$0 rafarence should be made to the appropriate Section
Chapter 4.
39 Lubricating and adjusting the swinging a'
bearings
The swinging 8rm assembly pivots on tapered ro:
bearings. and these can be adjusted to take up any free p
which has developed. To prolong the life of the bearings If
should be remOlled for examination and adjustment at
presc::ribed Intervals. The procedure entails the remOllal of
swinging arm assembly and Is described in detail in Chaptlll
Sections I B and 19,
 r-------------------------------------------~

move 1M
ed. 'pump
raining has
Check. and
nd l ighten

z) of SAE
Ind down I
lair pockets
Lubricants
enew lhem
• cap boll
Ie rod must
~mpe r rod.
1\ be fe ll to
absolu tlly an SAE lilting of BOW and suitable Girling Umited lind surpasses the
lOme· O nce
C.s/rol Engine Oils
C..trol Grind Prix where the a... erage embient tem- performance requiremenll of the
Repea tlhis pellltures are between 32°F and current SAE J 1703 Specific8lion
Castrol Grind Prix t(1N/40 four 10°F. Also recommended for mlln· lind the United States Federal Motor
e splined ual transmissions where manufac- Vehicle Safety Standerd No. 116
not fi t the !I,oke moton;ycl. oil is a superior
qu.lity ;ubfiCInl designed lor lir or turers specify In extreme pressure DOT 3 Specification.
[:atops. then
waul' c:ooIed four str'*. motorcycle SAE BO gellt oil. In addition. Castrol Girling Universal
:t by I click. Brake and Clutch fluid lully meets
""" '11$, opIflting onder III condi-
~ the index Cas trol H ypoy B EPBO and B EP90 the requirements of the major ve-
,. ~
,ro g screw hicle manufacturer,.
sequence Are mineral-be sed extreme
[ ettinga as CaItrOI Super TT Two Stroke all
pressure mUlti-purpose gear oils Cn trol Fork Oil
Clstro! Super TT Two Siroke Oil w ith similar applications to Cllstrol
A speci.lly formulated fluid 'Of
o models "' lUpIrior Quality lubricant IIf>Iclll-
t,.lormullled for high powered Two
Hypov. operating in a... erage Imbient
temperatures between 90° F and the front IOfits of motorcycles. pro-
5trokl . n~n... It Is readily miscible 32°F. The Castrol Hypay B range viding excellent damping end 10lld
the l bove .,..,t~ fuel end contains selective
provides added protection for gears Clrrying ploperties.
;&ction 34
t following
modem addillves to prov,"'. ellcel- operating under ... ery stringe", ser-
vice condilion,. Castro l Chain lubriClint
IInI protection Igainst depo.it in-
clIr:ed pre-Ignition. high temperature
ngular trim A specially developoed motor-
ring .tlcki ng end scuffing, wear and Castrol Greases
iexpase the cycle chain lubricant conllining non-
~ the CO ....,
corrosion.
CUlro! Super TT Two Stroka Oil is drip, anti corrosion end wlter resls-
Jmoved by Castrol lM Grellsil lant additives which afford excellent
recommended for use 81 petrol milt-
Me rllM:. of up to 50: I. penetra1ion. lubrication and protec-
~. fork ail A multi-purpose high melting tion of exposed chains.
~ forlt by point lithium-based grease suitable
Clltrol R40 for most automotive appllcetions. in-
Ca.tro l Everyman Oil
own below cluding chs..i, Ind wheel bearing
CiI$trol R40 is I caSlor-based lubrication. A light-bodied machine oil con-
llbicent specillly designed for rlC-
"II .nd ~ig~ speed rallying, pro ...id-
taining .nti-corrosion additive. for
,I Ca,tro l M S3 Grease both household use and cycle lubri-
l'1li Ihe ultimata in lubricltion.
cation.
CoIro! R40 ahould never be mixed A high melting point lithium-
~I
on or "" til minaral·based oils, Ind fU lllher based grease containing molyb- Castrol DWF
lICkIihYft "e unnecessary and un- denum disulphide. Suitable for heavy
desir.ble. A specialist oil for limited duty chassis application .nd some
A de-wetering fluid which di.-
'ng head .ppiic.tions. CV joints where a lithium-based places moisture, lubricates lind pro-
grease is specified. tects against corrosion of all metel• .
ad bearings Cutrol Gear Oils Ce.trol BN S Grease
Innumerable uses in t::tth Cllt and
re-gr.asing Clltrel Hypoy EP90 nome. A ...eileble in 400gm and
~. play wi 200gm aerosol cans..
A bentone-based non melting
!adjustment An SAE 90 mineral-based ex-
high temperature grease fo r ultra
set during treme pressur. multi-purpose gellr Castrol Ee.ing Fluid
se ... ere applic.tlons such as r.ce end
) th. model. •. prim.rily recommended fOf the
r.lly car front wheel belrlngs.. A IUS! releasing fluid fOf COI'"-
Section In .utrricltion of conventional hypoid
lff"",lial units operating under roded nUll. locks. hingee and all
moder.te SlIVice condition.. Suit- Other Castrol Products mechanical Joint'. AllO available in
ging 8rm
,....
able .1100 lor lOme gelrbox appllca-
CII.trol Girl ing Univllrsel Brake
250ml tina.

Castrol Antifreeze
)Ired roller and Clutch Fluid
rv free pllY Cattrol H'(POy Ught EP BOW
A specill high performance Conteln. anli -corro.ion Id-
"rings they
fent at the A mineral-baaed extreme press- brake and clutch fluid with an ad- diti... es with ethylene "Iycol. R.c-
roval of the uri multl-pufPOH ij118r oil with slml - Vlnced vepour lock performance. It ommended for the coolin" system of
Chapter 4 lit IPPlication' to Castrol Hypey but i, Ihe only fluid recommended by all petrol and diesel englll8l.
Chapter 1 Engine, clutch and gearbox
Refer to Ch8pter 7 for inform8tion on the 7983 US models

Contents

General description ................•••..•......••.••••........•••...••..•••....••..•..... 1 bamination and renOl/at ion: camshaft cha in. drive
Operations with engine/gearbox in frame .............................. 2 sprockets and tensioner blades .. .............................................. 26
Operation s w ith engine/ gearbox unit removed from E.amination and renovation: starter shaft. chein end
frame •............•.•............................................................................... 3 sprocket s •. _............................. _...................................................... 21
Removing th e engine/gearbox unit .......................................... 4 baminetion and renQllation: $Iarter clutch ............................ 28
Dismantling the engine/gearbOK unit : general ....................... 5 E.aminatlon and renOl/ation : clutch assembly .. ................... 29
Dismantling the engine/geerbolC unit : removing the bamination lind renol/ation gearbo. components ............. 30
cylinder heed cover and cemshah s ..................... ....... .......... 6 E.amination and renal/ation: gear selector mechanism ...... 31
Dismantling the engine/ gearbox unit : remOl/ing the E.amination and renal/Ilion; middle gear assembly........... 32
cylinder hea.ct ................................................................................. 7 Engine reassembly : general ....................................................... 33
Dismantling the engine!gearbo. unit : removing the Engine rea"embly : refilling the upper crankcase
cylinder block and pistons ....... .... ................. .................... 8 component . .............. ........................... _......................................... 34
Dismantling the englna/gearbo. unit : remol/lng the Ignition Engine reassembly : refitting the lowar crankcase
pick-up assembly and crankshaft end col/ers •....................... 9 componenll ................................................................................... 35
Dismantling the engine/gearbo. unit: remOl/ing the Engine reassembly : joining the crankcase hall/es ................. 36
alternator .........•.......... ..............•..... ...........•.... ................. 10 Engine reassembly : refltling the all pumP. pump dril/e
Dismantling the engine/gearbo. unit : remOl/ing the clutch components and sump ................ .. ............... 37
assembly ................................................................ ....................... 11 Engine reassemb ly : installing the middle gear
Dismantling the anglne/ gearbo. unit: removing the oil components .................................................................................. 38
pump and dril/e ............................... ...........•................................ 12 Engine reassembly : middle gear backlash - checking and
Dismantling the eogine/gearbo. unit: removing the starter ad justment ............ _........... ............ .................... ........................ 39
motor and gearchange mechanism .....................................•.. 13 Engine reassembly : checking and shimming the middle
Dismantling the engine/gearbo. unit: remol/ing the middle driving shaft ... ...... ............. 40
gear assembly ...••.. _.••..•....••....•..••....•... .•...........••....•...•.....•...•••.. 14 Engine reassembly : refilling the clutch .................................. 41
Dismantling the engine/gearbo. unit: separating the Engine reassembly : refitting the gear selector mechansism
crankcase hall/es. ............................. ................... 15 and left-hand COl/er .... .................. 42
Dismantling the englne/gearbo. unit : remol/ing the Engine reassembly : installing the alternator ................... 43
crankcase componentS ..•.• _......... __.•••..••• _.••••..•....••...•••..•.•...••.. _... 16 Engine reassembly : refitt ing the starter motor . .............. 44
E.amination and renovation : general ..................................... 17 Engine reassembly : re fiuing the ignition pick-up and
E.amination and renovation: main beering and big· end neutral switch lead ....... ' ..... ......................................................... 45
beari ng selection .•.........•••..••. _............... ....•... _..................... 18 Engine reassembly: refitting the pistons and cylinder
baminalion and renol/alion: crankshaft assembly .... _.... 19 block .......................................................................................... 46
E.amiMl;ltion and renewal: gaskets. oil seals and O-rings •.. 20 Engine rea ssembly : refilling the cylinder head ..................... 47
bamination and renovation : connecting rod s ....................... 21 Engine reassembly : refining the camshafts and senlng
baminal ion and renol/alion : cylinder bores ....................... 22 the valve timing ........................................................................ 48
bamination and renol/ation : pistons and piston rings ....... 23 Engine rea ssembly : refitting the cyl inder head cover ......... 49
E.amination and renol/ation : cylinder head and valves ... 24 Engine reassemb ly : refitting the englne/gearbo. unit 50
E.aminalion and re novation : camshafts. camshaft bearings Starting snd running the rebuilt engine ............. 51
and cam followers ..• ... ........... ......... ....... 25 Taking the rebuilt machine on the road ........ ................ 52

Specifications

XJ650 models XJ750 models

Engine
Type Four cylinder, dohc Four cylinder. dohc
sir cooled. four stroke air cooled, four stroke
Bore .... ................... .......... ....................... .......................... .. 63.0 mm (2.480 in) 65.0 mm (2 .559 in)
Stroke ................... ,. . ..... ............ ......................... .. 52.4 mm (2.063 in) 56.4 mm (2 .220 in)
Capacity ...... ............... .. .............. .................................. . 653 cc (39.85 cu In) 748 cc (45.64 cu In)
Compression r&tic ................................................................... . 92 :1 9 .2:1
 Chapter 1 Engine. clutch and gearbox 41
I
•
....
Cyhnder block
AlumInium alloy, pressed
in cast Iron linert
Aluminium alloy. pressed
in cast iron liners
Sundard bore $ile 63.00 mm (2 .4803 in) 65.00 mm (2.5591 in)
Str.iCllim't 63.10 rnm (2. 4843 inl 65.10 mm (2.5630 in)
-..,Jimit .................................................. 0.05 mm (O.Q()20 in) 0.05 mm (0.0020 in)
Ow, lily limit . _._M.._..__···· ...... . ....................... 0 .0 1 mm (0.0004 in) 0.01 mm (00004 ii'll
PistCl,/bor, cle818nce ................ .. 0.030 - 0.050 mm 0.030 - 0.050 mm
10.0012 - 00020 ii'll (0,00 12 - 0.0020 inl
Senr'CI limit •. 0.1 mm (0.0039 in) 0. 1 mm (0.0039 in)

AU model'
,,,,
Plltonl
Ught allov
151 Oversize +0.25 mm (0.0098 in)
2nd !l';8rsi18 +0.50 mm (0.0197 In)
3rd O\tersil, + 0 .75 mm (0.0295 in)
4th OIIersize +- 1.00 mm (0.0394 in)

Pillon ring s
End gap (insl8l1ad):
Top 0.15 - 0,35 mm (0.0059 0,0138 in)
Service limit 1.00 mm (0,0394 in)

, 2.
''''
Service limit M_
0.15 - 0.35 mm (0,0059 - 0.0138 in)
1.00 mm (0.039 4 in)
27 0.3 - 0,9 mm(0,0 118 0,035 in)
2.
2.
30
'"
Servio::e lim't ,._
PIlton ring 10 groove clearance:
1.5 mm (0.0591 in)

To> 0,03 - 0,07 mm (0.00 12 - 0,0028 in)

am ..... _ 31 Serv,ce Iimit'M 0. 15 mm (0,0059 in)
32 0,02 - 0.06 mm 10.008 - 0,0024 in)
33 ''''
ServICe limit 0.15 mm (0.0059 in)

34 ;'" Not applicable

Vllvn
35 D,m _ _ (refer to fig . 1.13 fo r deul ls)
3. " Cv.rall valve head diameter:
• 37
Inlel
b n.ust
................................................ .. 33
28
± 0.1
± 0.1
mm ( , .2992
mm (1.2205
± 0.0039
± 0,0039
in)
in)
B V,lve faca wJdth (overall):
3. InJet 2.3 mm W.0908 in)

~ ..~.~.~ ..
hllauSt _ 2.3 mm 10.0906 In)
3. C Valve contect face widlh:
ildte Inlet 1.0 ± 0.1 mm (0.0394 ~ 0.0039 In)
40 Exhaust 1.0 ± 0.1 mm (0.0394 1: 0.0039 in)
41 o Margin thickness (min):
lansisrn XJ65D RJ end XJ650(UK) models:
42 Inlet and a~heusl ...... 0.7 mm (0.028 in)
43 Ail other model.:
44 Inlet 1.2 ± 0.2 mm (0.0472 ± 0.0079 in)
d Exhaust __. _ .. 1.0 ± 0.2 mm W.0394 ± 0,0079 in)
4S VI "'" Mat width 1.0 mm (0.039 4 in)
:.tN1te limit 2.0 mm 10,080 in)
" 4. YaM stem run-out (max). 0.03 mm (0,0012 in)
47 Vllve stam diameter'
ling Inlet 6.975 6.990 mm (0.27 46 0.2752 in J
4. hillus' 6,960 - 6.975 mm (0.2740 - 0.2746 inJ
'r ........•. 4' Valve guide bore diameter:
it .......... 50 Inlel 7.000 - 7.0 12 mm (0.2756 0,276 1 in)
51 E>hlus' 7.000 7.0 12 mm (0,2756 0.276 1 in)
52 VaNe stem 10 gu,de clearance:
Inle. 0,010 - 0,037 mm (0.0004 - 0.0015 in)
bhlus, 0,025 0.052 mm (0,0010 0.0020 in)

Valvl clearlncl s (engine cold)

)(.l650 RJ Ino XJ650IUK). 0.16 - 0.20 mm (0.006 0.008 in)
All other models .................. .. 0,11 - 0.15 mm 10.004 - 0,006 in)
0.16 - 0.20 mm (0.006 - 0,008 in)
.k,
.,
b lust

V.lvl springs
>I Frn length
", Inner
Outer
35.9 mm 11.413 in)
39.5 mm 11.555 In)
42 Chapter 1 Engine. c lutch and gearbox
•t
Installed length 1v81\18 closed):
Inner .... 31.0 mm (1.220 in)
Outer ," 34.0 mm (1.339 in)
Pressure 81 installed length:
Inner ...•........................................... 9.0 kg (198Ib)
Ouler ...... 19.1 kg (42.1 Ib)
Allowable warpage •. 1.6 rnm (0.063 in) from VElrlical [25°1

Valve shims (pads)

Available sizes. 2.00 - 3.20 mm (0.079 - 0.126 in).
in 0.05 mm (0.002 in) incremen ts

Camshafts XJ 650 RJ All other models

Overall lobe height:
Intet. 36.50 mm 11.437 In) 36.80 rnm ( 1.449 In)
Service limit Not available 36.65 mrn (1.443 inl
Exhaust ..................... ,... . 35.80 mm (1.409 In)
Service limit ... 35.65 mm \1.404 in)
Base circle diameter:
Inlet end e~haust ......... .. 28.00 mm il.102 in)
Service limit . 27.85 mm (1.096 in)
Cam lift:
Inlel:
XJ650 RJ .................... ,............ . 850 mm (0.335 inl
All other models 8.80 mm (0.347 inJ
Exheust ....... . .... , ,.. ... . 7.80 mm 10.307 in)
Bearing surface diameter ...... . 24.967 - 24.980 mm (0,9830 - 0,9835 Inl
Camshaft to cap clearance 0.020 - 0.054 mm (0,0008 0,0021 in)
Service lim;l. 0.160 mm (0.006 in)
Carashaft runoul (malt):
XJ650 RJ & XJ750 J ,........................ ,.... . 0,06 mm (0,0024 In)
All olher models ..... 0.' 0 mm (0,0040 in)

Crankshaft
Main bearing clearance;
XJ650 RJ 0.020 - 0.044 mm (0.0008 - 0.0017 in)
All olher models 0.040 - 0.064 mm (0.0016 00025 in)
8ig·end bearing clearance:
XJ750J and XJ750(UK) .. ,................ ,......................... . 0,016 - 0,040 mm (0.0006 - 0.00 16 in)
All other models .... 0,03 0.09 mm (0.0012 - 0.0035 in)
Main journal .unoul (maK) 0.04 mm (0.00 16 in)

Primary drive
Type ... Gear
Ra lio. 1,672:1 (97/58)

Clutch
Number of plales:
Plein 7
Friction ........................... . 8
Number of springs ...................... . 5
Friction plate thickness .... . 3.0 mm (0.12 in)
Service limil ..... , 2.8 mm (0.11 in)
Plain plate thickness ...................... ,....... . 1,6 mm 10.063 in)
Plain plate werpage (maK) 0.05 mm (0.002 in)
Spring ,.ee length;
XJ650 models 40.1 mm 11.579 in)
Service limit 39,1 mm (1539 in)
XJ750 models ..... . 412 mm (1622 inl
Service limit ... 40.2 mm 11 ,583 inl

Gearbox
Type ................. . 5-speed. constant mesh
Ratios:
1st .. 2.187.1 (35/16)
2nd ... '. ., ......... ,.......... ,............ . 1.500 1 (30/20)
3" 1.153" (30/26)
41h ...... . 0.933:1 (28/30)
Top ........... . 0,812.1 (26/32)

Secondary drive
Tvpe She"
 Chapter 1 Engine. clutch and gearbox 43

tpu l IPU' ge81 fllio:

XJ750J 1.297: 1 (48/37)
All Other models "., 1.361:1 (49/36)
M gel! ratio 1.055. 1 (19/181
f I drive gear ratio. 2.909:1 (32/11)

Torque wrench setting • ./

Component kgf m Ibf ft
(VI ode. head cap nuts - oil lightlv . 32 23.1
CyI r iliad coyer boll. 1.0 7.2
Sparl<. plyg 2.0 14.5
C~Under lIeadiblock Bmm mlts .. 2.0 14.5
~ head block 6mm nuts - vies model", ." . N/Ay N/Av
• CyfinUeI bloclcicrankcase 8mm nut. 2.0 14.5
Camshaft bearing cap bolt .. 1.0 72
19 in)
2.0 14.5
;,;amsheh sprocket boll
13 inl
N.m-eutomalic cam chain tensioner:
Tensione. lock nut. 0." 65
TenSiOn,. boll_ 0.6 4.3
. mshah cha'n tensione. plug ". 1.5 11.0
Meting rod nul, .. 2.5 18.1
.o\ItemalGr rotor boll 5.5 39.8
..~case drain plug, 43 3 1.0
Middle gear case drain pll,lg ... " ............... . 2.4 17.5
)il filtM bolt 1.5 11.0
) oole. dlstributo. block bolt UK models 5.0 36.0
)il pump cover screw 0.7 5.1
);I 51laltla. COYer bolt •. 0.7 5.1
;JIIkcase bolt
, mm 2.4 17.5
'mm 1.2 8.7
~ CIfl\re nut 7.2 52.0
crutch spring bolt 1.0 7.2
<ie.rdllnge pedal bolt. 0.8 5.8
~ !!l.<lraIIWilch 2.0 14.5
bh itUSI Il ange nUl 0.8 5.4
Enu moonl'ng:
Ffl nl. upper nul". 4.2 30.4
Fron t, lower bolt. 4.2 304
R,ar 7.0 50.6
bfacke t nut 2.0 145

camshaft drive sprocket between the cenlre cylinders. Driye is

The eng,ne uMS litted to the Yamaha XJ650 and XJ750
models are wtually identical. apart from the obvious differences
II btn and stroh dimensions and the YICS System l itted to the
_ engine llee Chapter 2). The disman tling. overhaul and
" ....mbly sequances are identical unless specific men tion is
.IdI on the texl
The engine is of double overhead camshaft. transverse lour-
kItr desl{ln and is buill in unit with the primary transmission
I!Id ve,lbol The Cylinder head is of conventional light alloy
lion and faatures two valves per cylinder operated
KtIy Ifom ttla camstlafts via bucket type cam followers with
edjuSlment pads. The camshafts run In plain beari ng
turf"" fOfmed by delachable caps and by ttle cylinder head
""t'tlill it~lf The camshafts are driven at their cent res by a
running from the crankshaft and through a cast-in tunne l
r-n cylinders 2 and 3. The use 01 a cam tensioner
11M :,Iv ansures constant cam chain tension.
Tr.e horizon tally-split crankcase assembly houses a
" one-piece forged crankshaft supported by five te-
_ ~Ie plain main bearings. The connecting rods have split
• ~ eves. .Iso fitted with renewab le bearing sheils. The left-
tnd of the crankshaft carries the ignition rotor and pickup
The nght-hand end of the crankshaft does not carry any of
'"Ie engine anCiliarillS and Is covered by a blanking seal.
- 0 the rear of the cylinder block. en extension 01 the
IllKaSll tlou$es a primary shalt running parallel to the
Uhall. The·crankshalt incorporales II sprocket next to the
ta ken from this to the primary shalt via a HV-vo chain. The shaft
carries the starter clutch assembly on its right-hand end. and
the alternator CKl its left-hand end.
Primary drive 10 the clutch drum is taken from a large gear
on the crankshaft. between cylinders J and 4. The clutch is of
the conYentional wet mul tlplate type and transmits power to
Ihe five-speed constant mesh gearbox. Orive from the gearbo.o:
output shaft is turned th rough 90 D by a pair 01 bevel gears and
is transmi tHld. at the rear 01 the casin g. by means of a steel
flange 10 which bolt$ the final driye shal t's universal joint.
2 Operation. with engin.tgearbOIl in fram e
II is not necessary 10 remove the engine unit from the frame
in order to dismantle the following i tems'
a) Right and left crankcase covers.
b) Clutch assembly and gear selector componenlS lexternal).
c) Oil pump and filter
d) Alternator and starter motor.
el Cylinder head and cylinder head cover.
I) Cylinder block, pistons and rings·
g) Ignition pickup and starter motor clutCh .
hi Middle gear casing assembly
It should be noted tha t where a number of the above items
require attention it can often be ea.ier to remove the engine
unit and carry OUI the dismantling work with the unit on a
workbench.
• See Section 8 01 this Chapter.
44 Chapter' Engine. clutch and gearbox
3 Operation. with engine/gearbox unit removed from
frame
As previously described Ihe cranksha" and geaMlOx as-
semblies are housed within II common casing. Any work carried
out on either of these two major assemblies will necessitate
removal of the engine from tha frame so thai the crankcases
can be separated.
4 Rem oving the engine/gearbox unit
Place Ihe machine on its centre stand making sur. thaI it is
standing firmly . Although by no means essential il is useful to
raise the machine II number of feet above floor level by placing
il on a long bench or horizontal famp . This will enable most of
the work to be carried OUt in an upright position. which is
eminently manl comfortable than crouching or kneeling in a
puddle of sump oil.
2 Place a suitable receptacle below the crankcase and drain
off the engine oil. The sump plug lies just to the rear 01 the oil
lilter housing. The oil WIll drain at a higher rate if the engine has
been warmed up previously. Ihereby heating amd thinning the
oil. The engine holds a tolal of 5.8/ 7.0 Imp/US pint (3.3 litre) of
engine oil. and a drain tray or bowl of suitable capacity should
be placed beneath the d,ain plug prior to its removal. leave the
engine to drain whilst Ihe middle gear drain plug is removed to
allow"e engine oil in this section of the crankcase to drain. The
plug is located on the underside of the crankcase close the
el(hausl mounting.
3 II is now necessary to remove the oil filter, noting that the
filler bowl will contain some residual oil and that provision must
be made to catch this. The filter bowl is secured by II special
bolt which has an unusually small hel(agon to prevent over-
tightening. On the machine featured in this manual the bolt was
el(tremely tight despite this. and il is recommended if Ihera
appears to be soma risk of rounding the hel(agon off. that
removal is postponed until the el(haust system is dismllntled
and better IIccess is IIvaiiable.
4 Pull off the plastic side panels which are retained by pegs
held by frame-mounted grommets. Unlock lind litt Ihe dUlllseat.
Check that the fuel tap Is set to the 'On' position (do not set it
on 'Pri' since this will allow the fuel 10 run out when the feed
pipe is pulled off). The fuel tank is retained by a steel clip which
pushes over a small slud below the rear edge of the tank. or by
a single rubber- mounted bolt. depending on the model
concerned. Release the rear of the tank and litt it slightly to
allow Ihe fuel and vacuum pipe 10 be pulled-off the fuel tap
stubs. The spring clips securing each pipe should be released by
squeeling the clip 'ears' when pulling the pipes from position.
Keep the rear 01 the lank raised clear of its mounting and pull
it rearwards to disengage the mounting rubbers al the front.
Remove Ihe tank and place il to one side 10 prevent damage to
the paintwork or risk 01 firll . On machines equipped with a fuel
level gauge. disconnect the sender lead as the tank is removed.
5 The althaust system should be removed nel(l nOling that
Ihis operation is much easier if an /l$sistant i, available to help
disen tangle it from the underside 01 the machine. In the case 01
all but US XJ650 Ma_im model •• the four elthaust pipes are
clamped 10 a collector bol( mounted below the crankcase. The
collector bolt is retained by a pressed steel mounting. whilsl
each silencer is secured by a single bolt to ils adjacent alloy
support plate. The four elthauSl pipes are held by finned alloy
retainers which are secured by studs and nuts.
e Remove the eight nuts and washers Which hold the elthausl
pipe retainers to the cylinder head. Unscrew the single boll
which secures the ColieClor bolt 10 ils mounting beneath the
crankcase. leaving Ihe system held in piece by the s!lencer
mounting boltl. Slacken the four clamps whiCh hold the el(haust
pipes to the collector bolt stubs. These will almost inveri.bly be
rusty, .nd it will usually be o~'~"~'Y. " o "p,,', ..:m~ "'~'!'~""~
oil before IItempting to slacken
assistant supporting one side of the system. ".""O'''<h.,.• iI',.o~IJ
mounting bolts. Move the assembly forwards
allow the el(haust pipe retainers to be ~":~:~:~.:'~~',~
frame lUbeS, twis ting the elthaull pipes
clearance. The system can now be moved
lowered to the ground. Rotate the system so that it can
pulled clear of the Sland and the machine's underside.
7 The US XJ650 Maltim varianll employ. slightly d~:~:J
.rrangemenl in which four sepan!lle e.haus! pipes are cl
to stubs on the silenceribalance pipe assembly
crankcase. The latter assembly Is In two parts. each
comprises Ihe silellCer. two elthaust stub, and
the balance pipe. The balance pipe
clamp. Removal 01 the system is •.~"~,o';,,i,,'''' b,
the four e_hauS! pipe clamps and
Ramove
10 tha eight
the cylinder headnull
andwhich secure:'::h~,;,'~'~h::'~"'~'~'~~~~:'~~~
release the i i i
system can now be manoeuvred clear of the engine
and placed to ona side.
a Oisconnact the battery negative H lead, than release
mel al contact strip between the positive !+) tarmin.1 and
starter soleooid. Ramove the rubber strap and lift Ihe
clear of its mounting Disconnect tha starter motor
switch leads at the solenoid and ramove il. Unscrew <h"""",,,
case holding bolts (2 off) and remove the battery case
freme recess.
9 The COl unit. regulator unit and. on certain models,
ignition cut-off relay are mounted on an injection
board behind the left- hand side panel. This is
single mounting screw near the bottom. ill top edge
clipped to the frame tube. Remove the screw and pull the
clear of the frsme to give access to the wiring
These should be separated and the I
Note that the retaining screw also secur81 the engine
Strap. This should be pushed clear of the frame.
10 Slacken the clamps which retain the carburettors to
Intake adapters and to the air cleaner connecting rubbers,
off the crankcase breather hose from its stul) at the
air cleaner casing. having first displaced the wire clip
retains it. Remove the two air cleaner casing bolts to
movement 01 the casing during cerburettor removal
screws will be found just forward 01 the fuel tank m,~:",~,~01,;::t
other being on Ihe lett-hand side of the casing e
tube. Remove the air cleaner connecting
disengaging them from the carburenors and pulling them
of the air cleaner casing.
" Slacken the screw clamp which secures the choke
outer to ilS supportl)racket and then disengage the ,,,',,"'..
from Ihe choke arm The thronle cable should be
similar fashion. the OUler cable end being located by •
end on its bracket. Note that II access to the cables
difficult. it may prove preferable to postpone their removal
the carburenors have been partly removed. Grasp
carburettor bank and pull it rearw.rds to disengage ",,,,,,.4
ments from the mounting rubbers. Once free. remove
carburettors from the right-hand side.
12 Slacken Ihe clulch cable adjuster assembly locknuts
screw in the adjuster to obtain maltimum free play.
outer cable from its support bracket. then disengage, ·'·h-.-· " ·~
cable nipple from the clutch arm. Note that the arm has B
security tang which should be benl clear prior to
Unscrew the knurled ring which lelains the ,';;h,'m";,, ~'bi,,~
the cylinder head and lodge the cable clear 01 the
Disconnect the spark plug leads and lodge or tie them
the engine. Trace the alternator and ignition pickup
10 their respeclive connectors. Separate the ':;~;::~~
feed the wiring back uncil each part of the herness
neatly on top of the crankcase In II posilion which
Impede engine removal. Make sure any cable ti.. or
holding the wiring to the fr.me have been releaJed.
 Chapter 1 Engine. clutch and gearbox 45

particular. make sure that the clamp which holds the wiring to ease the arm off the splined shaft which projects from the
pentttating the frame upper bracing tube is released. gaarbox. The complete plate together with the footrest and
:$. With an 13 Disconnect tha horn laads. than ralaase the horn bracket gearchange pedal can now be lifted away. The fight-hand
the silencar mounting bolts. removing the horn (or where fitted. tha Iwin footrest mounting plaIa should be detached in I similar manner.
I $lightly to ~msf and Ihe brackel as an assembly. On mechines which but here the rear brake pedal arm must be detached from the
clear of tha have the indicator ,elay mounted below the freme tubes. this splined shaft. Access can now be made to the engine bolt which
Id to obtain .oould be disconnected and removed to avoid damage INote: should be removed .
forward and On XJ7S0 models having the hornls) housed in the headlamp 17 The engine unit is 'emoved from the right-hand srde of the
It it can be nacelle. this stage can be ignored). machine. and a suitable support should be placed ne.! to the
ooe. 14 On UK market models it is now necessary to remove the oil machine so that the ang ine can be rested on it during removal.
tIy different cooler assembly. Start by unscrewing the large bolt which A strong wooden bo. Is ideal for Ihis purpose. It ShOUld be
If' clamped
..neath the
retains the oil cooler distributor block to the crankcase. Thrs can
:Ie pulled clear togather with the oil cooler hoses. Remove the
stressed that the engine/lfansmission unit is both heavy and a
very close lit in the frame. and thil makes the removal operation
Allen screw which retains the oil coollYlOse clamp to (he rether awkward. A minimum of two people will be required to
;h of which
one half of support bracket. The hoses can be removad with the oil cooler carry out the operation safely. and If possible a second aulstant
cenn. by a matrix as described below. Remove the two bolts which secure should be available to steady the machine and assist in
slact.ening tke bottom edge 01 the oil cooler to Ihe Irame. The oil cooler manoeuvring the unit clear of the numerous frame obstruc tions
>ipe clamp. radiator is now held by its top mounting which consrsts of a 18 With one person on ellch side of the machine lift tha front
rubber-mounted pin secured by an R-pin. Withdraw the pin and of the engine slightly and mova the engine forward to claar tha
911 retainers
gbollS. The remove the oil cooler assembly complete with its hoses and drive sheft flange. Check that all wiring. cables and hoses a,e
land frame ~cer. wall clear, then manoeuvre the "nit out to the right. Note that
15 Uni"K-oIr. the ends 01 the coil spring retainer which securas it will be necessary to manipulate the unil with a fair degree of
ttt. drive shaft gaiter to the crankcase. The gliter Cln now be skifl to avoid the various projections from the frame. Onca the
rele85e the
pull!l{j bac~ to expose the connecting fl ange and its mounting unit is half out. res t it on the frame while both persons move to
nil and the
bolts. It will be necessary to prevent the drive shaft from turning Ihe right hand side to complete removal. Once clear, place the
th. battery unit on the worl<.bench to await further dismantling.
white thl flange bolts a.e removed. and this can beSl be
r cable and
accomplished by enlisting the aid of a nearby foot. Persuade the
' the battery
owner of the foot to apply it to the rear brake padal whils t the
tse from its
bolt is slackened. The brake should then be released to allow
the next bolt to be brought within reaCh by turning the rear
models. an wheel. Befole separating the flanges. it is sound practice to
on moulded scribe In alignment marl<. across adjacent edges. SO that on
cured by a reassemb ly the original posiiion 01 the two items is restored.
edge being 16 Dismantle and remove the front engine plates, these being
!II the board held by I 10hli of six bolts and nuts Remove the lower Iront
connectors. mounMg bolts and nuts (2 off). Tha weight 01 the engine may
to 008 .ide. need to be taken during bolt removal. On III but the XJ750 J
1'IIIinl aatth model the rear of the engine Is retained by two large bolts
which~" through the footrests before engaging the frame and
toI'I to the ),Inkcase lugs. Elich bolt is held by a nut on its inner end.
Jbbers. Pull RefTlOV9 the nuts and drsplace and remove the bolts together
front of the with the footres ts. The engine fitted 10 the XJ750 J model is
clip which secured 8t tho rear by a long through-bolt. To gain access to the
t to permit bolt and securing nut the foo trest mounting plates, together
One of the with the Issociated loot controls, muSI first be detached. Each
loUnting. the mounllng plate is retained by two bolts. the nuts of whiCh are
r tha frame secured by R-pins. To remove the left-hand plate start by
IIbbers by removing the plate mounting bolts after displacing the R-pins.
them clear Unscrew end remove the gearchange lever arm pinch bolt end

hoke cable
inner cable
leased in a
'f a socket
Jles proves
moval "n t il
Grasp the
the Instr,,-
l'fIlOVe the

cknuts and
Jnhook the
,the inner
has a small
o removal.
ler cable to
he er'lgin8.
trn ciear of
laads back
ICtor. and
<nile coiled
:II will not
II or clips
tleaMd. In

- ---------------- - --
4 .6b ... crankcaS8 and silencer mountIngs to free svstam
4.1Db Displace intaka rubbers - nota locating tab
413 Release hom bracket bolts

4.14b Release d;'''''b"''~' bI,~i:;;;;;;;;-;;;;;;;~

 ,

4_15b the rubber boot to e){pose flange bolts

, III Dismantle ",' ",gi;;h;; 4 .16b and front lowar mountings (2 bol tsl
50 Chapter 1 Engine. clutch and gearbox

5
6 Dism antling th e enginef gearbOIl unit : prelim inar ies

Before any dismantling work is undertaken the ext

surfaces of the unit should be thoroughly cleaned
degreased. This will prevent the contamination of the e
internals and will also make working II lot easier and cleaner
high flash point solvllnt. such liS paraffin (kerosene) can
used, or benef still, II proprietary engine degreaser suen
Gunk. Use old paintbrushes and toothbrushes to wofII.
solvent into the various recesses 01 the engine castings. T
cllre to exclude solvent Of water from the eloelrica' compotl
end Inlet and allhaus! porls. The use of petrol Igasoline) !i
cleaning medium s!\auld be avoided, because the vapour
e~plosive Bnd can be to~ic if used in a confined space.
2 When clean and dry, arrange the unit on the workbe
leaving a suitable clear area for working. Gather a selection
small containers and plastic bags so that pans can be gr
together in an easily Identifiable manner. Some paper and a
should be on hand to permit notes to be made and la
attached where necessary. A supply of clean rag i5
required,
3 Before commencing work read through the appropri
section so that some idea of the necessary procedure can
gained. When removing the variot( engine componenll
should be noted that great force is seldom required, unll
specified. In mllny cases, a component's reluCtance to
remOlled is indicative of an incorrect approach or re
method. If in any doubt, re-check with the te~t
4 Note that a -rORX' wrench will be needed prior
crankcase separation. Refer to Section 14 for details.

6 Dism antling the en gine/gearbo. un": removing

cylinder head cover and cam shafts

The camshalts may be removed with the engine rem

from the frame and on a workbench, or with the unit inst

- .i
4.16d Withdraw footreSi together with engine rear mounting
in the Irame. In the latter case it will be necessary to remove
fuel tank. horn and bracket assembly, and the indicator relay
models where this IS mounted beneath the frame tubes,
that If cam chalO renewal IS reqUired, It 15 poSSible 10 cui
bolt
e~lsllng chain and thread a new chalO IOtO place rather
stup the complete eng,ne; see paragraph 7 for details
2 Slacken and remolle the Allen bolts whiCh secure
cylinder head colier. These should be remolled In a dIe
sequence to prellent warpage of the COlIer, If Ihe COlIer is
firmly 10 the cylinder head it can be dislodged by tapping II
the joint with e hide mllilet - do not 111Iempt to lever it
Once loose. lift Ihe cover away.
3 Slacken and remOlie lhe two Allen bolts which secur!
camshaft chain lensioner to Ihe reaf of the cylinder block.
tensioner assembly Clln now be lifted away. Release the
cross-head screws which retain Ihe Ignition pick-up inspect
COlier 10 Ihe left-hand end of the crankcase. These may
tight and an impaci driver should be used 10 prevent damage
t he screw heads. Lift the colier away to reveal the pickup
reluclor assembly, Usil"Q a spanner on lhe 19 mm
prOllided, rotate the crankshaft anli-clockwise until the T
aligns with Ihe fi~ed index mark, indlcaling tha t the engine
TDC (Top Dead Centre),
4 Yamaha recommend tha t the camshaft sprocket bolts
remOlied in this posi tion, but il was found In praCllce Ihal
of the two bolts securing eBch sprocket will be masked by
cam chain tunnel. II is suggested thatlhe engine is lurned
4.17 The engine unit ready for removal from RH side and the hidden boilS removed firSI. Set the crankshaft 81
once more, and remOlie the remaining bolts 10 fre!
sprockel S.
 Cha pter 1 Engine. clutch and gearbox
e the sprodets until they d,op clear of Iheir Iocaling
tI>en lift ou t the chain guide which lies in the cylinder
ceQ belween them, It should be noted that the
It lSI not be rotated from Ihis stage onwards since
ult!l'l benl valves if Ihe pistons conlaCI those which
IOfe rem(Wing tha camshaft caps make a note of
ntlhc.tlOn marks on each. Viewed f,om the top.
P IUSI .ms/'laft caps ara marked E1, E2 and £3 from left
• w~ 1$1tl'lose of the inlat camshaft are marked " 12 and
same way. Each cap has a directiOn allow which
_.,
liICt IOwalds Ihe right-hand (clutch) side. These marks
be cheeked. and any which are indistinCt marked visibly
5 Kbn Ille camshaft cap ,etaining boilS in a diagonal
IIIlwewing each ona bv aboul t hlln at a time. As
,emoved tile camshafts will be pushed upwards by
1M! .qs. Rem(We Ike bolts and caps and place them in
a efian lurface, Pass a lenglh 01 wire through the cam
tar" it nolmg thaI this should be done even il the
~n'l IS to be stripped completely. since it will allow Ihe
It 10 be IUfned wilh no risk of Ihe chain becoming
o!d around itl sprocket. The camshaflS and sprockets can
5'
now be disengaged from the chain and removed. N ote : It is of
greal importance Ihal the camshafts and ,elated components
are marked to avoid possible confusion during reassembly. This
can be done using an indelible spi,it·based mafkef coce the
afea 10 be marked has been degreased. Alterna tively, tie labels
to the larger parts, such as the camshafts. and place smaller
parts in clea,ly marked bags or baKes.
7 As described on paragraph 1 It IS poSSible to renew the cam
challl wlthoul Sl flpplIlg the engine. Care must be laken If usong
Ihls method to rivet the Ch111n ends secufely on assembly; note
that Yamaha Clln supply a cu tl mg/llvel!ng 1001 lor thIS purpose
Remove the cylinder head cover and rotate the engille until the
soft link In I he chain appeafS be tween Ihe sprocke ts. femove Ihe
lenSlone. and disconnect the cham al the soil link Have ready
some means of tYing the challl's ends tagethel to stOp them
faU,ng IIee. POSllIOn the engine at TOC (cyhnders 1 and 4) to
prevent damage to the valves and remove th8 camshafts. Jam
the new ch(lm to the old and rolale the Clankshaft unlll the new
cham IS 10 poSi tion; keep the cham tllut during Ihe Op8fallon 10
preven t II bunching around the c'ankshafl spI'ockel When 10
position 101lllhe cham ends at Ihe sofillflk uSing the proper toot,
lefll thll camshafts and set the vallie uming see Section 48
6.3b Crankshaft should be turned untl' T mark is aligned
•
.
."
;"\. 'I .. J .
6,5a Disengage and remove centre guide
 Chapter 1 Engine. clutch and gearbox
e the &pfockets until they dlOp Clear 01 their locating
then lift out the chain guide which lies in the cylinder
r.t:nl \MItw~ them. It should be rlOted that ,he
I. :st not be rotated from this stago onwards since
rtltllt to bent valves if Ihe pislons conlact those which
I·eve ,emoving the camshaft caps make a note of
ldentolocalion marks on each. Viewed from the top.
tnt ,mllhaft caps Ire marked E1, E2 and E3 from lelt
t whilst tho se 01 the inlat camshaft are marked II 12 and
lim e way Each cap has a di'ection arrow which
'IICI tow3,ds the right-hand (Clutch) side These marks
'be 1\K1.<!d and any which are indistinct marked visibly
rwel
Sld.il'I1 the camshaft cap ,etaining bolts in a diagonal
net lI\JCI'ewing each olle bv about t turn at a time. As
ts are removed tile camshafts will be pushed upwards by
SPOI'IIll Remove the bolts and caps and place them in
on a clean surface. Pass a length of wire Ihrough the cam
to ret".., jt noting that this should be done even if the
11 " to be SIlipped completelv. since it will allow the
be 'urned with rlO risk of the chein becoming
arwnd itSsprocket. The camshafts and sprockets can
51
now be disengaged from the chain and removed. Note : II is of
great impartance tha t the camshafts and "'eted componen ts
are marked to avoid possible con fusion du ring re assembly. This
can be done using an indelible spirit-based marker OfIce ' he
area to be marked has been degreased. Alterna tively, l ie labels
10 the larger parts. such as the camshafts. and place smaller
parts in clearly marked bags or baKes.
7 As described In paragraph 1 It IS poSSible to renew the cam
cham Without stllppmg Ihe engine. Care must be taken It usmg
this method to (lvet the chaIn ends securely on assembly; note
that Yamaha can supply a cut\l ng/nWltlng tool lor th,s purpose
Remove Ihe cylinder head cover and rotate the engille until the
soft link III the cham appears be tween the sprocke tS. remove the
tenSloner and disconnect the challl a\ I he sofl lt n~ Have re ady
some means of tying Ihe cham's ends togelher to stop them
failing Iree POSition Ihe engille at TOC (cylinders 1 an d 4) 10
prevent damage to the valves and remove the camshafts Jom
Ihe new cha,n to the old and rotate the cran kshal t unt il the new
cham is In poSlllon; keep Ihe cham taut during the operation 10
prevent It bunching around the crankshaft spI'ocket When In
posillon 101lllhe cham ends al the soft link uSing the proper 1001.
I8fll the camshafts and set Ihe valve liming see Section 48
6.3b Crankshaft shou ld be turned until T mark is aligned
•
.
. .
"
: ~\.. 'I..)
6.5a Oisengage and remove centre guide
~ ---
--------------------------------- ~

Fig_ 1.1 Cam chain and ca m shaft - All 650 m odels

axcept XJ6 50 J and XJ650 - 11 N (UK)

, Inlet side c"mshaft 12 Locknut

2 Ellheust side cllmsh/lft 13 Washer
3 Sprocket - 2 off 14 O-ring
4 801/ - 4 off 15 Cam chain (ront gui~
5 CIJm chllin 16 Cam chein tensioner
6 Cam chain joining link blade
7 Cern chein guide 17 Bolt
8 Tensions! housing 18 Nu l
9 PlungtJr 19 Washer
10 Spring 20 O-rfn9
" Adjusting bolt 21 801r - 20ff
 53

:laLs

wide
,~

~ 16

Fig. 1.2 Cam chain and camshafts - AU 750 modals, XJ650 J and XJ 650 - l ' N (UK)

,
1 Inler side c/Jn1shaff
f;dJ,usl side Clmsh,h
6
7
Cam chain joining link
Cilm chllin guide
'0 Cam chain 'rOn! guide
II Cllm chain Isnsion/Jr
13 NUl
14 Wllsher
3 Sprockel- 2 oN 8 Cilm chafn tensioner blilde 15 O·ring
•, Boll 4 off
e,m chllin
S Gaskel 12 8011 16 8ofl - 2oN
54 Cha pter 1 Engine. clutch and gearbox

indicated in the accompanying phOtograph, turning each ~u t

7 Dis mantling the engine/gearbox unil ; re moving the
cylinder head
The cvl inder head can be removed with the engine unit in
or ou t 01 the frame . In the fo rmer inslance. refer 10 the opening
femark s in Section 6 of thi s Chapter In both cases. the
camshafts muS t be removed as described in Section 6. lift ou t
Ihe camshaft chain front guide and remove the spark plugs.
2 Remove the nuts from Ihe studs which projec t down ' .om
the cylinder head 8t the front and rear of the unit. The rema ining
cylinder head fasteners are twelve domed nuts which screw
onlO studs passing down through the cylinder head and into Ihe
cylinder block. These should be slackened in the sequence
! turn increments to release evenly pressure on the cy\I
head. On ce all nuts are free they can be removed.
3 The cylinder head can now be lifted clear 01 its hold
studs and removed. Should this prove difficult it may be It
10 lap around the joint area with a soft laced mallet, taking
not to damage the cooling fins. In particularly stubborn easel
cerla in amount 01 judicious levering may prove IlfICeSSI
though this is undeSirable unless absolu tely essential. If Ie
is employed use a broad tipped screwdriver . or beUer still.
lever. and take care 10 lever only where the fins Irll
supported by webs. Use the minimum 01 lorce neces.salY
dislodge the cylinder head, remembe ring that the light
castings are briule and that broken finl 8re 8t best unslgn

•
1 Cylinder head
2 Locating dowel - 12 off
3 Valve guide
4 Circfip
5 Boft - 200ff
6 Stud
7 Exhaust mounting stud -
8 off
B D/fmping block 8 off
9 Damping block - 14 off
10 Stud
11 Washer 10 off
12 Copper sellting washer
2 off
13 Domed nut 12 off
14 Sp,,,k plug
15 Cylinder he/fd gaske t
16 Clm chain tunnel sesl
'7 Cylinder head cover
18 Cylinder head cover gasket
19 End plug
20 A llen bolt

16 6
Fig . 1.3 Cylinder head - All 650 m odels e)( cept XJ 650 J and XJ 650 - 11N (UK I
 ",.......,"'"" ~::-~~~'diO the sequence

I ';yilnrW he.d
2 Locariflg dowel - , 2 off
J C"dip 8 off
.. Boll 24 off
.4Nen 001/ '
lling w/lsher'
V'/ve guide -8 off
8 51vd 2 off
flh"vSI mounting stud -
BoW
'0 Srlld 2 off
" D8I11ping block - 8 off
12 D''''ping block - 74 off
JSr!ld-2oH
14 W.shlr- lOolf
15 Copper selliing wIISner -
, ,ff
, 6 Domed nul '2 off
'7 Sfl#'~ plug
18 Cy/,nrHr ~.d g.sker
14 19 em! r;"'in tunnel seal
10 Cylinder helld cover
U Cylinrhr ~.dcovtN g8ske/
12 Alltn bolt
J Se"
.f All,n bolt
25 S~
• 'I Ii /0 UK models lind
x.!l50 J only

0--12

Fig. 1.4 Cylinder head - All 750 models, XJ650 J and )(J650 - '1 N (UK)
 56 Chapter 1 Engine. clutch and gearbox
e-
~3
2
6~
•
8 Dll mantting the engine/gearbox llnit : removing the
c ylind e r block and p iston.
The cylinder block I;iln be removed afl8t lhe camShafts and
cvlinder head heve been released 8S described in the preceding
sections. The design of the cvlinder block caSling means Ihal
the studs illlI exposed along parl of their length, and this allows
road dirt to accumulate around them. It foltowllne! great cere
must be laken to prevent Ihis debris from enlering the
crenkcesa during removal. particularlv where it is nOI intended
to separate the crankcase halves. To this end it Is wo"h
IIrranging the unit upside down SO th81 the dirt drops clear of
the crankcase. This dOlls, however, pose problems if the work is
being undertaken with the engine unit in the frame. The safest
option is to remove the unit and proceed as described above. A
less reliable option Is to remove the block very carefully and 10
use II vacuum cleaner to catch the dirl before it can drop inlO
the crankcase mouths. Commence tile removal operation by
I releasing the single nut at the fronl of the cylinder block base
and free the jOint by tapping around it with a soft·faced mallei.
DO NOT use screwdrivers or other levers between the mating
surfaces; this will certainly lead to oil leaks.
2 Lift Ihe cylinder block off the pistons. AI Ihis junClUre a
second person should be present to support each piston as it
leaves lhe cylinder barrel spigol. To provent broken paflicles 01
piston ring dropping in, and subsequently other foreign maller,
2
Fig. 1.5 Cylinder bl ock - all 650 modell
e)l cept XJ650 J and )(J 650 - 11 N (UK)
, Cylinder block.
2 Locating dowel 4 off
3 Seal - 2 off
4 Base O·ring 4 off
5 Washer·· J off
6 Nut J off
7 Bastl gask.af
8 Stud
7
the crankcase mouths shOuld be padded with clelln rag.
must be done belore the rings leave the confines of the cyji
bores. Endeavour to lift the cylinder block squarely, so
pislons do not bind in the bores.
3 Before removing Ihe pislons, mario: each on the inside 01
skirt to aid identifica tion. It is important Ihat Ihe pistons
refilled to their original cylinders on reassembly. An arrow
on 8ach piston crown indicates the fronl. the piston$
therefore be fitted with Ihe arrow facing forwards. Removf
outer circlip from one of the outarmost pistons and push 0IJ1
gudgeon pin. Lifl the piston off the connecting rod. The gu
pins are a lighl push fit in Ihe piSton bosses so they ~r
removed with ease If any difficulty is encountered, apply \0
offending piston crown a rag over which boiling wate!" has
been poured. This will give the necessary temporary expa
10 Ihe piston bosses 10 allow Ihe gudgeon pin to be pushed
4 Each piston is Ined with two compression rings aM III
control ring. II is wise to leave Ihe rings in place on the
until the lime comes for their examination or renewal in
avoid confusing Iheir correct order.
S Remove Ihe remaining pislons. using a similar pr
6 The camshaft chain tensioner assembly should be It
to prevent it from becoming damaged during sub
dismantling operations. The tensloner blade cln be Iff
after the stop boll and locknut. which project IrOfll
crankcase to the rear of the cam chain tunnel, have
slackened off
 4 off
..
8.3 Pa ck crank.case with fag before releasing circlips
-
off

I Cylinder block
2 8,se O-ring - 4 off
vies plug
3
4
O·ring 4 off
2 off
Sealing wllsher - 2 off

6 Locllting dow el- 4 off

.. 8
7 5,,1 2 off
8 8'$11 gllske t
9 Swd
10 W,sher - 3 off
11 Nut - 3 off
12 Washrr-4oH
13 NUI-loff
/4 NIJI _ 4 off 'UK), 2 off (US)
project fro m the
Fig. 1.6 Cvlinder block - All 750 models. XJ 650 J !lnd XJ650 - 11N (UK )
tunnel. hove been
58 Chapter 1 Engine, clutch and gearbox

3 The 'Rotor puller 81t8Chment" Is no more than a plain It

9 Dismantling the engine/gearbox unit: removing the
ignition pickup assemb ly and c rankshaft end covers
The crankshaft ends are housed bahind light alloy
inspection covers, the left-hand COVOf hOUSing the ignition
pickup 8ssembly. The two covers are identical and can be
removed after the four screws whiCh retain eaCh one have been
released. Care should be taken not to damage the black finish
of Ihe screws and 10 this end en impact driver tined with the
COffeet size bit should be employed.
2 The ignition rall/ctor, or rOl0r, takes the form of iii flat steel
pl at e incorpor<lIing iii trigger lobe end marks 101" timing
purposes. II is held on the crankshaft end by fI single Allen bolt.
Remove Ihe bolt and lilt the reluctar away. Remove the two
cross-head screws which s&Cure the ignition pickup stator to
the crcmkC85e. These 8re at the one o·clock and seven o· clock
pin having a diameter slightly smaller than that of the
retaining bolt. It is fitted into the shaft end to provide a be
surface lor the e.tractor bolt and thus to prevenl demllgll
shaft material. Again. this part can be improvised quite eMill
necessary. by culling a scrap high tenSile bolt down to
4 The 'Rotor holding tool" is worth using if it can be bot/OWl
otherwise it will be necessary to devise an alternative metOOd
p.event the rotor and shaltlrom tuming whilst the retainIng
is removed With the engine unit in the frame it is e8$inI
select top gear and apply the rear brake. thus locking the e
8nd transmission. 11 the unit has been removed from the!r
the transmiSSion and crankshaft can be locked by selKting
gear and preventing the output flange lrom turning. This CI~
done by drilling two holes in one end of a piece of steel SHip
that it can be botted to two of the output flange bolt holes
photograph). With the shaft locked by one of the a
.,, ,
,
'

positions when viewed from the end. 00 nO! disturb any of the
other screws. especi811y the one holding the timing inde)(
methods, slacken and removed the rotor holding bolt
5 Fit the Rotor puller attachment' or its home·made
,.'
-a'"
quivalent into the end of the shaft, then screw the extractor
pointer. Remove the casing screw neareslto the gearbOJ( pedal

I04'';;;=~
in until il bears on il. Gradually tighten the extractor boh 10
pivot and free the pickup wiring from behind the guide. The
the rotor off its taper, but do not overtighten it. II the
pickup stator can now be withdrawn together with its wiring
proves stubborn. try striking the end of the edraclor bolt W,I
Free the latter from any cable clips as necessary. and where the
engine unit is still in the frame. trace back to and disconnect at
hammer to jar it free. The rOlor can now be lifted clear 01 r
housing 8nd placed with the stator.
the wiring connector

10 Di,mantling the engine/gearbox unit : removing the

alternator
•
Remove the three Allen screws which retain the circular
alternator cover and lift the cover away. It will be noted that the
cover doubles as a retainer for the stator coil assembly. which
can now be pulled clear of its casing recess.
2 Removal of tilt! rotor is less simple, and will require the use
of the following special tools which can be obtained through
Yamaha dealers:
Rotor puller, Part number 90890-01080
ROlor puller a"achmenl. Part number 90890-04052
ROlor holding 1001. Part number 90890·04043
Of the above lools. the first two (or home made
equivalents) are essemial, whilst the holding tool is useful bUI
not vilal for successful dismantling. The rotor puller is no more
than a high tensile bolt which screws into the eKtractor Ihread
In the rotor boss, This thread is revealed after Ihe central
retaining bolt has been removed, For those fonun8te enough to
have 8 selection of metric bolts in the workshop, the ap-
propri8tely sized item CDn be used to good effect.

10 1 Stator assembly wi';;;;;;;" ,~,;

 Chapter 1 Engi ne, clutch a nd gearb ox 59

pla;n steel
11M rOlor
• a bearing
ilamage to
ite easily If
/I
) 10 length.
I borrowed.
rmelhod to
laining bolt
,easiest to
Ilhe engine
1 the frame.
-'ecting top
This can be
teel strip so
~ tloles (see
me above
."
ne-made e·
lClraClor bolt
bolt 10 draw
If Ihe rotor
¥ bolt wilh e
clear of Ihe

11 Dismantling the engine/gearboll unit: removing the clutch centre nut is removed. This cen be done by employing
dvtell assembly one of Ihe methods described in Section 10 paragraph 4, or by
'\ • using the manufacturer'S holding tool shown in Fig. 1.7
1 The clulCh may be removed with Ihe engine unit in or OUI Straighten Ihe tab washer which secures the clutCh centre nut
• •
I "
of tile frame_ NOle Ihllt In the former inslonee it will be and remove the latter whilst Ihe shaft is locked through the

1/ ~ 10 drain the engine oiL and Ihal some provision

shoold be made 10 ealeh the surplus which will be released as
transmission. The tab washer. clulch centre and large plain
sPacer can now be slid off Ihe inpul shaft end.

,,..
!he C(M!r is removed
).~ 2 Slacken and remove the ten Allen bolts which S8(:ure the
riQhl-hand oover to Ihe crankcase. Tap around the Joint with a
soft faced mallet to free the cover. which can then be lifted
a.... ,~ The clutch pressure pilite and springs are secured by five
bolts. These should be removed evenly and progressively until
SDring tension has heen released, The bolts can then be
4 The clutch drum Is carried on a large diameter centre sleeve
with a caged needle roller bearing interposed between the two
parIS, The centre sleeve is extracted together with the bearing
10 provide clearance for the dutch drum to be removed_ The
sleeye is I10t a lighl fit bUI some difficulty may be experienced
in obl8ining a good grip on il To facilitate remoyal. IWO 6 mm
threads are provided in Ihe outer foce of lhe sleeve. and one or

1
--"'.
lNCftWed fully and lhe pressure plate assembly lifted away.
51"'" the clutch plain and friction plates out of Ihe clutch drum
and place them 10 one side.
Iwo of Ihe casing screws con be inserled to obtain purchase
Supporl the dUICh drum wilh one hand and pull OUt the sleeye
followed by the bearing. The clulch drum can now be moved
towards the rear of Ihe crankcase and lifted away.
. 3 II will be necessary 10 lock the transmission while the

plale
60 Chapter 1 Engine. clutch and gearbox

11.21: Covel and clutCh plates CIIn now be removed 11.3 Remove clutch centre nut and clutch centro

11.48 Use 6mm screws to help e~lf8CI clutch sleeve

12 Dis mantling the engine/goafboll unit : remoYin" , ....

pump lind drive

It is possible to remove the oil pump with the engine u

Fig. 1.7 Melhod of clutch retention uaing .erviea tool
the frame. though this app.oach is far from convenient
much of Ihe work will hllve to be done from the underside 01
machine. If th is method is unavoidable, start bV draioln!!
engine oil, Ihen remove the clutch as described in Section 1
this Chamer To facilitate access It will be necessary 10 rlli$t
machine leaving the sump a.ea clear by placing suitable
supports beneath the stand and wheels Lash the maChi""
the roof or wltll~ of the workshop using ~trong rope,
possible webbing tie-downs. to prellenl the machine
toppling over_ Aiternalillely lhe machine can be leanl ow.
propped securely to give beller access. BOlh methods
somewhat precarious and great care must be taken to
damage or injury should the machine faU,
2 Slacken and remOlle the thirteen Allen screws whic~ I") 2
the sump 10 lhe crankcase underside. lift Ihe sump
noting the wiring which runs from the 011 1ellel SWitch.
appropriate trace this back 10 the connector end aepal
 Chapter 1 Engine. clutch and gearbox
p ,s r~tained by three Allen screws to the crankcase
two of the screws also retain a pressed steel shroud
.. pump pillion_ Lift the shroud clear to e~pose the
Ad ch.."
!rom the !;ide of Iha unit. withdraw the pump drive
Ir m the end 01 the gearbox input shaft, disengaging Ihe
IS tI'd out of position.
1] D'l/IIlntlong the engine/gaarbox unit : removing the
.... moto< "ld gaarchange mechanism
)mponanlS can be removed with the engine
OUI of the frame. In the case of the gearchange
w. I be necessary to drain the engine and middle
belore the left-hand cover is removed, for obvious
motor is retained by two bolts which pass
~TiIf1l!f
J at its left-hand end. Once these have been
tor can be pulled clear of the casing_ Note thaI
..u may be encounl8fed due to Ihe large O·ring
the mOI"r boss and it may help if the mOIOf is
sGto-sode as it is pulled clear
61
3 Where this has not been done before, remove the gearboK
lever Where this is of the conventional clamped type. remove
the pinch bolt and slide it off its splines. In the case of machines
filled with a remote linkage pivoted on a pin projecting from the
middle gearcase cover. prise off the E-clip whiCh secures lhe
lever to ils pivot. Slide lhe lever clear 10 expose lhe rear link
which can Ihen be removed by releasing its clamp boll and
sliding it off its spline
4 Release the ten Allen screws which secure the lef\ hand
cover \0 the engine unit and lift it away. It will be noted thai th e
COV81 serves to close two separate compartmen ts. The reer
section houses Ihe middle geer assembly: Ihe rubber blenk
which fit s into Ihe recess ot the lower tront division can be
removed if reQulled. The front parI 01 lhe casing con ta ins lhe
gear selector mechanism. This com.iSIS of the gear selector arm
and claw which engages the protruding end of Ihe selector
drum. and to Ihe rear of Ihis, a centralising arm. The latter is
connected to the selector arm by gear teeth.
5 Remove the centralising arm by pulling it out of its casing
hole. letting the spring ends slide off the locating pin, The
selectol arm is rel"TlQved in a similar menner. having lifted the
claw end to flee it from the selector drum The detent arm
assembly is withdrawn together with the selector erm
assembly
12.2b Release holding bolts and remove Shroud
13.2 Release boilS end pull starter mOlor clear of caSing
 .2 Chapter , "Engine. dutch and. geafbox

~ ~
13.4 Remove ClI5;ng scre ..... s and hll covel away \3.5 Dlsen.gage and remove the selector mechanism

14 Di.mantling the engine/gearbox unit : removing the

middle gear assembly

The middle gear assembly comprises II third gearbol\ shaft

consisting 01 a Ifansmission shock ebsOiber and terminating in
II heavy bevel gear. and the middle driven gear running al 90 0
to the former and terminating in the outpu t llange. To facilitate
removal 01 the driving shaft and subsequent crankcase
separatiOfl it will be ne(;essary to remove IWO bearing retainers
each 01 which is retained by securely staked iQRX' screws.
These ilre similar in design to Allen screws, but have II stat
shaped internal profi le rather than II he~agon, It 101l0W5 that II
'TORX' key will be required to remove them
2 The best solution to this problem is to place an order with
a Yamaha parts stockist for four new 'TORX' screws and the
appropriate key. noting that new screws should be fitted during
reassembly An alternative is to obtain the key from a tool
supplier. or. as was done during the worilshop project. to modifv
an Allen key to fit the 'TORX' heads. This can be done by careful
usa of a three cornered file as shown in Fig. 1.8. It must be
stressed that further dismantling must not be attempted unlil
the 'TORX- screws have been removed. Whilst crankcase
separation may just be possible wilh l he retaine,s in position.
they must be removed prior to reassembly of the crankcase
halves.
3 Start by removing t he four boilS which hold the driven
middle gear housing to the rear of the crankcase. Note the

! posi tion of the shims fitted between the housing and the
crankcase. The se contro l the gear mashing depth and must be
refilled in the same positions as they were prior to removal.
Grasp the output flange and pull the assembly out of the
crankcase. If removal proves difficult. slacken the two casing
bolts on either side 01 the housing and tap around the housing
boss using a soft faced mallei
4 Using the approprillie key. remove the TORX- screws
which secure the driving gear bearing retainers. It should be
noted that these are staked into indentations in the retainers
and that this will make removal difficult. Since the screws
should be renewed it is advisable to drill out the staked areas !O
avoid any risk of destroying the internal profile of the screw
heads. Take care during this operation to avoid drilling into or
Ihrough the retainers. Removal of the driving gea< and shaft
cannot be completed until the crankcase ha lves have been
separated
 Chapter 1 Engine. clutch and gearbox
14 4b Modified Allen key can be used in place of Torx key
15 DIsmantling the engine/geatbolC unit: separeting the
erl"case halves
The crankcase halves lire IScured by a total of 38 baits, the
mbers aoo locations being shown in Fig, I 9. Starling
'~e upper crankcase half, slacken each boit in sequence.
lrtir.g 8t 38 and working backwards, turning each one by
~ I ~ turn at II time to prevent distortion Repeat the
until every bait is no more than finger-tight, then
I 'IIOVI! them completely_
T"", the unit over, taking care not to damage the timing
,rod allow it to rest on the rear of the crankcase and the
~I holding studs. Slacken the lower crankcase bolts in the
manner as described above, staning III bolt 23 and
' !III back to 1 Note that the latter is located inSIde the oil
Mousing apenure, and that bolts No 2, 19,20,21 and 23
63
Fig. 1 8 Fabricated Too: bolt key
afe within the area normally covered by the sump. Note that il
is inadvisable to subject the cylinder holding studs to excessive
sideways pressure since this may bend them. II is wonh placing
blocks beneath the rear 01 Ihe crankcase so that the unit rests
squarely on the stud ends.
3 The crankcase halves lire now ready for separation. this
being accomplished by lifting the lower casing half off the
upper half. the laller remaining SUP!>Orted on the bench.
Separation may be impaired by the jointing compound and the
locating dowels. both 01 which will resist separation until some
initial movement has been made. It helps to tap around the joint
with a sol! faced mallet. laking care not to strike the more
fragile parts of the casing
4 As the lower crankcase half is freed, check that the
crankshaft, input shaft and the middle driving gear shaft remain
in the inverted upper casing half The gearbox output shall.
selector drum and the selector for\(s are contained in the
crankcase lower half ami will come away with it_
IS.2b NOle also bolts within sump area
64 Chapter 1 Engine. clutch and gearbox

lOWEIlCASf

0 ..
••
" " " " " H"
•• ••
...L..u..... •• ••
.,
., •• ••
0
0
"
• 0" r----"'
0
"

16 Disme ntling the engine/gearbox unit , removing the

cra nkcase components
0000
lift the middle driving gear shalt from the inverted upper
crankcase half If necessary. lap the assembly II few times to
ftee the bearings from their supporting bosses. LaV this
"o ... .
0 o "
0

assembly, ana alt parIs which life removed subsequen tly. on II

clean surface to await further inspectioo. The gearbo~ input
o.
shall Clln be lifted from the casing as described above. o 0 0 0
2 Using an impact driver, slacken and remove the three
counTersunk screws which hold the bearing housing to the inner
face of the alternator housing, HOld the starter clutCh and
sprocket assembly in one hand and withdrew the bearing
.• • •
"

,
30

o·o
J' 31

housing and shalt from the crankcase. The small oil spray nO~lle
should be displaced and placed to one side to avoid damage
Lift the starter clutch/sprocket assemblv clear 01 the casing
recess and disengage it from lhe chain. Mark one of the chain
side plates at this stage 10 ensure thaI the chain is refitted
facing in the same direction. " the direction 01 travel of a pan
worn HV-vo chain is changed, vibralion and noise can result.
3 Bend back the lab washer which locks the startar idler
pinion shaft relaining bolt. Remove the bolt and the tab
washer/relainer to allow the shaft to be displaced and Ihe
pinion removed Grasp the ends of the crankshaft and lift it clear
of the Cflmkcase. If il proves to be firmlv located try tapping it
free usinog a sofl faced mallet. Lift the crankshaft clear. guiding
Ihe camshaft chain through its recess in the crankcase.
4 Moving to the crankcase lower hal!. displace the gear
selector fork shaft and withdraw it from the casing, removing
each of the seleclor forks in lurn Note the posi tion of each one
and iiI it back on Ihe shaft in the COfreCt order to act as a
reminder during reassemblV· The selecl or drum is retained bV a
locatmg pin which runs in a bore in the crankcase close to the
neutral switch. The pin enogages In a groove in the drum and is
secured bV a bolt and retaining pla te at i ts upper end. !temove
the bolt and retainer and displace Ihe localing pin. A small
magnet is use ful hele. or alternativelV the casing can be
invelled and Ihe pin shaken free. Slacken and remove the
neutral switch using a socke t or box spanner to avoid damage
to the termina l area, then displace and remove the selector
drum.
5 Slacken and remove the three Allen screws which secure
Ihe bearinog relainer plale 10 Ihe crankcase at the left-hand end
01 Ihe gearbox output sha ft . The design of l he Clankcase casting
is such Ihal Ihe lelt hand bearing and Ihe 51h gear pinion must
be displaced and pulled off the shafl end be fore the rest of the
clusler can be removed. The bearing is nOI a tight fit in Ihe
casing boss and. can be pushed OUI bV sliding Ihe cluS ler
"o •o
Fig. 1.9 Crankcase bolt tightening .equence
towards it. Once the bearing has been removed Ihe 51h
pinion can be slid off Slide the reSI of the gear cluster to the
to allow the righI -hand end 10 be lilted out through
undelside of the casing The cluster can then be wi thdr
completelV·
17 Exemlnetion and renovetion : general
Before examining the parts of the dismantled engine
for wear it is essential that they should be cleaned thorOtJ
Use a petrol/para ffin mix or a high flash· pOint sotven t tOI
all traces of old oil and sludge which rna.,. have accumu
within the engine. Where petrol is included in the cle
agenl normal fire precautions should be taken and clea
should be carried out In a well ventilated place.
2 Exam",e the crankcase castings for cracks or olher si
damage. If a cra ck is discovered it will require a specialist re
3 Examine ca re lull.,. each part to determine the extern
wear. checking wilh Ihe tolerance figures listed in the SpeoI"
tions seclion of this Chapl er or in the main tex t I! lhere i$
doubt about the condition of a panicular component, plav
and renew
4 Use a clean lint free rag for cleaning and drying Ihe v,",
componen ts. This will obviate the risk of small pa
obstruCling Ihe internal oilwavs and causing the lubricl
system to fail.
5 Various instruments lor measuring wear are requ
 Chapter 1 Engine. clutch and gearbox 65

oding a vernier giluge or edemel micrometer and a set 01

tndard feeler gauges. The mach,ne"s mllnufacturer rec·
..,mends the use 01 Plestigage for measuring radial clearance
tw*n working surfaces such as shell bearings and their
h. l'Iastigage consists of a fine SHand of plastic melorial
ulactured to an accurate dillmel~, A short length of
~lSli9age is placed between the two surfaces. the clearance of
Mich is to be measured. The surfaces IIfB assembl ed in their
I working positions and the securing nuts or bolts
tened to the correct torque loading: the surfaces are then
rated. The amount 01 compreSSion 10 ..... hich the gauge
'T!.alerial is subjected and th e resultant spreading indicates the
It¥ance. This Is measured directly, across the ..... idth 01
P'~hgage. using a pre· marked indicator supplied ..... ith the
"bg~ kit. 11 Plastigage is not available both an internal and
1Il'I.m.1 micrometer ..... in be required to cheek ..... ear limits,
A.ddilIO!18I1y. al though not absolutely necessary. a dial gauge
.a "l(Iunting bracket is invaluable 10f' accurate measurement
tnd lIoat. and play between components 01 very low
~ler boles where a microml!ter cannot reach.
Alter some e~perienee has been gained Ihe stale of wear of
components can be determined visually or bV leel and 16.1 Input shaft can be lifted clea. 01 crankcase
a deci$ion on lhei. suitability for con tinued service can be
v.,lhout resorting to dIrect measurement

".
he 5th gell!
er to the left 16 2b Remove oil nozzle and put it some .....he.e safe
• R~ retaining 50e ..... s and w;thd. aw shah and bearing
t hrough t~
I withdra wn •

, engine un.!
±I thoroughly
rot to ,emO\le
~
ccum ulil ted
the cle aning
nd cl88n·--g

he. signs 01

E ialis! repa ir
he elltent aI
speCifiU

P
I there is allY
ent, pillY safe

r'9 the va riouS

mall par1ic,"
lubric atior 1 tel' clutch can b(! lifted clear and disengaged Irom 16.2d Mark one of the chain linkS to denote L or R

are requirel
 5b

16.4 d Neu t ral sWItch must be unscrewed

 Chapter 1 Engi ne. clutch and gea rbox
¥Id manoeuvre the output shaft clear 01 crankcase
67
18 EXllminlltion and renovation : main bearing and big-end
bearing sel ection
With all modern motorcycle engines filled with plain
bearing crankshafts. careful measurement and checking is of
vital importanca during an overhaul. Such a requirement poses
a considerable problem for the owner because of the fine
tOlerances used and the equipment necessary to check these
with appropriate accuracy. It shOuld be noted at the outset that
wear is unlikely to be present unless an e~tremely high mileage
has been covered or some major catastrophe has befallen the
engine unit In practice this means tha t in normal use, provided
regulular oil changes are made, the crankshaft will outlast the
rest of the engine components by II considorable marg in.
2 Tho crankshaft has finely ground main and big end journals
supported in renewable bearing shells or inserts. Both the
crankshaft journals and the caSing are coded to indicate their
e~act size within the manufacturing tolerances_ To cater for
variations within this range. the bearing inserts are supplied in
iii range of thicknesses 50 that the correct clearance can be
achieved Wear of the crankshaft journals is not normally to be
expected. and no provision is made for reclaiming a worn
crankshaft by re-grinding it and fitting undersize shells. If it
proves to be worn or damaged it must be renewed.
3 Start by giving the journals a close visual examina tion. Each
one should be clean and bright with no perceptible wear mancs
or scoring Any evidence of this will suggest renewal of the
crankshaft is requIred and it is best 10 seek specialist advice
from a Yamaha dealer before proceeding further. Do bear in
mind that an engine that has a badly worn or damaged
crankshaft is very likely to require complete and extensive
overhaul in all other areas. II this proves to be the case il will be
a very expensive operation and conSideration shoutd be given to
IIlIing a good secondhand unit as a more practicable alternative.
II thiS course 01 aClion is chosen. check the local motorcycle
breakers (wreckers) who may be able to supply a good low
mileage engine unit at very rea50nable cost As with ali
secondhand purchasas, however. check the prospective item
vory thoroughly before parting with any money_ Should the
crankshaft appear to be in good condition. the next items to be
checked are the bearing inserts themselves.
4 Wear is usually evident in tho form of scuffing or score
marks in the beating surlace. It is not possible to polish these
marks out in view of the very soft nature of the bearing surface
lind the Increased clearance that will resul t. If wear of this
nature is detected. the crankshaft must be checked for ovality
as described in the following Section.
S Failure of the big ·end bearings is invariably accompanied by
a pronounced knock within the crankcase. The knock will
become progreSSively worse and vibration wilt also be e~
perienced It is essential that bearing failure is attended to
without delay because if the engine is used in this condition
there is a risk of breaking a connecting rod or even lhe
crankshaft_ caUSing more extensive damage.
6 Before the big end bearings can be examined the bearing
caps must be removed from each IjonneCling rod. Each cap is
retained by twO high tensile boltS Belore removal. manc each
cap in relalion to its connecting rod so that it may be replaced
correcll'f_ As with the main bearings, wear will be evident as
scuffing or scoring and the bearing shells must be replaced as
complete sets
7 Replacement bearing shells for either the big-end or main
bearings lire supplied on a selected fit·basis tie; bearings are
selected for correct tolerance to fit the original journal
diameter). an<! it is essential that the parts to be used for
renowal are 01 identical sile. Code numbers stamped on various
components are used to identi fy the correct replacement
bearings for both the crankshaft, main bearing and the big-end
journals. The journal size numbers are stamped on the
crankshaft left- hand oulsine web; the block of four numbers are
for the big-end bearing journals and the block of five numbers
68 Chapter 1 Engine. clutch and gearbox
for the mll;n bearing journals The main bearing housing
numbers are etched at the rear of the upper crankcase half as
shown in Ihe accompanying photograph".
6 A range of bearing shells (inserls) IS available, selection
being made by sublracting the crankshafl journal number from
the appropriate crankcase number In the eJlampie shown,
b68ring number 5 (the righI-hand outer main bearing) would
give II ligure of 3 This figure can then be compared with the
table below to find Ihe correct Insert colour.
Insert colour code
No I Blue
No 2 Black
No 3 grown
No 4 Green
No 5 Yellow
In the 8)lample shown, a brown insert i. required.
9 A similar method is used to select inserts for the big·end
bearings.. In this instance. subtract the number stamped on Ihe
crankshaft from lhe number marked In Ink on the flat fece of the
conneCting rod and cep Again. compare the resulting figure
with Ihe table to obtain the correct insert colour for each
bearing. If it is wished to avoid the above calculalions and new
inserts are to be ordered. be sure to Quote all of the above
numbers to the Yamaha dealer when placing the order.
10 Bearing shells are relatively ine.pensive and .1 is prudent to
renew the entire set of main and big end bearing shells when
th e engine is dismantled completely, especially in view of the
amount of work which will be necessary at a later dale il any of
the bearings fail. Always renew all sets of main and big-end
bearings together
• bearing fit is not good. the parts concerned halle not be
19 Examinetion and rllnovetion : I;,ankshaft assembly
If wear has necessitated the renewal 01 the big end andlor
main bearing shells. the crankshaft should be checked wi th a
micromeu,r to verify whether ova lily hitS occurred. If the reading
on anyone journal varies by more than 0.04 mm {O.ODIS inl
the crankShaft should be renewed.
2 Mount the crankshaft by SUI)Porting both ends on V-blocks
or bel ween centres on a lalhe and check Ihe run-out at the
centre main bearing surfaces by means of a dial gauge. The run-
out will be half that of Ihe gauge reading indicated A mllasured
run-out of more than 0 03 mm (0.001 inl indicates the need lor
crankshaft renew91. It is wise. however, before t9king such
draSlic tand expensivel action. to consult a Yamaha specialist_
3 The clearance between any set of bearings and their
respeclive journal may be Checked by the use of Plastigage.
18.7a Journal Size coding is Sl amped on crankShaft web
Plastigage is a graduBled strip of plastic material that can
compressed between IWO mating surfaces. The resulting wid!!
of the material when measured against the graduated 51,
supplied will give the amount of clearance. For eumple if I
clearance in the big end bearing was to be measured,
Plastigage should be used in the following manner
4 Cut a strip of Plasligage to the width across the bearing
be measured. Place the Plastigage strip across the bea
journal so that it is para!lel with the c,ankshaft. Place t
connecting ,od complete with its half shell on the journal
I hen carefully replace the bearing cap completa with hall she!
onto the connecting ,od bolts. Replace and tighten the retain
nuts 10 the correct torque and then loosen and remove the
and Ihe bealing cap. Do nO t rotala th e crankShaft during lr
stage. Using the graduated markings on lhe Plastigage packt:
compare the width of the mark ings wi th thaI of the compres
strip 10 lind the bearing clearance (see photogrep
Clearances may be Checked also by direct measurement of iii
journal and bearing using e.ternal and internal micrometers.
5 The crankshaft has drilled oil passages which allow oil to
led under pressure 10 Ihe working surfaces Blow Ihe pes&lI
out with a high pressure air line to ensure they ar. absoillt
free. Blanking plugs in the form of small steel bitlis are lilled
each web. 10 close off the outer ends of tha passages. C
th e!! Ihese balls. which are peened into place, are not loose
plug coming f,ee in service wi ll cause oil pressure loss a
resultant bearing and journal damage
6 When refilling the connecting rods and shell bearings.
Ihal under no circumstances should the sheUs be adjusted IN
a shim. 'scraped in' or the lit 'corrected' by filing the connecti
,od and bearing cap or by applying emery Cloth to the bear
surface. Treatment such as Ihis will end in disaster: if
assembled correctly. This advice also applies to main bea
shells. Use new big end bolls 100 the originals may h
stretched and weakened
7 Oil the bearing surfaces befo,e reassembly takes place
make sure the tags of Ihe bearing shells are localed corree
Lubricate the bolt threads wilh molybdenum disulphide 9,e
and run thE! nuts into position. Yamaha advise thaI w~
tightening the big·end bolt nuts, the following should be nol
start by tightening the nuts evenly and then. when a to«)
setting of 2.0 kgf m (14 .5 Ibl ftl has been reaChed do not S',
lighlening until the finaltQrQue ligu,e of2.5 kgf m (18. I Ibl~
has been achieved. If lightening is interrupted between t
two figures, slacken the boll to below the lower figure and 5t
again. Once Ihe big-end caps a,e secure. check each one
ensu,e smooth and free rotation If there IS any sign of lighl
something is wrong. Dismantle the bearing and ,e-check
clearance with Plastigage.
 Thai can be
sulling wid th
.dualed strip
!l3mple il t he
• measured

"I thebearing
he
beario;
I

lit. Piece the

lit iournal lind
.... ith hal f 511
r the reta ininG
move the n utl
eft during I
~I,gage pa cket
!MI compres
photograph
rement of e
micrometer$.
, ellow oil 10 bI:
w tile pessag
, Ife absolu l
ells are litted
IIIssagel. e h
.re not loose
enure loss

takes pltH:8
ocaled corr
disulphide gle
¢Vise tha t wt
should be n

19.4c Measure cle ar ance against scale on edge of pack

IlIOn tab on edge of bearing s h.ll s 19.7b Lubrica te shells wilh oil and bolts wi th moly grease
70 Chapter 1 Engine. clutch and gearbox

't'O
)

19.7c Torque down bearing caps 85 described in text

20 Examlll8tio n a nd re newal : gaskets. oil ' 8e l, and O -ri ngs

The engine/gearbo){ uses II combination of gaske ts. oil seals

1100 O-ring", to contain engine compression and oil and to
preven t the ingress of weIer or road dirt. By Ihis stage of the
overhaul it should be evident thllt it is not 80 operation to be
taken lightly or to be repeated unnecessarily. To Ihis end it is
worth renewing aU of the above using genuine Yamaha parts_
The various parts afB obtainable individually if required, but afB
normally purchased 8S II set. Yamaha supply two gaskets sets:
II ,op end set covering the cylinder base gaske t upwards and
a se<:ond set covering the crankcase components.
2 In addition 10 the above, an oil seal is fitted 10 the left-hand
end of Ihe starler clulCh shaft and anOlher 10 Ihe left-hand end
of the cran kshaft. The opposing crankshaft end is covered by a
sealing cap. These compOnents should be ordered in addilion to
Ihe gaskel sels.
l It is worth noting thaI il is often difficult to judge Ihe
condit ion of an oil seal or gasket and Ihe Iype of mark on lhe Fig, 1 10 Crankshaft and pistons
sealing surface which would allow leakage after reassembly
may not be obvious under visual examination. Some of the 1 Cranlr.shaft 6 Piston rings
gaske ts and 59als may be in reusable condition, but given the 2 Oil seal 7 Gudgeon pin
Inconvenience tha t would result if an error was made it should 3 Main bearing upper half 8 Clrclip
be considered better to renew all of them a5 a precautionary 5,ff 9 Connecting rod
measure. 4 Main bearing lower half 10 Boll
, 5 off
Piston 4,ff
11 Nul
12 Big-I!md bl!!aring
21 examinati on and renovation co nnecting ro ds

II is unlikely that any of the connecting rods will become

damaged during nOl mal usage unless an unusual occurrence
such as a dropped valve causes the engine to lock_ This may
well bend the connecting rod in that cylinder. Carelessness
w hen removing a tight gudgeon pin can also give rise to a \ \ \
similar problem. It is not advisable to Straighten a bent
co nneCting rod; renewal is the only satisfactory solu tion_
2 The bearing surface of each small-end eye is provided by a
co ld· mel ai-sprayed coaling wi th a bronze base. If the small-end
eye wears. the connecting rod in question must be renewed. II
th e Clearance between a gudgeon pin and small-end is
excessive, check lirst that the wear is in the eye and nO t the
gudgeon pin. This will prevent the unnecessary renewal of a
sound componen l. Always check that the oil hole in the small-
end eye is not blocked since if the oil supply is cut off the
beanng surfaces will wear very rapidly, Fig. 1_1 1 Crankshaft ru n· out chec k using a dial gauge
 Chapter 1 Engine. clutch and gearbox
22 h.mtn",on lind renovation cylinder bores
The usual indicalion of badly worn cylinder bores and
is .xc.s.si~e smoking Irom the exhausts, high c.ankcase
)!II
.f:>SlOfl which C!lllSeS oil leaks. and piston slap, a me1811ic
that occurs when there is lillie or no load on the engine
n Ir. 100 of the cvlinder bore is examined carefullv. it will be
-,(Ilnat there is a ridge at the front and back Ihe depth of
wtIicIl ....ill indiCDte the amount of wear which has taken place.
ndge marks the limit of troyol of the top piston ring.
Since there is II difference in cylinder wear in different
tclkw\$, side 10 side and back to front measu'Elments should
9 de Take measurements at three different points down the
:'Ig1tI of the cvlinder bore, starling just below the top piston
og li,loe, then about 60 mm (2t in) below the lOP of the bore
thetast measurements about 25 mm (1 inl from the bottom
Iht cyhnc:ier bole. The cylinder measulement as standard and
....... ct limot are as follows:
XJ650 XJ750
andard br.H'e
63.00 mm 65.00 mm
'" (2480 inl (2.559 in)
hm't 63,10 mm 65.10 mm
-
12484 in) (2.563 inl
t,!JI 1m .IIQWeble
0,05 mm 10.002 in)
M I
, ,m allowable
• 0,01 mm (0.0004 inl
Note thaI where the cylinder block has been rebored at a
1 O\Ierhaul, the ,nCleilsed bole size must be taken into
11100 when making bore wear measurements, The
$I.; Dre in 025 mm 10,010 in) im':lements If any of the
bore inside d.ameter measurements e~ceed the service
tIM ~Iinder ml.lst be bored out to take the ne~t size of
)1\ If the', is a difference of more than 0.05 mm (0.002 in)
twtlf1 any two measurements the cylinder should. in any
lebored
(,hoe>'$ile pistons are available in four oversizes: 0.25 mm
o ~), 0,50 mm (0,020 inl: 0.75 mm jQ,030 in) and 10
lO040inl
~ IMt the surface of the cylinder bore is free from
marh or other damage that may have resulted from an
'RWN seilure or a displaced gudgeon pin. A rebore wit!
ssary to remove any deep scores, irrespective of the
rmgs )f bore weal that has taken place. otherwise a
on pin leak will occur
M.... tufe the extemal cooling fins of the cylooder block are
:ting rod w,th 0,1 or rO<ld dort which will prevent the free flow
IIId tause the engine to overhel!'
lor Illy rla$Oll. the cylondllr block and cylinder head
dbe8ring :!own studs are removed from the crankcase. they
ba smeared WIth loctlte before they are reinserted.
e.aminatlon end renovetion' pistons and piston rings
,!..llemon to the pistons and piston rings cen be overlooked
l1bore i5 IlllCe!S<lry. Sillce new compOllents will be fitted.
H. rllbo<e il not necessary, examine each piston carefully,
t pistons that are scored or badly discoloured as the result
ha~st gases by passing the rillgs.
Remove all carbon from the piStons crowns, using a blullI
I wnich wilillot damage the surface of the pistoll. Clean
If carbon depoSits from the valve cutaways end finish off
m~tJl polish &0 that 8 smooth, shining surface is achieved
will r'IOt adhere so readily to a polished surface.
di,19 8096 ill h'llh spots on the back and front areas of the pistoll
7'
can be carefully eased batk WIth a fine swis.s file. Dipping the
file ill methylated spirits or rubbing its teeth with chalk will
prevent the lile clO9gll19 and eventually scoring the piston, Dilly
very small Quantities of material should be removed, and never
enough to llllerfere with the correct tolerances. Never use
emery paPflr or cloth to clean the piston skirt; the fine particles
01 emery are illclilled to embed themselves ill the soft
alumillium and conSeQuently accelerate the rate of wear be·
tween bore and piston.
5 Measure the outside diameter of the piston about 10 mm
10,4 in) up from the skirt at right angles to the line of the
gudgeon pin. To determine the pistOoVcylinder barrel clearance,
subtract the ma.imum piston measuremellt from the minimum
bore measurement, If the clearallce e~ceeds 0 1 mm (0.004 in).
the piston should ideally be renewed (given that the cylillder
bore is within limits). This however. is seeking perfection. and
an additional clearance of perhaps 0,025 mm 10.001 ill) wilillot
reduce ellQille performance dram!llically.
6 Check that the gudgeon pill bosses are not worn or the
circlip grooves damaged, Check that lhe piston ring grooves are
not enlarged. This can be done by measuring the clearance
belween the piston ring and groove. This should be as follows:
Piston ring to groove clearance
Top 0.03 0.07 mm
10.0012 0,0028 in!
2nd 0,02 0.06 mm
(0,0008 0.0024 in)
Oil 0,00 mm (0000 in)
7 Piston ring wear can be measured by inserting the rings ill
the bore from the top and pushing them down with the base of
the pis tOil 60 that they are square with the bore and close to the
bottom of the bore where the cylinder wear is least. Pla ce a
feeler gauge between the ring ends. If the clearance e~ceeds
Ihe service limit the rillg should be renewed. The e~pander balld
01 the oil control ring cannot be measured. In practice, if wear
01 the two side rails e~ceeds the limit, the three components
should be renewed.
Piston ring end gap (installad)
Top and 2nd 0,15 0.35 mm
(0.0059 - 0.0318 in)
Service limit 1.00 mm 10,0394 in)
Oil (side rails only) 0.30 0.90 mm
10.012 - 0.035 inl
Service limit 1.50 mm 10,0591 in!
It is advised that provided new rings have Ilot been fitted
recently. a complete set of rings be litled as a matter of COUlse
whenever the engine is d,smantled. This aClion will ensure
maintenance of compression and performance. II new rings are
to be lilted to the cvhnder bores which lire in good condition
and do nOt rllQlure a rebore. It il eSSBlltial to have the surface
of the bores honed lightly. This OperiltiOIl is known as gla~ebust·
ing and as the name suggests. it removes the mirror smooth
surfllce which has been produced by the previous innumerable
up and down strokes of thl! piston alld rings. If the glaze is not
removed. the new rings will glide over the surface. making the
running in process unllecessarily protracted. Note that IlI1W
rillgs shOuld nOt be filted to a part-worn but un-honed cylinder
bore. 115 the result>og wear ridge may break the top rillg.
particularly a! high engine speeds. The resulting debris cou ld
have very expensive results. Ensure that the wear ridge is
removed by honillg
8 Check tha! there is no build up of carbell either in the ring
grooves or the inner surfaces of the rings. Any carbon deposits
should be carefully scraped away. A short length of old pistoll
ring fitted with a handle and sharpenod at one end to a chisel
pOint is ideal lor scraping out encrusted piston ring grooves,
9 All pistons have their size stamped on the piston crown.
original !"Iistons being stamped standard (STD) alld oversize
72 Chapter 1 Engine. clutch and gearbox
pistons Maving the amount 01 over,ize indicated. Similarly
oversize piston rings are stamped on the upper edge. The all
ring expander is marked wi th coloured paint to identify
overSize,. These are 8S shown below:
lst oversize 1+0.25 mm) Brown
2nd oversize 1+0.50 mm) Blue
3td ovorSlze , ... 0.75 mm) Black
4th oversize (~ 1 .00 mm) Yellow
23.2 Check COI~dition 01 pistons and remove CI"y carbon
Fig. , .12 Metho d of removing a nd repla cing piston dogs
24 EJ(amination lind renovati on : cylinder hea d and valves
8efore dismantling the valve gear proper lift out each of I he
eight bucket type cam followers, together with the adjustment
pads. Ensure that 8ach follower Is marl!;ed clearly, so thaI it may
be replaced in the original recesa in the cy linder head. It Is good
prac tice to obtain eight marked boxes or bags 10 tha t the
approp ria te valve components can be kept separa te. It is besllo
remove all carbon deposi ts from the combustion chambers
before removing the valves fOf" inspec tion and grinding-In. U.
a blunt ended Chisel or scraper so thaI Ihe surfaces are not
damaged. Fimsh off wilh a me tal polish 10 achieve I smoolh
shining aurface. II a mirror finiSh is required. a high speed fe~
mOll and polishing soap may be used. A chuck allached 10 I
flexible drive will facilitate the polishing operation.
2 A va lve spring compression 1001 must be used 10 comprlY
each sel of valve springs in turn. thereby allowing the sp ilt
collets 10 be removed from Ihe valve cap and Ihe valve springs
and caps to be freed_ Keep each set 0 1 parts separate and mar;,
each valve so that il can be replaced in the correct combustiOn
chamber. There is no danger of Inadvertently replacing an inlet
valve in an exhaust position. or vice-versa, as the valve heads
are of different si~es. The normal method of marking va lves lOt
later identificatIOn is by centre punching them on the val....
head. This method is not recommended on va lves. or any other
highly Stressed components, as i t will produce high St".
points and may lead 10 early failure, Tie-on labels. suitab~
inscribed. or a spirit-based marker, are ide(ll for lhe purpose
Because of the cylinder head design, modification of an existir.;
valve spring compressor may be necessary so that it clears tIM
high walls of the cam and valve spring compartments. Remove
the oil seal cap from each valve guide. As each valve
removed. check that II will pass through the guide bore wi t ho~'
resistance, Alter hIgh mileages have been covered it is POSSlbit
that Ihe collet groove will have spread and il this increased
diame ter is pulled through the guide bore it will enlarge it, lIe"J
resistance is encountered. relieve the high spots wi th fi'"
abrasive paper until the valve can be removed easily.
3 Before giving the valves and valve seats further attel"ltio!l
check the clearance between each valve stem end the guide ill
which it operates Clearances are as follows
Slandard Service I1mit
Inlet lIalvefguide clearance
0.010 - 0.037 mm 0.10 mm (0.004 in)
(0,0004 - 0.00 15 in)
Exhaust I(lIlve 'guide cl811fllnce
0.025 - 0,052 mm 0.12 mm (0.005 in)
(00010 - 0_0020 in)
The valve stem/guide clearance can be measured WI th 11M
use of a dial gauge end a new valve. Place the new valve into
the guide and measure the amount of shake with the dial gaugl
tip resting against the top 01 the stem If the amoun t of weari!
greater than the wear limit, the guide must be renewed.
4 To remove an old valve guide. place the cylinder head in 8l'
oven and heat It to about 100°C 1212~F). The old guide c
now be tapped OUt from the cylinder side. The correct dllft
should be shouldered with the smaller diameter the same sin
as the va lve stem and the larger diametor slightly smaller !Ila
the 00 01 the valve guide, If a suitable dfllt IS not available
plain brass drift may be utilised with great care, Even heatingil
essential, if warpage of the cylinder head is to be avoicle
Before removing old guidee scrape away any carbon deposjlt
which have accumulated on the guide where it projects Into !hi
port. Removal of carbon will ease guide movemenl and heJ;i
prevent broaching of the guide bore in the cylinder head. If t'
doubt. seek the advice ola Yamaha specialist. Each valve guid!
is f itted w ith an O-ring to ensure perfect sealing. The O-ri'9
must be replaced with new components New guides should t..
fitted with the head at the same heat as lor removaf. lol!ow~
whIch the seet must be recut 10 cent re the sea t with the guidit
axiS.
5 Valve grinding is a simple las\(_ Commence by smearing J
trace 01 line valve grinding compound {carborundum paste) 01
the valve seat and apply a suction tool to the head of Ihe val .....
Oil the valve stem and Insert the va lve in the guide so thaI tile
two surfaces !O be ground in make con tact with one anothel
With a semi-rotary mo tion. grind in the valve head to the selt
using a backward and lorward aClion lift the valve occaalona
so that the grinding compound ia distr ibuted evenly. Repeat thl-
 Chapter 1 Engine. clutch and gearbox 73

g-in. UN IPPlicahOn unlil an unbroken ring of light gley militl finish is 8 Check lhe free length 01 each of the vetve springs Thill
• Ire not oblained on both valve and 8881. Thi. denotes the grinding springs have reeched their IIIIrviceable limit when Ihey have
I.mooth. IjperttiOn is now complete. Belore PIIsing to Ihe nlll"t valve. compressed to the limit readIngs given in Ihe Specifical ionl
'Peed felt _8 aure lhal 11111 IlaC1LL1 of Ii'll valvill grinding compotlnd havill Section of this Chapter.
ched 10 a been removed from both the valve and Its seat and Ihat none 9 Reassemble the valve and valve &prings by reversing Ihe
11M entered the valve guide. If this precaution Is not observed. dismantling procedure. referring to Section 4 7 lor delails.
compress lIPId Wlar will take place due to the highly abrasive nature of 10 Check Ihe cylinder head for straightness. especially if it has
lhe carborundum basa. shown It tendency 10 leak oil al the cylinder head joint II there
I the splil
Ye springs E W~n det!p pits are encountered. it will be necessary to I.lse is any evidence of wlllpage. provided it is nOI too greal. Ihe
yalW "lacing machine and a valve sea t CUller. se t to an angle gesket face may be lapped on a surface plate or a sheet of plate
I and mark
ombuslion ~45'. If. after recuning the seal. it is found that the seat wid lh glass. Place a sheel of 400 or 600 gril abraSive paper on Ihe
ng an inlel Ills 2.0 mm 10.08 inJ fl.lrlhercl.lls with 30° and 60° cutters surface plate lay the cylinder head. gasket face down. on the
lIve heads 1 be made 10 reduce the seat width to the standald of 1.3 paper and gen tly rub il wilh an oscillating motion 10 remove any
I valves for "1\ 1005 inl. In view of Ihe high cost of the seal cUlters and of high spolS. lift the head at frequent intervals 10 inspect the
the valve e~pertise involved it is suggeSled that this work be carried progress of the operai ion. and take care to remove the
I any olher • Yamaha Service Agent or other specialist. Never resort minimum amount of material necessary to reSlore a 1101 sealing
,igh slress r~rels"'e grinding because this will only pocket the valves in surface.
!lie ht-'<land lead to reduced engine efficiency. If there is any 1 I In edreme cases. the above method may prove inadequate.
Is. suilably
II purpose. tboul Ihe condilion of a valve. lit a new one. necessitating the lI ·machining or renewal of the cylinder head
E<~mine the condition of the valve collels and the groove casting. In IhlS case. lhe advice of e Yamaha Service Agent or
8n e"isling
It clears Ihe vahle Slem in which they seat. If Ihere is any sign 01 !I competent maChiniSt should be sought It shol.lld be re-
new paIlS should be filted Check that the valve spling membered that most cases of cylinde. head wlllpage can be
III Remove
eh valva is 0$ flOl cracked. If the collets work loose or the collar splits traced to unequal te-nsioning of the cylinder head nuts and bol ts
IOle wilhou l t the engine is running. a valve could drop Into Ihe cylinder bv tightening tham in incorreCt sequence or using incorrect or
t is possible ..:l :NIt '~lInsive damage unmeasured torque seltings
is increased
Irge il. If any
lS wilh fine
oily
el IIIttention
the guide ,n

, in!

; in!

IUled wilh the

Jtlw valve inlO
the dial gauge
IUnl of wear
enewed.
der head in In
Old guide Cilir
e correCI drift
Ihe same si ze
~ smaller Ih
not availabla
Even heating'
to be avoided
,arbon deposit~
trojects into I""
,ment and he~
nder head. If II'
aeh valve guid
ng. The O-ring!>
lUides should
110val. followi"\l
I with Ihe gu' ,

e by smearing a
IIldum paste) 011
aid of the vililva
~uide so th81 the
lith one another
head to the NIlII
11111va occasion ally
vanly. Repeat IhI> ~ Remove valve springs and spring seat 24.2c Valve can now be~;;;;:;,"" removed
74 Chapter 1 Engine. clutch and gearbox

.1
25 b:aminatlon alld renovation, ca m shafts, camshaft belll'- If
Ings end cam follower, II

The camshafts should be 8.ICamined visually for waar, which "

"
J
will probably be most evident on the ramps 01 each cam ane
where the cam contour changes sharply. Also check the beari~ o
surfaces for obvious wear lind scorinQ. Cam lifl can be checked
by measuring the height of the C;lm 110m the bot!orn of the baSI' d
circle !O tho lop of the lobe. If the measurement is less than!~ b
b
service limit given in the SpecificatiOns the opening of th)!
particular valve will be reduced resulting in poor performillnte
Measure the diameter of 8ach bearing journal with 8 IT\>
•
cromeler or vernier gauge. If the diameter is less Ihar'! lilt
service limll, renew the camshaft. 2
2 The camshaft bears directly on the cylinder head mater;'
and that of the beating caps, there being no separate bearings.
•
Check the bearing surfaces for wear and scoring. The clearana
between the camshaft bearing journals and the aluminiul"
bearing surfaces may be checked using Plastigage material k
the same manner as described for crankshaft bearing clearance
24.2d Valve stem oil seals should be 18rlewed
in Section 19.3 of this Chapter. If the clearance is greater than

Intake fE~hau$t Villva

Minimum thiCkness~1-­
lServlce limit)
0.7 mm 10.028 inl

.k O.i mm (002Q ;n,' _ . . . - - - - - - \ - - - - - f---"O'Ourr

rE30,--,-~
JL
Minimum length
(Service limitl
,,'
4.0 mm (0 .157 inl
Fig. 1.14 Remove any build-up of metal from these areas
of the valve stem

~'.~ ..

··c·,
I--c c~
I-B B...j

~'" o A

Fig . 1 13 Valve dimensions

A Overall hSlld diameter C Valve COnFact face Fig. 1 15 Velve net re-cuning angles
8 V<1Ive face wideh wid/h
(avera/II o Minimom mlN,gin A 30 Cutler C 60 0 cufter
thickness B 45' cutler
See SpecifiCll/ions al the beginning of Chtlpter ,
 Chapter 1 Engi ne. clutch and gearbox 75

IY8f\for the seNice limit the recommended course is to replace

shaft bear- I It camshaft. If bad scuffing is evident on the cemshaft bearing Spring
rTilCeS, due to a lubrication failure. the only remedy is to Onewav cam
new the cylinder head and bearing caps and the camshafl if
t'3I1S!Jires thet it hes been damaged also .
...ear. whic h
;h cam .lnd
J Inspect the outer surface of Ihe cam followers for evidence
lC{!ring or other damage. If a cam follower is in poor
the bearing
ihon. it is probable that the bore in which it works is also
be checked
In extreme cases th,s may necessitate renewa' of
01 the ba se
!II the follower and the cylinder head. Check for clearance
)IS than the
tween the followers and their bores. If excessive slaCk is
ling of t hat
or renew Ihe foUower. Tensloner rod
trlormance Sprong
with II mi Ten"oner body
IS than the
26 Elemination and renovation : cams haft chain. drive
Fig . 1 .16 Sectioned v iew of automatic cam chai n tenllone.
led material I9!OCkets alld tensioner blades
assembly
te bearings.
,e clearance ~~ the camsheft drive chain for wear and chipped or
aluminium (II rol lers and links. The cam chain operates under almost must be renewed. FortiJna tely. this drasti c course of action is
material in conditiolls and unless oil S!aNa l ion or prolonged tension rarely necessary since the pans concerned ere fully enclosed
IQ cleara nce '"lent neglect has occurred, it w ill hal/e a long life. If and well lubricated. working under ideal condI tions.
~realer than e wear is apparent, or cam chain adjustmen t has been 4 If the sprocke ts are renewed. the cha in should be rene wed
II to maill\ain correC tly. renew the chain. et the same t ime. It is bad practice to fUn old and new part s
The chain is tensioned via a steel-backed rubbe r blade by togethe r sincII the rate of wear will be accelera ted
01 II sprillg loaded plunger, In addition. there is a second
II the front of the cam chain tunnel which acts as a guide .
• tilt bridge piece fIt ted between the camshaft sprockels
27 E)(amination and renovation : Itarter sha ft . chain and
fI'Ndl i uppons the chain iJpper ru n. If th e riJb ber ma teri al of the
sprockats
or blades is worn. the damaged component should be
lid htreme wear may indica te a worn drive chain_
tim ehaill drive sprockets are secured directly to the The starter shaft runs immedIately to the rear of the
of each camshaft and in consequence arc easily fe, crankshaft and cy linder block and also carries the alternator
It if the teeth become ~k. ed, worn, chipped or broken. assembl y. It Is driven by a Hy,Vo inverted tooth t ype chain from
r sprOCke t is integral wi th the cranksha ft and if any of a sprocket wh ich is integral w ith the cranksha ft . Check the
I..ct$ are evident, the complete crankshaft assembly chain for damage or loose link plales and pivo t prns. Thil type

1 Starter Idler pinion

He area, 1 Spindle
3 Retlliner
4 T/Jb wRsher
•• Bolt
Clulch body
7 Spring 3 off
8 Plunger 3 off
9 Rollor 3 off
10 Driven pin ion
11 Clutch hub
11 Rubber 8 off
13 Orive sprocke t
14 Circllp
A llen bolt - 3 off
" Bush
"17 Prim/Iff shah
18 Plug
Bearing
"
10 Bearing
21 Oil seaf
11 H y-Vo chain
13 Guide
24 Bolt 3 off

Fig . 1.17 Starter clutch

76 Chapter 1 Eng ine. clutch and gearbox

of chain is very durable and in the normal courSfl of eV8ilts

should have I long service life. Premature weaf i, unlikely to
occur except due to ojl starvation. II damage is evident, renew
the chain at once. A chain which breaks in service will invariably
cause elltensi"e engine damage.
2 The service life of Ihe sprockets is in keeping with thai of
the chain ilself. Aller considerable use the sprockets may
become indented. requiring the renewal of both component
The drive sprocket is an integral part of the crankshsft, and in
common with the cam drive sprocket, i' wear develops. the
crankshaft must be renewed
3 The Sianer shaft bearings should be examined for wear
alter washing out WIth cleo" petrol 19asoline), A bearing Ihdt
shows signs of roughness or eMcessive play should be renewed,
Both bearings may be driven out of position in their housings.
4 The star1er shaft itsel f is unlikely to suHer damage except.
perhaps. after a very high mileage has been covered. Check the
shalt for truth when rotated and inspect the shaft splines for
damage.

28 EMamina tion and ranovation: starter clutch 28. la Remove hub and pinion unit to reveal rolters

The starter motor turns the crankshaft via a roller clutch

mounted on the sterter shah. The clu tch comprises a body
containing three spring-loaded rolters which move along an
inclined plane 10 Ihe driven gear boss. When the starter is
operated the rollers are pressed hard against the boss thus
locking the drive lind conveying movement to the cranksh alt. As
soon as the engine fires. the primary shaft and thus the clutch
body, movei faster than the driven gear, The rollers move back
ageinst spring prusure and the unit freewheels.
2 Th,s type of starter clutch is almost foolproof in operat,on
and does not suffer from rapid wear. If necessary. the dri~en
gear Clln be pulled clear of the body lor e.amination. noting th81
the rollers will become displsced as this is done. Check the
surface 01 the driven gear boss for signs of indentation.
renewing the gear il il is worn or damaged, The clutch rollers
should also be checked lor weaf, renewing them if they appear
marked or flattened at any point. If the three springs are bent or
broken. or if there has been any evidence 01 slipping In the past.
they should be renewed.
3 Check the three Allen bolts l or security. If any 01 the bolts
are loose, they should be removed and discarded. Fit new bolts,
having coated their threads with Locktite, tightening to 2.8
3.2 kgl m (20 231bl It I. Yamaha also advise that the bolt ends 28. lb Push spring and pin inwards to free roller
are staked over lor additional security.

28.1 c Rollers must be free from flats or Icoring

 Chapter 1 Engine. clutch and gearbox
29 Examination and ranovation : clutch anembly
After an e~tended period 01 service the clutch linings will
wtar end promote Clutch slip. The IImll 01 wear measured
each inserted plate and the standard measurement is
~ in the Specifications. When the overall width reaches the
'\. the inserted plates must be renewed preferably as a
>lete set.
The plain plates shoulel not show any excess heating
"91 Check the warpage of each plate using plste glass or
!fiatt plate and a feeler gauge. The maximum allowable
ge is 0,05 mm (0.002 inJ.
3 Check the Iree length of each clutch spring ..... ith a vernier
Alter considerabla use the springs will !lIke a permanent
., thereby reducll1g the pressure epplied to the clutch pla tes.
T_ correct measurements are given in the Specifications,
4 bamlne the clutch assembly for burrs or indentation on the
01 the protruding tongues of the inserted plates and slots
III thf! !'dges of the ouler drum with which they engage,
ilar weer. can occur between the inner tongues of Ihe plain
h pl~l," and the slots in the clu tCh inner drum. Wear 01 this
w,ll tause clutCh drag and slow disengagement during
• iI i;Ilanges. since the plates will become trapped and wi ll not
tully when the clutch is withdrawn. A small amount of wear
be corrected by dressing with a fine file; more extensive
will ~essitate renewal of the worn parts
77
5 Thll clutch centre incorporates II spring shock absorber
d esigned to damp out sn atChing or chllHering as drive is taken
up. The innermost plain plate is held in position by iii large wire
ralaining clip and benealh it lias a thin diaphragm Bpring and /I
flat spring seat. It is unlikelV that these components will need to
be disturbed unless serious clutch chattar has t>een evident
6 Examine the sleeve and caged needle roller bearing in
conjunction with the clu tch drum's internal bearing surfaclI. If
there are any signs of pitting or wear in any of the fubbing
surfaces It will be necessary to renew the affected parIS. It is
unlikelv that wear will be a signi ficant prOblem during Ihe life of
the engine unit. bul it should be noted that whilst the bearing
and sleeve can be renewed se p~rately , the ou ter race is integral
with the clutch drum and thus these must be renewed as a unit
7 The clulch release mechanism takes Ihe form of a raCk and
pinion assembly conlained in the ou ter cover and aCling upon
the clu tch via a pull rod and needle roller release bearing. Again,
wear is not likelv to be a problem during normal use but the
assembly can be freed lrom the cover if necessary by pllsing off
the E-clip which secures th e pinion to the actuating shaft. The
shall can then be slid clear of the casing Check Ihe twO needle
roller bearings for wear or damage. If necessary, these can be
lapped OUI of the casing l or renewal. noting thai it is besl 10
heat the cover in very hOI water to facilitate removal. The all
seal can be levered oul of Ihe casing bore Before reassembly,
lubrica te the t>earings and seal With grease.
29 7b Withdraw shaft to free pinion from spline
29.7d Seal can be renewed il worn orclamaged
78 Chapter 1 Engine. clutch a nd gearbox

29.7e Lubricate bearings prior to reassembly

order The shafts are dismantled in the reverse order of this. See
30 Examination and renovat ion : gearbox components the eccompanying figure for an e~ploded view of the gearboo
assembly.
The gearbox comprises an input and outPUI shaft carrying 6 Check that each pinion moves freely on its shal!. bot
five pairs of gears. The input shaft pronucles from the right-hand without undue free play. Check for blueing of the shaft or thI
side of the !i/ankcase and carries the clutch assembly. Power gearbox pinions as this can indicate overheating due to inat
from the crankshaft is transmilled through the clutch to the quate lubrication. The dogs on each pinion should be checkect
main shah. the selected gear pinion transferring motion to its for damage or founded edges Such damage can lead 10 POI.
COunterpart on the output shaft. An additional pinion is litted to gear engagement and will require renewal if e)(tensi
the right-hand end of the output shaft forming the take-off point damaged Look for slgr'ls of ha irline cracks around Ihe pin
for drive to the middle gear assembly which runs in a compart - bosses aoo dogs
ment to the rear of the main gear train. The middle gear 7 Set the shaft up on V-blocks and measure the runout at tl:I
assembly is covered separately in Section 32 of this Chapter. shaft centre using a dial gauge. If Ihis e~ceecl8 0.08 m~
2 The gearbox is a substantial assembly and does nOI (0.0031 inl the shah should be renewed Check the V.
norma lly suffer much wear. Light general wear may be expected surface for scuffing. scoring or cracks_
after eldremely high mileages. but the usual causes of ac - 8 When rebuilding the gearbox shaft assemblies. check t
celerated wear or damage can invariably ba tfaced 10 misuse or all washers and circlips are filled in the correct positions
poor lubrication. Initial e~amination can be carried out with the renew any that appear weakened or benl. FOllow Ih',':~~::1
shafts intact, and should be directed al the pinion teeth illustrated in the accompanying photographic
Damaged teeth will be self-evident and will of course demand ensuring that the assembly is kepi clean and is well I
renewal of the component!s) concerned.
3 Look for signs of general wear at the points of contact
between the gear teeth_ These should normally present a
smooth. highly polished profile if in good condition. Pilling of
the hardened faces will necessitate renawal of the affected
pinions This is only likely where the machine has been used for
frequent short trips whiCh may have prevented the engine unit
reaching full operating temperature. Alternatively, neglected 011
changes aoo the resulting thinned and dirty oit can have the
same consequences. Pinions with chipped or pilled teeth must
always be renewed, there being a real danger of breakage, if re -
used In view of the risk of extensive engine damage that this
presents. do not be tempted to 'economise' at this point
4 The gearbox ball bearings should be cleaned in a high flash-
point solvent. or petrol (gasoline) if care is token to avoid the
obvious fire rislr., and then Checked for play or roughness when
the bearing is rotated. Renew al l bearings that show signs of
damage or old age, noting that a worn bearing can cause
accelerated wear of the gearbox components and may lead to
poor gear selection.
5 If the general e~amination described above has indicated a
likelihood of general wear. the gearbox shahs should be
dismantled for further examination. Always deal with one shaft
at a time 10 avoid confusion. and ensure that each component 30 5a Input shaft bearing may be removed with puller
is kept scrupulously clean The photographic sequence which
accompanies this te~1 shows the step-by -step reassembly
 •

Of by judIcious use of lyre lellers, if it proves tight Input shaft and integral 151 gear pinion

"der of this, Set

I of the g6a rOO l

2nd/J td gear ponion is filled neJo:t 3059 followed by the 5th geill pinion
 305i fit bearing to shaft end to complete assemblv

30 5k fit 4 th gear pinion. noting direction 01 selector groo~e

30.51 Slide pillin washar inlo position 30.5m .. Ihen lit 1 5t gear pinion
 Sf! Middle drive gear is fitled next 30.50 . followed by the bearing

dector groove F12l1C1g~ar pinion to LH end of output shaft .

30.55 follo ..... ed by LH bearing to comple te

 Fig. 1.18 GeerbOIl co mponents
, Output shaft '0 Output shaft 5th gear 17 Bearing half-ring 25 Input shaft IfJft-hand
2 Outpu t shaft 3rd gear pinion 18 Input shaft 4th gear beering
pinion Output shaft left- hand pinion
3
4
Thrust WBSMr
Circlip
" bearing '9 Thrust washer
20 Circlip
26
27
Oil seal·
Bearing half-ring
'2 Output shaft' Sf gear 2B Middle gear shaft
• Output shaft 4th gllar
pinion
pinion
'3 Middle drive pinion
21 Input shaft 2nd lind 3rd
gear pinion 29
left- hand bearing
Middle gUM shIft s/u'lr
•
7
Thrust washer
Output shaft 2nd glllJr
,.,.
'4 Output shah right-hand
bllllring
22 Input shah 5th ge8r
pinion 30
gee(
Middle gear shaft
pinion Input shaft 23 Thrust washer right-hand bearing
8 Thrust wasMr Input sheft right-hand 24 Circlip 3' Beering half ring
9 Circlip bearing 32 Circlip
• Fitted to XJ650 - 4KO (UK!, XJ650 G, H, LH, RJ, XJ750 RH, RJ
 Chapter 1 Engine. clutch and gearbox 83

Fig. 1.19 Gear . elect or drum

I Change drum /Jssemb/y 8 Retlfiner

2 Bearing 9 80h
3 Select(){,Clfm 10 Selec tor fork
4 Change pin - 3 off /I SelectOf {0,1<
5 Change pin 12 Selector fork
6 Screw 13 Support shah
7 Locating pin 14 Circfip

12
11

)\ ElImination and renovati on : gear selector mec hanism
...., the selector forks carefully. noting any signs 01
II-. fork ends where they engage with the groove in Ihe
;,rrroo.lt is important that the forked end is nOI bent in any
lleh-hand Oreck tile fit of the forks on the support shaft. These
llIII • light sliding fit with no appreciable free play. Any
nt j\ the bore will be greatl.,. magnified at the fo rk end.
aN-ring IrnpI"eciH gear selection.
lar shah =- 1M support shaft fOf wear or scoring. renewing it or
b.llfing damaged . Check for straightness by rolling it across a
Jar shaft sfeevtl Ite or 8 sheet of plate glass. If the shalt is even
t. it must De renewed .
• 1If shah 1M tracks in the selec tor drum in conjunction with
Id be8rlng \(14' lork pins which run in them . In practice. the tracks
MNring we~r appreciably. even over high mileages. l>ut the
lIS on the selec tor forkS may show sIgns of nallening. in
:tse!heV should be renewed to reduce play. Note that
the pins are integral WIth the lark. and thus the entire lark will
have to 00 renewed if the pins arll worn.
.. Examinll Ihll remainder of the selector components. looIIing
for wear or damage. whic h should be self-evident. Renew any
of the springs which appear weakened or are broken. Check the
selector drum pins and claw for wea r. The large locating pin is
unlikely to warran t atten tion. as is the detllnt pllmgllr assembly.
32 E:rr;a minatio n and renovation : middla gear as.embly
The middle gear assembly can be dealt with in twO sepal ate
parts. namely the driving shalt and related componen ts. and the
driven shaft aSSflmbly The driving shaft co mDliSfl5 a large
sleeva gear which slides over the shaft and is COllnacted by
splines to 8 shock absorber cam. This in lurn eng8geS a similar
spling loaded cam which is splined to the shaft itself. The left-
hand end of the shalt terminates in a heavy bevel gear.
84 Chapter 1 Engine. c lutc h and gearbox

2 Commence B)(8mi"alion by sliding the sleeve gear oH the

shall The sleeve gear is supported by a large diameter journal
ball beating al its tight -hand end, with a smalle. needle ,oller
bearing and, on some earlier models only, an oil seal on its laft
hand end. The laner can be slid oH Ihe sleeve gear end lor
further inspectiOn whilst in Ihe case of the right -hand bearing
the ci.clip whiCh retllins it must be femoved first_
3 Gille the shaft and shock absorber a close visual
e)(amination before proceeding further. It should be noted that
10 dismantle the shock absorber. to gain access 10 Its
component parts or to the bearing, requires the use of II press
or ,imilar arrangement to allow the spring 10 be compressed.
The hydraulic puller lind bearing extractor arranged as shown in
tha photographs proved successful. but it is not likely that many
owners will have this type of equipment available. It is stressed
that the assembly is under considerable pressure. so no
makeshift arrangament can be applied safely. If the job cannot
be tackled at home because of inadequate facilities. let a
Yamaha dealer undertake this stage rather than risk injury
should an inadequate compressor collapse in use.
4 Should the shock absorber cam or spring. Of the left· hand
bearing require further attention. assemble the shaft in a puller 32 .2a Sleeve gear may be slid off the shaft
arrangement. or use a press with a V-shaped top piece to
engage the spring seat. Compress the spring sufficiantly to
allow the collet halves to be displaced using a screwdriver or I
magnetic probe. Gradually release preS5(Jre on the spring. then
remove the puller or the assembly from the press.
5 Slide off the spring seat and spring. lollowed by the twO
cam pieces. These should be checked lor wear or damage Ind
renewed whare this is obvious. In prac tice it is unlikely that
these pans will wear significantly in normal use. but may
become damaged if SUbjected to abuse or if the oil in the middle
gear compartment has not been changed regularly. It Is worth
noting that the design of the crankcase means that the middle
gear comt9tments run in their own separate oil bath even though
e common filler orifice is shared wilh the main
engine/transmission supply. II is important that tha separate
middle gear drain plug is removed at every oil change to ensure
that fr!:lsh oil finds il s way to these components.
6 The bearing at the left-hand end of the shaft Is retained by
a large nut To remove this. first straighten the staked area of
the nut where It has been peened into the shaft recess. Two
Yamaha service too ls are recommended for the purposes of
removing the nut. The lirst is a he~agona l holding tool. Part
number 90890-04046 which fits into the internal he~agon of
the shaft A large bolt head clam ped in a vice will suffice as a 32 .2b Oil seal and needle-roller bearing can be removed for
substitute for this. The second tool. Part number 90890-04045. e~aminatlon

is a special deep socket which fits over the shaft to engage the
nul. A 46 mm ring spanner. a bo~ SPanner. or even en
adjustable spanner used carefully may be substituted.
7 The driven shaft assembly consists of a mating bevel gear
and shalt running in a journal ball bearing contained in a light
alloy housing. The housing and bearing are supplied as an
assembly and thus must be renewed as such. The outer end 01
the shaft carries an output flange secured by a nut and washer
and sealed wi lh an O·ring. Dismantling is confined to removir'lg
the nut and flange 10 allow (he shaft to be slid clear of the
bearing housing. When reassembling the driven shaft note that
Loctite should be applied to the flange securing nut threads and
the nut staked into position.
8 The driving shaft assembly is rebuilt by reversing the
dismantling sequence. When fitting the shock absorber dliven
cam piece it must be so positioned that the cam lobes are 90 0
from the row of oil holes in the shaft. A tolerance of ± 1 spline
(15 ° 1 Is allowed in positioning. Ensure when compressing the
shock absorber spring that the sama attantion to safety is given
as was e~8 rclsed during dismantling. Note that the nut retaining
the left· hand bearing must be staked to the shaft for security.
One final component to be checked is t he ou trigger bearing
which supports the front a~tension of the driven shaft. This is
contained between the cran kcase halves and should be
-
32.2c Note that AH bearing is retained by a circlip

e~amlned for wear in the normal way.

 12 4a Press or hydraulic puller is required 10 compress spring 32.4b. to ellow split collets to be removed

Jed for 32.5b. and then remove the spring

Rl mo~e the two cem pieces .•• 32.5d ... 10 permit e~am:nallon for wee f

- - - '
,
 32.6a Bearing is re tained on s ha ft by la rge nUl.

•
Fig. 1.20 Middle gear .ssembi.,

Driven shaft
i Drive shah
3 Be8ring half rmg
.

4 Betmng .

'~ 5 Bearing retamer

6 Bearing
7 ShIm set A
R

BOring .
9 8earing housmg
10 801/-40ff
, 1 Oil seal
12 Output flange
13 O·ring
1 Washer d ~aring
4
15 Left han
16 Nu/
17 Shim
18 Cain half
19 Cam half
20 Spring
2 1 Spring sell/If
22 COflBl 20
 Chapter 1 Engine. clutch and gearbox 87

13 Enginl rla ..embly: glnl,II

Belore reassembly of the engine/gear unit is commenced.

N Ylfio~s component parts should be cleaned thoroughly and
on , sheet of clean paper. close to the worlling area.
; Make &\Ire all traces 01 old gaskets have been removed and
1M meting surfaces are clean and undamaged. Great care
be taken when removing old gasket compound not to "
1i'!Ia-gt tho mating surface. MoSt gasket compounds can be
using a suitable solvent such as methylated spirits.
tor\t or cellulose thinner. The type of solvent required will
on the type of compound used. Gasket compound of the
ardef1ing type can be removed using a soft brass-wire
..., 01 the type used for cleaning suede shoes. A considerable
II!IO.Int 01 scrubbing can take place without fea, of harming the
1I'0Il surfaces. Some difficulty may be encountered when
Fig. 1 .21 Correct fitting of 8 tab we.her
ung to remove gaskets of the self-vulcanising type. the
01 which is becoming widespread. perticularly as cylinder
Ifld base gaskets. The gasket should be pared from the
"III surface using a scalpel or a small chisel with a finely
~. Do not. however, resort to scraping with a sharp
t unless necessary.
Gather together ell the necessary tools and have available
~n filled with cleen engine oil. Make lYre that all new
IS and oil seals are to hand. also all replacement parts
ired. Nothing is more frustrating than having to stop in the
01 • reassembly sequence because a vital gasket or
I has been O\Ierlooked. As a general rule each
ssemblV III engine component should be lubricated thoroughly as It
into positi<m.
""ke sure that the reassembly area is clean and that there
III working space. Reier to the torque and clearance Sh.,p edged cerne,
ing wherever they are given.Many of the smaller bolts are
r tiIeMed if overtightened. Always use the correct si~e
Fig . 1.22 Correct fitting of a clrclip
odffler bit lor the cross-head screws and never an ordinary
r" rver or pum;h. If the e~isting screws show evidence of
/R
., lment in the past. it is edvisable to renew them as a

sing

,.
)ewing
-
J& E'IIIknt reassembly : refitting the upper crankClISe com-

I'.act the inverted upper crankcase on a clean workbench .

.",;00 bealing shells 10 Iheir Journals ensuring that Ihe
wte correCtly in the hOlJsing ClJtouts. On all 750
IJ>d later 650 In()dels one bearing shell in each joumal
WOed with an annlJlar oil groove. The shell with this
m.JSI be litted in the lower casing in each instance. Sets
shtMs of this type will probably be provided a5 Fig. 1.23 Main bearing ehellshowing ennular groove In
"off t ilems 101 earlier models. If the starter shaft chain
r_ed. fit iI Deck into the crankcase. It i. a wise
lower shell

10 UN loctite on the Threads of tha reTaining bolts.

_ _ in _ , , , - c,."km.rr ~k.t. followed by
loti 11"'1",- "".11ch,,,,,.
ff "", 11I".r ill btllnq ,.-u.tId
to fit it $0that it runs in the original direction, using
IW;I mar1l made during removal. Fit the crankshaft oil
.ing plug to the left and right-hand ends of the
I~tv. having greased the sealing lips 01 each.
ma,n bearing shet1s with engine oil and lower the
pOSilion.
"arter kller pinion and fit the shalt and retainer
$KUling bolt using a new tab washer. Tighten the
koj m i7.2 Ibl It) 8nd bend up the locking tab to
E~ the assembled starter clutch unit in the loop
Vo chain and lay it in position in the crankcase. Fit a
• """i1O'the oilSllray nozzle. Slide the oil spray noule into
that il locates correctly. Note that the noule
'tbll.nd care must be taken to avoid damage when
1hIIt" fined. Check that the bearing and oil seel 8re
fitted correClly in Ihe bearing housing, then lubricale the starter
,'id.I, InID ptnitiDn ,hrcxJq/> rh# ~.ring hO<J,ing. Fit
.h..l, .nd
II new O-ring to /t'e groove round ,h. Iwuling, fh.n .'idtI ,,,-
8ssembly into place. guiding the shaft through the centre of the
"artel clutch. Fit the three retaining screws and tighten them
evenly and firmly using an impact driver.
3 InSlali I .... gearbc»: input shaft in its casing recess. ensuring
that the locating pin on the right-hand (clutch side) bearmg
faces towarda the crenkshah and ,ests against the crankcase
ioint face. Make sure that the locating half- ring is engaged in
the bearing and casing grooves. Fit the locating dowel in the
hole Jus t forward of the shalt right-hand bearing. using a new D-
ring. Place the driving middle gear in its casing recess, noting
Ihat the shalt should not be fitted at th is stage. Check that the
bearing location half rongs and the oil seal locating lip {where
applicable) engage correc tty in the casing grooves. Fit the driven
gear outrigger bearing inlO the casing
 •
34.1 II Fit Starter chllin guide Using loctote
•
on

34.'

;o;::~;;;;~:::':::~it. Casing recess

 .1&.: Fit oil ~nle noting locating pin and O-ring
'" 34.2d Shaft end retainar may now be installed
90 Chapter 1 Engine. clutch and gearbox
" ~:/..ia..;.
343e Check that ,ings and seal are engaged
35 Engine re8uembly : refitting the l ower cra nkcase ca m -
poneo tt
Place the lower crankcase half on the worttbench leaying
sufficient room around it to allow it 10 be inverted 8$ necessary
during assefIlblv. Slide the gear selector drum into position in
the casing W::trking hom the underside of the casing. drop the
drum locating pin into ils casing bore and secure it with the
retainer plale and boll, tightening the latter securelv. Fi t the
nounal switch, ensuring thaI the sealing washer is in g.ood
condition or new, then tighten 1he Switch using a socket or bo~
spanner. Take care 1'101 to damage the switch terminal.
2 Manoeuvre the geflrboM output shaft into the crankcase in
the reverse 01 the removal sequence, leeding the partly disman-
tl ed right hand end of the assembly down through the sump
aperture and out through the casing. Once the left-hand end has
been located properly, fit the 5th gear pinion with the se lec tor
groove outermost. followed by the bearing, whiCh Should be
litted with the sealed side innermost. Fit a new 0 ·ring to the
recess in the bearing retainer. then offer it up and retain It with
its Allen screws
3 The selector forks can be fined neKt, noting that each one
is identified by a cast-in number. each of which must face
towards the leh·hand side 01 the crankcase. The forks Bre
number 1. 2 and 3 from left to right. Position each fork in turn
and slide the support shaft through it to retain II
36 Engine reassembly: jo ining the crankcasa halves
Check thai the mating surfaces 01 each crankcase hall are
clean and dry. giving each one a linal wipe with solvent to
remove any residual grease or oiL Apply a silicone rubber
jolnling compound to the gasket faces. taking care to coat the
surface evenly and completely. Do not allow Ihe compound to
come within 2 3 mm of the main bearing shells and do nOt
apply it to the area around the central oil feed dowel. Note that
it is especially importan t to ensure that the compound is applied
around the main bearing cap bolt holes, bearing in mind the
cau tion given above. If these areas are missed there is a risk of
oil leakage between the bearing oil groove and bol t hole.
allowing loss of oil pressure and the possibi lity of cranks haft
seizu re.
2 Using an oil can filled wilh clean engine oil lubricate the
crankshaft big-end and main bearings and Ihe gearbo. bearings
find pinions Bear in mind that when the rebuilt engine is first
not lorget to fit outrigger bearing
started there will be a delay of several seconds before the 01
begins to circu late. so ca reful oiling of vulnerable areas.
essential.
3 At this stage it is invaluable to have an assistan t to heC
during the joining Operation. Check that the invened uPPl'
crankcase is securelv supponed. then ca refully lower lhe low.
casing hall into position. As the two halves meet, make SUIt
Ihat the central selector fork engages with the groove in lilt
2nd/3rd gear pinIon. If Ihis is not the case. it will be impossiblt
to close the joint fully.
4 Having chec ked the selactor fork position. Ihe cra n~ClISli
halvas can be closed. Check around I he unit to ensure that tilt
various oil seals do not become displ aced. It may prove helpt,l
\0 tap around I he crankcase to close the last few millimelresol
gap. Usa a soft-faced mallet. bu t avo id excess ive force.
S Once the crankcase halves have been closed. but before lilt
retaining bolts ere l ined, check that th e gearbo x selec ts propert,
by turning the and of Ihe selector drum by hand. It w ill be l oond
easier if the input shaft is turned to and fro to aid gn
engagement.
6 Fit the crankcase retilining bol ts. dropping each one int~
position. but do not lighten them at this staga. Note th at lilt
two bolts within the oil filter area do not have washers filted
beneath their heads. When all of the lower crankcase bolIS.1t
in place. screw them home finger tight only, then tu rn the u
over and repeat the procedure wi th the upper crankcase bottl
Note that boll number 35 retains the engine eanh cabll
(straight terminalsl and that bolt number 37 retains Ihe baiter,
earth lead (righ t-angled terminal on banery endl W hen all 39
bol ts are lined. commence linal tightening staning WI th tht
lower crankcase bolts
7 The bol ts are l ightened in numerical sequence. each boll
belOg identified by a number cast in to the crankcase near III
head. 60lts 1 to 10 (main bearing bol ts! end also Dolts 33 arol
34 on the upper crankcase are 8 mm , the rem ainder being 6
mm. Tighten each one evenly and smoothly to the torque figult
shown below.
Crankca15e bolt tightening torque
All 8 mm bolts 2.4 kg f m (17.5 Ibf It I
All 6 mm bolts 1 2 kg f m (8 7 Ibl h i
8 When el l of the boilS are tightened, chec k th at tl\r
crankshaft is free to rota te. rememberi ng to support lhe
camshaft chain to prevent it from becom ing jammed around the
crankShaft sprocket. Anv undue st iffness or tight spo ts indica tn
that something is wrong, and the crankcase should be parted to
rectify the problem be fore proceeding lurther.
 35.2b Fit the 5th gear pinion as shown

k fore Ihe
j'e areas "

Istant to help
rerted uppef
wer the low e.
e t. make su re
groove in the
be impossible

he crankcue
msu.e that the
~ prove helpful
I mi\1imel res of
e force_
. bUI before the
J(!lec ts prope. 1y
It will be found
TO to aid ge81

I each one inlo

I. Note that the
J -Nashe rs fitted
"kcase bolts art
len lurn Ihe uM
crankcase bolta.
Ina earlh cable
tains the ball'"
ldJ. When all 3t
narting "",Ih IhI

\Jence. each bol

-ankcase neal I
also bolts 33 and
tma inder beinQ •
I Ihe lorque figure

17 .5 \bl It)
8_7 Ibf Itl
•
c heck that tf'II
9 10 support tf'II
ammed around 1M
oght spots Ind k al"
should be parteO lO
~
353tl
.........,........~~--
noting indentitica,ion marks Isee te_l!

"
 36_3 Assemble crankcase halves. checking that the seleclQl'
forks engage correctly

Earth leads ere attached to crankcase as shown

 Chapter 1 Engine. clutch and gearbox 93

sleeve gear. ensuring that the bearing and shim seat fully. Fit
17 Engine re anembty : refitting the oil pump. pump drive the bearing retainer plates followed by new Tol'K ICrevn. The
eompon.nts and su mp latter should be tightened firmly. using a torque wrench if
possible to 58t them at 2.5 kgl m (18Ibfh). Once secured, use
a centre punch to stake the screws into the retainer
II the engine unit has been stripped and overhauled it is a
precaution to check the condition of the oil pump prior to indentat ions.
illStallalion. Further details 01 this will be found in Chapter 2. 2 The driven shaft can be installed next. using the original
Ftt. new a ring to the outlet port of the pump to ensure a semi-circular shims between the beafing housing and
connection between it and the cronkcase. Place the oil crankcase. Make sure that no dirt is trapped between the
crankcase, shims or bearing housing. Clean the retaining bolt
drive chain over the end of the gearboK input shah. lind
threads and apply loctite before tightening them evenly to 2.5
tile Joop of chain through to the sump area Offer up the
placing the chain around the pump sprocket. Fit the kgl m (18 Ibl h). IMPORTANT NOTE : Refer to Section 39
shroud around tha underside of the sprockel. lining up the before proceeding further with the rebuild. Also, make
absolutely certain at this stage that the half·moon shaped
ing holes with those of the pump mounting lugs. Fit the
rubber IllIet is fitted to the cutout in the caslrlg on the front
tiIoIIldered Allen bolts through the Shroud and pump lind
llmaining plain Allen bolt to the third pump mounting point. lower wall of the bevel gear compartment. It must be noted that
the boilS firmly. if possible using a torque wrench to if this part is omitted the bevel gears will not receive lull
them to 1.0 kgl m 17.2 fbf It). lubrication and may be destroyed
Slicje the plain thrust washer fully home on the gearbox
11'1811 Fit the pump drive sprocket over the shall. without
clor
cerr'II sleeve. and loop the pump chllin aroond i, Once the
IS in place slide the centre steeve into position between
IiIIlt aoo sprocket
M e sure that the gasket faces of the sump and cr('nkcase
Iif'I and dty. then place a new gasket in position on the
se lace. Offer up the sump and drop the retaining
mto place. noting that the rea,most screw on the left-
:d side and the screw next to that each retain a wiring guide
T9hten the screws evenly and lirmly. If possible. use a
wrench 10 secure them to 1.0 kgl m 17.2 Ibf It!. If the oil
.,td! was removed lor any reason. check that its O-ring
gcod condition and then refit it. tightening the retaining
filmly. It is a sound precaution to use loctite on the

k that the driving shaft assembly is complete. On no

1 om,t the shim which con trols its position in the
we. Slide the assembly home through the centre of the 37 1 Use a new O-ring at pump Outlet

-- -- ~-
38 1a Slide driving sl1ah into position

38.28 Assemble depth on output shalt

382b Fit shaft. using Locktite on retaining screws

 Chapter 1 Engine. clutch and gearbox
11 ElIglnfl reassembly : middle gea r backlash - checking
lllildj\lstment
The middle gear assembly is set up by the manufacturer to
the co rrect amoun t of backlash be tween Ihe two bevel
This selting is con trolled by shimming the two shafts
'he two gears run in correct alignment and their teeth
" the COfrect depth. During flOrmal use this selling can
~ .. ded as fixed, and rou tine checking and adjustment is
rlKeuary . Engine overhaul. however. means Ihat (he
Y1 components have been disturbed and must be checked
nstallation.
llIOIIfI of the middle gear components have been disturbed
Iy be necessary to measure Ihe amount of backlash in
. r Irain as described below. If. however. the crankcase.
gears or Ihe bearing housing havo been renewed il will
t ntceuary to set up the position 01 the driving gear and
Hthis is lhe case. refer to SeClion 40 before proceeding
r.heck. Ihe gear backlash a dial gauge and stand will bll
lid. Yamaha also prescribe the use of a special holding
wnich locks Ihe driving shaft in position. but with some
01 eare the need for this can be avoided. The fi_ture can
ned through Yamaha dealers as a Middle drive pinion
p,., number 90890·04051 11 required. a dial gauge
obtained from the same SOurce as ParI number
..(l3097. It should be noted that thi s Check can be made
engine unit in the frame after removing the near left
cover and pulling back Ihe output flange gaiter.
the holding 1001. where available. SO that the IWO
each side of the driven shaft. Secure it 10 the casing
Ti'oI two li~ing holes provided. then tighten the centre bolt
the drr..ing gear. It should be noted tha i firm hand
on the bolt should prove adequate. In the absence of
1001 ask an aSSistant t1) place a piece of steel strip
!he caslflg and one pair of the driving gear teeth. This
_ Ir.e gear to be immobilised during the measuring
~ Using the equation given earlier, A
141 tile dial gauge. using e ,Ulnd to posi tion the probe
19inst the edge of the flange in line with one of the bolt
fla"'98 should be moved gently back and forth
tl'lll extremes of i ts free movemen t Note the reading
~~~ which, all being well, will be within the limits for
IPfII'backlash which is 0.1 - 0.2 mm (0.004 0,008 in).
!he meas~rement on the Ihree remaining flange lobes.
reading on each occasion 11 lhe backlash e~ceeds
figure It will be necessary to adjust the posi tion of the
bearing housing bv reshimming. This requires clear
to !he rur of the cra nkcase and Ihus should be done
tflgllte unit removed or with the swinging arm/drive
Iv detached.
:cIft the four boilS wh ich secure the driven shaft
to the crankcase. Tap around the housing until
lit P\lUed just clear of the cran kcase and remove the
heceuary. slacken the cran kcase holding boll on each
housing to ease removal. The housing should be
t 1" leave a gap of about 2 mm (0.08 in) between the
. 1'Id the flanged face of the housing Fit IWO of Ihe
I\ol.$ing bolts spaced 180 " apart and screw them home
1IrI just looch the housing.
tl'llldial ijauge arrangement to check backlash, slowly
oolts inwards a fflction at a time until the gauge
01 mm 10.008 in). Measure the clearance bel ween
~"."'~ and housing using fee ler gauges. the clea rance
ijl~ifl\l the shim thickness required Shims are
on 0.05 mm increments Irom 0. 1 mm to 0.5 mm.
~'..."'?"" the bearing housing. having fitted the ap
shims. Note tha t loctite should be used on Ihe
boilS Re-check the bocklash as described in
3 to 5. making sure that the backlash is now within
95
40 Engine reassembly: checking and shimming the middle
drive shaft
If in the course of overhaul il has been necessary to renew
the crankcase. the middle driving Of driven gears or the driven
gear bearing housing it will be necessary to set up the position
of Ihe driving shaft in the crankcase from scratch. The shaft is
positiOned by shims between the bevel gear and the bearing
and serves to place the bevel teeth in the correCI positiOn in
rela tion to the driven gear. To select the required shim thickness
it is necessary to make Ihe following calculation, based on the
formula A c - a b.
2 The various leners shown in the equation represen t the
values shown below:
A is the thickness of shim required.
a represents II number which will be found etChed on the
end of the driving bevel gear. This is usuallv II decimal figure
and is prefi~ed to indicate whether it is to be added to or
subtra cted from a nominal value of 43.0 Thus, if the mllrked
number were ' -+- 03' or · 05' the resulting value of a would be
43.03 or 42.95 respectivelv
b indicates the bearing thickness. This is ta ken 10 be a
constant of 16.94 mm.
c is a value etched on Ihe rear of Ihe crankcase near the
main bearing selecllon numbers There are three sets of
numerals grouped together, those required being the bottom
line . Again, I his will be a decimal figure to be added to the
normal sile of 60.00. As an e~ample. if Ihe numbers etched on
Ihe crankcase were 48. the l otal value of c would be 60.48
3 To work Ihrough a hypothetical case. the follow ing values
are assumed
A shim size
a 4303
b 16.94
c 60.48
60.48 43.03 - 16.9 4
0.51.
4 Shims are available in the following sizes:
015 mm
0.20 mm
0 .30 mm
0.40 mm
050mm
It will be noted that, given the shim sizes available. it is not
possib le to match the ac tual clearance preciselv. To ov ercome
this problem it will be necessary to round off the last digi t as
follows
Last digil Round off to
O. 1. 2 o
3.4,5.6.7 5
e. 9 10
In the e~ampte shown in paragraph 3. the shim size
required will be 0.5 mm. To fit the shim. it win be necessary to
remove the driving shaft and to release the beari ng as described
in Section 32.6 Once the sha ft has been shimmed and fitted.
set the bevel gear mesh depth (backlash) as described in
Section 39
41 Engine reassemblv : refitting th e c lutch
Note the position of the driving tangs on the oil pump
socket and the corresponding slot s in the clu tch outer drum. It
is important to ensure that these align when the ClutCh drum is
9. Chapter 1 Engine. clutch and gearbox
fitted to avoid damage to the pump drive sprocket. Offer up the
clUICh drum without the caged needle roller bearing or inner
sleeve. Manoeuvre it into position, holding it there while the
bearing and then the sleeve a.e slid into place. Fit the large plain
thrust plate with its grooved lace outwards.
2 Slide the clutch centre into position and fit a new lock
washer and tha retaining nut. Lock the gearbox Input shaft by
the same method as was used during removal, end tighten the
nut to 72 kgf m (520 Ibl II). Bend up the tab washer against
one of the flats 01 the nut to secure it. InStall the clutCh ptain
and friction plates, starting and finishing with a friction plate
and building them up alternately.
3 Fit the clutch release bearing over the end of the mush-
room-headed pull rod. followed bV the plain thrust washer. The
assembly should Ihen be litted through the clutCh pressure
plate Irom the inside. Offer up the pressure plate, noting that
the embossed dot on its outer edge must correspond with a
simi!al dot on the clutch centre Fit the clutch springs and
41 1b Offer up the oil pump drive sprocket and engage in chain
loop
retaining bolts, tightllning the latter evenly in a diaQOl\l
sequence to 1.0 kgl m (72 Ib! It).
4 Assemble the clutch release shaft on the insidll of the oot.
cover. if this was removed during overhaul. The pull rod shoult
be arranged so that it matches up with the release mechani$rr
pinion when the cover is fitted. To this end. position the rad
portion of the rod SO that it laces towards the rear 01 the UI'
and downwards. approximately 45 0 from hori~ontal.
5 If the e~ternal clutch operating arm is already in piece II
the shaft. turn il until il lies parallel to the gasket face. Offer
the clutch cover. using a new gasket and allow the arm ...
shaft to turn back as it engages the pull rod. Fit and tighten ~
cover securing screws. If the external arm has yet to be fin~
note that It has an alignment dot which should coincide with "'~
inde~ mark on Ihe cover when free play in the releim
mechanism has just been taken up. Check that the 81m ~
correctly aligned and that the e~ternal spring (where litted);5
place, then lit the retaining E-cllp.
41 1 a Large plain washer is fitted against bearing
41 1 c .. then slide bush into $plocket centre
-
diagonal

the outer
od should
tchanism
the rack
Ilhe unit

place 01'1
. Offer up
arm and
Ighten Iht
! be fitt ed
Ie with the
Ie release

41.1 e Slide the needle roller bearing and sleelle into place
41.2d Build up the clutch plain and ...

,
" •
41.3b Note inde. mar\(s on clutch centre and pressure plate
 99

I
-.J

32

. .1. 24 Clutch
Fig
.. . lion pfele - 8 off 10 WtlSher - ; off 18 Bush 27 Thrust washer
I rrIC 7 off
2 Pf,in pltlle - II Bolt - 50 19 Release flICk. 28 Clutch drum
• IIrm
Iftlr ~Bring
3 Lock wlJsher 12 Op6f1l11ng 20 Washer
29 Sleeve
4 Nut 13 E-cfip haft 21 E-c/ip .. 9 clip
30 Needle (0
5 Pressure pltll8 14 Refeese 5 ,)(.)750 22 Wire rettlmm 31 Splicer her
6 Pull rod 23 PI~inh~~8g'~ spring 32 Thrust W8~J750 (UK)
• • - til/Clip
15 Spflng d XJ750 J
7 RelellSe bUfmg (UK) an 24 DIIlP 33 Sprmg - OJ
8 Thrust wash"r 16 Wttsher 25 Spring seat Bnd XJ75
9 S,xing - 5 off '7 Oil Stlal 26 Clutch centre
100 Chapter 1 Engine. clutc h a nd ge a rbox

1 Selector lIrm assembly 5

2 Return spring
3 Stopper IJfm
4 Spring
5 Ctlnm,liser llrm
6 Centraliser spring
7 Circlip
8 Collar - XJ650 J only
9 Washer
ID Anchor pin
11 Oil SBll!
12 Geafchangft If!Jver
13 Rubber
14 Pinch bolt

Fi g. 1.2 5 Gear selector m echanism - XJ 6 50 G, H, LH end J

42 Engin e r . . ..e mbl y : r.fitting th e g aar selec t o r

m echanis m lihd left-hand cover

Fit tha selector arm and stopper assembly into tha casing
recess . lifting the selector arm claw and the stopper arm roller
into posi tion over Ihe selector drum end. Fit the centraliser arm
in its bora to the rBIIf of tha casing. ensuring thaI Iha springs
ends lit each side of the locating pin. Note thaI gear teeth of the
selector arm and centraliser arm must mesh symelrically.
Temporarily relit the gearchange pedal or linkage and check
gear selection before p1'o<:&e<iing further. Engagement will be
facilita t&d by rocking the output flange to and fro .
2 If they were remov&d for any reason. refit the two breather
castings to the inside of tha outer covar. using new gaskets.
Make a final check to ensure that the rubber fillet which
completes the middle gear casing is in positiOf\ and properly
located. Offer up and tit the left-hand cover using a new gasket.
Note that a wiring guide for the igni tion coil/pickup leads fits
between the cover and the crankcase and is retained by the
lower front casing screw.

42.1b Note return spring end and detent roller

 101

fig . 1.26 Gear s elector mechanism - XJ750 J

, SeltlCtor 81m tlssemb/y 12 800'

,."
2 Return spring 13 Rubber
Pinch bolt
3 Stopper arm
"
r
14 4 Spring 15 Change link
5 Cent,.liser .,m Adjuste, rod
assembly Adjuste,rod
• Centralise, spring
7 E-clip
'8
'9
Adjustaf barrel
Locknut - 2 off
8 Colfa, 20 Locknut - 2 off
I 9 Washer Boot
2'
10 Anchor pin 22 Washer
GI!archllngtJ .,m

Q 2 Note wirillg guide secured by cover screw

" 23 E-chp

@
•

1
102 Chapter 1 Engine. clutch and gearbox

I Selector fum assembly

2 Return spI'fng
3 Stopp&r ,,,m
4 Return spring
5 Centraliser arm assemblr
6 Cenlrllllser spring
7 E-clip
8 CoIlsf - XJ750 (UK) onIr
9 Washer
10 Locating pin

" Oil slJIll

12 Geafchlmga/ever
13 8001
9 14 Rubber
15 Pinch bolt
16 Pivot shah

"
18
19
eire/ip
W8shIJr
Gearchlmge link
20 Washer
21 E-clip
22 Adjuster
23 Locknut
24 Locknut

~
1 25 Boo/

16 1'-
12 ~r 14

21
Fig. 1.27 Gear .elector mechanism - XJ650 and 750(UKI and XJ650 RJ, XJ750 RH and RJ

be taken to avoid damage to the O-ring during inslalliliDn

43 Engine reassembly : Installing the alternator
Fit the alternator rotor to the projecting end of the starter
shah and insert Ihe relaining boll. lock the shaft by whatever
method was employed during removal, then tighten the
retaining bolt to 5.5 kg! m (39.8 Ib! tt). Place the slator
assembly in the alternator cover, ensuring thai the wiring and
grommel Iii inlo the slot in the cover. A thin lilm of RTV jointing
compound at this point will ensure a good seal and prevent the
ingress 01 water. Offer up the assembly. making sure that the
retaining screws can pass through. the grooves in the stator
edge and into Ihe crankcase. A new gasket should be used
unless the old item is in obviously serviceable condition. Fit the
retaining screws and tighten them evenly and securely. II a
square driY1J Allen key is available, lorque to 1.0 kgl m 17.21bf
IH.
44 Engine rea ssembly : refitting the starter motor
Arrenge the alternator OUIPUt leads &0 that they run behind
and parallel to the starter shaft housing, then through 90° &0
that they will pass below the nose of the starter motor to ellit
near the centre 01 the crankcase. Check the condition of the 0 -
ring which seals the starter molor to the crankcase. care must
il is advisable to smear It with grease to ease fitting. fiI
motor and drop the retaining boilS into pasilian. The
shouk! be tightened to 1.2 kg! m (8 .7 Ib! ft).
45 Engine rea5lembty : refitting the tgnition pidLup
neutral switCh lead
Filthe ignition stator Into ils recess at the le!t-.h&Od
the crankshaft, taking care not 10 damage the timing pointer
and tighten Ihe two retaining screws. The ig
reluctor/ timing plale is installed ne.t. It wilt be nol~
localion pin in the crankshaft end shouk! engage in I
responding Slol in the reluctor. Fit and tighten the
retaining bolt.
2 Check Ihal the pickup wiring grommet is properly Ie
its casing slot. To ensure a sound waterproof joint.
grommet edges with an RTV Jointing compound. Roolt
output leads down, passing them behind the wiring guide
is secured by the gear change cover forward screw then
parallel to the sump gasket face. Fit the neutral switch I
to the swit ch unit near to Ihe wiring clamp. No" m.
ignition pickup inspection coyer should be left off II1"II11
camshaft and ignition timing has been checked.
 Chapter 1 Engine. clutch and gearbox 103

sembly

assembly

"
(UK) only

Ul l PlaCi alternator rotor over taperad end of starter shaft ..•

"

45.2 Recooneci neutral switch lead

Installation. and
e filting. Fit tn.
lilion. The bolts

46 Engine reassemb ly: refitting the piston s end cvlinder
Ion pickup and ""
Before starting Ihis slage of reassembly it should be noted
tIIlt it will be necessary to .menge the cam chain so that It
, leh -haod end of s through its tunnel as the cylinder block is lowered into
~ming pointer. Fit l'O$I1ion This is simple enough il an assistanl is available. bUI if
J. The ignition till job is to be tackled unaided it is best to arrange some stiff
be noted that I attactwd to the chain so that it can be pulled up through
'"gage in a cor- till eMin tunnel. A magnetic probe can also be used to pull the
Ihten the c::entrat J~to pOsition Another alternative is to wait umil the rear
guide Is in place. The chain can be pulled stralghl and
p!"operlv seated In over the top of the guide where it can be secured with
If joint. smear lhe rubber band. Whichever method is empioved be sure that Ihe
}Gund. Route the ~III ~ not bunched and jammed against the crankshaft and
viring guide whlc/1 ~ hat nOI come off lis sprocket.
I screw then bad Pad tile crankcase mOUthS with clean fag to prevent lhe
-al switch termi nal 19"'" of foreign mailer during piston and cylinder barrel
~p. Note that the nl It is only too easy to drop a circlip while ills bemg
3 Fit the piston rings in their correct relative positions. taking
great care to avoid breakage. With a lillie practice the ring ends
can be eased apart with the thumbs and too ring lowered into
position Alternativelv. a piston ring ellpander can be used. This
Is a plier like tool that does much the same thing as described
above. One of the salest (and cheapestl methods Is to use three
thin steel strips such as old feeler gauges to ease the ring inlo
place. Arrange the various ring end gaps as shown in the
accompanying fjgure.
4 Fit the pistons onto their original connecting rods. with the
arrow embossed on each piston crown facing forwards, If the
gudgeon pins ale a tighl fit in the piston bosses. walm each
piston first to expand the metal. 00 not forget 10 lubricate the
gudgeon pin, small end eve and the piston bosses before
leassembly.
5 Use new circl ips. never reo use old circlips. Check that each
Circhp has locatod conectlv in lIS groove. A displaced circlip will
cause severe engme damage. Note that the circlips should be
fittod with Ihe gap lacing down towardS the piston skirt.

....
left off until the .ned inlO the piston boss. which wit! necessitate II further
SOwn for its retlieval
6 Check that the mating surfaces of the cylinder block and
crankcase are clean and free from oil or pieces of broken gasket.
104 Chapt er 1 Engine. c lutch and gearbox
then li t a Cylinder base gasket. Fit the two large diameter
dowels OVIII the right-hand holding studs and push them firmly
home into their recesses. Fit two new O -rings around the
dowels. Place the lfT1aller locoting dowel in its recess around
the rear lelt-hand stud Of in the corresponding hole in the
cylinder base. If the camshaft chain IIIBr guide is not already in
place it should be litted at this stage. Place thalawar end of the
guide In its recess then lit the retaining bolt and lock nUl.
Slacken the locknut fully and screw the bolt home until it S8ats
against the end 01 the guide. Back off the bolt by l of II torn and.
holding it In Ihis position. secure Ihe locknut.
7 Rotate the engine 80 that cylinders No 2 and J IIrll at TDC.
Refitting 01 the cylinder block can be facilitated by the use of a
piston ring clamp placed on each piston. This is by no means
essential because Ihe cylinder bore spigots have a good lead-in
and the rings mey therefore be hand fed Into the bores
Whicheller method is adopted. an assistant should be available
to guide the pistons.
46.4a Arrow on piston crown must face forward
B Position a new sealing ring arouncj each cylinder ben
Spi901 and lubricate the bores thoroughly with clean engine Oi
Carefully slide the cVlinder block down the holding down $1
until Ihe pistons enter the cylinder bores: keeping the pislOlll
SQuare to the bores ease the block down until the piston cia
are displaced. Lower the cyhnder block slightly furlhllf
remove the piston ring clamps (where used) Rotate
crankshaft slightly until the two outer pis tons (' and (
approach their respectille bores. These should De filled
described abolle, Remove the piston ring damps and the I1IJ
padding from the crankcase mouths and push the cylinder
down 0.110 the base gasket.
9 Once all four pistons are secu.ely in poSition, slide
cvlinder block firmly onto the cylinder base gasket, Chect
the cam chain is secured by pa$Sing a bar throu~
protruding loop. resting the ends across tile gasket lace. Fit
single cylinder retaining nut at Ihe centre front of the
block and lighten it to 2.0 kg! m (145 Ib It).
t bore
n& 011.
studs
~stons
ramps
rand
II! the
nd
~"
4'
" rag
block

Ie the
k that
f1 the
:illhe
indor

456d aod adlust (see loxt)

46.8c Lower cylinder block. feeding pistons into each bora

106 Chapter 1 Engine. clutch and gearbox

also l iued on YICS models, bur Ihese should be tighter«

47 Engine r8eSlembly refitting the cylinder head securely.
Note: Two out of the twelve washers fitted underneath tl
cylinder hoad cap nUIS are copper sealirlg washers, and ..
Beloro Ihe cvlinder head can be relitted the valves, springs
placed on the e.tremo right hand side of the head. These mull
and cam followers must be replaced by reversing the
be renewed and should never be omitted because Iheir pufJX*
dismantling procedure. Place II new valve guide seal onlO each
is to seal Ihe bores of the cylinder head stud holes, which.
guide lOp. lubricate lhe valve sIems thoroughly. When fitting
aCI as oilways.
the springs rio 001 omit the lower seating washer. Note that
each spring has variable pitch coilS. The springs must be fitted
so that the more widely spaced coils are at the top. Ahar filting
the valve collels and releasing the spring compressor strike
smartly the top of each valve stem with II hammer. This w ill
ensure that Ihe coliets are seated correctlv_ lubricate the cam
followers lind ins tall them, ensuring JMI each is returned to its
original 10Clltion. Fit also the adjuster pads in their original
locations. .
2 Fit a new cylinder head gasket tolhe lOp 01 Ihe cylinder and
cheCk thai the twO locating dowals are in position around the
right-hand oule. holding studs and that new 0 rings ale filled
around them and a,ound the VICS passages Iwhere applicable).
Fit the th,rd Ioc::ating dowel 10 the lefl-hand rear holding Slud.
On late. XJ650 and all XJ750 models a fourth dowel is filled
to the front holding stud bel ween cylinders 3 and 4 Fil the cam
chain tunnel seal with Its locating tabs fa cing downwards to
engage with the head gasket
3 Before the cylinder head is filled it is advisable to Check
that the timing pointer is correctly positioned to Indicate tOP
dead centre (TOC) on cylinder No 1. Set up a dial gauge lind
stand so Ihat Ihe tip of the gauge will bear upon the piston
crown at TOC . Using the flats provided on the timing plate. rock
the crankshaft to lind fro until top delld centre has been found.
Check thllt the T mark on the timing plate coincides with the
Ii.ad pointe', .nd if necessary slllcken its .elaining screw and
se t il correctly. It should be noted that this setting should not
normally have moved. but that the pointer Is easily knocked or
bent during overhaul
4 Lower the cylinder head into position over the hold,ng down
studs. ensuring that it .locates over the dowels. lightly oil the
threads. then fit the cylinder head cap nuts and washers finger
,
lighl The nuts should be tightened in the sequence shown in
the accompanying illlJstralion, first to half the torque va llJe. lind Fig . 1.2B Valve 8sS81T)bly
Ihen to the full torquo vallJo. This wil l ensure that the head is
pulled down evenly w ith no riSk 01 distortion. The final torque , Inlet volve 6 Inner spring
figure is 3.2 kgf m 1231 Ibf ft). Fit the plain nuts to the. 2 Ellhllust volve 7 Cap
downward facing stu,ds at the cylinder head/block Joint at the 3 Dilsool 8 Splir collets
front and rear of the cylinder block. The 8mm (thread size) nuts 4 Spring sellt 9 Com lal/awfus
filled to all models should be tightened 10 2.0 kgfm t 14.51bf It); 5 Outer spring 10 Adjus(menr pad
no selling is specif,ed for the 6mm {thread sizel nuts which a.e

47.2a PlaCe the cylinder head gasket over the studs 47.2b Fit dowels !lnd new O-rings
 •

iJhtened

ath the
and are
58 must
')urpose
leh also

--. H.2e 00 not forget camshaft chain tunnel seal 47.4a Lower cylinder head Into place ...

Fig. 1.30 Cylinder head tightening sequenu - non VICS

Fig 1.29 Install valve springs with the closer wound models
coils towards the head of the valve
Note: Copper sealing washeTs should be filfed benea/h nulS
where oil ways are located.
10S Chapter 1 Engine. clutch and gearbox

thaC' mark on tn lir ,ing plate w,th the fi.ed point!!'r

48 Engine reassembly: refitting the camshafts and ..tting preparation lor cam chain tensioning
the valve timing
Menual chein tansionOf'
1 Fit each of the cam followers and shims in the Ofdar in
9 Slacken Ihe tensionar locknut and bolt and ,om"",,, oj
tensioner spring by pushing the plunger into the -,--' , '"
whiCh they were removed. II should be noted that It wit! be
the bolt fO hold it in Ihis position, then offer up ,
necessary to check and adjust the valve clearances after the
assembly, with a new gasket, and secure it with r
camshafts have been instaliEld because these will have been
bolts. Tighten the bolts to 10 kgf m 17.2 Ibf ft), U"'~"'.,~
IIltered if the valves heve been relaced. ground or renewed. It is,
tensioner holding bolt until a click is heard, indicating
however- Imporlant that each lollower is fin&d in Ihe bore from
plunger has extended and has taken up the chain slack,
which it was removed. To this end, note the merllfngs made
during removal If this precaution is not observed, slight
"",01
the holding bolt to 0.6 kgf m 14.3 Ibl ftl and se<:uro ", •
discrepancies between the various part-worn components mllY
Automatic chain tensioner
result in rapid wear.
10 Remove thll lind plug from the tensioner body to rolease
2 Fit the cam chain guide at the front of the tunnel. making
spring pressure on tho tensioner plunger. Release the I
sure that the lower end !lngages in its holding recess. The
tensioner blade al the rear of the tunnel should already be In cam pawl by pushing it with a finger lind push the ':",::':~~:::~
the borry. Fit the assembly. with a new gasket. n,
position as described in Section 4p Using the square head
li.ing bolts to 1.0 kgl m (7.2 Ibl It). Refit the
provided on the timing plale. rotate the crankshaft anti
plug. tightening the latter to \.5 kgf m 11 I
clockwise until Ihe T mark aligns wilh the fi~ed pginter Hold
adjust the tensioner to the correct poSition
the cam chain reasonably taut while the crankshaft is being
subsequent retraction being prevented
lurned This will prevent it from bunching and jamming around
arrangement
the crankshaft sprocket
11 Rotate the crankshaft by at least one full turn. b~i~''',~
3 Lubricate the camshaft bearing surfaces in the cylinder
T mark back into alignment with the lixed pointer
head and caps wilh engine oil Place the front (e~haust
the dots on the camshafts align with the raised
camshaft) sprocket inside the chain loop. then feed the a.haust
cam through tha sprocket and rest it loosely in pgsilion. Note adjacent bearing caps. If this is not the CUll it .:::!:~'::~~
to rapest tnll operation from paragraph 6 (
the timing mark stamped on the camshaft: this should laca
ahgnment 01 the timing marks has been ct}ll<:kad
upwards to set the camshaft roughly in the correct poSition
crant..shaft to allow the remaining camshaft sprocket Ix""'~
Repeat the abova process to iiI the inlet (rearl camShaft and
f,nad tightening all four to 2.0 kgl m 114.51bf It),
sprocket.
valva clearances must now be checked and adjusted
4 Placa tha camshaft caps in their COffect relative positions.
the sequence described in Routine Maintenance
noling tlllat each one is coded T (inlet) or 'E" (exhaust) and is
numbered from 1 (left·hand side) to 3 Irighl·hand sida) 00 nOI
omit to lit the locating dowels where ne<:essary. Drop the bolts
into position and locate them by screwing them in by one or
two thraads.
5 Tighten the cap bolts evenly and progressively. turning each
one by about one II.lrn. The object is to ensure that the camshaft
and caps are drawn down evenly and squarely. It should be
noted that as tightening progresses, one or more of the valves
will be opened and this will tend to make the assembly pull
down lit an angle unless the above procedure is followed.
Tighten all boilS to 0.5 kgf m 13,6 Ibf ft) initillily. then go over
them agllin to bring them to the final torque figure of 1.0 kg! m
17.2 Ibf It).
6 Once the camshalt caps are fully tightened. make any final
adjuSlment necessary to align the camshaft timing dot with the Fig 1.31 Camsheft cap location.
fixad index mllrk on cap No 2 Spanner IIlIts lire provided on the
camshafts for thiS purpose, but note tne following warning
before moving them. Important notll : When turning the
camshafts. tllke great care to avoid levering IIgainst the cylinder
head casting it is easily damaged. NOle also that If moved
excessively. a valve head may conlact a piston and can lead to
a bent valve stem "in any doubt stop rOlation until you Bre
sure that no undue resistance is evident.
7 Onca the camshafts are aligned correctly. move each
sprockllt in relation 10 lhe chain until the bolt holes align with
the camshaft flanges, This can be done by lifting the Chain end
working one link at a time around the sprocket teeth, The nlXt
51agll is vital in ensuring correct valve timing. end should be
followed meticulously
8 Gently pull Ihe front run of chain to remove all slack
belween the e.haust cam sprOCket and the crankshaft sprocket.
GrllSp both sprockets lind lift them onto the locating shoulders.
keeping the chllin taut as described above. Move tha sprockets
slightly to align Ihe bol t holes. then fit one bolt to each to retain
it It should be noted that the bolls have specially hardened
shoulders and should not be replaced with IIny other type of
bolt The bolts should be fitted finger tight only al this stllgo. lift
the top run of the chain slightly and insert the centre chllin
guide in its recess. The crankshalt should now be turned to align
pointer In

1press the
Iv TIghten
tensioner
twO fixing
ISCrew the
Ig thaI 1M
:k Tightan
IS locknut.

'eloasa Iha
he locking
sioner inlo
tighten the
,g and end
spring wi 48.2b Set crankshaft to align T mark
IItically. Its
the ca m

ringing the
Check Ihat
7""s on tha-
t neeessatv
,rds Onee
rotate t
boils 10 be
)10 that the
i following

L
I
110 Chapter 1 Engine. clutch and gearbox
49 Engine reassembly : refitting the cylinder heed CO\l8r
Check that the maling surfaces of the cvlinder head and
COlier are clean ilnd dry. then lit II new gasket in position. The
type used is dependant on the model. Non vies models employ
a plein gasket in conjunction with separate half moon shaped
seals whiCh blank off the Cui-outs 8t the righi-hand end of the
cylinder head. Where these af. supplied it is sound practice to
locale them with the aid of 11 fine film 01 RTV sealant, after
which the gasket can be fitted.
2 vies models use a moulded symhalie rubber gasket in
which the half-moon seals are integral. It follows that
insta llation is simplifi ed, Ihe seals being positively located by
the gasket. In either case, once the gasket is in place. lower the
cylinder head cover into position and fit the 20 (early models) Of
12 (I,ne models) retaining bolts_ These should be tightened
evenly and prOgressively to 1.0 kgf m (7.2 Ibf It).
50 Engine reassembly : refitting the englne/geerboll unit
Refitting the engine unit is a relatively straightforward
operation. but the unifs considerable bulk and weight must b.
bome In mind. It is not feasible to install the unit unaided
because it will De necessary to maflOeuvre the crankcase
mounting points into position. an operation which will require at
least two pairs of hands. It was found in practice that two
reasonably strong persons could just manage the refilting
OPeration between them if the lifting phase was taken in stages.
2 Make sure Ihat the Brea around the machine Is clear. end
that all cables and leads ere lodged in a position which will fIOt
Impede the engine fitting operation. Arrange the engine unit on
a wooden crate or blocks on the right-hand side of the frame.
Find a position where both persons can lift the unit safely. then
place i t halfway into the frame cradle. One person shOUld steady
the unit whilst the other moves round to the left-hand side. The
engir"lll can now be maflOeuvred into its final position.
3 Assemble the Iront engine mounting plates and the sil(
retaining bolts and nuts. fitting the latter finger tight at this
stage to allow a degree of manoeuvring room where necessary.
Check that the driveshaft coupling flange faces are in approx-
ima te alignment before proceeding further. Fit the lower front
mounting bolts (2 off) and nuts. egein finger light. Assemble the
large rear mounting bolts together with the footrest plates
(where appropriate) or insert the single long through-bolt. Once
all are in position. the mounting bolts can be tightened to "-
torque figure s shown below.
Engine mounting bolt torque lenin9S
8 mm (front mounting plate. 4 offl 2.0 kgf m (14.51bt
10 mm (front upper and lower) 42 kgf m (30.4lbfftl
12 mm (rear mounting) 7_0 kgf m (50.6 Ibl tt)
4 Turn the rear wheel until the marks on the edges of lit
driveshaft flange and middle gear case outPUt flange
Although thiS is 1'101 strictlv essential il will ensure that lhert
no likelihood of driveshaft vibtation due to any imbalance In
drive train. Position the flanges 50 that one of the four rela"
bolts can be filted, repeating the procedure with the rema-
bollS_ Tighten the boilS to 4 4 kgf m (3l.Slbf ft). Slide the
back over the ftanges and joint. and secure it with the
retainer at each end
5 On th e machines fitted with an oil cooler. lift the ~
assembly into position and secure the upper locating pin
an R pin after pushing it through ,ts rubber mountmg. Fit
tighten the two bolts which retain the lower edge_ Assom~e
oil cooler hose retainer plate which clamps the hoses 10
e~tended cylinder head stud. Fit the hose unions to
distributor block. usmg new 0 rings. Each union is secured
two Allen screws. Fit 8 new 0 ring seal to Ihe back ot the bIo
then place it in position and secure it with the large ,nterN
thleaded bolt and pla,n washer: tighten to a torque s.etlong
5_0 kg! m 136 Ibf ftf. As an additional pre<:aution. a II"'
locking compound may be used very sparinglv_
6 On all models. lit the oil filter assembly using 8
element and 0 ring Fit the cent rat retaining bolt and "ghten
to 1.5 kgf m (11 .0 Ibf ft)
7 Fit the tachometer drive cable (where applicablel to All
cylinder head adaptor and secure its retaining ring. Refit
horn(s) and reconneCt the horn wiring. Where appropriate.
the indicator beneath the frame tubes.
8 Fit new eMhaust port seals. retaining them with e smur
grease until the system is in place. Where appropriate. refit
control ellhaust system mounting 10 the underside 01
crankcasa, noting that the rubber mounted saction is
towards the front of the machine (see photograph).
and refit Ihe exhaust system in the reverse of
R"""'"I
sequence. Check that the system is ~o"',;,;Po;i';"~'db".'.
any of the fasteners ara tightened. then secure
following IOfque figures. woriling from fronl to rear N,,''''''';
 Chapter 1 Engine. clutch and gearbox 111
- 'io1Iponanl thai no pari ollne system is forced into place. since
wW invariably lead to stress f,actures III a later date

\ un.USl .ystem torque lanlng5

hhau51 port nuts:
XJ650 models
XJ150 models
SllellCer support to frame
Silencer \0 support bracket
10 kg! m (7.2 Ibf Id
0 .75 kgl m (5.4 fbi fI)
4.3 kg' m (31 1 Ibf It)
2.5 kgf m 118.' Ibf hI

Reconnect the ahemator and ignition wiring. taking care to

I the wiring carefully so as 10 avoid chafing on f.ame
s. USl:llhe existing guides and cable clips. supplemented
tlXlitiooal cable lies where necessary. Reconnect Ihe heavy
lead to Ihe starter motor terminal, remembering 10 slide
prOIKlivfl rubbCI. bool into piece. Refit the spark plug caps
!heir respechv9 plugs noting th.t each Is rnarl!,ed to identify
wIIictl cylinder it belongs. Reconnect the clutch cable and
back the sewrily tang to retain it Adjuslthe cable 10 give
.J rnrn (0.08·0 12 in) free play measured between the lever
IeYt1 stock. Ihen secure the adjuster locknut.
Reeonnect the throttle and choke cables and manoeuvre 49. 1 Separate half-moon seals are used on early models
calburettor bank Into position. This is a fa irly awkward
lion in view of the restriCted space available and is much
il.n assistant is able to deal with one pair of instruments.
$Ufe Ihat all four carbureUors engage with Ihe intake
to the lhen retain them by tightening the securing clamps.
·lItlir cleaner hoses are .se<:ured In a similar manner. Once lhe
nOls are in place the air filter casing can be secured.
I Iht crankcase breather hose.
~elit and secure the injection moulded panel carrying tho
~ Ibf ttl .' tnd regulator units. and refit the battery case assembly.
f Itl around the machine for arw unconnected electrical leads,
fflfil the battery and connect the earth 1- ) lead and the
e t.) contacl strip to the solenoid. Place the fuel tank in
Illn .nd connect the fuel gauge sender lead (where fitted) _
,. of the kiSidYisable at this juncture to check the electrical system,
e align lach circuil in turn to highlight any forgotten or badly
there i, connections. On machines with Computer Monilor
( s. run throught the test sequence several times in
e in the
bOn 10 Ihe visual checks mentioned above. If all appears to
~"', switch off the ignition and complete reassembly
J Eng.aoe the fronl of Ihe lank on its rubber buffers and
the fuel feed and vacuum pipes.. Lower lhe rear of the
.tId $fICUle it with it5 clip or mounting bolt as appropriate.
t the side panels. making sure Ihal they are correctly
49.2 Fit cover gasket and Install cover
Refit. and where necessary adiust. the gearchange
bf.,. pedals and linkages. Give the machine a final Visual
and remember to check the work area for any lorgot1.f;n
or fil1ir1gs .
. Fij tilt crankcase to the level specified below, using SAE
40SE motor oil where the average ambient temperature
1101 fait below 5° C (40° f). Where the normal temperature
!~teed, 15°C (60° F) use SAE lOIN/ JOSE motor oil,
INt there is II considerable overlap. allowing either grade
III u!8d in most area,.

oil capacities - dry engine, new filter

4KO {UK ) and XJ650 G, H. LH and J
33 htre (6.9/5.B US/lmp pint)
O'1Ier models
J.61itre P.6/6.J US/Imp pint)

h-iil probably appear Ihallhe engine has been over-filled

stage, but much of the ellcess will be distributed around
once it has been run for a few minutes. Remember
1:.•,.... oil level after the initial start -up.
off'" the machine has been started, the ignition timing
checked using a stroboscopic timing lamp as
i Chapter 3, Section 8.
gealchange mechanism. and on XJ750 J models 50.2 Uft the unit Into position. allowing it to reSI in the frame
'0 , footrests and brake pedal. Before tightening the control arm
bolts check that the conlrols are in the correct positions.
cradle until th e mountings have be en fitt ed
thet "
 50.5 Use mtw O-rings on oil cooler unions

50_8a bhaust port seals can be held in place with grease 50.8b Note offset of exhaust cenue moonling

-
50.Bc Mounting bolts to crankcase underside as shown ~
 Chapter 1 Engine. clutch and gearbox
&0,9. Cable fouting along underside of unit
SO, 13 Align inde. marks on all contrOl levers or pedals
51 Stlrting end running the rebuilt engine
Turn the fuel taps 10 IhePrime' position and wait I few
'ld1i whilst the caroureltOr flolt bowls fill. Return the fuel
to thl 'On' position once the engine is running. Check that
engine kill switch is set to the '01'1' position. Start the engine
the electric starter, Raise the chokes as lOOn as the
togioe will run evenly and keep It running at a low speed for a
minutes to allow oil pressure to build up and the oil to
-late.
The engine may lend 10 smoke through the exhlust initially.
10 the amount of oil used when IlSsembling the various
113
componenlS. The excess of oil should gradually burn away liS
Ihe engine settles down
3 Check the e.terior of the machine for oil leaks or blowing
gaskets. Make sure Ihal each gear engages correclly and thai
all Ihe con trols function effectively, particularly the brakes. This
;s an essential last check before laking the machine on the road.
52 Taking tha rebuilt machine on the road
Any rebuilt machine will need time 10 lellle down. even if
parts have been replaced in their original order, For this reason
il is highly advisable to treat the machine gently for the first few
miles to ensure oil has circulated throughout the lubricltion
syslem and that any new par1s lined have begun 10 bed down.
2 Even greater care is necessary if the engine has been
rebored or if a new crankshaft has been filled, In the case of a
rebore, Ihe engme will have to be run -in again, as if the machine
were new This meanl greater use of the gearbox and a
restraining hand on the throttle unlil at least 500 miles have
been covered. There is no point in keo-ping to any set speed
limit the main requirement is 10 keep a lighl loading on the
engine and to gradually work up performance until the 500 mile
mark is reached. These recommendations can be lessened to an
ex tent when only a new crankshaft is fined E~perience is the
best guide since il is easy to teU when an engine is running
freely
3 If at any tima a lubrication failure is suspected. Slop the
engine immediately. and investigale Ihe cause. " an engine is
run without oiL even for a short period. irreparable engine
damage is inevilable.
4 When the engIne has cooled down completely after the
initial run. recheck the various sellings. especially the valve
cloarances. During Ihe run most of the engine components will
ha\le sellied into their normal working locations Check the
various oil levels. pilrticularly that of the engine as it may have
dropped slightly now thet the various passagus and recesses
have filleO.
 F

F
F
V
I,

Carl
I
I

Chapter 2 Fuel system and lubrication

Refer to Chapter 7 (or in formation on the 1983 US models

Contents

General description ...... .... ................. ... .......... ... ........ 1 Carburettors: synchronisation - VICS models .....•........•.....•. 10
Petrol tank: removal and replacement .............. 2 Carburettors: synchronisation - non YICS models .....••.. 11
Fuel lap: removal, oll8rhaul and reassembly.............. 3 Carburettor se tt ings .... ............ ..... ..... .. ................•..... ... 1l
fuel feed pipe: examina tion 4 Exhaust system. ...........•.... . .... •.....•....... 11
Carburettor adjustment and exhaust emissions: Ai r cleaner: location and maintenance ...................... l'
general note ...................................... , , .................. , ..... ....... 5 Crankcase ventilalion sys tem: description and
Carburettors: removal ............ , .............. .................• 6 maintenance ...•. _....•.•... ,.... ... •.. , ....... ..... ..... IS
Carbureltors: dismantling. overhaul and reassembly 7 Engine lubrication •.. ...........•...............................•......•....... If
Cerbureuors: checking the fuel levol ..... ,............ ................ 8 Oil pump: dismantling. examination and reassembly..... 11
Yamaha Vl eS_vs tam: general description - All Oil filter: function and renewa l •. _.. ,. 11
XJ75Q. XJ650 J and XJ650 11 N (UK) models ................ 9 Oil cooler: general description - UK models ..... It

Spe<:ificationl
E
Fuel tank capacity XJ650 G, H, XJ650 RJ )(J750 J XJ7S0 RH. RJ
lH and J 00'
XJ650(UK )
00'
XJ75O{UKI
Total .........•.......... 13.0 litre 19.5 litre 17.0 Iilre 19.0 litre
(3.4/2.9 (S.2/4.3 (45/3.7 (SO/4.2
US/Imp gal) US/imp gal) US{lmp ga1) US{lmp gil
Reserve ..... 3. 4 litre 3.a litre 4. 1 litre 4 .1 litre
(0.8/0,7 ( 1.010.8 t1 1/0.9 11.1/0.9
US/lmp gal) US/Imp gal) US/imp gal) US/Imp g.

C8rburettors XJ650 models

Make _.........•...•••..••...•••..••....• Hitachi
Model ...•.. _....................................................... HSC 32
M odel 10 number :
XJ650 - 4KO (UK) 4Kooo
XJ650 - liN (UK) 5N900
XJ650J ,.................... . 5N800
All others ......•....•....•....•.......... 4H 700
Main jet:
XJ650 liN (UK) .... . 112
All others .............................. . 110
Needle jet •........ 3.2 mm
Jet needle~
XJ650 - 4KO (UK) Y-ll
XJ650 - 11 N (UK) Y· l 1
All othen•..... Y-IO
Pilol jel:
XJ650 - 11 N (UK) .... 43
All others 40 1
Starter jel ...........••...•••...•••.••...•••.••..•..... _ 40
Main air jel •••...•.............................• 50
Pilot air let:
XJ650 J. XJ650 - 11 N (UK) ... 205
AU others ...••...••. __ .... _•.•.. _•....•..........•.. 195
 Chapter 2 Fuel system and lubrication 115

Pilot screw setting datum:

)(..1650 AJ, XJ6S0 - 1 IN !UKI 2i turns out
All others .... .......................... . Preset (no da tum given)
Fuel level. ' ........................... .. 3.0 ± 1 mm (0,11B ± 0.04 in)
Float height 17.S ± O.S mm (0.7 ± 0.02 in)
VlCl,Ium 8\ idle. Above 1BO mm Hg 17 .09 in Hg)
Idle speed ........ . 10S0 ± SO rpm

Clrbur,n ors XJ750 model.

Make ......................... ~ •••.• _••.•. Hitachi
Model.. ........... .... ................. ................... . HSC32
Model 10 number:
XJ750(UK) 5Nl00
XJ750 RH. AJ ................. .. 5G200
XJ750J 15Roo
Main jet ..................................... . 120
Needle jet ...............•.. 3.2 mm
Jet neodle:
XJ7SO(UKj. Y-14
All others. Y- 13
PiJot jet.
XJ750(UK) 43
'0 Allothef1: 40
... 1 1 Startertet:
12 XJ750J ... 43
13 All others. 40

,.
'4 Main air jet .... 80
Pilot air jet:
15 XJ750lUK) '9S
All others ................................ 225
17 Pilot screw setting datum ..................................................... . Preset (no datum given)
'8 Fuel level •. , .......•..... ..... ......................... . 3,0 ± 1 mm (0.11B ± 0.04 in)
'9 Float height. ..................................................... 17.5 i 0.5 mm !O.7 ± 0.02 in)
Vacuum at idle ... ............................................ . lB5 ± 10 mm Hg (7.3 ± 0.4 in Hgi
idle Speed ........ .. ....................................... ,........... . 1050 ± SO rpm

Engine oil capacity XJ650 - llN ( UK ) All others XJ650 XJ750 models
and XJ6 S0 RJ
H . RJ 3.60 litre 3.30 litre 3.60 litre
(7.6/6.3 (6.9/5.B 17.6/6.3
K) US!lmp pint) US/Imp pint) US/Imp pint)
Oil and filtar change .................................................................... 2,95 litre 2.65 litre 2.80 litre
(6.2/5.1 (5.6/4.7 (5.9/4.9
1) US!lmp pint) US!lmp pint) US/Imp pint)
Oil enange 2.65 litre 2.35 litre 2.50 litre
(S,6/4.7 (5.0/4.1 (5.2/4.4
US/Imp pint) US!lmp pint) US/Imp pin t)

Engine o il grade
Above SoC (40 0 F) .................. ,........................................... . SAE 20W/40 SE motor oil
Below ISoC (60°F!. ................................... . SAE IOW/30 SE mo tor oil

Oil pump
Type.... .............. .. TrocOoid
Outer rotorft,ousing clearance 0,09 - 0. 15 mm (0.0035 - 0.0059 in)
Inner ro tor/housing clearance ..... _ ..... . 0.03 0.09 mm (0.0012 - 0.0035 In)
End float .............................................. 0,03 - O.OB mm (0.0012 - 0.0031 in)
O~ pressure relief valve:
Opening pressure ... 7 1 psi (50 kg/cm'l
BV-P~ss valve:
Opening pressure. 14 psi (1.0 kg/cm',

and plunger. The diaphragm chamber is connected by a small

rubber pipe to the inlet tract. and thus will only open the plunger
valve when the engine is running. Thus for normal running the
The fuel system comprises a petrol tank from which petrol fuel cock lever Is set to the 'On' position at all times. al though
led Dy gravity to the four CO (constan t depression) carburet- the fuel supply Is turned off as soon as the engine stops. The
vacuum-controlled fuel tap. In the normal 'On' 'Reserve' leller position provides a small emergency supplV of
I....,,'. fuel flow from the tap is regulated bV a diaphragm fuel in the event that the fuel gauge (where filled) is Ignored.
116 Chapter 2 Fuel system and lubrication
whils l lhe 'Prime' setting Is provided 10 lill the carburettor floo\
bowls should these h!tYII been dismantled lor IIny feason Of if
Ihe machine has run completely dry.
The th rottle Iwistgrip is connected by cable to Ihe four
Ihroule bunert1v valves. These can be opened or closed to
control the ovorall air flow through the instrumenls. and thus
the engine speed. Each carOureuor contains 8 diaphragm-type
throttle valv8 which moves in response to changes in manifold
depression lind in this manner 'I.ilomalically connols the
column and Slrength of the mixture entering the combustion
chamber. Because Ihe carburettofs react automatically the
engine runs III tho optimum setting 81 any given !hrollie
Iwistgrip selting and engine load condition, and with com-
pensation for varia tions in atmospheric pressure due to changes
in altitude.
The CO carbureltor is ideally suited to provide an accurately
controlled mixture which conforms with the increasingly
stringen t emission laws in the US and Europe. This allows the
overall milctu.e to be proponional1y weaker than that 01 a
conventional slide-type instrument, and in turn should give
beller fuel economy.
Engine lubrication is by a wet sump arrangement which is
shared by the primary transmission and gearbox components.
Oil from the sump is picked up by an engine-driven trochoid oil
pump and delivered under pressure to the worlling surfaces 01
the engine and gearbox components. The accompanying line
drawing shows the layout of the lubrication system.
2 Fuel tank : removal and repla(:ement
The luel tank is retained 81 the forward end by twO rubber
buffers filled either side of the under side of the tank which fit
into cups on the frame top tube. The rear of the tank sits on a
small rubber saddle placed across the frame top tube lind is
ret8ined by a single bolt passing through the projecting rear of
the tank. On those models filled with a spring cUp filled over
the bolt, merely withdraw the clip to release the rear of the tank
On other models. the bolt must be removed.
2 Turn the fuel tap to the 'On' position aod pull off the luel
line aod the vacuum line from the lap unions. The 'ears' 01 the
securing spring clips should be pinched during removal to
release the tension on the pipes. On m8chines equipped with a
low fuel warning lamp, trace and disconnect the leads from the
sender unit in the tank base. The fuel tank can now be lifted at
the rear and eased back to free it from the Iront mounting
rubbers
3 Fuel tap : removal. overhaul and reassembly
The fuel tap is unlikely to require removal unless leakage
has developed or contaminated fuel has necessitated removal
for cleaning. Before removal can take place it will be necessary
to ensure that any fuel in the tank is drained off, 8nd this is
obviously less of a problem if the t&nk is nearly empty before
worll commences. Alternatively. the tank can be removed from
the machine and. provided that it is not tOO fu ll, placed on its
side on some soft rag. Any remaining fuel will thu s run to the
lower half of the tank and clear of the tap orifICe. If draining the
lank. use a long piece of fuel pipe and Iurn the lap to the prime
(PR I) position and transfer thll fuel to a suitablll containllr. Note
that this operation must be carried out in a well venti lated place.
preferably outdoors. and with due regard for fire risks. Be
absolutely cenain rhat there is no smoking or nakfld lights in the
vicinity because a large amount of fuel vapOu r Will be released .
2 The top assembly is retained by two screws which pass
through its flanged base into the underside of the tank. Once
these have been removed the tap can be liftad away. Care
should be taken not to damage the O-ring which seals rhe tap
flange. This can be re-used il In good condition, but must btl
discarded and renewed jf it is marked or split
3 Examine and clean the filter gauze which projects from the
flange. Look for signs of water or debris from Ihe tank 8nd I
necessary flush the tank with clean fuel to prevent subseque'rll
blockages.
4 II is seldom necessary to remove the lever which opera!~
the petrol tap. although occasions may occur when a leakl9t
develops at the joint. Although the tank must be drained belOIt
the lever assembly can be remOVed. Ihere is no need to dis!u"
the body 01 the tap
5 To dismantle the lever assembly. remove the two Cf(l&
head screws passing through the plate on which the operatirlg
pOsitions are inscribed. The plate can then be lifted awl\'
followed by a spring. the laver itself and the seal behind rhl
levllf The seal will have to be renewed if leakage has QCcurm.
as will the O-ring which sits In the annular groova in the II;
lever boss. Reassemble the lap in the reverse order. Ga
cemen l or any other sealing medium is not nece5Sary to s&cur.
a petrol light seat. It Is imponant to note thaI the P'OIlII
silicone rubber or RTV instant gasket compounds must neverbil
used on any part 01 the fuel system. The compound is att&eUd 22 S<
by fuel and will break-up allowing small rubber-linked partieltl
to obstruct the fuel filtar or carburettor jets.
6 The fuel flow control diaphragm and plunger assembly"
housed behind a square cover on the inboard face of the
body. In the event of the diaphragm becoming holed or splil th!
plunger valve will close, blocking the fuel supply. As a
temporary expedient. the machine can be ridden by selectilll
the prime position. Repair presents something of a proble,.
because Yamaha do not list the diaphragm as a separate pl<!
indicating that the entire fue l cock assembly must be renew.!
7 Reassembly and inSlaliation are a straightforward
of the removal sequence. bearing in mind the above ""'~'''.I
cau lion against the use of jointing compounds.
'.'1
remarkable ability to locate and exploit the smallest II,.....
is best 10 renew all a rings and seals as a precaution.
from environmental considerations, the resultant fuel
wouid create a very dangerous fire hazard. Note thllt
O-ring seal between the petrol tap body and the
which mUSI be renewed if it is damaged or if petrol II," •• ~, ""'
occurred.
8 In Ihe event of tap failure. check the condition
vacuum pipe between the Inlet manifold lind th"'~.~~::~,::]
stub. If this is damaged it will not operate the tap n
the resulting air leakage into the inlet pon will cause
and. possibly, overhearing. The remarks in Section 4 C8t1
applied to Ihe vacuum pipe.
4
 Chapter 2 Fuel system and lubrication 117

. "
'<i if
Jent

ates
(age
Ifore
aurb

'oss-
~ting
way.
:I the
Irred.
II tap
asket
!cure
.pular
'er be
Jcked
'ticles

bLV is
Ie tap
lit the

~2
As •
Kling Fig. 2.1 Fuel tap
oolem
• pan. I Fuel lap bodv 5 Lever
ewed. 2 O-ring 6 Wave washer
Iversa1 3 S.oJ 7 PI.te
t;oned 4 O-ring 8 Screw 2 off
has a
s. so;t
Apart
vapour
'e is an
,I tank. 3
.ge has

IL ' · ,
Flltll..d pipe: ekamination
A IVOthetlC rubber pipe is fitted between the fuel tap and
Ieft-llalld carburettor floal bowl. the remaining float bowls
me<! via passages in the carburettor bodies by shan
inQ stubs. The pipe is pushed over a projecting stub at
end aod is secured by wire clips. Check periodically to
that the pipe has nOI begun to split or crack and that the
~Iips have not begun to bite into the pipe wall. Damage at
J)IQe ends can often be corrected by removing the pipe and
:rig off the damaged section. provided that sufficient length
:Ie not replace a broken pipe with one of natural rubber.
temporarilv. Petrol causes natural rubber to swell very
rapidly and disin tegrate. with the result that minute panicles of
rubber would easily pass into the carburellors and cause
blockages of the internal passageways. Plastic pipe of the
correct bore size can be used as a temporary substitute but it
should be replaced with the correCt lype of tubing as soon as
possible since it will not have the same degree 01 flexibilily
5 Carburettor edju.tment and axhau.t emis.ions: generel
nota
In some countries legal provision Is made for describing and
control ling the types and levels of toxic emissions from motor
vehicles.
118 Chapter 2 Fuel system and lubrication
In the USA uh&ust emission legislalion is administered by
the Environmental Protection Agency (EPA) which has
introduced stringent regulations relating to motor vehicles. The
Federal law entitled the Clean Air Act, Specifically prohibits the
removal (other than temporary) Of modification 01 any compo.
nent incorporated by the vehicle manufacturer to comply with
the requirements of the law. The law extends the prohibition to
any tampering which Includes the addition 01 components. use
of unsuitable replacement parts or maladjustment of compo-
nents which allows the exhaust emissions 10 exceed Ihe
prescribed levels. Violations of the provisions of this law may
result in penalties of up to $10000 for 8ach violation. It is
strongly recommended that appropriate requirements are de-
termined and understood prior to making any change to or
adjustments of components in the fuel. ignition. crankcase
breather or exhaust systems.
To help ensure compliance with the emission standards
$Orne manufacturers have fitted to the relevant systems fi~ed or
pre-set adjustment screws as anti -tamper devices.. In most
cases this is restricted to plastic or metal limiter caps fitted to
the carburettor pilot adjustment screws, which allow normal
adjustment only within narrow limits. Occasionally the pilot
screw may be recessed and sealed behind a small metal
blanking plug. or locked in position with a thread-locking
compound. which prevents normal adjustment.
It should be understood that none of the various methods of
discouraging tampering aClUal1y prevents adjustment, nor, in
itself. is re-adjustment an infringement of the current
regUlations. Maladjustment, however, which results in the
emission levels exceeding those laid down. is a violation. It
follows that no adjustments should be made unless the owner
feels confident that he can make those adjustments In such a
way that the resulting emissions comply with the limits. For all
practical purpostls a gas analyser will be required to monitor the
exhaust gases during adjustment, together with EPA data of the
permissible Hydrocerbon and CO levels. Obviously. the home
mechanic is unlikely to have access to thi3 type of equipment or
the expertise required for its use. and. therefore. it will be
necessary to place the machine In the hands of 8 competent
motorcycle dealer who has the equipment and sllill to check the
ellhaust gas content.
For those owners who feel competent to carry out correctly
the various adjustments. specific information relating to the
6.3a Adaptor hoses locate as shown - note tab and projections
anti -tamper components fitted 10 the machines covered in IhiI
manual Is given In the relevant Sections of this Chapter.
6 Cerburettors: removal
Carbureltor removal will be necessary if any serious lit
mantling or overhaul work is necessary. Although it is possbr
to effect adjustment and a small amount of dismantling with 111
assembly in situ. the cramped location makes this an awkward
proposition. It is almOIl invariably best to Start by remov.ng tbI
entire bank of instruments from the machine.
2 Start by lifting the seat, then remove the fuel tank and'"
panels. The air cleaner casing should be freed to allow it te bI
pushed clear of the instruments during removal. This is Ie
oomplished by removing its two mounting bolts, one of whicll
located between the frame top tubes and the other at the ~
left-hand side 01 the casing.
3 Slacken the clips which retain the carburettors to the inlll
adaptor and air cleaner rubbers. Disengage the rubbers from 63
air cleaner casing anc! pull them away from the carburetun
Slacken the screw whiCh secures the cold stan ~chokel cable .
its support bracket and unhook the nipple from its operati'li
arm. The cable cen be pulled clear and lodged against tIrf
frame. lift the throttle cable outer clear of its seating and t
the inner cable until the nipple can be disengaged. Note that
access proves awkward leave the throttle cable removal u 7
the assembly has been manoeuvred clear of the inlet adaptO'
rubbers. Free the clutch cable from lIS guide on the rear of tilt
carburettor essembly. 1
4 Grasp the carburettor bank and pull it rearwards until ~~
disengages the inlet rubbars. Where appropriate. release tt. me
throttle cable, then withdraw the assambly from the right~ .11
~
side of the machine. As access to the carbureltor becorn"I
..
easier, pull off the overflow drain tubes to allow removal
5 The carbureltors are refined by reversing the rell'\Ol'll it ~
sequence, remembering to fit the drain tubes and throttle eIbIt
before the instruments are fully home. If an assistant
'<h,
available. installation will prove much easier. Once instalLlbill 2
is complete. check the carburettor settings and
described later in this Chapter.
.dj,,',m""'"1
..
,""
"'I
wil
6.3b Slacken screw, then disengage the 'choke' cable
 Chapter 2 Fu el system and lubrication
ed in Ihis
ter.
ious dis-
possible
with Ihe
Iwkward
oving the
end side
illo be
., is ae-
which is
'Ie lower
the inlet
'rom the l3<: Unhook end disengage Ihronle cable
Jrettors.
cable to
>orating
nst the
nd turn
• Ihat if
l al until
Carburenors: dismantling, ov erhaul end reassembly
.cIaptor
r of Ihe
Most of the dismantling work th;:!t Is likely to be required
until ;1 tin be lmdertaken wilhoUI Ihe need for separating the instru-
ISIit the '\\tIlts. This is a rather laborioos task which is best allQided if at
II -hand II possible. Should the need lrise, however, details are givan
1C0mes l!8f in Ihls seclion. It should De noled Ihal Yamaha advise Ihal
teplralion 01 the individual instruments should be avoided 5ince
".• moval
cable
~ can lead to miaa1ignment of Ihe operating linkages. Whilst
M\)aration may prove inevitable In some instances il should,
I8nl is "'reiofe, be avoided where possible.
Illation 2 To gain access to Ihe float chamber components, namely
tnlS as tI\e fIoal assembly and jels, the float bowl concerned is
_ed afler ils four retaining screws have been released. It is
recommended Ihat one instrument at a lime should be dealt
with to preclude any possibility of parts becoming inlerchanged.
~te thai il is nol ne<:essary 10 remove the connecting bracket.
l Using a small piece of wire or a pair of pointed-nose pliers
~is;1llce the headed pivot pin which locates the twin float
_mbly snd lih Ihe Iloat from po5ition. This will ellpose Ihe
loll needle. The needle is very amall and should be put away
in • 58'e place so that it Is not misplaced. Make sure that the
"'t chamber gasket is in good condi tion. 00 not disturb Ihe
QIIsket unless leakage has occurred or it appaars dam&ged.
4 Check that the twin floats are in good condition and not
PJnctured. Any leakage will allow fuel 10 find its way into Ihe
Il0l1 making it less bouyant than normal and upsetting the fuel
ItYeI in the float chamber concemed. A quick cheCk can be
lI'IIde by shaking the float and listening for signs of fuel inside
rt, A more reliable method ill to hold the suspect lIollt under hot
water. This will cause the air inside it to ellpand, and if a leak
llJSIS, to be 81lpelled as small bubbles. Repairing a damaged
IIoIt is not a practicable proposition and renewal is Ihe best
COIJrSEI of action.
S Examine the floal needle, checking lor a wear ridge at the
point where it contacts the seat face. Once this has worn badly
Ie~~age can occur causing flooding of the carburettor float
bowl. The resulting over-rich millture will make normal running
~e and will be especially noticeable at idle speed. leu
severe wear may not be so obvious but may cause ellcessive
fuel consumption. If the needle is worn it must be renewed ,
!Ogemer with the seat if this is also worn or $COred. It should be
I'IOtel.l that if these components are not functioning correctly it
wi" not be possible to adjust the carburettors since the llooding
119
6.4 The carburettor assembly can now be removed
will mask the effects of such adjustment. The brass seat has a
hellagon head and may be unscrewed if required. It incorporates
a line gau~e filter, which should be checked and cleaned.
6 The cold start mechanism, which is generally and
incorrecUy known as a ·choke '. consists of a fuel enriching
circuit built into each carburettor end is controlled by a spring-
loaded plunger valve in each body. These are opened or closed
in uniSOf\ by rocker arms secured by grub screWII to the
operating shaft which Nns across the bank of inslNments. To
remove the shah, slacken the screws which secure each rocker
arm and the operating lever. Slide Ihe shalt clear of the
carburettors lifting away each componenl as il is freed. Ley out
the arms, bushes and lever in the ellac t order of removal to
ensure that they are relitted in the same sequence. If required,
each plunger valve can now be unscrewed for inspection. Wear
or damage is not likely, but if discovered will necessitate the
renewal of the valve. The vulnerable area Is the valve tip and the
corresponding seating face in Ihe carbureltor body.
7 Each diaphragm chamber cover is retained by four screws
and can be lifted clear once these have been removed. The
diaphragm wi!! normally remain in the carburettor body bUI take
care when lifting the cover In case part of it sticks 10 the
underside. lift out the return spring. then carefully ease the
edge of Ihe diaphragm away from the carburettor body taking
care not to damage it. The diaphragm can now be removed
together wilh the valve end needle.
S The jet needle is retained by a spring and an Allen-headed
plastic plug. The latter shOuld be unscrewed to allow the needle
and spring to be displaced. The valve body and diaphragm are
not available separately and should be ellamined as a unit.
Check the diaphragm carefully for any signs of splitting or
tearing. The valve surface 5hould be smooth and free from
scoring. If either part Is defeclive the assembly mU$! be
renewed . Check that the jet needle is straight and undam;:!ged.
noting that close scrutiny will be necessary. Even ligh t scoring
or wear will upsel luel metering, and ell8mination 5hould be
carried out in conjunction with the needle jet. If any wear is
found renew both components. since needle jet wear is difficult
to assess visually.
9 The main air jet and pilot air jet are located in bores below
the diaphragm, and are covered by a retainer plate. This can be
removed by unscrewing ils lingle relaining screw. When
unscrewing Ihe Jets nole their position in the carburettor as a
guide to reassembly. The main and pilot (fuel! jets are loc;:!ted
on the underside 01 the instrument. in casting elliensions which
'20 Chapt er 2 Fu el syst em and lubricat ion

project into the float bowl. The longer, pilot jet screws directly and screw the retaining screws l oosely home, having
into the carburettor CCisting. whilst the Shorter main jet screws the threads with Loctlte. Place the assemblV on the
into the bottom of the needle Jet. Once the main Jet has been plate or plate glass sheet with the air cleaner side of the
unscrewed the inStrument can be inverted and the noodle jet chokes downwerd. Holding the assemblv flat
tipped out retaining screws. This procedure will
10 Examine the main ilnd pilot Jel bores, looking for debris or alignment.
water droplets which may have Obstructed them. Such obstruc- 14 Assemble the remaining carnurettor pans bv reversing t
tions can be removed bV blowing the jets through with dismantling sequence. NOle that each diaphragm has a
compressed air. or as 8 last resort. by cleaning them with a fine locating leb which should be aligned to lit 1n the cutout in
nVlon bristle. On no account should wire be used to clear a jet carburetlor casting. When installing the carburettor jels,
because it can enlarge or score the orifice. either of which will member that brass \s soft and will strip or shear
upset ils fuel metering rate. The air jets should be checked in a excessive lorce is employed. It is best to renew the
similar manner. although their comparativelV large sile and the gasket as II matter of course. though il is permissible to
fact thai the air is unlikely to contain .nV large par!icles means the Old one if necessary, assuming that it is ;"~i'~'.1
that obstructions should not be common. The starter jet. where
litted, meters fuel to the cold start circuit, and is screwed into
the lop edge of the float bowl. The machine featured in this
condition. Before the cerbureuors ara refitted.
I
cold start and throttle linkages work smooth IV. Ifl,;::.";;:;,;";:
sVnchronlsing screws were disturbed for any reason,
manual .Iso had a pair 01 .ir compensator jets which are all lour throttle buuerflies move in unison and are as
scrawed into drillings on the air cleaner side of the main choke.
These will not normaliV require ettention and can be left
synchronised as possible. It will. of course, be "".m'.
check Ihis more accuratelv when assemblV is complete
undisturbed. NOle thel in the officiel service literature Yamaha Section 10 orll).
do not make any men tion of these jets and in consequence no
siles are gIVen.
11 As mentioned earlier In this Section, there are few
occasions where it is advantageous to separate the individual
instruments. and unless it proves essential 10 do so this should
be avoided. Before commencing separation. note that. surface
plate or a sheet of plate glass will be required during
reassemblv, \0 enSure alignment.
12 Start bV removing the cold starT operating shaft as
described in paragraph 6. Slacken the screws which secure the
caroureuors to the two supper! brackeTS. These will invariablv
be tight due to the use of loctite on their thread" and it is
advisable to _e an Impact driver to lOOsen them. Once the
suppor! brackets have been freed the instruments will be held
together onlv by fuel connections and the thrOllle linkages. and
mav be eased apart. The throules are connected bV soring-
loaded links which incorporate the svnchronislng adjustment
screws and these will pull free as each instrument is displaced.
13 When reassembling the bank of instruments. check that the
fuel stub O-rings are in good condition and renew any which
appear suspect. As each instrument Is Joined. make sure that
the fuel stubs seat correctlv in their bores, and that the tang 01
each throttle link engages between the corresponding spring
loaded pin and adjustment screw. Fit the mounting brBckets

7.30 Displace pivot pin (arrowed) with a piece of wire 7.3b Lilt away the float and needle assemblV
coated
~rface
1e main
en the
ccorate

ing the
t small
t in the
)IS, re-
esily if
II bowl
re -use
k:eable
~at Ihe
lI,IrettOr
Ck that
ufalely
sary 10
1.58 hamine the lloat needle for wear on the sealing tip 7.5b Floel needle seal can be unscrewad for renewal ...
Ie {see

1.5c or tOt access to the gauze screen

starl shalt

1Gb Withdf8w the shah and lill each link cleat

7.6(1 Cold Slart plunger componenlS

7.S1 Unscrew the while pllstic plug ...

7.Sc Check the needle for strlightness 100 scoring

7.10& Check needle let bleed holes for obstruction
 Fig . 2.2 Carburenor

1 Diaphragm cover 4 off

2 ThrOllla cablfJ brfJckfJt
3 Screw - 5 off
4 Spring washfJr -5 off
5 Ofaphrflgm spring - 4 off
6 ScrfJw lOoff
7 Spring washer - 10 off
B Needle retaining plug - 4 off
9 Spring - 4 off
7.1Ob Air compensator Jet location 10 Jerneedfe-40ff
1I Diaphragm/pistOll 4 off
12 Needle jet (main nozzle) 4 off
13 Cover-4 off
14 Specialscrew-40ff
15 Main afr jet 4 off
16 Pilot afr jet 4 off
'7 Cold stllft plunger 4 off
18 Spring - 4 off
19 Housing nut 4 off
20 Boot 4 off
21 Bracket
22 Cabla guide
23 Screw-30ff
24 Washer - 3 off
25 Choke IIrm· 4 off
26 Adjuster screw 4 off
27 Transfer pipe
2B Bush
29 Screw
30 Spring washer
31 Pilot jel - 4 off
32 Sealing w8sher - 4 off
33 Main jet - 4 off
34 Sealing washer 4 off
35 Float needle vBlve 4 off
36 Starter jet 4 off
37 Floatassembly-40ff
3B Float pivot 4 off
39 Gilsket - 4 off
40 Float bowl 4 off
41 Washer-160ff
42 Sp1ing washer - , 6 off
43 Screw - 16 off
44 DraIn plug 4 off
45 Bracket
46 SCffJW - 4 off I-
47 Spring washer 4 off
48 Throttle stop screw
49 Spring
50 Cold start shaft
51 Throttle adjuster-3 off
52 Spring - 3 off
53 Buffer-30ff
54 Spring- 3 off
55 Cable guide
56 Cable guide
57 Bush
58 Cold start cable brllCker

~Zh,.~';;"g that it seats correctly in reclllSS

 ( 33

~34
I
I
I
"1 ,.-0
1'35
37
I 38
I /
,J,
I 39

I 40
I
I "'F 45
I
I 47~"}
I
IL...-
4.~1
___ _ ___ _ J
'26 Chapter 2 Fuel system and lubrication

o
L--P"1,,, ~,-

M.in air i,,--ir-----li~:l

,i, ,Itt

--P"Mil!l
FIa.1 'h.m~.--

•
Fig. 2.3 Carburettor main component. location

8 ellrburettors : checking the fuel level

flow intolap
the fuel Iheislloat t!~'~h':~':P~R;"~:;:!:~:~:::~'~:~~;1
bowls
turned
lhe level tube. When level in
Before any attempt is made to adjust or synchronise the the hBight to be meaSured is of the m,::~"~~~~:;;
four carbureltors, it is necessary to ensure thaI the fuel leve' in in the ,ube. Do not be confused by the .~
each float bowl conforms to the presuibed limits. The fuelleval tube walls; this will be higher theln the
affects to some extent the mixture strength III all engine speeds. an inCOH1.I(:1 reading
end 50 the accuracy 01 this setting is fundamental to that of ell
other Cllrburettor edjustments. Fuel levet
2 To measure the luel lev.1 some form of I.yol gauge is 3.0 + 1.0 mm (0.'1a ± 0,039 in)
needed. Yamaha can supply iii gauge for this purpose. or a
length of 6 mm diameter claar plastic tubing can be used 5 If any of the fuel levels are outside Ihe above
instead. One end of the pipe can then be pushed oyer the fuel be necessary to dismantle the affected caroorellors
drain stub on the bottom 01 the carburettor float bowl. the Iree the cause of the problem, Check for float damago
end being held along tile side of the caburettor body to form a descriood in Section 6 and renew the float .~~,; • ..,
U-tube. When the drain screw is opened fuel will flow into the omit to e~amine the ffoal needle and seat since wellf
tube indicating the luel leyel inside the float bowl. A useful components will affect the fuel level If no sign of
sophistication would be to fit II small crocodile clip near the damage is discovered. adjust the float height
open end of the tube to enable it to be clipped to the carburettor judicious bending of the small tang which boo';: "~ ..
body during the checking operation. needle.
3 Start and run the engine for a few minutes to allow the fuel
leyel to find Its normal position before commencing the level
check. Place the machine on its centre stand on a smooth leYel
surface. It is important to make sure that the machine is
absolutely vertical otherwise inaccurate r.adings will result.
This Is checked by connecting the tube to caroorellor No 1 Oeft-
hand). Open the drain screw and note the fuel level against the n
side of the float bowl. Now pass the tube across the machine :'u
until it can be held against the float bowl of carburettor No 4 .
and again note the reading. If the tWO differ at all. place small I'
pieces of card or plywood beneath the stemf leel until the ,.
machine is level.
4 Ne~l. connect the tube to each carburettor in turn and
measure the fuel level in millimeters below the carburellor body
gasket face. The following points should be noted. Ensure that Fig. 2.4 Machine levelling check prior to fu.ll.....,
 Chapter 2 Fuel system end lubrication
Fuel level
----------
Fig 2.5 Mealuring the carburenor fuel level
9 Yamaha YICS Iyltam : gane.al description - AU XJ750.
KJ650 J and XJ650 - l1N (UK! models
I Tha Yamaha Induction Control System IYICS! consists 01 a
aoss oriiling 01 the cylinder "ead. immediately below the inlet
IIOfIs, and smaller CQnn&eling borel from it to the inlet tract just
tIeImI the valve, and angled so that they 'ICO the cylinder waUs
Yamaha call the resulting balance pipe arrangement 'su~intake
fuel to
p."
2 When anyone cylinder is on its induction stroke. the end of
its 'sub-intake port' is subjected to fairly high depression. This
lUI into
te that IiIdWS mi~tufe through it and Irom Ihe reSI of the YICS drillings,
of fuel If'Id 10 some e.lenl Ihrough the remaining three carbureltors
Ind the The mi~lUre emerges neer the opened valve at relatively high
velocity and enters the cylinder where it is deflected in a
~iI! give
rwirting motion by the cylinder wall This small e~tra charge of
miJtur. adds slightly to the overall mixture content of the
,linder, bl.it more importantly, the swirling action is said to
"'prO'll combustion efficiency. and thus e~tracts more power
!rom • given amout of luel
S ,t will
stablish
eak.s as 10 C8fburetto.s: synchroniSlition - YleS models
• Do not
In these
Near or I The procedure for synchronizing the carbureltors on the
150 cc and late. 650 cc models is slightly complica ted by the
ling by
:he float vies passages. Since the inlet porlS are interconnected it is
IIIpOS$ibla to obtain individual vacuum gauge readings using
!he usual approach_ To overcome this. Yamaha produce a
lIPICiai tool in Ihe form of a long rod with a locking handle and
SIlls llong its length. Before synchronisation takes place. one
'II the tWQ end plugs in the main YICS passage is removed and
fit tool (pall number 90890-04068) is inserted and locked in
,u.:e. The tool effectively blanks off the YICS system to ellow
10Imai synchronisation adjustment. following the procedure
-'ibed in Section 10 of this Chapter. It should be noted thet
!'le idle speed may fall slightly after the blanking tool is fitted.
if nllCessary should be increased to 950-1000 rpm using
the llrge central throttle stop control, Synchronise th e carburet
tori as described in the following Section. then remove the tool
nd refit the blenking plug. Check the idle speed, with the
IfIgI/\S wa rm, and make any necessary adjustment to restore it
check 10 tile specified 1050 rpm
'27
• •
Fig. 2.6 VICS blanking tool to permit earburettor
.ynch.onlaation
11 Carburenors: aynchronlaation - non YICS models
On any multl·carburettor engine the accurate
synchronisation of the carburettors is essential if smooth
running and good performance and fuel economy are to be
obtained_ This is especially true of four cylinder engines. and in
cesos of extreme mel adjustment the engine will refuse to idle
reliably and may even produce e~pensive-sounding noisos due
to backlash in the primary transmission_ It will be apprecia ted
that if one or more of the cafburettors is out of adjustment the
related cylinder will have to be 'carried' by the remaining
cylinders. thus Ihe engine will be auempting to run at two
different speed. for any given Ihrottle setting
2 Synchronisation poses some thing of a p.oblem in that there
is no way in which it can be carried out accurately without the
use of a vacuum gauga set_ This may be of the manometer
Imercury column) type or may have one or more clock-type
gauges. Yamaha cen supply a s,ngle clock type gauge with a
four way selector switch; its pari number is 90890-03094.
Alternatively a number of mail order suppliers can supply
vacuum gauge sets of verious types. They ell have something in
common in that they are rather ellpensive, so a decision must
be mede as to whether it is worlh spending money on the
equipment or if it is best to entrust this operation to a Yamaha
dealer. If gauges are IIvailable. proceed as described below.
3 Remove the seet. and prop the rear of the fuel tank so that
access to the vacuum take·off points and synchronising screws
is possible. Remove the vacuum take-off caps from the
carburettor Intake adaptors of cylindars 1,2 and 4, and pull off
the vacuum pipe Irom No 3_ Turn the fuel tap to 'PRJ' so that a
supply of fuel is available during the test sequence, Connect the
vacuum gauge adaptors and hoses to the four take-off points.
4 Start the engine and set up the vacuum gaugels) to the
manufacturer's recommendations. This normally entails setting
a small damp,ng valve or valves so that the gaugels) respond
quickly as the throttle is opened. but do not oscillate too wildly
with each engine revolution, Allow the engine to idle until it
reaches its normal operating temperature, then set the large
throltle stop control to give an Idle speed of about 1000 rpm.
5 Start by synchronising cerburellOfS No I and 2 by turning
the synchfOnis,ng screw localed belween the two instruments.
No specific vacuum feadlllg is given by the manufacturer, but i t
is essential that the two carburellors give the same reading.
Now synchronise carbureltors No 3 and 4 in the same way.
using the right-hand screw
6 The two pairs of carburettors must now be synchronised to
each Olher ThIS is done by turning the centre synchronising
screw until No 1 and 2 carburettors give the same reading 85
No 3. It is likely that the engine speed will have increased by
now. and this should be checked and reset at 1000 rpm. If the
adjuSlmem sequence waf carried out accurately, the four
carburettors should show a similar reading. II this is nOI the
case, repeat the procedure until the correct balance is obtained.
After synchfOnisation has been carried out, set th e idle speed to
within the prescribed limits of 950 1050 rpm using the
central throttle stop control,
Important note: On no account should the pilot midure
screws be moved. See Section 12 for details.
12. Chapter 2 Fuel system and lubrication

(I)

Fig . 2.7 Carburettor synchrooiaation screw 10CIIllon.

poor construction and fit, and which may reduce "rl'''m.~!1

12 Carnurllttor .ettings
Sbma 01 the C8rnurettor sellings, suct1 as the Sj~BS of the
needle Jets. main jets and needle positions, etc BrB pre-
determined by the manufacturer. Under normal circumstances il
is unlikely that these settings will require modification. even
though there Is provision made. If 8 change appear. necessary
it CIn often be 8t1ributed to II developing engine fault.
2 If a panicul8r fault has been traced to the carnurettOfs,
check first that the jets are unobstructed and of Ihe specified
sileo Ihal the fuel level Is correct and Ihlll the urburellors are
synchronised. The only other permissible adjustment is selling
tho idle speed. This is controlled by the large central knob and
should be set to give an idle speed of 1050 !: 50 rpm.
3 II should be nOled that no mention has been made
conceming pilof mixlUre adjustment. This is because the screw
sertings are 'pre-sel" by the factory and no adjustment is
recommended. Even dealers are advised not to attempl adjusl ·
ment, so it is impossible to give advice on this point. Yamaha
hove chosen to take this precaulion to avoid possible Infringe-
ment of the e"haust emission regulations In certain US states.
If incorrect mixture settings are suspected, it wilt be necessary
to solicit the aid of II competent motorcycle dealer wilh full
e~haust analysis facilities. Using this equipmenti' is possible to
sel the pilOt mi"ture screws accurately find within the required
legal limits. Those living in areas where stringent anti-pollution
laws are in operation should check whether any proposed
carbureuOl'" adjustment or modification is permitted.
rather than Improve it. When purchasing such systems I
helpful to obtain recommendations Irom other owners
have had time to evaluate the sySlem under consideration.
nol forget that there are noise limits which will be met by
more reputable manufacturers. It Is not advised that I
Standard system is fitted durlOg the warranty period.
this could result in sublMlquent claims being mfut(l(i.
4 It is advisable to pay CI058 attention to the condition
exhaust system in the hope of prolonging lts useful II
accumulilted road dirt will encourage surface rusti"9,
of particular relevance to the coliectO!" boxJbalance
Unfortunately, the system Will.~~"~"."·,,·" "'.",,'"""'~~.~f
inside due to thE! acidic nature
CDn be done to prevent this. The problem
stainless steel system were employed. but with
mild steel types it will remain a regular e"pense.
ellamination will at least gIve warning of its impending
and allow the owner to start saviog

13 EllhauSl sySlem

Unlike a two-stroke. the e"hllust systam does not require

frequent attention because the e"haust gases are usually of a
less oily natura.
2 Do not run the machine with the e"haust baffles removed,
Of with a quite different Iype of silencer fitted. The standard
production silence~ have been designed to give the best
possible performance. whilst subduing the ellhaust nOle to an
acceptable level. 12.3 The mixture screw Do not anempt adjus1menl
3 Whilst there are II number of good quality after·market
e"hausl systams available. there are others whIch may be of
 129

10" 5

7 6

Fig. 2 .8 bhau5t1yatem - XJ850 and 750(UK) and XJ650 RJ, XJ750 J , RJ a"d RH

1 Spl!lcilll bolt 6 LH silencl!lr 10 80ft - 2 off

Rubber - 2 off 7 Exhaust pipe Wssher - 2 off

""
2
,
3 Mounting brl!ldet
Se81 set 'oR
8
9
Wsshl!lr - 2 off
80ft -2 off
Spech.f nut - 2 off
13 Nut - 8 off
5 RH silencer
130

12

11
13
~16
'@ 4

11

1~:r
13"0 0 9

Fig. 2 .9 Exhaust ' V.t.m - XJ850 G. J . Hand lH

7 LH sf/encer IJssembly 6 Sealing sleeve

2
3
RH silencer assembly
Exhllust pipe
7 Pinch boll - 2 off
8 Wesher - 2 off
"
72
Exhaust gasket -
4 off
F/(mge - 4 off
'6 SpecilJl nut -
17 Scrf1w - 4 off
18 Exhaust piIH
2 off

4 E/lnsust pipe 9 Screw - 2 off 73 Nut - 8 off 19 Exhaust pipe

5 Seelin9 sleeve - 10 Wesher - 2 off 74 Bolt -2 off 20 WIIShe, - 4 off
4 off '5 Wuher - 2 off 21 Rubber bufff!{"
 Chapter 2 Fuel system and lubrication 131

Give a visual t:het:k to ensure that the inlet hoses are correctly
1. Air cleaner: location and maintenance located and not kinked , split or otherwise damaged. Chet:k that
the air deaner t:asing is free from splits or t:rat:ks.
I The air cleaner consists of II pleated paper element housed
in a plastic casing beneath the seat. The casing servos to silence
induction noise and acts as II small plenum chamber. To remove
tMt element. lilt the seat and remove the tool tray. Remove the
three screws which secure the lid of the filtef" compartment and
lift it clear. Note that the luse box is mounted on Ihe lid. but
need nOI be disturbed. The element can now be lifted OUI for
cleaning.
2 Cleaning is carried oul by lapping the element sharply to
di$lodge any loose dust after which it can be cleaned further by
bkI ..... ing compressed air through from the inner surface.
CleanillQ should be carried out at the recommended routine
maintenance interval or more frequently where Ihe machine is
used in panicullirly dusty conditions. If any damage is
discovered the element must be renewed promptly.
3 If the elemen t is damp or oily it must be renewed. A damp
or oily element will have a restrictive effect on the breathing of
me carburettor and will almost t:ertainly affect the engine
ptriormant:e.
4 On no account run the engine without the air cleaner
1tt8ched, or with the element missing. The jetting of the
uorburettors takes Into at:count the presence of the air t:leaners
Inc! engine performance will be seriously affet:ted if this balant:e
14. 1 Removing the air filter element
is upset.
5 To replat:e the element. reverse the dismantling procedure.

Fig. 2 .10 Air t:leener _ XJ750!UKI

1 Inlet $tub - 2 off

2 Inlet $wb 2 off
3 Gasket - 4 off
4 Blanking cover · 3 off
5 Clip 30ff
6 Bolt - 8 off
7 Hose clamp 4 off
20 26 B Air clean", Cllse

- '\<'\-'8
'1J4
25 9 Hose
10 Clip
/1 HoslJ - 4off
12 Filter element
13 COV/If
/4 Screw - 30ff
15 Washer 3 of(
16 Grommet
,7 Union
18 Trim
19 Trim
20 Screw 4 off
21 Washer 4 of(
22 DuCI
23 Hose clip 4 off
24 8011
25 Spring washer
26 Washer
,ff 27 Bolt
132------------------------------------------------,

13

26

4-0
5~

Fig. 2 .1 ' Air c lea ner - All model. eltce ptXJ7 50IU K)

, Inlet stub - 2 off 8 Clip 15 Filler element 22 801'

2 Inlet stub - 2 off 9 Ai, cleaner case '6 Cover 23 Spring w8sher
3 Gasket - 4 off 10 NUl 17 Screw - 30ff 24 Bolt
4 B/tlnking cover - 3 off 11 Hose '8 Wt!shaf - 3 off 25 Wssher
5 Clip - 30H 12 Clip 19 Grommet 26 Trim
6 Bolt - 80ff '3 HastJ - 4 off 20 Union 27 T,im
7 Hose clip - 4 off 14 Duct' 21 Host/clip - 40ft 28 Screw - 4 off
• NOI filled to XJ750 RH. J lind RJ
 Chapter 2 Fuel system and lubrication 133

Air Cleaner

Cerburetor

-,,==-_Frnh Air

Blow-by G ..

Fig. 2.12 Crenkcale ventilation IYltem

-Cflnkcne vantilation Iyltem: description and malnten-

~eommon with most modern engines. the Yemaha XJ650

50 models employ a system to prevent oil misl or vapour
heiog expelled into the atmosphere. A hose is connected
. cleaner casing, iust below the line of irl1ake adap tors.
lOr" end of the hose is connected to e stub on the engine.
w be appreciated that. during normal running. a Imall
of .... is displaced beneath the descending pistons, and
1I\"S tllli this air. and the oil mist it carries must be vented
pressuris'ng the Cfankcase. The vent provides elliis vie
'I'I th·like oil seperiltor mounted Inside the left-h,md
..v.g, and thence to the hose and air cleaner casing .
•""""" air exits as a series of pulses. and most of the oil
",ill be 1fapped in the oil separator and drein back into
My remaining fine oil mist will be drawn into the
od !)umt before being expelled with the ellhaust gases.
~rankcase ventilation SYltem is funy automatic in
and will reqoire no attention during normal use. Only 15.3 The oil separator CIIsting end gaskets
cifcumsllncas. where a machine is used for very
)ClImeV' in a cold, damp climate is there II risk of the oil
becoming choked with emulsified oil (oil sludge).
\tUbe r.oted during oil changes. in the form of a thick pump draws oil through a gauze strainer and Is fed, via the oil
white scum. it is advisable to remove the left hand cover cooler on the UK market models. to the oil filter. Onea any
the separator casting whiCh can then be detached impurities have been removed, the oil is forced into a transverse
main oil gallery for distribution to the engine components. Tha
accompanying illustration shows oil distribution throughout the
engine unit, lind II is worth noting (hat few moving parts are not
directly prelsure- fed . This arrangement indicates that Ihe unit
is. in general, well protected end can be expected to cover very
high mileages before wear bagins to snow. It also underlines
lI\(Iine,00 transmission assambly share a common Just how important regular oil changes and liltar changes lire. In
and thus the same oil supply. A reservoir of oil is an engine of this type. neglected oil and filler chang" will
'" !he light altoy sump, Irom which the trochoid oil account 101'" almost all catastrophic failures.
134 Chapter 2 Fuel system and lubrication
2 The unit employs iI large number of plain bearing surfaces
to support highly-s tressed components slIch as the big-end and
main crankshaft journills Hnd the camshafts. These components
are actually supported by II very thin high-pressure oil film.
which is why the engine will sei~e simosl instantly if this Is
interrupted for IIny reason. To guard against loss 01 pressure
through the oil level becoming 100 low, an oil level warning
system is fitled (se8 Chapter 6).
3 An additional safeguard lakes the form of an oit pressure
relief valve in the pump body. This opens 81 8 pressure of 5.0 kg
em' (71.0 psn ilnd thus maintains but does not exceed the
correct system pressure. The oil filter housing boll incorporal es
II SPring-loaded filler bypass valve. This is forced open if the
filter element becomes so badly blocked that it restricts oil flow
through its surface. Although this maintains a supply of oil. and
thus avoids total lubrication fai lure, the oil being fed to the
Generator shaft
Cran kshaft
Oil filter
Fi g. 2. 13 Engine lubrication syst em - US m odels
engine componen ts is now completely unfiltered and will ellow
rapid engine wear to occur.
4 The UK market models are equipped with oil coolers. and
the system incorporates a secondary pressure relief valve whidl
will allow the oil to bypass the cooler circuit should it be<:ome
obstruc ted. I t follows tha t the engine will run hotter should tills
condition occur.
S Certain components. namely the clutch. primary Chain. CIIm
chain and followers and tha pistons and cylinder bores .•rl
splash lubricated by oil exuding from the pressure-fed com!»
nents or by oil mist in the crankcase. The residual oil then drains
down the inside of the crankcase and into the sump. where the
process is repeated. A small pocket of oil is maintained 81 the
rear of the crankcase to provide an oil ba th for the middle ge.
assembly.
 135

~iLl8l1ow

lers, and
Ie which "
become
ould this

ein, cam
Ires. are
compo-
to drains
here the
d at the
die gear

~
•0
~

E
•
,
~

,
•••
>
<
0
·0
•0
.<
A

"
~
.
~
•<
<
w

'" •N
"'0
.-
•
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~

ii
0"
~
~
'"
~
.c
~

"C
~ "0
~
~
<.:> ~
.J!
'3.----------------------------------------------------------------~

Primary chain Generator

Input shaft

o
Selector
\ @ shaft

\ @
o

Oil level switch

o
o
Output shaft

IC
Nozzle

L!\/

Fig. 2 .15 Transmi.llon oil distribution

r--------------------------------------------------- 137

Selector shaft
~. ' Oil filter
.,
'-I':~
lJ ,,~
~ Input shaft

Output shaft
E

Clutch

Input shaft

Middle drive shaft

Middle F
driven shaft - ---l-I

Fig. 2.16 Gearbox lubrication .y,tem

138 Chapter 2 Fuel system and lubrication

ooting that component parts are not supplied separately The

17 Oil pump; dismantling. examination and reassembly same remarks and checking methods can be applied to I~
pressure relief valve plunger_
The oil pump can ba removed from the engine while the 7 Wear. if present, will be evident in the form of Increased
engine is still in the f.ame. However. it will be necessary 10 clearances betwlt81'1 the rotOfS and between the outer rotor and
detach the sump after draining the engine oil. Access to the pump body. This is checked using feeler gauges as shown in tN
sump area is not easy. bUI can be improved if the machine is accompanying photogrephs. The clearances should be wit~
supported safely ot an angle. Note that the pump removal the limits given In the SpeCifications. Of low oil pressure w,
sequence is also covered in Chapter 1. and that the result . Again. the only remedy is renewal of the pump unit
photographs relating to this should be referred 10. 8 " all is well. reassemble and refit the pump by reversing IN
2 Slacken and ,emove the two shouldered. and single plain, above sequence. huving first cheCked and cleuned the gaule
Allen screws which retain the pump to the underside of the strainer. Use a new O-ring between the pump and crankcaSie 10
c:;rankcase, noting thai the pump sprocket shroud will also be ensure proper seuling. Note when fining the pump mountirlg
released . Removal of the pump normallv requires Ihe removal of screws thilt the two shouldered types also retain the pressed
the clutch assembly so that the pump drive sprocket can be steel sprocket shroud. Though not essential, it is good praetfai
removed. This in turn allows eoough chain slack for Ihe pump 10 to prime the pump before installation. This can be done lit
be disengaged from Ihe chain and lifted away. Before resoning pouring oil Into the pump outlet whilst rotating the orive
10 Ihe above approllch try lilting the pump to check whether it sprocket to distribute the oil_
is possible to disengage Ihe pump sprocket from the chain.
Failing this. try removing the single bolt which secures the
pump sprocket. The latter can then be pulled off its shaft end.
allowing the pump body to be freed.
3 If tho pump was removed with the sprocket enached, this
can be released after its securing bolt has been unscrewed The
sprocket will be inclined to turn as the bolt is slackened. and this
can be prevented by passing a screwdriver through one of the
holes in the sprocket and arranging it to lodge against the pump
bod,
4 Slacken lind remove the four screws whiCh secure the
pump cover. noting that the cover will be pushed Clear by spring
pressure from the pressure relief valve Remove the cover and
$pring. followed by the valve body. Grasp the pump spindle lind
withdraw ~e pump inner rotor Invert the pump body lind
displace the ooter rotor by shaking it
5 Wash all the pump components with petrol and allow Ihem
to dry before carrying oot an eKamination. Before partially
reassembling the pump for various measurements to be carried
out check the casting for breakage or fracture. or scoring on the
inside perimeter.
6 EKamine the rotors for signs of scoring. chipping or other
damage, noting that thiS is invariably caused by small abraSive
particles finding their way into the pump. Should such damage
be discovered it will be necessary to renew the pump as a unit.

;,;:;;c;;t;ii<, undoing bolt

17 .3b Sprocket is located by Ilats on pump spindle 17.4a Pump cover is secured by four crOSS-head screws
'. The
o Ihe

aased
,.. and
in the
Nithin
'e will
nit.
ngthe
gauze
ase 10
unting
ressed
' actice
Ine by
drive

;;:4bC;;~;;~;;:;;;;;;;;;~"" reliel valve spring

174d Spindle and inner ro tor can be withdrawn ...

~ bolt

, 7.7b ... and between outer rotor and pump body

140 Chapter 2 Fuel system and lubrication

c:;y7
.---.1
•

Fig. 2 .17 Oi l pump

1 011 pump assembly 4 Bolf 2 off 7 Oring 70 Drille sprocker

2 Driven sprocket 5 Guard 8 Screw 7 T Bellring
3 Screw 6 Grommet 9 Orille chllin

ical noise has suddenly appeared. Should there be cause

18 Oil filter : fu nction and renewa l
wspicion it is wise to drop the sump and examine it
pickup strainer 10' further clues. This may seem to
,M'
~'.,I

The oil filter consists 01 a renewable filter element housed
in a light alloy bowl mounted at the front of the crankcase. Oil
from the pump is passed to Ihe outside of Ihe filter surface.
which is pleated to present II large area and thus offer low
resistance to the oil. As lhoe oil is forced through the filler pores
any small panicles carried in suspension are trapped leaving
clean oil 10 be circulated around the engine. Periodically. tho
element must be removed and renewed before the surface
becomes blocked by contaminants As mentioned earlier In this
Chapter. '!lilure to do so will cause the opening of a bypass
valve. maintaining the oil supply but leaving it unfiltered.
2 The filter element ia removed after the contents of the sump
has been drained. The filter bowl is secured by a single central
bolt which incorporates the bypass vallie mentioned aboll8. As
the bowl and element are detached. II sma ll tray or bowl will be
required to catch the residual oil that will be released.
3 Discard the used element and clean the inside of the bowl,
taking care to remove all traces of sediment. It is worthwhile
examining this during clesning, since the sudden appearanca of
an unusual amount of metal particles may indicate that a bush
or bearing surface has failed, particularly if excessive mechan-
of extra work. but could save the engine unit
componen l is Spoiled in time. Check also the
clean and that the ball can be pushed off its seal "";",,,. . ,:1
pressure.
4 II is recommended that the sealing ,,,,mm••".
side of the element. arB renewed I
which seals the bowl and the smaller
bolt head. Push the centre bolt/bypass vallie
bowL then fil the spring. plain washer and element.
assembly to the crankcase. holding the bowl square
boit I, tightened to 1.5 kgf m t 11.0 Ibf ft ). Do nOI OIIert9'll
this boit because it may shear or make subsequent remOlll1
difficult.
,9 Oil coo ler : general description - UK models
An oil cooler is filled to limit the oil lemperclture dUliog
ridong. The oil cooler matrix is mounted on the frame It
 Chapter 2 Fuel system and lubrication 141

bwntubes to gain the best poSSIble benefit from the cooling

airllow The feed and return pipes are interconnected 8t Iheir
rov.~r ends wilh a distributor block interposed between the oil
let' chamber and crankcase _
2 To mainlain peak efficiency the matrill should be kept clear
~ Iny debfis. preferably using an air;al directed from behind 10
blow out the air channels Avoid using sharp instruments to
iIkxIge any fore ign matter: this may easily lead 10 damaged
01 .... Should leakage of the matrix occur renewal of the
complete component will probably be the only satisfactory
IIQIution. Repair is unlikely to be successful.
3 leakage at the hose unions will result from deleriorating 0
rw'Igs. Thesa can be renewed without difficul ty. To release the
~ unions. remove the filler assembly as described in Section
17.lhen unscrew I he large adaptor bolt which holds the spacer
block to the crankcase. Once this has been swu ng clear of the
Q'lnkcase and exhaust system the union Allen screws ca n be
ased.
, Deta ils on removing the oil coo ler and hoses from the frame
10' be four'ld in Chapter 1. Section 4. together wi th the relevar'll
"ho!CI9"lphs

«
~~201
I.
~

A,
I
2
3
4
Grommet set
Oi/coo/er
R-pin
Dowel pin
Circlip
e" 5
18 •
7
Distributor block
Plunger
8 Spring
13
) 9 Spring seat

~ ~'6
10 Circlip
/I Hollow bolt
0---' / 12 Washer

\~~ 0 -5 13 8rllcker
14 80/1
15 Splicer
<' .~
~~
:ause lor
.... the oil 15 I • Nul
Dive a lot 17 Screw 2 off
a failing J 18 80/1 2 off

~
i valve is Wesher - 2 off
1St spnng "
20 Collar 2 off
21 Screw 2 off
17
one each
ge O-ring
he centre
:ion in the
'fer up the
whils t the
\/ertig hten
,",oval very

:luring hard Fig . 2 .18 Oil coo ler - U K m odels

rame front
Chapter 3 Ignition system
Contents

General descrip tion .............................................................. 1 Pick -up coils: resistance leS I

Testing the ignition system: general in!orm<lIion ........... 2 Tel unit testing ..
Ignition ~stem faults: tracing the defective area ........ . 3 Ignition liming: checking and resetting
Ignition coils sparl!. gap testing .. 4 Spark plugs checking and resetting the gaps .•• _.
Ignition coils resistance tests .. 5

Specifications

Ignition system
Type ... Tel, fully electronic

Ignition timing XJ650 G, H.LH XJ750 J and All other modell

and RJ XJ750(UK)
Reterded. 10° • 1050rpm 7°. 1050rpm P,. 1050rpm
Intermediate 12°. 1 BOO go,. 1600 12 ° a 1800
+ 200rpm ± 200rpm ~ 200rpm
Intermediate 35.5°.4100 35.5" • 3300 35.5° .4100
± 400rpm t JOOrpm ± 400rpm
Full advance .......................................................................... 37.5° ± 2" 37.5° +- 2° 37.50 ± 2 0
• SOOOrpm 4000rpm 5000rpm

Spark plugs
Make NGK Of" NO
T,po BP7ES or W22EP
Gap ......... 0.7 O.B mm 10.023 - 0.032 in)

Plug cap resistance UK models US models

Cylinders 1 and 4 . 5.5 Kohm 5 Kohm
Cylinders"} and 3 .. 5.5 Kohm 10 K oom

Pickup coil resistance

XJ650 G, H, LH and RJ 700 ohm ± 200(, • 20 0 e (68°F)
All other models ..................................................................... 650 ohm 1 10% . 20 0e (68°F)

Ignition coil
Make . ........................................................................................ Hitachi
Type ............................... ................................ ............... . eM12-09
Primary resistance ................................ .. 2.5 ohm + 10% a 20 0 (68°F)e
Secondary resistance ... .......................................... . 11 .0 Kohm ~ 200(,. 20 0 e 168°F)
 Chapter 3 Ignition system
6
2
5
, 4~
1
8
9 • Fig. 3.1 Pick-up coil assembly
, Reluctor 4 Screw 2 off
2 Pick-up stator 5 Washer - 2 off
3 Boll 6 Drive pin
General descr iption
The Yamaha XJ650 and XJ750 models employ a fully
:iels !JJM.istOf-electronic Ignition syStem. described by the manufac·
turer IS Tel. The system is controlled by the Tel unit, a large
n rectangular ·black bo~· mounted 01 tha rear of Ihe machine
benelth the dual seat. The system is triggered. electronically
.. ther than mechanically, by 8 pickup assembly mounted on the
J l1JIi!.5I1alt end. Two pickup coils are fitted, one triggering the
... IOf cylinders I aM 4 and the other controlling cylinders 2
m 3. It should be noted that each pickup provides a spark
fIIullaneousty at bot h of the related spark plugs. However,
ant,< one of the cylinders concerned will be near TOe on the
C(:mj)Iession stroke. and thus ignition will only take place in this
noeL the rem8ining spari; being waSied This principle is
"1'TT'alon most four cylinder motorcycle engines and is known
• !he spare spark system.
The pickups consist of small electromagnetic coils mounted
opposite sides of a moving reluctor. As the raised tang of the
aoclor passas the coil poles, a small signal current is induced
tid p'ssed to the Tel unit. The unit sanses the signal from the
iO.I(IlInd switches off the current to the primary windings of
relevant pair of coils. This induces a high tension pulse in
'ill secolldary winding which Is fed via the HT leads to the
IIIP'OIlriata spari; plugs.
At the moment that the unit Initiates the spark in one set of
it switches the cUlTent on to the remaining pair. thus
''''9 them up for the same cycle once the reluctor reaches
til I'H!xl pickup coil. This cycle takes place goce in each
""lkshaft revolution.
The Tel unit incOfll'Orates a bypass circuit which works in
143
~~8
~ 9
7
1
7 Clomp 10 Timing indel/
8 Clamp II Screw
9 Clamp 12 Washer
conjunction with a ballast resist~ to provide a heavy spark
during staning. Once the engine is running the ballast resistor
reduces the power to the coils, lowering their power
consumption lind el/tending coli life. The Tel unit also In·
corporales a coil plolectigo circuit which swilches off Ihe
sopply to the coils should the ignition be left switched go
withom Ihe eng ina running lor more than II few seconds.
When the stancr button is ne~t operated. the supply 10 the
coils is restored alter the crankshaft has turned Ihrough 180 0 •
As engine speed rises it is necessary to advance the ignition
SO thaI the spark occurs at an earlier point in Ihe engine cycle.
This is 10 ensure Ihal full combuSiion pressure is available at
highar speeds. The Tel unit is able to ·read· the engine speed
from the reluclor and can Ihen advance Ihe ignition as required.
This arrangement obviates the naed for a centrifugal timing unit.
The system. once set correctly. does not suffer from mechanical
wellf. and thus does not require regular adjustment 01 mainten-
ance.
2 Testing the Ignition system. genef".1 information
An electronic ignition system does not require maintenance
in the ganerslty accepted sense There lire no mechanical parts,
thus wear does not lake place and Ihe need for compensation
by adjustment does not arise_ Ignition problems in this type of
system can be broken down as follows.
II Loose, broken or corroded connections
b Damaged or broken wiring
c FaUlty or inoparalive alectronic components
'44 Chaptar 3 Ignition system

2 The above are arranged in thll order in which they Ire most
likely to be found. and with the exception of item C should
provide no undue problem in the event of fllult finding or
rectification. Where part of the electronic side of the system
falls. however. diagnosis becomes rather more difficult. The
following sections provide details of the necessary test
procedures. but it must be remembered lhat basic tesl equIp-
ment will be required. Most of the tests can be carried out with
an inexpensive pocket multimeter. Many home mechanics will
already have one and be conversant with it! use. Failing this.
they are easily obtainable from mail order companies or from
electronics specialists, or can be ordered through a Yamaha
dealer.
3 When carrying out tests on the electronic ignition system,
bear in mind that wrong connections could easily damage the
component being tested. Adhere strictly to the test sequence
described and be particularly careful to avoid reversed bllttery
connections. Note that the system must not operate wilh one or
5 Ignition coils: fllsistanclI tllStS
" one of the igniton coils is SU5peCted of partial
failure, ilS Inlernal resistance and insulsticn tan be
measuring Iha primary and secondary
that It is very unlikely Ihal both coils
and if this appears to be the case. be prepared to look
for the problem.
2 Set tha multimeter to the ohms scale, and
probe lead to each of the thin low tension wires.
does not maner which probe is connected to which
reading of 2.5 ohms ± 10% at 20°C should be obtained'
primary windings are in good order.
3 Repeat the test for the high tension leads, this time with
meIer set on the kilo ohms scale. A reslstanca of 11
20% at 20 G e should be indicated.
4 If the coil has failed it is likalv to

~~'.~~~~'~f~:~~~~,~;~~:~~:1
more HT leads isolated. as the very high secondary winding
voltage may destroy the ignition coil. Beware of shocks from the fault would
short in immediately
circui tbe the primary
high tension leads or connections. Although nol Inherently Ihe renawal of the coil concerned. Where the
dangerous, they can be rather unpleasant. cut It is advisable to have the suspect coiltesled on a
tester by a Yamaha Service Agent.

3 Ignition system faults: tracing the defective area

Ignition problems must be tackled in a methodical fashion

If time is not to be wasled in jumping to incorrect conclusions.
The flow chart In Fig 34 shows the COffec! sequence for
investigating a failure or partial failure of the sys!em Note that Promary tOil check
apart from the TCI unit there are two distinct sub-systems ,---~
conlg:>lIing cylinders 1 and 4 and cylinders 2 and 3 respectively.
It follows that the appropriate sub-system should be
Investigated in the event of a malfunction of one pair of spark
plugs.

4 Ignition coils: spark gap testing

@R.,
The Individual ignition coils may be tested under load by
connecting them to a device known as a spark gap tester. This
allows the spark 10 be observed under load as the gap is
progressively increased until failure occurs. A sound coil will
produce a reliable spark across a minimum gap of 6 mm (0.24
in). As the equipment used i5 unlikely to be available to the
owner it is suggested thaI a suspect coil is entrU5ted to s
Yamaha deCller for testing or the following tesl is carried out to
gain some indication of the coil's condition.

Secondary co,1 check

4.1 Ignition coils are mounted beneath fuel tank Fig. 3.2 Ignition coils resistanca!III1'
'"by
0"
sly.
lere

~.

II it
Sp.rIt plug m.int.n ....c.: Checking plug gap with leel., 1jIaU\IM Altering the plug gap. Note use of corrKt tool
I. A
<he
<h,
••
, 0'
e of
uire
~ear
g.p

Splirk plug conditions: A brown, IBn or grey firing end is White doPOIin hlWe ao:;:umulated ,rom elCt:essive emountl of all
indicative of correct engine running conditions end the selection in the combustion chember or through the use of low quality
of the appropri8le heel r'ling plug oil. Aemo ..... deposil$ or 8 hot 'POt may form

]
ShIck sooty _Olin indicate.., over-rich fuel/a;r m;)(ture. or I Wet, oilv carbon depOSits form In electrical leakage path along
mallu!'ICtloni~ Ignition system. If no imprOYllment il obtained, the InsulOlor nose, resulting in I misfire. The cauw nl.Iy be 8
try one grade hotter plug bldly worn &ngine or I malfunctioning ignition Iys~m

A blIStered white inlulator or melted elec::uode indicates OWl'- A worn ,perk plug not onlv W81tft fuel bo..It ..so o....,rload!> the
IdVllnced ignition timll1ll or 8 malfunctioning cooling system. whole ignition system becau$II the increased gap requires higher
II correction does nOI prove efieaive, try. colder gr1llde plug voltage to initia1l!l the spark. Thi, condition can .Iso .ffect llir
pollution
'46 Cha pte r 3 Ignition sys te m
The pickup coils are unlikely to cause problema unless they
have suffered mechanical damage or have been electrically
overloaded. They Clln be Checked using a multi meIer set on the
resistance scale. Trace the pickup wiring back to the four pin
connector 81 the Tel unil and unplug it. Elich coil has two
connecting leads, one of each is blue In 8ach case, and the other
orange or grey. It will be necessary to determine by experiment
which of the blue leads belongs to which coil.
2 Measure Ihe resistance between the orange leed end the
appropriate blue lead and nOle Ihe reading obtained. Repeallhe
lest, Ih is lime using the grey lead end the remaining blua lead.
In each c!lse a resistance of 700 ohms ± 20% 81 20 D e 168° F)
should be Indicated. If the coil has broken it will normaliV give
a reading indicating infinite resistar,ce (open circuit! or zero
rlIsistaoce !short circui!). In both case. it will be necessary to
renew the pickup baseplate assemblV as a unit. The coils are not
availabte separately.
6.1 The pickup assemblv
7 T e t unit : test ing
Yamaha do not produce test figures for the TCI unit so a
faulty unit should be checked by eliminating aU other possible
causes. If a sound TCI unit can be borrowed, it would be
possible to make sure of any diagnosis by substilution. Failing
this, it is worthwhile seeking confirmation from a Yamaha
dealer before purchasing a new component.
8 Ignition timing : checking and resetting
The ignition timing should be Checked at the intervals
specified in Routine Maintenance (where appropriate). and
whenever the ignition pickup assembly has been dismantled for
repair or renewal. It should be noted that adjustment is unlikelv
to be necessary unless the pickup hal been disturbed. 8efore
starting lhe timing check, it should be noted that the fixed
timing pointer is adjustable. and if it has been removed or bent,
or if there is some doubt about its accuracy. check its position
as described at the end of this Section. For normal liming
checks, this stage can be ignored.
2 A stroboscopic timing lamp. or ·strobe·. will be required for
the timing check. because the test must be carried out with the
engine running. Two basic Iypes of strobe are available. namelv
Ihe neon and xenon lUbe types. Of Ihe two. the neon type is
much cheaper and will usuallv suffice if used in II sII*
position. its light output being rather limited. The brighler
more expensive xenon types are preferable if funds pel1ll
because they produce a much clearer image.
3 Connect the strobe to the left- hand (No 1 cylinderl
tension lead. following the maker', Instructions. If an ext
12 volt power source is required it is best not to use
machine'S battery as spurious impulses can be picked up
the electrical system. A separate 12 volt car or mot
battery Is preferable. Remove the timing inspection plate,
start the engine. Check that it is wi thin the prescribed idle spHI
limits of 1050 ± 50 rpm. making any necessary adJustmetlll
4 Direct the timing lamp towards the timing disc 011
crankshaft end. The- fla5hing light pulses will make the
appear to freeze in relation to the pointer. and the inver1ed
shaped timing mark should align preciselV with this.
S If the timing mark does not freeze In a position which
the fixed pointer mark within the range indicated by the arms
the timing mark. check tha t Ihe pickup baseplate asseniJlr
fitted correctly and Ihat the two securing screws are tight
that the timing is not adjustable, and if the marks still I,",
align correctly, it will be necessary to check that thl! fi
pointer is accurately positioned. as described below.
6 The check will require the use of either a dial gauge
spark plug thread adaptor. or a degree disc and lOme loon
piSlon stOp. Of the two methods. the degree disc arran
is more accurate, but either should suffice.
1 If using a dial gauge arrangemennt. remove the $plr.:. ~
from cylinder No 1 and fit the adaptor and gauge
extension probes as required . Tum the crankshaft to •
degrees before ToC, then continue turning until the
needle reaches the dead point at actual ToC. Note th8t the
point covers a few degrees of crankshaft movement arld
correct c.ankshaft position Is at the centre of this dead
Check the fixed pointer. which should elign precisely witf1 the'!"
marie. on the timing plete. 1/ this is not the case. slacktrl
screw which secures the fixed pointer and move it as requ..
B If a degree disc is to be used it will be necessary to coot
a piston stop which will screw inlO the spark plug hole. A
suitable device can be made up using an old spaO! plug. a.
the plug in a vice and hacksaw around the spun lip et the
of the metal body. Once sawn around lIS circumferellCe,
porcelain insulator and centre electrode can be displaced
discarded. File off the earth electrode, then pass a bolt ODWI
through the body 10 that it projects by about t Inch 01 •
Secure the bolt with a nut. noting that the oveflll widtf1 01
nut must be smaller than the plug thfeed. Screw the a
stop into the plug hole, setting it so Ihat the piston is 51
a few degrees from TDC on each side.
9 Slacken the recessed Allen bolt which secures the tirnil
plate to the crankshaft. Remove the boll and then refit
together With the degree disc. The bolt rl8ed only be fitted
tight. Make up e pointer from e length of wire and fi. it to
crankcase, u5ing one of the casing screws. Position the eniI
the pointer so that it runs close to the edge of the timing
Turn the crankshaft until it contacts the piston SlOP on 001
01 TDC. end set the degree disc at zero against the wire
Turn the crankshaft bed until the piston meets the stopal
Olher side of ToC. and note the reading in degren on the t'
disc. If. for example, a difference of 64 0 is shown, this should
halved to set the disc Itt true TOC. Adjust the disc to l"9ad 32'
against the pointer. The stop can now be removed and
crankshaft rotated until the disc shows zero (0 0 or J6O'
against the pointe •. Check and adjust the filled timing poin\el
described at the end of paragraph 7.
10 Once the pointer has been adjusted it should require
further 8ttenlion unless it is removed or has become
Recheck the ignition timing as described earlier In this
and note whet he. the timing mark is now within limits. 11Il0l,
lault in the TCI system is indicated, and further checks 01
component parts will be necessary. Note that it mly
easier and quicker to have this done by a dealer. who will
the facility to check by SUbstitution where necessary.
 Chapter 3 Ignition system 147

1aded
!lr but p~,
ermit.
connection
.) high
<ternal OK
se the
p from
)4'cycle
.l
8. then Check b.attery fOf" Aec:h 8rV'
• speed volt"" end Lowl/Oltage &. battery
ments. specific "ravity spec:ific: "ravity
on the
ne disc
ned U ~
1
OK
ch puIS
arms of
1 COrr.:t connec·
WHk c:onntrCtion
,mbly is tion or repl..::.
nt. Note or opoen circuit
II fail to
1"_
1e fiKed 1 I The TCI unit. Do not ellemptto repair it 1
OK
uge and
1
lorm of
1gement Check rniuane. of
iojjnition coil
1-________[~R:"';I~K:._;-~
If olh" th.... iunitlon coil
.ark plug
\primary and tpecifi.:s
~e using
~ondarv)
o a few
Ie gauge
\he dead L
and the OK
ad point. 1
ith the T rChed<. plc:k~p colli AepI..::. pick"p
Icken the
required. ltor ,.Inanc. I If other th.n c:oll..-nbly
tpeCili.:s
) contrive
~ hole. A
.1.
OK
Jg. Clamp
,t the top
"(Ince. the
laced and
oolt down
lCh or so.
Idth of the
Jssembled
is stopped Fig . 3,4 Ignition sys tem f ault diagnosis flow chart
Fig . 3 .3 Ignition timing alignment merks
'the timing
len refit it
illed finger , Fixed pointer 3 Securing screws
fix it to the 2 Re/uClO'
engine operating conditions, See the accompanying
the end of
iming disc. pho tographs.
)1'1 one side
4 Always carry a spare spark plug of the recommended grade.
lire poin ter. In the rare eve"t of plug failure. it will enable the engine to be
9 Spark plUgB: checking and .eBetting the gaps res tarted,
stOP at the
, the timing 5 Beware of over-tightening the spark plugs, otherwise there
The standard sperk plug types recommended for the is risk of stripping the thrf'ads from the aluminium alloy cylinder
IS should be
Ylmaha models are NGK BP7ES or NO W22EP. Cerlain head. The plugs should be sufficiently tight to seat firmly on
to read 32°
operat.ng conditions may require a change in spark plug grade. their copper sealing washe~. and no more. Use a spanner
ad and the
Ilut lIenerally the type recommended by the manufacturer gives which is a good fit to preven t the spanner from slipping and
° 01"" 360°)
the best all round service. breaking the insulator.
g pointer as
2 Check the gap of the plug points at the recommended 6 If the threads in the cylinder head strip as a result of
Aoutiroe Maimenance interval. To reset the gap. bend the outer overtightening the spark plugs. It is possible to reclaim the head
I require no
!"COme ben t tItct,ode to bring it closer to. or further away from the cemra' by the use of a Hellcoil thread inserl. This is a cheap and
this Section elecHode urotil a 0.7 mm (0,02B in) feeler gauge can be convenient method of replacing the threads; most motorcycle
nits. If not. a inserted. Never bend the centre electrode or the insulator will dealers operate a service of this nature at an economic price_
hecks of tha crack, causing engine damage if the panicles fall into the 7 Make sure the plug Insulating caps are a good fit and have
I mey prolle cyi irlder whilst the engine is running. their rubber seals. They should also be kept clean to prevant
J With some e~perience . the condition of the spark plug tracking. These caps contain the suppressors that eliminate
lho will helle
.". electrodes and insulator can be used as a reliable guide to both radio and TV interference.
 F••

Chapter 4 Frame and forks

Refer t o Chapter 7 for information on the 1983 US models

Contents

General desc!iption .. 1 Final drive beVilI gears fault diagnosis ..... 21

Front forks: types and applications .... 2 Rear sus.pension unIts: examina tio.. - XJ6S0 models.. 23
Front fork legs; removal and replacement centre axle Rear suspension units: e~amin8tion XJ7S0 models ..... 24
types ................... ._... _.. ...........•... ..........•.... ••....•.•...... 3 Suspension adjustment ..... 25
Front fork legs: removal and replacement - leading ade Front fork adjustment procedures. 2fi
type .... , .................... , ......... __ ............. _.............. 4 Centre stand' examination •. 21
Front fo.k legs: removal lind replacement - leading ute Prop stand; examination.. .. 28
type with adjUstable air preSSllre and damping ... 5 Footrests: examinatIon and renovation - aU models
Front lark legs: removaL and replacement - leading axle e~cept XJ7S0J.......... ..... ................ .....•.•. 29
type with adjustable air pressure and anti-dive. 6 Footrests: examination. renovation and adjustment
Steering head assemblv_ removal and replacement - XJ7S0J .............. .............._... ~
XJ650(UKI and XJ650 RJ ... , ................... .... 7 Rear brake pedal: examination and renovation - all
Steering head assembly: removal and replacement models except )U750J . 31
XJ6S0 G. H. LH and J models ........ ................ 8 Rear blake pedal eltamination and renovation
Steering head assembly~ removal and replacement - XJ7S0J....................................... 32
XJ7S0!UK), XJ7S0 RH and RJ ... ..... ................. 9 Gearchange pedal: examination and renovation
Steering head_55embly: removal and replacement - XJ6S0 G. H, LH. J and XJ7S0J ........... lJ
XJ7S0J ....
Front forks: dismantling and reassembly - general •...•
'0 Gearchange linkage; examination and renovation all
UK models and all US Seca models ........ J.I
Front fonr.s dismantling and reassembly - XJ6S0!UKI
and XJ6S0 G. H. LH and RJ .............•.........................•....
"
12
Gearchange linkage: examination and adjustment -
XJ7S0J .••..••••..•••....•.. ...... ............... ................. 35
Front fonr.s. dismantling and reassembly - XJ650J ••. 13 Handlebar adjustment: XJ7S0J._ .... 31
Front forks: dismantling and reassembly - XJ7S0 J. '4 Oualseal: removal and replacement.
Front forks: dismantling and reassembly - Helmet lock general description ....
XJ7SQ{UKI. XJ7S0 RH and RJ ..... .
Front lorks: examination and renovation .••..••.
Steering head bearings: examination and renovation ..
,.
15

17
Steering lock: location and renewal
Security chain: location and renewal ..
Instrument panel: general.
Frame: e~amination and renovation ....................... ... 18 Speedometer dlive gearbox and cable: examination ..
Swinging arm bearings: checking and adjustment •.••• 19 Tachometer drive 9(larbox and cable: examination
Swinging arm' removal, renovation and replacement . 20 meChanical tachometer models ..•......
Final driveshaft: removal. renovation and installation .. _...... 21

Specification.

Front f orks XJ650 G. H XJ6S0 J XJ650 RJ .,I(!

and LH XJ650lUKI
Type •...•... Oil damped Oil damped. air Oil damped.
telescopic assisted. telescopic
telescopic
Oil capacity !per leg) ••...••....• 262 cc 278 cc 236 cc

Oil grade.
!9.24 US II 011 !9.40 US II 01)

SAE 1"""/30 motor 011 or SAE lOW lort oil

1718/8.31
'wi "
Air pressure:
Standard N/A S.7 psi NiA
!O4 kg/cm')
Range N/A 0.17 psi N/A
10-1.2 kg/cm')
Maximum N/A 17 pSI N/A
(1.2 kg/cm J )
Travel ISO mm ISO mm ISO mm
!S.91 in) (S.91 inl (S.91 in)
Spring free length. 606 mm 467 mm 540.5 mm
(23.86 in) 118.39 inl (21.28 In)
 Chapter 4 Frame and forks 149

Front fork s XJ750 RH

and RJ
I XJ750 J XJ750(UKI

T"" Oil damped, air

assisted.
Adjustable, oil
damped, eir
Oil damped, air
assis ted,
teles.opic, with assisted telescopIC, with
antl-dive telescopic anti-dive
Oil capacity (per leg) ...... 309 cc 257 cc 312 cc
(10_5 US II od {8.7 US fl ozl (11.0 Imp II oz)
Oil grade. SAE 20W SAE lOW/30 motor oil or SAE lOW
lork oil fork oil
Air ",euure:
Standard 5.7 psi 5.7 psi 5.7 psi
(OA kg/cm') (0.4 kg/em') (04 kg/cm')
Range .. 0-17 psi 5.7-17 psi 0-36 psi
(0-1.2 kg/em') (04-1.2 kg/cm 2 ) (0-2.5 kg/cm',
Muimum 36 psi 36 psi 36 psi
(2.5 kg/cm') (2.5 kg/em') (2.5 kg/cm')
22 Trave l .................. . 150mm 150mm 150 mm
23 (5.9 1 in) (5.91 in) (5.9 1 in)
24 Spring Iree length .......... . 6049 mm 458_5 mm 604.9 mm
25 (23.81 in) (18.05 in) (23.81 in)
26
227. RUr suspension units
T", Oil damped. telescopic
29
Spring preload senings 5
O.mper setlings
30
750 models ..... . 4
31 All ot hers _ ..••.. ,••...•••..••. N/A
Travel...... ,....... " ........................... . 80 mm (3. 15 in)
Spfing free iOr'lgth:
32
XJ650 G, L. LH. J." ..'L ... 232 mm (9.15 in)
)(J650 RJ. 650(UK) ....... 236 mm (9.31 in)
33
XJ750 models ..... 227 mm (8.97 In)
34

35 Torque wrench settings

36 Component kg! m Ibf ft
37 Steering stem pinch boll _............ _ ............................................ 2.0 14
3. Crown boll ........................ .
UPI!IIr YQke pinch bolt ..... " ................................................
5.4
2.0
39
14
39
40 Lower yoke pinch bolt, ................ .. 2.0 14
41 Swing ing arm LH pivot bolt .... . 10.0 72
42 Swinging arm RH pivot locknut .......................................... .. 10.0 72
Torque arm bolts 2.0 14
43 Brlke arm pinch bolt . . ............... . 2.0 14
SuSpension unit mountings .................... ,...... .. 3.0 22

Gen&ral description 2 Front foril.: type. and applications

The frame used on the Yamaha XJ650 and 750 models is
lull cradle type, in which the engine/gearbolC unit is
.-.,ned in duple x tubes ru nning below the crankcase. The
lubes run from the steering head lug above and below the
unit, meeting at the swinging arm pivot point. An
Ir *,;on PfO\Iides suppo" and location lor the seat, rear
Imp ension units and ancillary components. The frame is
~e~ brKed and gusseted 10 minimise flexing.
The !font lorks are 01 the oil·dam ped te lescopic type, there
several different types as discussed later in this Chapter.
models incorporate a hydraulically actua ted an ti-dive
fI$I.m which helps to stabilise the machine during heavy
' rill. The 101\ legs are retained by a pair 01 fork yokas which
II on cup and cone steering head races. Rear suspension is
!Iv e pivoted lork, or swinging arm, which is supported
taPllred roller bearings located by adjustable slubs, and
IIad by oil-damped coil spring suspension uni ts. The lelt-
longitudinal section of the swinging arm takes the form of
I _ I tube which contains the final drive shalt end 10 which
h fnal drive housing is retained.
There are 'ive different frOnl fork arrangements used on Ihe
various XJ models, ranging from simple oil damped te lescopic
to sophisticated versions using various combinations 01 air
pressure, damping adjus tment and adjustable an ti-dive control.
To avoid furt her confusion the type. and fea tures are decribed
below. together with the models to whiCh each type is fitted.
)(J650!UK) and XJ650 RJ
2 These models are fitt ed wit h a simple centre-allle telescopic
fork employing coil springs and non-adjustable hydraulic
damping.
XJ650 G, Hand lH
3 The 6 50 Mallim models employ a leading-allle telescopic
fork with coil springs and non-adjustable hydraulic damping.
The fork is generally similar to the type described above.
XJ650J
4 The XJ650 J is equipped wilh e leading-axle telescopic
fork. utilising coil springs supplemef'lled by adjustable air
150 Chapter 4 Frame and forks

pressure 85 Ihe suspension medium. Damping is hydraulic and
non-adjustable.
XJ750 RH and RJ. UK 750 model
5 These models are fiued with lo&liog-81\18 telescopic fork.,
featuring air-assisted coil springing ,lnd hydraulic damping. An
additional refinement is an anti-dive system in which damping
resistance is increased in proponion to braking aHort.
XJ750 J
6 This last model differs significantly from the remaining 750
cc machines. It does nOI employ the anli-div8 arrangement
mentioned above, but d08s incorporate damping adjustment via
a knurled knob at the lop of each fork leg.
3 Front fork. legs : removal and replacement - centre 8xle
type.
downwards to disengage it from the steering head as~
Repeat this operalion to remove the remaining fork leg
5 Reusembly is a straightforward revef$lll of the
sequence, noting that the tops of the fork stanchions should.
positioned flush with the top edge of the upper yoke Once
stanchion Is in position. tighten the clamp bolts to 20 kg!
(1 4 .5 Ibf It).
6 Refit the front wheel, checking that the speedometef
gearboll engages properly on the locating lug of the Ion
Slide the wheel spindle home and refit the castellated
tightening It to 10.7 kgl m (77.4Ibf It). Once the nut Is light
a new split pin.
7 Refit the caliper(sl. tightening the caliper bracket bolti
2.6 kgl m 118.8 Ibl It). Operate the brake lever a lew Ii","
centralise the disc(s) between the caliper(sl. and than compltll
the for\(s a few times to allow them 10 settle in their
position. The spindle clamp bolts should now be tightl!l'led
2.0 kgl m (14.5 Ibftt). Refit the Iron! mudguard, tightening
mounting bolt& to 1.0 kgf m (7.2 Ibf hi and reconnact
speedometer drive cable.

This type of fork is lilled to the XJ650(UK) and XJ650 RJ.

Pie ce the machine securely on its centre stand, leaving plenty of
wor\(ing area at the 'ront and sides. Arrange wooden blocks
beneath the crankcase so tha t the Ironl wheel is raised clear of
the ground.
2 Release the speedometer drive cable althe fronl wheeland
lodge it Clear of the for\(s. Slacken and remove the two boilS.
spring washers and plain washers which secure each of the
'ronl brake calipers to its fork leg. As the calipers are lifted clear
position some small pieces of scrap wood between the pads so
that they are nol ellpelled if the brake lever is inadvertently
operated ""\'ilsl the calipers are removed. Tie the calipers to the
frame so that their weight is not supported by the hydraulic
hoses. A similar approach should be applied to the single disc
brake versions.
3 Remove the split pin from the wheel spindle nut. which can
then be slackened and removed. Slacken the pinch bolt at the
bottom of each fork leg. Support the wheel and displace the
wheel spindle. The wheel can now be manoeuvred clear of the
for\(s and placed to one side.
4 Remove the front mudguard mounting bolts and disengaije
the mudguard from the for\( legs. Slacken the single pinch bolt
at the upper yoke and the two pinch bolts at the lower yoke to
release the fork leg, which can then be twisted and pulled 3.4a Release mounting bolts and remove the front mudguilfll

3Ab Slacken the top yoke pinch bolt. 3Ac ...

 Chapter 4 Frame and forks
j assembly.
( leg.
he removal
s should be
e. Once the
J 2.0 kgf m
meter drive
tie lark leg.
ellaled nut.
tis lighl, fil
ket bolts 10
,W limes to
n compress
heir normal
Ightened to
htening the
!()nneCl the
Hd Fotlliegs can be removed by pulling and Iwisting them
_ards until clear of Ihe yokes
...
4 Front fork legs: removal and replacement - leading-axle
This type of fork is fitted to the XJ650 G. H, LH and J
Is. The procedure for removing and replacing the leading-
de type fork legs is essentially the same as that described for
standard type, and reference should be made to Section 3
c1etai!S_ The following'temarks should. however. be l aken
consideration.
The lingle brake caliper is of Ihe single piston type and Is
IIOUnled on a cIISt-in lug on the leh-hand lower leg. The caliper
dy PIVOts on a pin which is secured to the lug by a bolt which
__ up through the pin. and a nut and spring washer. Once
nul and washer have been removed. the caliper can ne lilted
.... and IOOged clear of the forks and fronl wheel. having
, lad • wooden wedge between the brake pads.
3 A pinch bolt Is filted to Ihe plain end of the spindle at the
of the right-hand lower leg To Iree the spindle. first
Ihe split pin and castellated nUl. then release the single
;lrIeh bolt. The spindle can now be displaced and Ihe wheel
'"""'"
, All torque ligures are the same as those shown in SeClion
IS Ire the remaining removal deteils.
~ Front folit; legs: removal and replacement - leading-allie
tnMI wilh adjustable air pressure and damping
This type of fork is filted 10 Ihe XJ750 J. Place the machine
,"rely on ils centre Sland. arranging wooden blocks or similar
th Ihe crankcase so that the wheel is raised clear of the
'"
Straighten and remove the split pin which secures the
spindle nut. then slacken end remove the nut. Release
bolt which holds the speedomel er drive cable in the drive
•• nd pull The cable clear. Slacken and remove Ihe IWO
It5 which secure each caliper to its fork lug. lift the calipers
and place wooden wedges be tw een the pads to prevent
ICCldental upulsion_ The calipers should be tied clear of
wheel and fork, nOling thaI Ihey should not be left hanging
!he hydraulic hoses.
Slkten the pinCh bolt at the base of the lower Ilghl-hand
leg to free Ihe wheel spindle Using a solt faced mellet, tap
threaded end of the spindle until the cross drilling on the
te end is accessible. Insen a tommy bar or a screwdriver
Misl.nd puilihe spindle clear of Ihe wheel and forks. It will
151
be found helpful if the weight of tha wheel is supported at this
stage. Once the spindle has neen freed, lower the wheel and
place itlO one sida. Remova the four bohs whiCh relain Ihe fronl
mudguard to the fork legs. then remove the mudguard taking
care not to scratch it
4 Remove the air valve cap at Ihe lap of the leh-hand
stanchion. Using a small screwdriver or similar, depress the
valve insert 10 release the fork air pressure. Slacken the fork cap
bolts by one tum only. Do not attempl to remove them at this
stege. Ramove Iha finisher Irim from the boltom yah. Slacken
the top and bottom yoke pinch bolts, and slide each fork leg
down by about two inches. Slide the air valve unions and hose
upwards and clear of Ihe stanchions together with their internal
O-rings and the rubber SpaCeMi which fit between them and the
underside of the top yoke. Using a small electrical screwdriver.
peel the wire clfclips, which locate the unions on tha
stanchions, clear of the stanchion grooVilS and slide them
upwards and off Ihe stanchions. Each fork leg assembly can
now be removed by Iwisting it and pulling it downwards.
5 The fork legs are refitted by reversing Ihe removal
sequence, rooting Ihe following poinls. Do root omil to fit the
union locating clrclip to the slanchlon after Ihe latter has neen
fitted through the bottom yoke. Examine, and where necessary
renew, the a-rings which seal the air unions on the stanchions.
Coal the O-rings and stanchion with a lithium soap-based
grease prior 10 fitting. Take cara thaI the a-rings are not
displaced as the unions are pushed down over the staochions or
air pressure leakage will occur.
6 Front for1r.legl : removal and replacement - leading-axle
type with adjustable air pressure and anti -dive
This type offorlr; is filted to the XJ750(UK) and XJ750 RH
and RJ. Place Ihe machine securely on its cent re stand, using
wooden blocks or similar beneath the crankcase to raise Ihe
front wheel well clear 01 the ground.
2 Straighlen and remove the split pin which reta ins the wheel
spindle nut, then slacken and remove the nut. Release the bolt
which secures the speedome ter drive cable in the drive gearbox
and pull the cable clear. lodging It away from the wheel and
forks.
3 Remove the two Allen screwl which retain the actua tor
piston housing to the top of Ihe anli-dive housing and lift the
piston housing away together wi th its hydraulic hose. Slacken
and remove Ihe two caliper mounting boilS and lift away the
caliper with the piston housing attached. TIe the assembly clear
of the wheef, then repeal Ihe process with the remaining caliper
and anti-dive components. Place wooden wedges between the
brake pads to prevent the caliper pistons from being expelled
should the brake lever be squeeled inadvertently.
4 Slacken the pinch bolt at the bonom of the right-hand
lower leg to free Ihe plain end of the wheel spindle. Tap the
spindle th rough using a soh-faced mallet. then insert a bar or
screwdriver Ihrough the plain end. Twist and pull the spindle
clear. whilst supporting the wheel. Manoeuvre Ihe wheel clear
of the forks and place it to one side. Remove the Iront
mudguard retaining bolts and remove il from between Ihe fork
legs.
5 Continue removal and replacement by following the se-
Quence described in Section 5 paragraph 4 onwards, rooting
thaI damping adjustmenl is not fitted to the anti·dive fork, and
refe rences to it can be ignored. and that each fork leg has Its
own air pressure valve on these models.
1 Steering head assembly: removal and replacement -
XJ650!UK) and XJ650 RJ
The steering head assembly comprises Ihe lower yoke and
sleering stem, the upper yoka and the two cup-and-cone
152 Chapter 4 Fra m e and forks

5
4:p
"

9
10
11
12
4
14
Fig. 4.1 Steering head assembly - XJ650 (750 simllad

16
, Top rake '0 Dust cover
2 Crown bolt Upper cone
3 Pinch bolt "'2 Slee/ball - 190ff
2 off
,.
,.
4 Pinch boll '3 Upper cup
5 WElsher 2 off Lower cup
•, Washer
CebllJ guide
'5 Steel balls
Lower cone
19 off

8 Dome nut - 3 off Dust s8a/

9 Adjuster ring 2 off
bearing race sets. It is unlikely to require attention unless the
bearings have become worn 0.. damaged, or jf accident damage
has been sustained. II necessary. it is possible 10 remove Iha
lower yoke together with the fork legs, and this approach may
be reQuired where the lork stanchions are bent and rammed in
the lower yoke. In all other cases the for\( legs are best .emOlled
first.
2 Start by removing Ihe front brake calipers, the fork legs snd
mudguard as described in Section 3 of this Chapter. The fuel
tank should be prOtected by covering it with a blanket or. better
still, removed and placed to one ,ide. This will prevl,"1 any risk
01 damage to the painted finish .
3 The procedure from this point onwards must depend on
individual circumstances. For obviOUS reasons, the full dismantl-
ing sequence is described here, but il is quite in order to avoid
as much of the dismantling as possible by careful manoeuvring
of the ancillary components. As an example, the handlebar
assembly can be removed as a unit, and threaded around the
yokes as these are released. The same applies to the headlamp
unit and instrument panel, Obviously, much depends on a
commonsense approach and a measure of ingenuity on the part
of the owner.
4 Remove the screws which secure the headlamp lens and
fllflector assembly to Ihe headlamp shell. Disconnect the
headlamp bulb connector and the perking lamp bulb !UK and
Europaan models) and place the unit to one side. Trace the
various multi-pin connectors whiCh enter the headlamp shelt
making a quick sketch to show their relative poSItions. Separate
Ihe connectors and posh them out of the he<ldlamp Shell.
Remove the headlamp shell mounting nuts and release Ihe
shell, noting Ihe disposition of the various washers and spacers.
"
00 not forget the head lamp adjuster bolt W"';"'.•~"O~'~""
an elongated hole in the br<lcket on Ihe rear
5 Unscrew the knurled rings which retain
and taChometer drive C<lbl81 to the underside of
panel and manoeuvre the cables clearof the Slee
The instrument panel is secured by two studs
through rubber bushed holes in the upper v::~:,~;:::1
two nuts from the underside of the yoke I pull
upwards to fr" it. Remove Ihe plastic cover from
yoke by releasing its two securing screws. Once this
been lilted away the lowar mounting of the h•• d1I,m,.
will be revealed. Remove the single bolt and lift the
''''!f
away together with the front indicator lamps.
6 Release the ignition SWItch from the top yolle b,,,.04
the two securing bolts. Prise out the black plastic
cover the handlebar clamp Allen screws. Release
end lift away the clamps to free the handlebar
should not be necessary to remove the levers.
'''0''''1
and switches from the handlebar, but make sure
cylinder remains upright to prevenl leakage from Ihe
7 Slacken Ihe pinch bolt at Ihe rear of the top
remove the steering stem top boll. The lOP yoke can
lifted away" It proves stubborn, tap it upwards using a
faced mallet. Using a C-spanner, slacken and remow
&teering stem lock nut,
S Before the lower yoke is removed. it should be
the steering head balls will be releasod as it is w;'' ' ' Mf
follows Ihal greal care must be taken to catch
will trovel a remorkable distance if allowed to
surface. Anyone not familiar with Ihe behaviou','" ; •..•. :
balls dropping from a steering head race wit! be ;";,,....
 Chapter 4 Frama and forks
!he SPeed wllh which they di.appear inlo small nooki Ind
;rannies. To obviate I protracted and lrustratlng search it is
misable to place something like an old blanket beneath the
'leering head area to collect any errant balls A magnet will
prove invaluable when collecting them as the yoke is lowered
!way Irom the steering head.
9 Support the lower yoke with one hand. then unscrew the
tdjos,ment nul and remove the upper bearing cone. The bearing
bills will usually remain in the bearing cup and can be collected
to th the magnet and placed in a luitable container. Things are
simple with the lower race. Slowly remove the lower yoke,
keeping one hand cupped beneath it to catch any bearing balls
which drop Iree. Remove the remainder with the magnet and
~ them In the container There is a lotal of 38 balll in the
lWO races.
10 The sleerirtg head components should be e.amined for
wear as described in Section 17. prior to reassembly. Make sure
Nt the bearing cups and cones and the bearing bails are clean
~e assembly commences. Wipe a thick layer 01 grease
IfOUAd the lower bearing cup. using the grease to stick the
""'Ieen lower race balls into position. II will be noted that a
small gap remains in the circle of balls. This Is Intentional. and
IIIows the balls to rotate without scuffing against each other.
Do not be tempted to Iii an e.lra ball. Greese the upper bearing
.cup and Slick the remaining nineteen balls in place in Ihe same
mlnner.
11 Taking great care not to dislodge the lower bearing balls.
IIde the steering stem Into posilion. hokling it firmly against the
bNnng wtrile the upper corre. shroud and adjustment nul are
• No" adjustable mounlirtg on bactc 01 head lamp shell
Fig 4.2 Steering head top yoke pinch bolt and top bolt
position. - XJ650(UK) and XJ650 RJ
Top boll 2 Pinch bo/r
153
lined. It is importen! to ensure that the sleering head is
adjusted correctly. If lelt too loose, the small amount 01 Iree
play will be much magnilied at the front wheel and will cause
aerlous handling problems. Conversely, over-tight head races
will cause rapid bearing wear and make the $Ieerirtg slilf and
unresponsive. The steeling head has a line thread which mekes
il quite easy to apply Inadvertently a loading of several tons on
the bearings.
t2 The official method of adjustment is to lighten the slotted
*
adjuster nul to 2.5 kgf m (18.0 Ibl It) and Ihen 10 back it olf by
turn. This poses a problem since most owners will not have
access to the special sockel required. It is quite feasible to use
an e.tended C-spanner, to which is attached a spring balance at
a point one loot from the centre 01 the steering stem. If Ihe nul
is tightened by pulling on the spring balance until a reeding of
eighteen pounds is indicated, the specified torque will have
been achieved.
13 If care is e.ercised, the nut can be set by leel alone. It
should be borne in mind Ihal it is necessary only 10 tighlen Ihe
nUl sufficiently to remove all trace of Ir" play, but no more.
Check that the yoke turns smoothly and easily. Once
adiustment is correct, hold the nut in position, then fit and
tighten the lock nUl. Continuo assembly by lining the top yoke.
To ensure that the yokes align properly. slide the lark legs inlo
position whilst the lop bolt and pinch bolt are fined. The correct
lorque figures for the latter are as follows:
Steering stem pinch bolt 2.0 kgf m (141bl ft)
Crown boil 5.4 kgf m (39 Ibl ft)
Fig . 4.3 Adjusting the steeflng head bel rings
'54 Chapter 4 Frame and fork s

8 Steer ing head assembly: rem oyal and replacem eflt - XJ
650 G. H, lH a nd J model.
Steering head removal and reassembly for the above
models is generally similar to the procedure described in
Section 7 of this Chepter, with a few minor variations. A brief
summery of the sequence is given below and any procedural
differences e~plained.
2 Stsn by removing the fronl wheel, forks and handlebar
assemblv. nO ling that il is advisable to remove the lual Isnk as
8 precautionary measure. Release and disconnect the headlomp
assembly from the shell, pushing the wiring and connectors
through to allow Ihe shell to be lifted clear. The shell clln be
detached together with its supponing subframe. Remova l of the
finishe r plate on the bo ttom yoke will allow easy access to the
$Obframe lower mounting. The finisher is retained by two
screws fined from Ihe underside.
3 Free the hydraulic union from the bottom yoke by releaSing
its single mounting bolt. Disconnect the Instrument drive
cables. then release each instrumant. together with its
mounting bracket, from the lop yoke. The reSI of the
dismantling sequence is the same as thai described in Section
7. Reassemble by reve rsing the dismantling sequence. noting
Ihe following torque settings:
Steering Slem pinCh bolt 2.0 kgf m 114.5 Ibf tt!
Steering stem top bolt 5.4 kgf m /39.1 Ibf It!
just
is best
been
carried
detached
out from it':;':::~'~f :~::~:~;;:~;~::~:~~;; ~
with the aid of an assistant
procedures described in Section 7. paragraph 7
to Fig. 4.5 for details of cable and wiring routing
reassembly.
10 Steering hllad essambly: re moval and repla ce m.nt-
XJ750J
The steering head dismantling and reassembly sequenCi
largely the same as tha i described in Section 9 of this Chaptt
for the remaining XJ750 models. Note. though. thai
procedure for removing the handlebar assembly differs in w.
of the adjustable bars used on Ihe J model. Esch side of "-
handlebar is removed independenlly of the other SI8rt III
prising off the plastic caps which conceal the l'Ieads of
mounting stub cap boilS. Slacken the cap bolts lind the pinQI
bolts to allow the handlebar sec tions to be pulled upwards III:!
clea r of their mounting splines. The handlebar sections ca~ be
lodged or tied clear of the steering head area during the rest
the dismantling sequence. Alter reassembly hu been
completed, refer to Section 36 of this Chapter for detaill 011
handlebar adjustment for Ihe XJ750J model.

9 Steering head aasembly: rem oval and replecemnet -

XJ750(UK), XJ750 RH and RJ model •

•
Preliminary dismantling. In preparation for the removal of
the steering head componen ts, differs quite markedly from that
described in Sec tions 7 and 8 for the 650cc models. Most of
the general remarks, however. can be applied. and refe rence
should be made to the earlier Sec tions for this reason. The
sequence described in this Section assumas that a complete
strip of the Sleering head is required, and this may be modi fied
to sui t individual requiremen ts as necessery.
2 Start by removing the front w heel and forks as descri bed in
Section 6. II is recommended that the fuel tank is removed to
avoid any risk of damage to the paint fin ish. It w ill now be
nacessary to remove the various electrial and hydraulic compo-
nents grouped be tween the top and bottom fork yokes. As
owners of these machines will have noticed. thera are a large
number of individual i tems packed into this small space. and to
avoid any unnecessary work i t is suggested that t he whole
assembly Is detached complete as described below.
3 Slacken fully the Iront brake cable adjuster and disconnect
the cable at the upper end. RemOl/e the two screws which
retain the finisher to the underside 01 the bottom yoke and lift
it clear. E~amination will show Ihal the front brake master
cylinder Is mounted on a StJbframe which also carries the front
brake distributor union. the auxiliary lamp and the head lamp.
The subl rllme is secured at the bottom by IWO bolts, whilst the
top mounting bolts also retain the instrument panel assembly.
Release the bolts. whiCh will require some dexterous spanner
work, and mOl/e Ihe assembly as far clear of the yokes as the
cables and wi ring will allow. Fi g. 4 .4 H andlebar assambly - XJ750J
4 M oving to the top yoke. prise 01.11 Ihe rectangular blank
which is fitted in the centra of tha handlabar cover. Release Ihe I Riser 10 Washer 2 off
two screws benea th the blank and lift the handlebar cover Clear. 2 8ar end 1/ Screw-2 off
Remove the four handlebar clamp screws. lift away the clam p 3 Finisher plate 12 Screw 2 off
halves and move the handlebar assembly forward and clear of 4 Washer - 2 off 13 Screw 4 off
the yoke. Remove the two scraws which retain the ignition 5 Boll -2 off 14 Trim - 2 off
swi tctVsl&8ring lock assembly and allow il to hang from ils 6 Plug 2 off 15 Stub - 2 off
wires. 7 Cover 16 801t-20ff
5 Accass to the steering head lor removal is now possible, 8 Plug - 2 off 17 Washer 2 off
though complicaled somewhat by tha components which have 9 Bolt 2 off 18 Upper roke
 155

H"ling sequena!
11 fo!low.t'Ig t'-
(
, onwards. RI'"
routing dunng

replacement

lbly sequeflCII ..
I ofthis Ch,tpl..
ough. thaI u.. XJ 6 50 G. H. lH and J models
differs in v._

i
} ), ,

\
,
XJ650 (UK) and XJ650 RJ models

, ,
•
> I

-=
XJ 750 J models

~X)I
~4
,
3

\~
\

t-'
./" ,,--:
'C--- -r
=
10

~'\\
/'
,/,

'" ,
,/
8 5 10 10
',/ v

XJ750 (UK) and XJ750 RH ar'ld RJ

Fig _4 .5 Correct touting of handleber cable s

I Front brake hose 5 Left-hand handlebar switch 8 Slarter mo tor lead
2 Throttle cable wiring 9 Clutch switch wire
3 Clutch cable 5 Front brake stop lamp 10 Cable lie
4 Right fl8nd handlebar switch wire II Front brllke cllble
switch wiring 7 Low broke fluid sensor
wire
156 Chapter 4 Frame and forks
Fig. 4 .6 Correct .oul;"g of the choke cable and cl utch cable - XJ650 (UK ) and XJ650 RJ
11 Front forks: dismantling and reassembly - general
The front forks can be dismantled for uamination and
overhaul after Ihe individual legs halle been removed from Ihe
machine as described in the previous Sections. Alternatively.
!lttenlion to all but the stanchions is possible by rllmoving the
sprmgs and lower legs as described in the subsequent Sections,
leaving the stanchions clamped in the yokes_ Needless to say, it
will first be necessary to remove the front wheel, brakes and
mudguard,
2 The general procedure relating to lark dismantling is similar
on all types. Sec tion 11 relates specifically to th e standard type
fork fitted to the XJ650 Seca models, whilst the Sections which
T hnlad the Cl utch cable and starter (C HOKE)
wire under the steering lock bon and left tide
ignition COIl.
follow highlight detail differences peculiar 10 the ot"'"
used In each case, dismantle, overhaul ,,~,;"";";,",.;:iil
8t II time 10 avoid interchanging components
legs. During dismantling. layout each part on • d,,," ....
surface.
12 Front forks : dismentling and reassembly -
end XJ650 G. H, LH and AJ models
Clamp the fork stanchion firmly in a vice. but tak ing
care not to over-tigh ten the jaws and crush or diston
stanchion. It is essential to use soft jaws to prevent dam
 Chapter 4 Frame and fork s 157

sulfate Hard wood. libre or nylon types being 7 Once the damper bolt has been freed. disengage the dust
purpose. Prise 01.11 from the stanchion top the black seal from the top of the lower leg end withdraw the stanchion.
" ClIp and place it to one side. The damper rod asembty can be tipped out of the Slanchicn and
lop plug is under pressure Irom Ihe lork spring and the damper rod seal displaced from the lower leg. Wipe the foric.
Ihe slanchion by an internal wire circlip {snap ring). components with a ctean rag to remOlle residue I oil, and lay
lilt plu9 il will be necessary to depress it sufficiently to them out fOI examination on a clean surface. The fork oil seal
n;lip which must then be worked 01,11 of its groove. should be renewed as a precauliOnary measure wheneller the
T nl is invaluable el this point since it may prove forks are dismantled. To remOlle it. first release the wire ci'c lip
am 10 release the circlip whiisl holding Ihe plug down which locates in a grOO\le in the top of the lower leg. then work
GIlt hand. The method is illustrated in Ihe accompanying the seal ou t using a screwdriller. Note Ihal the "al will almost
inllariably be damaged during removal and that care must be
remo~Bd the circlip, pressure on the plug can be taken 10 allold damage to the soh alloy lower leg.
P'Ogr8ssl\lely. and the plug and fork spring removed . a Reassemble the forks by rellersing Ihe disman tling
fork from Ihe vice and inven it over a drain tray. sequence. When fitting a new seal it should be carefully tapped
IPIII residual damping oil by 'pumping' the fork. inlO position with a flat wooden block and a hammer, making
rw necessary to remove the damper bolt from the sure that it enters the bore squarely and seats fully. Grease the
~ the lower leg. This takes the form of an Allen bolt seal lip before Ihe stanchion assembly is inserted. When filling
ses upwards through Ihe lower leg to secure the the fork springs flOte that the lower end of each has one small
vel The head of the latter runs inside the stanchion, diameter coil. and that the tighter pitch coils face the top 01 the
eIIi :rvtlv holds the lork assembly together. It is common lor\(. It is convenient to put in the damping oH at thiS stage,
ne. some difficllity when removing the bolt, because hailing first filled and tightened the drain screws The correct
are coated with Loctil. during assembly and the quantity of oil lor each lork leg for each model is given in the
rod base IS not located in the lower leg. This usually SpeCIfications at Ihe begInning of the Chapter. After filling.
In the damper rod rotating rather than the bolt being pump the fork legs a few limes to e_pel any air, then refit the
fork top plugs.
""~I produce a holding tool, pert number
1300. 10 overcome Ihis prOblem The tool is
Ihrough the top of the stanchion and engages the
"' .... damper rod to hold it while the bolt is removed. Few
wm have access to sllch a tool, so an imprOllised lIersion
IItCl!»ary. It helps 10 start by using II torch 10 inspeCtlhe
TtId head. It will be flOted that it has an internal bi-
recess, much like a sollket. The method used on the
futured in the phOtographs was to search through a
rAId f1Uts and bolts to find one which was of similar size
~ dtmper rod bi-hexagon. The assembly shown in the
was then made up, using a socket as a conllenient
Thil was dropped into the stanchion and a second
'!l 1nd e~tens;on bars used to hold it.
permanent lIersion of the abolle can be made by
Of ~ldlng a bolt into Ihe end of a suitable length of
11'19. The upper end can be drilled to take e tommy bar.
~Ihod which has been found successful in the past is
th of wooden dowel 01 about 1 inch diameter. Form
~f on one end and introduce this end down the
Clamp the lower leg in a lIice, using the caliper lug
ting it by usinq soft jaws. An assIstant can push hard
:tor dowel whila the bolt is slaCkened. 12.1 RemOlle piI,"i< '''P
, 2,5 Home-made 1001 was used to hold damper rod ...

"",,,,,.11 clear of Ihe lower leg.

12.7 c The damper rod and rebound spring can be tipped out 12.7d Fork oil seal is 1000aled by a wire retaining clip
wod 12 Ba Check that new 51181 seats squarelv in lower leg 12.Sb Place rebound spring over damper rod ...

12.Se and drop the assembly into the stanchion 12,Bd Fit the olilock piece to the damper rod end

12.8e Fit fork spring with the tightlV wound coils near thlt top 12.81 Add the prescribed quantity of damping oll .
100 ------------------------------------------------------------,1
Fig . 4 .7 Fronl forh - XJ6501UK ) and XJ650 RJ

1 Dust stltl/- 2 off 12 Sealing washer 2 ~

2 Damper rod seat 2 off 13 Drain screw - 2 oil
3 Circlip - 2 off 14 Stanchion 2011
4 Oil 5681- 2 off 15 Pinch boll 4011
5 Rubber plug - 2 off Pinch bolt 2011
• Cirelli> - 2 off
7 Plug - 2 off
"
17
I.
Wssher 2,ff
B olt -- 2 off
•• o ring-2off
Fork spring - 2 off "
20
Settling washfN - 2
Washer -1 off
10 Damper rod 2,ff 21 Spring washer 2"
11 Lowerleg 22 N" 2,ff

14

11

~~ f
20 21 22

I.
~_ ,9
 '6'

F'19. 4 .8 Front f ork$ - XJ650 G

, Lower leg , H. a nd lH
12 Plug-loff
2 SUJnchion 2 3 Cire/ip - 2 off
3 Dust seal 2 off 4 Rubb
4 0 off 15 5hro:; plug 2 off
gl~cfiP
5 amper rod "
6 _ 2 o,:eBt 2 off 16 Bofl
7 IS8al - 201[ 17 Screw
8 Sealing w asher - 2 off
Drs' ~ 8 Pinch bolt
In screw 2 9 NUl
08 off
910 Fo,7~er.'Od 201f ;0 Washer
11 0 . prmg - 2 off 2j ;:~tng washer
-fmg 2 off
'62 Chapter 4 Frame and forks

13 Front forti s: dism antling and reassembly - XJ8SOJ

,
,, The forks leading-axle
the standard filted to lhese :'~;:~~~: ',::;~::;~~,~
type.

,,,
type air valves in the top plugs. Dismantling end re
should be undertaken 8S described in Section 11. noti
following points.
,
,,
2 Before attemp ting to remove the fork top plug., use gently
01 wire or similar to depress the valve In~rt 10

I
prassure, When depressing the plug to free the wire
care not to damage Ihe valve. II will be noted that an
"""".'0. 8 F,II

I spring seat is filled between the lop of Ihe spring tnl

I underside of the plug. NOle that it is especially important

,,
the fork seal Is in good condilion il il is 10 mainlaifl fed
pressure.

,,
I
,
14 Front forte dism antling and r"uembly - XJ 760 J

,
,, Before any attempt is made to dismantle the front Ie

'8
I
J ( ,/
I
,
I
must be noted that the procedure is rather more oo"'.'':-i;1
than normal on Ihese machines. and eccess to
service toolS wi!! be required. It is strongly ;;~n~';',"
the procedure is read through and some decision
practicality of underta~ing this work at home.

. ,' J . --~
n
__ _ __ I
,
,
,,
may prefer to entrust the job to. ~,",".if.i"'Y"~"ho' "';I".~~I
the dismantling and reassembly
leg ~p8rately.
2 Prise OUt and discard the fork dust seal
electrical IICrewdriver. Take care not to ...... " .. ~
stanchion during removal. Remove the circlip which ""'''''II
Fig. 4 .9 Front fork s - XJ 650 J oil seal in place Unscrew and remove the lork
assembly. laking care not 10 damage the damper ",",1.,,,,, 1
1 Lower leg 12 Circfip - 2 off it is withdrawn from the centre of the stanchion.
2
3
Oil S88/ - 2 off
Cire/ip - 2 off
13 Plug- 2 off
140 ·'ing - 20(( spacer
3 Invertspring
the seat and over
fork leg fork aspring
drain andP~~"1:'f9;~i:,'i~;~~1
tray
4 Dust exc/uder - 2 off '5 Spacer - 2 off oil out. Use Yamaha tool number 01'
5 Damper rod seet 2 off 16 Spring se/If 2 off equivalent 10 prevent damper rod rOlation, slacken and "'"
6 Stanchion 2 off I 7 Fork spring 2 off the damper securing bolt from the bottom of Ihe lowe,
7 Se/lling washer - 2 off IS DempMrod 20ft Carelully invert the lork and allow the damper rod and 'eoo.
8 Dro;n screw - 2 off 19 Pinch boll spring to slide OUI Take care nOI 10 let the damper rod 1111
9 Rubbef plug - 2 off 20 Nul a hard surface.
10 Alrvelve - 2off 21 W,uher 4 Clamp the lower leg In soft vice jaws againat Ihe
spindle boss. Using a propane lorch. helll the lop of the
17 O·ring - 2 off 22 Boll
leg to e~pand the light alloy casting. Great care must be
during this operation because the painted finish is
ti'
damaged if it Is overheated. Pull the stanchion sharply 011
to displace the top bush and oil seal from the lower leg
5 Alter cleaning and e~amining the lork components
described in Section 16. reassemble In the following ~u
Place the rebound spring over the damper rod and slide the
2 components down inside the stanchion so that the end
damper rod protrudes from the bouom. Place the fork
and spacer inside the stanchion to hold the damper rod i
and arrange the stanChion so that it rests on the
vertically with the damper rod uppermost. Place the damper
seat over Ihe end of the damper rod. then carefully low&!
fork lower leg over the stanchion assembly. Once the seat
damper rod are in position the damper holding bolt CIII
fitted. Ma~e sure its threads are clean and dry and coat til
with Loctite or a Similar thread locking compound. fit the
and tighten to 2 .0 kgf m 1140 Ibf Itl.
6 A Yamaha service tooL part number TLM·llCI8(1· "D~D.I
YM0801Q is required to fit the top bush, oil seal and
f ig . 4 .10 Front fork t o p p lug s howing air va lve - XJ650 J The tOOl consist s 01 a small tubular ,

, Plug 3 Valve a larger sliding

position. weight which
Some owners may be u~~'~~::~;:~::~2~{:;1:
is able
2 O· ring using odds and ends found in the . The
guide part of the tool has a shouldered internal ' ~;'~;;';j l
accept the top bush and hold It square to the lower "
,
 Chapt er 4 Fra m e and forks 163

dnwen home. With ctlre. an ordinary tubular drift can be made 'OW fork oil or SAE 10W/30 type SE motor oil. Drop the lark
SOJ ., from a section of thick-walled tube. Care must be taken to spring. spring seat and spacer into the top of the stanchion .

.. II that Ihe bush enter. the lower leg squarely. If this is not
tiM. the bush may jam in place and could prove difficult to
Without damage
llIbriCllte Ihe oil seal &nd slide i\ Inl0 place over the
~ion, with the bevelled face upwards. Tap it down OflIO the
01 the bush using the special 1001 as described above. Once
~tlOl'l, fit the circlip to retain it. No)(!, fit the dust seal and
tty t8P it into place above the oil seal.
I FiIIllIe lark leg with 257 cc (8.7/9.0 US/Imp II oz) of SAE
lower the cap bolt and damper adjuster rod slowlV home. It is
very importanl thai the rod engages in the conesponding hole
in the damper rod. If it is positioned correctly, the cap bolt wilt
rest against the top of the spacer. If this is not the case. slowly
rotale Ihe cap boll assembly until it is fell and seen to drop into
engagement. On no account should force be used - if the rod is
bent or deformed it must be renewed. Once the assembly is in
position. screw the cap bolt home and tighten it to 3.0 kgf m
122 Ibf It)

26
25

J "
Fig. 4.1 ' Frontforks-)(J750J

, RH fork leg
2 LH lower leg
3 Stanchion 2 off
4 Damper rod - 2 off
5 Fork spring - 2 off

" •
7
Spacer· 2 off
Spring salll - 2 off

" •
9
Damper rod seal 2 off
Dust seal 2 off
'0 Circlip - 2 off
011 seal 2 off
1'-...... ,. "'2 8ush - 2 off

,.,.
I '3 Drain scraw - 2 off
I '4 Sealing washer- 2 off
I '5 80/1- 2 off
, 17
Sealing washer - 2 off
Lower yoke/steering Slem
I Shroud

,,
I
'9 Pinch boll 4 off
20 801l - 2 off
2' C·ring 2 off
.... heel 22 Dring 4 off
lower 23 Seal
leken 24 Plug - 2 off
,, 25
2.
Adjuster knob - 2 off
Countersunk screw 2 off
27 Upper yoke
2' Pinch bolr
29 Air valve
30 D·ring
3' Valve cap
32 Air hose
33 D·ring
34 LH Itir uniOn
35 RH air union
3' Sea/
37 C·ring 2 off
3' Pinch boll
 Chapter 4 Frame and forks
164
15 Front forks: dismantling and reassembly - XJ750IUK),
XJl50 RH and RJ
Hold the stanchion in soft vice jaws, or wrap il in rag before
tightening the vice. Do not overtighten the vice or the stanchion
may be distorted With Ihe dust CliP removed, depress Ihe fork
lOP plug with B screwdriver or similar tool, holding il down
against spring pressure while the internal win, circlip Is
displaced. This can be done using an electrical screwdriver end
will demand a certain amount of patience. Gradually re lease the
plug. allowing it to be displaced by lork spring pressure.
Remove the spring seat and the fork spring.
2 Invert the fork leg over II drain tray and allow the damping
oil \0 drain. This process can be speeded up by pumping Ihe
fork. Slide the dust cover clear of the lower leg to e)(pose the oil
seal. The 58al i! retained by a circlip which should be worked
out of Its groove and slid up the stanchion
3 Slacken and remove the damper holding bolt which passe!
up through the underside of the fork lower leg. Some difficulty
may be e)(perienced if the damper rod rolates inside the
stanchion. in which case it will be necessary to find some way
of holding it. Yamaha can supply a holding toot Part number
90890-01300 Its use, and the construction of a home made
equrvalent. will be foynd in Section 12, paragraph 4 of this
Chapter.
4 Once the holding bolt has been removed, the lork can be
separated by jarring the lop bush out of the lower leg, bringing
the oil seal and the related components wilh it It is best to
clamp the lower leg between soft ... ice jaws. holdrng it by the
caliper moun~g boss Pull the stanchion sharply outwards.
repeating the procedure until the bush is displaced. Once the
stanchion is free. tip out the damper rod assembly from the
stanchion and tha oil lock piece and related parts from the
bottom of the lower leg. Lay these components out as an aid to
reassembly.
5 Reassembly 15 a straightforward reversal of the dismantling
sequence, noting that it will be neCessary to contrive some
means 01 fitting the top bush and the oil seal. The best method
is to use a short length of steel tubing, ha ... ing an internal
diameter slightly greater then the stanchion. This can be used
09 a tubular drift to tap the bush home squarely. It Is a good idea
to heat the top of the lower leg using bolling water, or by careful
use of a blowlamp flame. Remember that the fork leg is
lacquered and that the finish will be damaged if too much heat
is used. The heat will e)(pand the alloy and the bush should then
fit quite easily. Allow the leg to cool before pressing the oil seal
home.
6 Before tha lOP plug is filled. fill each fork leg wilh the
specif,ed grade and amount of oil. The )(J750 RH and RJ
models will take 309 cc (105 US II ozl 01 SAE 20W lork oil per
leg. The UK varsion of the )(J750 should take 312 cc 11 1.0 Imp
II ozl 01 SAE 1(NY130 motor oil or SAE 1(NY fone oil per leg.
'\6 Front forka : exemin8tion and renova tion
The parts most liable 10 wear o... er an e)(tended period of
service are the wearing surfaces of the fork stanchion and lower
leg, the damper assembly within the fork tube and the oil seal
at the sllding ioint. Wear is normally accompanied by a
tendency lor the larks to iudder when the front brake is applied
• and it should be possible to detect the increased amount of play
by pulling and pushing on the handlebars when the Iront brake
I, applied lully. This type of wear should not be conlusad with
slack steering head bearings. which can give rise to similar
symptoms. Note that where air assisted larkS are filled, seel
wear, and subsequent loss olair pressure. will be accelerated by
excessive clearance between the stanchion and lower leg.
•
2 Renewal 01 the wom panlj is quite straigh
Panicular care is I"8cessary when renewing the oil ....
ensure that Ihe feather edge seal is not damaged
reassembly. Both the seal and the lone tube should be gr
to lessen the risk 01 damage. Note that oil seal cond'tion"
panicular significance on th058 lanes which are air-assisted.
3 After an extended period of service, the forio: spri"'iP
take a permanent set If there is any doubt as to their c
check the Iree lengths against those 01 a new spring. If thlrl
a noticeable difference. renew the springs as a complete
4 Check the OUler surfaca of the lork tube lor scrate
roughness. It ia only too easy to damage the oil seal Iii
reassembly, if these high spots are not eased down Note
in the case of air assisted larks even a small scratch on
stanchion surface may allow air pressure leakage. and re
of the stanchion may be the only way to rectify tha pi
The fone stanchions are unlikely to bend unless the mlci1
damaged in an accident. Any significant bend will be dell
by eye. but il there is any doubt about straightness. rd,
stanchions on a flat surface. If the stanchions ara bent
must be renewed Unless specialised repair equipmenl
available, it is rarely practicable to straighten them to
necessary standard.
5 The dust seals must be in good order il they are to fut~1
proper function. Replace any Ihal are split Of' damaged.
6 Damping is effected by the damper un,ts coolained
each fane tube. The damping aClion can be controlled
certain limits by changing the viscosity of the oil used •
damping medium, although a change is unlikely to
necessary e)(cept in edremes of climate
7 Note that a number of the types of fone fitled are not
with renewable bushes. If wear develops, the stanchions
lower fork l8{ls will have to be renewed
8 Where renewable bushes are fined. check first ttllt
stanchion is in serviceable condition, then slide tha busII
the stanchion and feel tor free play. lillie or no C----""
should be apparent il the bush is in good condition. In PI
the bush will olten become o... al and the difference in clea
may be lelt.
9 On machines with adjustable damping. the loog ~
adjustment rod must be checked for straightness. Support
end on V-blocks and arrange a dial gauge to rest roel l
centre Rotate the rod and note the maximum and min'
readings. Half of this figure indicates the runout,
exceed 10 mm (0.04 inl.
17 Steering head bearings: examination and reno .... tKIII
Before commencing reassembly of the forks. exam....
steering head races The ball bearing tr8cks 01 the
cup and cone bearings should be polished and
indentations. cracks or pilling. If signs 01 wear are
cups and cones must be renewed. In Older lor the ;~::~:l
steering on any motorcycle to be consistently good,~1
head bearings must be absolutely perfect. Even lhe
amount of wear on the cups and cones may
wobble at high speeds and ;udder during heavy
braking. The cups and cones are an interference fit
~ respective seatings and can be tapped from position
suitable drift.
2 Ball bearings are relati ... ely cheap. If the originals
marked or discoloured they must be renewed. To hold t~
balls in place during reasembly of tha Icu:lI..rp:Ikes,
bearings with grease. The upper and lower rates corlla'
steel bailS each. Although a small gap will remain when
ball. have been fitted. on no account must an ext,.
Inserted, as the gap is intended to prevent the balls
skidding against each other and wearing Quickly .
 165

)lWllfd
( /
----------~

~'5
eal t(!
dunng / ~14
~"---16 17
'eased
>0 Is 0 1
;te<! /
/ ~::2 ~B
IS mlly
ndition
here ,s
" ~,
hes Of

G"",// /~:
/
'-' :

/
/
:
/~7
/ /
/ "j
/
/
'" I
25
I
/ I
6
/ I
/ I
/ I
/

~
I
/ ,~ I
/ \', 2' I

/
/ ,
e I
/ 30'1 I
/
I
/
/
31
I
32~ 27
/ /
/ U / 33~

/
~--
/ LJ 34-t:J ~29
--------- ---- --- ~

.... Fig, 4 ,12 Front forks - XJ750{UKI and XJ750 RJ and RH

I Low6rleg 10 Circlip 19 Dust sefll 27 Anti-dive vfllve flssem bly

2 Stanchion I I Rubber plug 20 Circlip 28 Ami-dive valve housing
J Bush I z...;r:Arclip 21 Washer 29 OUSI cap
4 Rebound spring 13 A~uniQn 22 Oil seal 30 Pinch boll
5 Piston ring 14 O-ring 23 O-ring 31 Washer
6 Damper rod 15 Selll 24 Upper bush 32 Nul
7 Fork spring 16 O-ring 25 Damper seflt/ oil 33 Sealing wflSher
8 O-ring 17 Air vlllve lock assembly 34 80lt
9 Plug 18 Valve cap 26 Plunger fl!fSembly
'66 Chapter 4 Frame and forks

18 Frame: eXlimination and renovation IIdvisable

The frame is unlikely to require attention unless accident
damage has occurred. In some cases, replacemeot of Ihe frame
is the only satisfactory course 01 action if it is badly out of
alignmenl. Only II few frame repair specialists have the jigs and
mandrels necessary for resatting the frame to the required
standard of accuracy and even then there is no easy means of
assessing to what el< tent the frame may have been
overstressed.
2 to e~emine
After the i:~,~~~~!~:~:~:;:~:::S
mllchine the
splitting at the welded joints. Rust can
these joints. Minor damage can be repaired
brazing. depending on the a_tent and nllture of
3 Remember thllt II frame which is out of
cause handling problems and may even promou
wobbles', If mlsalignmenl Is suspected, 85 tile r
accident , it will be ne<::essary to Strip tha m.,'h,,,"~~ ·"
that the frame can be Checked and, if necessary. rent

1 Frame assembly
2 Front mounting bracktl
- 2 off
3 Bolt 4 on
4 Bolt - 2 011
5 Nut - 2 011
6 Boll
7 Bofl
8 N" 6 on
9 Horn brllcket
10 Bolt 2 on
• " Spring washer 2 off

Fig. 4 .13 Frame - XJ650 G. H. LH. J and XJ750J

, Frame assembly
2 Front mounting brllCkef
- 2 off
3 Boll - 4 off
4 NUI - 40ff
5 Bo/l - 2011
6 Nut - 4off
7 Bolt - 20ft
8 801t - 20ff
9 NUl 2 off
10 Horn brllCket - except US
1 I Boll - except US
12 Spring wesher - excepl US

Fig. 4.14 Frame ./b-s50(UKI. XJ750(UK) and XJ750 RH and RJ

 Chapter 4 Frame and forks 167

it IS

1 Frama assembly
2 Fronl mounting brac/(et
- 2 off
3 Bolt - 40ft
4 NUI - 4 off
5 801t - 20ff
6 Nul-40ff
7 Boll - 20ff
8 8011 - 20ff
9 Nut - 20ft
10 Hom bracket
11 80lr
, 2 Spring washer

• Fig. 4 .15 Frame - XJ650 RJ

necessary to tighten the adjuster stub to a prescribed torque

II Swinging IIrm bearings : checking lind adjustment setting so that the bearings are under the right amount of side
pressure. If a socket- type Allen key Is not available it will be
1 The rear swinging arm fork pivots on two tapered roller necessary to improvise using an extended Allen key with a
iNrings. which are supported on adjustable screw stubs fitted spring balance attached one foot from the driving point.
1M lugs either side of the frame . Alter a period of time the tightening by pulling on the spring balance until a reading of 3.6
IIltI'W roller bearings will wear slightlv. allowing a small Ibs is shown. Tighten the adjuster to 0.5 - 0.6 kgf m (43 - 52
"~.mt of laleral shake at the fear wheel. This condition. even Ibl in). then hold the adjuster in this position whilsl the locknut
its early stages. will have s n.oticeable effect on handling. is secured to 10.0 kgl m (72 .3 Ibl tt). Refit the dust cap and
1 To check the plav accuratelv. lind if necessary to make reassemble by reversing the dismantling sequence.
tIbIe adjustments. it will be necessary to remove the rear
snd detach the rear suspension units.
1 The machine should be placed securely on its centre stand .
....ing the rear wheel clear olthe ground. Unscrew and remove
rear brakll adluster nut and disengage the brake rod from
braka arm. Displace the trunnion and lit it. together with the
.-.1'1\1 to the end 01 the rod, then relain them bV refitling the
51er Straigh ten lind remove l he split pin which secures the
'OqI.Ie arm nut. Remove the nut lind displace the lorque arm.
, Remove the splil pin Irom the wheel spindle nut. which can
.... be unscrewed. Slacken the wheel spindle pioch bolt. then
l\IspIKe and withdraw the wheel spindle to free the rear wheel.
IIlI'I08uvre the wheel clear of the 'rame and place it to one side.
~emD\le the suspension unit lower mounting bolts to Iree the
ur 01 the swinging erm assemblv·
S The swinging arm lork can n.ow be checked for play. Grasp
N Iork at the rear end and push and pull firmly in a lateral
cIffl;tion. Any play witT be magnified by the leverage effect.
\love the swinging arm up and down as far as possible. Any
ItIU'ilhness or a tightness at one point may indicate bearing
lilmege. If this is suspected. Ihe bearings should be inspected
liter removal of the swinging arm as described in the following
Section. 19.4 Remove domed nuts and washers
S Prise off the dust cep which covers tha right-hand end of unit lower mounts
tile swinging arm pivot. Slacken the adjuster stub locknut. It is
'68 Chapter 4 Frame and forks
. Push lhe swinging 8rm from side to side to check for
then up lind down 10 check for roughness
20 Swinging erm: remova l. renova ti on and replacement
If on inspec t ion lor play in the swinging arm bearings il is
found that damage has occurred. or wear is ellcessive. the
swinging arm fork snould be removed. Commence by following
paragraphs 3 - 5 of the preceding Section and then det&ch the
swinging arm .5 follows.
2 Prise the final driveshaft rubber gaiter off the boss to the
rear of the gearbox so that access to the final drivesheft flange
is gained. Slacken evenly end remove lnu four flan ge bolls.
turning the flange 8S necessary to reach the bol ts.
3 The final drive boll may be detached 81 a complete unit
after removing the four flange nuts end weshars. Support tho
walgh\ of the casing as tha nuls are removed. Drainage of the
lubricsting oils is not raquirad. providing the casing is moved
<lnd stored in an upright position.
4 Prise off the dust caps on either side of Ihe swinging arm
pivot. On the left-hand side, bend back Ihe tab wa sh er which
secures the stub. and on Ihe right -hand side. slacken the
204b
adjuster stub locknut. Unscrew the two stubs until the
arm unit Is freed and can be lifted claar of Iha frame
S To each end of the swinging IIIrm cross-membef i$
spacer. oil saal and tapered rOller bearing. The spacer ii'
fit in the oil seal. To inspect or remove the bearing
side, Ihe saa' must ba prised from position. Removal .... ill
certainly damage the seal and a new one will the
required. lever out Ihe selliis with III screwdriver. Tah".
baaring inner races and Clean and inspecl them. ell
bearing outer race, whilst they are still In place. Ched
rollers for pitting and the outer race for pitting or indenta
the bearings need renewing. Ihe outer f!ICes muSI be ,.,
from position using an in tem<l' puller attached
hammer. Driving Ihe bearings out is not possible
are lQ(:aled in blind housings. New i
using a suitable tubular drift.
6 Whan assembling, clean and lubricate the bo'N,' ,"',.I
waterproof greasa of the type re commended
Dearings,
7 Relit the swinging arm by reversing the disma
procedure_ Adjust Iha bearings by ",farring \0 Secllon 19
"
 ,
· .4. 16 S wi nging a rm
FIg

I Swinging Brm
2 Bolt
3 Spring WUhl!lf
4 Cover
5 Locknut
Adjusfer stub
6 ColIsr _ 2 off
7 0 '/ SIIIII _ 2 off
8 I 2 If
9 Besring - 0
10 Pivo t stub
" Cover
12 Tab wElsher
170 Chapter 4 Frame and forks

I Housing
2 Spacer

,
3 Oi/seM
Bearing
5 Thrvsl WI
6
7 BeINing
•
9
Shim -AiR
Oil seM
10 Collar
/I
12
13
14
15 Spring w,
16 Stud-60ft
17 B~lllher
/8 Plug
19 Selliing wHhtr
20 Stud
21 Sealmg wl$l\;
22 Orainplug
23 Stud - 40ft
2' Beeting
25 Collar
26 Drive pinion
27 Shim - A,R
2. Bearing
29 Retamtr
30 O-ring
31 0,1 stal
32 Coupling bon
33 Washer
3' N",
35 Spring
36 Spting w.st.· I
37 NUI - 4off
3' O,iveshllft
3' 011 seal
40 W/lShe,
41 Circlip - 2 oft
42 Circlip
(UK,
43 Universal joint
44 Boll - 40ft

Fig. 4 .17 Final drive shaft and bevel gear 8ssembly

•

shaft can now be removed from the tear of the casing

21 Final drive.haft: remova l, renovation and installation
Access to the final driveshaft lind its universal Joint is
gained aher removal of the final drive casing lind swinging arm
unit 8S desaibed in Ihe preceding Section. The rear of the shalt
terminates in II machined spline which engages in the final drive
pinion, whilst .1 the forward end 8 smaller spline carries the
universal joint.
2 It is necessary to remove the universal joint from the shaft
to permit removal of the shaft from the casing. This is best done
with Ihe aid of II slide hammer IIt1!lched \0 the universal joint as
shown in the accompanying pholog,Clph. As the joint is jarred
off the splines lhe spring clip which secures it will be displaced
into its groove in the shaft. allowing the joint to slide clear. The
3 EKamine the splines for signs of wear Of
clearance becomes excessive it may PfOl/e "''''~'O ,,',,~ I
the shaft. and if this appears likely the advice of I
dealer should be sought to confirm the diagnosis. The II
joint should move smoothly and eesily with no •
roughness or notchineu. If roughness or excessi\l. IIot
noted. it will be necessary to renew the joint.
4 Check the condi tion of the seal at the rear of the shllt
requires renewal it can be released after the cit(:lip and
washer have been removed
5 Reassemble the shaft bV reversing the removal
having first lubricated both splines with molybdenum .
greaSe. Push the universal joint home over the shaft end
click s home ~r the spring clip.
-A R

60ff
hammer can be used to jar universal joint free 21 .2b Sprir'lg ring larrowedllocates In groove In JOlnl

ll2t Shaft I:an be removed once housing is released 21.4a Circlip secures washer and seal on shaft

214b Push shalt inlO splined housing ...

172 Chapter 4 Frame and forks

(arrowed)

22 Final drive bevel g.8rl : fault diagnos is

The final drive casing components are of well prO'

design, having been used on the XS750. 850 and 1100
Given regular oil changes the \Jnit should lasl for the life 01
motorcvcle. 111 l he ellenl of damage or failure il should be no
that checking lind ovemauling the internal components
Ihe use of specialist equipment not normally available i~
home worl<.shop The work is . Iso rather complicll,ed trId
Ihese reasons must be entrusted to a Yamaha dealer Aele<1
the accompanying rigu re for II list of symptoms Ind
causes .... hich may be of assist ance If II lault i, suspected
2 II is important 10 check that any suspectlld lault iI
attributable to worn front or rea r w heel bearings. These can
rise to very similar symptoms to those described abow
3 Failure 01 the seals ei ther at the Input shalt or output "
w ill be self-evident by oil leakage.
Fig. 4 .18 Removal of final drive s haft un iverla l jo int 4 Check the splines on the input shafl and output boSI
wear or damage.
Drive shaft 2 Slide hammer S If damage to the gear teeth or bearings is suspected,
the l ina' drive oil into II clean con tainer and ell8mine it Col

0 ,1 seill
Oil leal

-fO" .. ",

~
c y~~.", ~
-- n-
.'~
\ ~~
"''L
~ i

I a-ring
I
Oil seat

Fig. 4 .19 Location of final drive 8",embly oil seals

 Chapter 4 Frame and fo rks '73

Symptoms POSSible damaged areas

1 A Plonounced h",tation or "jerky"

movement during kCeler"lOn. decele'" A Damage to bearings
tion, or suuained speed. nhli muil not
tie confused with engine surging or 8 Improper gear I&sh.
trlrnmluion ch.rKteflu}.
C Gnr tooth demage
2. A "rolling rumbl," noticeilble etlow
weed,' high·pltched whine;. "clunk" D, Drive flange/universal joint bolts 100$8
from. shilfl drive component or .rel.

J. A locked'up condition of the .naft drive E. Broken dri ... ·sJ....h.

mecntnlstn. no power tr.mmilled from
engIne to relr wheel. F DiKOnne(;ted flange/universel joint conne(;lion,

G Broken gear teeth.

H. Se'lU"! due to lack of lubricatIon

I Small foreign object lodged between moving plru.

NOTE; - - - - - - : : - - - - - - - - - - - - - - - - - - -
Damage areas A. B.and ~above may be extremely difficult to diagnose. The symptoms are quite
subtle and difficult to distinguish from normal motorcycle operating noise, If there is reason to
believe component(5) are damaged, remove component(5) for specific inspection.

Fig. 4 .20 Final dtive assembly fault diagnosis cha n

con!8min8lion by mel81 particles. A small amount of
._•. ~~;"I.:,!bul any large particles 8re • good indication
II.
to the final drive bevel box is required. the
should be returned to a Yamaha Service Agent,
Ihe nllCessary tools 8nd experience to carry out
overhaul.
InvO$tigate 8nd rectify 8ny suspected fault
machine, Although failure is uncommon. it is
fin81 drive to lock up without waming if a piece
01" bearing becomes Jammed between the
8nd ring ge8',
3 The suspension units are of sealed construction and should
be regarded as expend8ble components. their useful life being
dependent upon mileage. terrain and individual riding ,lyle. As
wea r develops. there will be an increasing tendency for the units
to f8de during hard riding. The standard units are a necess8ry
compromise between cost. handling Quality and ride quality,
and many owners will wish to fit units better suited to their own
riding style as replaceme nts. The range 01 choice is very wide
and beyond the scope of this book. but 8 good guide is to apeak
to owners of similar m8chines fitted with non-standard unitS.
When purchasing non-standard units. make sure that the spring
and damping char8cteriSlics are suited to the specific machine
to which they are 10 be lined.

24 Rear , uspension units: examination - )(J750 mOdel,

supension units fitted 10 the Yamaha XJ650
the normal hydraulically d8mped type. adjustable
_':'_"': spring sellings. A screwdriver shaft or round
should be used to turn the lower spring seat and so
position on the adjustment projection. When the spring
turned so th8t the effective length of the spring is
the suspension will become stiffer
suspension unil leaks, or the damping efficiency is
in any other way the twO units must be replaced as a
FOf precise roadholding it is imper8tlve that both units
t to movement in the same way. II follows that the units
t alwavs be sel 81 the same spring loading,
The XJ750 models are fitted with slightly more
complica led units than the XJ650 machines. and feature 4_
position damping adjustment in 8ddition to the 5-position
spring preload adjustment. The damping adjuster takes the form
of H knurled ring just below the upper mounting eye. The
adjuster has fOUf click-stopped settings marlled from 1 (stan-
d8rdlto 4 (maximum damping). Adjustment is largely a malter
of personal preference. but like preload adjustment. should be
Identical on both units. In other respects the units are similar to
those filled to the XJ650 and the rem8r11s in the preceding
Section C8n be applied.
 174 Chapter 4 Frame and forks

The range of suspension adjustment .:~~:~ ~::

on the model concerned. On many of the
e )(ampie. the only adjustable elemen t is real spring
the XJ750 models things become moro comple~ II .
below.

XJ650IUKI. XJ650 G. H. lH and RJ model'

2 Front suspension on the above models is ~ .• :""
Rear spring preload can be adjusted to one of
ca ter lor addi tional loads imposed by <I ""~',,"' ;'
for high -speed riding . The I:hoice of setting I II
discreti on. no recommendations being gi ••n
manu facturer.

XJ650J modol
3 Fron t suspension is by telescopic fork with
pressure to supplement the fork springs. Rear su

I
standard oil-damped coil spring units with flve-posi\J(1
24 .18 Chock fina l drive housing fo r signs ol loakage ,..
preload adjustment. The accompanying table sho ..... s
faccurer's recommendations for various oondilions.
rea l spling preload sel1ings al e qUOl ed as posil iOnl; A
being the sohest selling.
4 Note also the following
adjus tments:

Standard air pressure

Maximum air pressure
Minimum air pressure
Maximum pressure difference
bet ween legs

XJ750J model
5 Fron t suspension is by leading axle, air assisted I
adjustable damping. Rea r suspension is by
spring units with 5-position spring pl eload
:i~'~:~~!:I
damping adjustmen t. The accompanying table
lions of sellings recommended by the manu factuler
6 NOla also the follOWing remarks concemlll9 IroIl
adjustments:

Standard air pressure 5.7 psi lO A ~~/C!I'

Mo){imum air pressure 17.0 psi (1.H~"
24.1b .•. or wear in splines. Do not dismantle Minimum a i, pressure 5.7 psi (04 ~

\ ~1 ' or k ~ . hock . boorbto" L otd,~ ( ond' I' on

~"or"... " 1 Sor,ng ....1 .. o ,,~ T ~W,,"...""" 1_

.'. _'. . .-::,
j]:"
. - ,pm..,1 :::::::...
-
, 04 -08 ~ 1li='
15 7 -1 14 p',1 L A -C_
0
I
,I 0 4- 08 ~gI=,
15.1- 11 .4po;! ' -0 0
t- 0 I I
L
, 0 4 - 0Bk lOlcr'r"
15.7- 114",0) I
-I ,
0- '
r-
0
l
0 t -
-

I
• 08- I HIOIcm'
01 4 -17 1 p>') I 0 0
\
Fig. 4 .21 Suspension setting s tabl e - XJ650 J
 Chapter 4 Frame and forks 175

~I fortes Ire interconnected and thus it is impossible to

I ~.-uf1l ditfaraoce between them.

fll)l'll suspension is by telescopic fork with adjusteble eir

.1Id Jdju$l able anti -dive. Rear suspension units have
lion spring preload adjustment and lour-position damp-
,ldjllSlmenl The accompanying leble shows combina tions
wings recommended by the manufacturer.
Nole ,Iso the following rema rks concerning front foot.
tmtnts·
Siandard "r pressure 5.7 psi (0.4 kg/cmf)
Maximum air pressure 36.0 psi (2.5 kg/cm')
Minimum air pressure o psi (0 kg/cm') Fig . 4 .22 Front fon.: damping edjustment - XJ750J
Ma~imum pressure difference
tletween legs 1.4 psi (0. 1 kg/em')

F.onll.".k R..r >hock 1bl<>rt>I. LCNd,ng condllion

Damping Domplng .,. W,lh W,th ..,.,.uory

Airpr .. MI"
-.:Ilu'lI1
Spring ...1
.:Iiu'lI1"
Solo ridlr
~-, -"'"
.:tuipnwnll
eQuipmontl
ondPM_r

• A-C • a
JIiI.2 -78.6 kP.
(0. -0.8 kt/em' . , A-C , a a
5.7 - 11 Pf,;1
---
, C- ' , a a
78.5 - t18kP.
0.11 - 1.2 kg/em' •
11 - tl po1l
• , • a a

Fig. 4.23 Suspension seningl teble - XJ750 J

Fig. 4.24 Rear auapenlion unit 4 -position demping adjuster Fig . 4.25 Rear l uapenlion unit 5-posi'ion spring preload
- XJ750 adjuster

Flont fOlk Rear shock absorber Loadirog cooditlon

\ AI' preswre Spring seat

Oampong
adjuster
Solo rider
With
PII$$enger
With .-xeUOIY
equlpn18IlU
With MlCe$sory
equjpments

0.4 - 0.8 kg/em1

'''''--
•• (5.7 - 11 .4 psi) A- C • 0

0.4 - 0.8 kg/em' A-C 2 0 0

2. (5.7 - 11 .4 psi)

0.4 - 0.8 kg/em' C- E 3 0 0

3. (5.7 - 11.4 psi)

0.8 - 1.2 kg/em' E 4 0 0

4. (11. 4 -17.1 psi)

Fig. 4.26 Suspensioll senings table - XJ750(UK) and XJ750 RH and RJ

176 Chapter 4 Frame and forks

loading condition
Adjusting bolt position With accessory eQuipments With acceuory equipmenu
Solo rider
or passenger and passenger
o
2 o o
3 o o o
4 o o
5 o
Fig . 4 .27 Fro nt fo rk anti-dive aetting. teble- XJ750(UK) and XJ750 RH a nd RJ

26 Front fork adju. tment procedur • •

General remarit,
I The following sequences assume the forks to be in good
cOndition and with sound seals. It is elso important that the fork
oil capacities Bre as specified Dnd equal in both legs. If this Is
not the case il will be impossible to achieve balanced air
pressure settings and handling mav be affected.
3
A ir pressure adj ustment
2 Fork air pressu re is increased bV pumping air in to the forks
via lhe Sch rader-type air valve or "elves. The valve insert can
be depressed to release pressur •. It is safer to use a manual
pump rather than compressed air since the small volume of the
forks makes it difficult to judge pressure accurately enou gh with
an air line. It is Important not to exceed the maximum pressure
recommenda tion since this will usually result in damaged fork
2
seals. It is worth inve§ting in a syringe- type air pump such 8S
that marke ted by 5 Ilo Wand specifically designed for
suspension use.
3 Also needed is an accurate pressure gauge. prefera bly 01
the type w hich holds the reading until a rest button is pressed.
Remember that a smali drop in pressure will occur each l ime
the gauge is used. With a little experience Ihis can be allowed
lor when adding air.
4 Always check and adjust pre~res wi th no weight on lhe
Iront lorks. This can be accomplished by placing Ihe machine on
its cent re stand and placing wooden blocks benea th the
crankcase. Take care to ensure that the pressure in each fori( leg
is equal as lar as is possible. on those models where the lori(s
are not interconnected.
Damping adjustment
5 The XJ 750J has damping adjustmant controlled by a
knurled knob 01 the top of each stanchion. The four marked
senings are aligned with an index mari( on the top yoke. The
standard (soltesd damping setting is number 1; number 4 being
l he hardest setting. Always ensura that the adjusters are set in
the same position on each lork leg.
Anti-dive adjustment
6 The anti-dive adjuster is located at the bottom of each fori(
leg. and is covered by a rubber dust cap to exclude road dirt and
water. With the cap removed it win be noted that the bottom of
the anti-dive unit has four slots machined in it. through which
the adjuster bolt Is visible. A series of four lines is engraved on
the adjuster bolt head. and these. together with the bottom of
the bolt head. indicate the five adjustment position s. Maximum
anti-dive effect Is obtained with the bolt turned fully clockwise
so tha t the bottom 01 the head is level wi th the top of the slots
(position 5). As the bolt is unscrewed from this position each
successive line which becomes visible denotes the next softest
setting (positions 4 , 3, 2 and 1). Note that once line 1 is visible Fig. 4 .28 Front f ork anti-diva adjustment _ XJ750(UK).,1II
a slight resistance will be felt. Do not attempl to unscrew the XJ750 RH and RJ
bolt lurther or the anti- dive unit may be damaged. Set both
bolts to I he same setting. as described in the preceding Sec tion. , Rubber cap 3 Oil drain plug
then refit Ihe rubber dust cap. 2 Adjuster boft 4 Machined slot
I '77
ANTI-OIVE SYSTEM Oil flow at thellCljusti"9 bolt rs ..t to the minimum _

l
Fork oil flow

( t (

Oil flow as thellCljuning bolt i, ..t to the 2nd. Oil flow I. the .dju,ting bolt il let to the mlximum.

t
(

,",
Fig . 4 .29 Front fork Intl-dlvely.tem method of operation
 118 Chapter 4 Frame and forks
27 Centre stand : ellamination
The centre stand is attached to the machine by two bolts on
the bottom of the frame. It is returned by a centre sPring. The
bolts and spring should be checked for tightness and tension
respectively. A weak spring can cause the centre stand to
'ground" on corners and unseat the rider. For similar reasons,
keep the stand pivots well lubricated and ensure that the stand
il retracted fully.
28 Prop sun d : ellamination
The prop stand is secured to a plale on the frame with a
bolt and nut, and is retracted by a tension spring. Make sure the
bolt is light and the spring not overstretched. otherwise an
• accident can occur if the stand drops during cornering. In the
case of machines fined with a computer monitor system, a
switch Is Incorporated in the stand which will operate a warning
on the LCD panel if the stand is not retracted. This system is
covered in detail in Chapter 6.
26.1 This stand was cracked and would have failed soon if not
spotted. It was repaired by welding
29 Footre.ts: examination and renovation - !ellcept
XJ750JI
Each lootrest is an individual unit retained by a .ingle bolt
to a suitable part of the Irame.
2 Both pairs of footrests are pivoted on clevis pins and spring
loaded In the down posi tion. If an accident occurs, It Is probable
that the 100tr&5t peg will move against the spring loading and
remain undamaged. A bent peg may be detached Irom the
mounting, after removing the clevis pin aecurlng spilt pin and
the clevil pin itsell. The damaged peg can be straightened in a
vice. using a blowlamp name to apply heat at the area where
the bend occur •. The footrest rubber will, of COIJfS8, have to be
removed as the heat will render it unfit for service.
30 Footrests: ellamination.
XJ750J
The XJ750J I, equipped with similar footrests to
of the range, apart from the fact that the 1T0nt
anached via an adjuster plate, The rear brake and ...... 1
pedals are also adjustable to accommodate changes if!
General remarks concerning renovation are as givell in
29. The adjustment procedure is described below_
FlH footrest and brake pedal
2 Slacken the brake adjuster locknuts Bnd the self·
which retain the brake pedal and footrest. The footfall tin
be moved within its adjustment range, to suil ridef
Once the best position has been found, tighten the u"
nut to secure the footrest.
3 Adjust the brske pedal height to suit the new I
position. This is largely a mailer of di&eretion, but Y
recommend a selling of 20 mm !0.8 in) below the top til
footrest. Adjustment is effected by turning the adj",t"
buckle to luit. Once set correctly, tighten the adjuster
It will now be necessary to check and adjust the rearbrlkt
give 20 - 30 mm 10.8 - 1.2 in) free playa! the ped'"
lH foot,est and gear change pedal
4 Slacken the gearchange pedal adjuster Iocknulln
large footrest mounting bolt. Adjust the footrest to the rlQl.
position. ensuring that it is in line with the light-hand item '"
viewed 110m above. Once the position has been 18'
tighten the bolt to 5.5 kgf m !40 Ibl ft) and then tight~
large securing nut (right-hand footrest) 10 the same fl\lull 51
the gearchange adjuster to the desired position, si"ing 011
machine to make sure that it Is COIWeniently positionlcL
manulacturer recommends that the pedal is set about 20
10.8 in) below the footrest. Once set, secure the
locknuts,
31 Flear brake pedal : ellamination and lenovation - ~
XJ750 J
The rear brake pedal pivots on a shaft whiCh paS58$ til
the flame right-hand intersection lug. The shaft c8rryinV
brake arm is splined, to engage with splines of the rear tIr..
pedal, The pedal il letained to the shaft by • simple pint;:tI
arrangement.
2 If the brztke pedal is bent or twisted in an accident,lItho
be removed by slackening the pinch bolt and straightened",
manner similar to that recommended for the foolfelts
Sec tion 29.
3 Make sure the pinch bolt is tight. If the lever is a lid fit
the sPlines, they will wear rapidly and it will be difficult to keto
the lover in position.
32 Flear brake pedal : examination and renovlliolt-
XJ760J
The fear brake pedal of the XJ750 J incorporates I f
linkage to facilitate footre st adjustment. The brake ptdI1
retained by the footrest mounting bolt and pivots on a buslt.
is connected via a turnb1..lckle linkage to a short link whk:h iI
!Urn clamped to the splined shaft which normally calfln
brake pedal on the other models.
2 If i t proves necessary to dismantle the linkage. note lilt
alignment dots which indicate the correct relative POaitionsd
the link and splined shaft. The brake adjuster should be set II
the nominal position to give a length of 131 mm !516 '
between centres, Refer to Fig. 4.31 lor details..
 34~
Fig. 4 .30 Footrests and operating pedala5Semblies - XJ750J
, Mounting plate
•12 Return spring 23 Locknut 34 Rubber
2 MQufl/ing plate 13 Link 24 Locknut 35 Gearchange lever
J Boll 14 Pinch bolt 25 Clevis pin 3. LH footresl assembly
,,
4 Br/lk'rod
Spring
15 Washer
RH footres t
2.
27
Washer
Link
37
38
80lt
Clevis pin
" 8 rak.e lever 28 Pinch boll 3. Split pin
Trunnion
7 Adjuster nut "
78 Collar 2. Boo t 40 WaSher
,
8 Clevis pin
Split pin
10 W,u /w
7' Washer
20 Nul
2 7 A djus ter rod
30
31
32
Adjuster rod
Lock nut - 2 off
Adjuster barrel
47
42
43
£ ·clip
Mounting plate
Mounting plate
II Bf/lke shaft 22 Adjuster barrel 33 801t - 2 off 44 Boll - 4 off

Match mark

;J
~.
2 , .:..
.>
!
•

(j) ~
(0 ~

Fig . 4 .31 Rear brake pedal alignment - X.J750J

Slandard length 2 SpJined shaft

131 mm(5. 16inJ 3 Linkage
 --...
Chapter 4 Frame and forks
'80
-
33 Gea, cn8 ng8 peda l: exa mination a nd ' . no .... tion -
)(J6 50 G, H , l H and J

The above models employ 8 convenllonalgearchange pedal

relaioed by splines and II pinch bolt to the geerchange shaft_
The spline<! litting permil' a degree of coarse adjustment but
since the footrest position is fixed, it is unlikely that this will
prove necessary. II is important thaI Ihe pinch boll is kaplllght.
Shi ft . rm

.....
2
'
.......
II play devolops. the splines will wear and eventually strip.
necessitating the renewal of the pedal, lind possibly the
geerchange shaft. If accident damage occurs, it may be possible ton
to straighten a bent pedal after heating it with II blowlamp, but
since the finish will be destroyed it will usually be preferable to
IiI e new componen t Fig . 4 .32 Gearchange linkage adju.tment - XJ7 5CJ ...
3
Srsndard length 94 mm 3 CrlmkClS1 """ 10<
34 Gearchang. linkage: examinati on and renOllalion - all (3.70 in! Angle A &I.
UK and ell US Seca models 2 Short operating link split

The aoolle models are equipped with 8 semi-rearset L<

gearchange pedal Which connects to the gearchange shaft Ilia a
tlJrnbuckle adjuste. and a short operating link. The link is
•
clamped to Ihe shalt splines bv a pinch oolt. whilst the pedal is
retained to its pillot bV an E-clip. The adjuster ~an be used 10 set 36 Handlebar adju stment - XJ750 J
the pedal height to the rider's preference. Maintenance is
confined to periodic cle8ning and lubricalion 01 the mOiling
parts to ensure smooth operation and prellent premature wear
The XJ750J is filled with adjustable ,.,,"" .........
conjunction with the adjustable footrest,
1. •
It is wonh remOl/ing the pedal and greasing the pillot pin to this
end. The remaining pillots can be lubricated with a lew spots of positiOt1 to be modified to suil 8 particular
Two splined stubs are fitted to I ha lop vaka,
'::;~;~::I
light oil.
bv a small oolt. normallv hidden ~''' •• ". ""V-_

ooltsclamped
are and Allen-headed
lighl allov top these~~::~~;f.i~'~~1
bolts. Shon i
risers.
are tittad to the upper ands of the risers, agein
bolts end SlOP bol ts. The lIarious componant
Fig. 4.4

Verti ce l adjustment
2 Vartical position and angle of the
in one of three posi tions. gilling one
from the standard centre position. To
the two wiring finisher plates from the
each being secured by two
blanking plugs whic h hide the
the two pinch bolts. Set bOl h bars to the chosen
that mOllemen t is restricted to th e three positions,
posi tion being marked bV punched dots. Once set
bolts to I he following torque settings and refit lhe trill
complete.

Slop bo'ts 1.6 kgfm 11'.0Ibi lt

Pinch boils 1.6 kgf m (11.0 Ibf It·

36 Geatch. nge linkage: exa mination and adjustment -
XJ750J
The XJ750J employs a remote link8ge to permit re8lign-
ment of the gaarchange padal after footrest position
adjustment. Mainten8nce of the link8ge is essentiallv the sarna
as that described for the Seca models in Section 34 II the
linkage is remolled lor any reason, note during reassemblV that
tha split in the short operating link Ishift arm) should align with
the crankcase mark and thai the angle between the pedal end
8djuSlor should be set at 90°. Refer to Fig. 4.32 for further
details.
Horizontal adjustment
3 RemOlle the handlebar COlIer and tOP bolt blenking
then slacken the top bolts and pinch bolts. Uh the riWI
and re-positlon them either side of the standard cen..e
This is danol ed bV alignmen t dotl. Tighten the top boilS
pirlCh bolts to the torque figures qUOted below, then
blanking plugs and the handlebar colier.
Top bolts 2.3kgf mI17.0Ibfhl
Pinch bolts 3.0 kgf m (22.0 Ibt hi
37 Ouel seat : remollal end replacement
A ll Seea model s
1 Insert the key in to the lock, turn it through 90° cloc kwi••
unlock It, then slide the ca tCh rearward s. The seal can now II.
 Chapter 4 Fra m e and forks 181

upward, The seat will lock automatically when it is mechanical speedometer and taChometer plus conventional
If it ;s wished to remove the seat completely. slacken warning lamps, to the 1982 XJ750 Ma~ im'5 fully electronic
the nuta and spring washer, which secure the seat CYCOM display and computer monitO!' system, Since the bias is
":.;~::,:~.
~
::~::: final
;:~~,';~~,'~,,:
i
..~al.01check Ihal Ihe latch
the hinge nuts.
towards electronic, ralher Ihan mechanical opera lion, details on
Ihe instrument panel will be found in Chapter 6. Infonn8lioo on
meChanical drives. where applicable. will be found in the
• Maxim YIIrient, (except XJ7 50 J) subsequent Sections of this Chapter.
n the key and turn it through 90 D anticlockwise. then
catch lever rearwards. Lift the rear of the seat clear of
. ,• • _. theo P\lll it back to Iree the Iront moullling lug. To

:
~~::~,:~:~:. the front mounling and lower the seat into
Cltch rearwards while lhe seat is fined then
it in place. Turn the key clockwise to lock it and

Mly
This is similar to the other Maxim models except for the
mechanism. Note that the key movel through 45 D and that
e.tch levers ere fitted , ooe 00 each side. These should be

.
down to release lhe seal .

,'"
.::::~~'~ ~"~, 1<., II is not practicable to elfect repairs to
.. i retained by screws to a frame lug,

• Helmet lock : general descr iption

AI models are equipped with a helmet lock which is built

!he seat lock mechanism. The lock is opened by lurning the 40.1 Security chain in storage holder

;;~'::,,':i~:::: ~;:;~:;~,~ to that usedllo release Ihe seat. To

is pushed home Into the lock body. The
mechanism unlikely to give problems, but must be
in the evenl of failure (see Section 37).

]I StHfing lock : loeetion and renewal

A. steering lock mechanism is Incorporated in the Ignition

assembly to facilitate the locking of the steering on full
Of right lock. The lock is operated by depressing the key in
'Off posi tion and tllrning il anticlockwise to the 'Lock'

If the steering lock or lhe ignilion switch malfunction, it will

MCHUry to renew Ihe unit. Repair Is not practicable. The
'tcMock assembly Is bolted to the underside of the top yoke
Cln be removed aher the instrument panel has been
lied as described in Chapter 6,

Stcurity chain : loeeti on end renewal

41 1 Instrument panel layout (XJ650 UK)
A security chain, operated by the machine's ignition key, is
in a small holder below the left- hand side panel It is
ally locked to a frame projection when being carried and is
eel to immobilise tl'le machine by locking the rear wheel to
convenient immovable object when pal1led. If the lock
anism fails it will be necessary to purchase a new chain
4 2 Speedometer dr ive gear box and ca bl e: examination
IIitIl1plete with key. Should this occur when the chain la locked,
TO secure the machine or locked to the frame for .to<'age,
difficulty may be e~perienced, It is recommended that the The speedometer drive gearbo~ Is lined on the front wheel
lance of a Yamaha dealer 0<' locksmith is soughl, spindle whare it is driven internally by the teft-hand side of Ihe
wheel hub.
2 The gearbox rarely gives trouble if it is lubricated with
grease at regular intervals. This can only be done after the
41 Instrum ent panel : general
wheel has been removed and the gearbox has been detached
since no external grease nipple is fitted. The gearbox can be
A wide variety 01 Instrumentation is filled 10 Ihe Yamaha XJ pulled from position after wheel removal.
.... ranging from the UK XJ650 (US XJ650 Seca) with 3 The drive cable can often give rise to speedomeler lautts,
182 Chapter 4 Frame and forks

ranging 'rom complete failure to }erlly or erratic OpMBlion due to

a kinked inner cable. In the event of malfunction a new cable
must be filled, repair or dismantling being imp!"aclicable.

43 Tachometer drive gearbox and cable: examination -

mechanical tachometer models

Where a mechanlca' tachometer Is fined, drive is taken

trom a gear machined on the exhaust camshaft. This arrange -
ment is kept wen lubricated by engine 011 and thuS does not
need to be dismantled for regular greasing. In the event of
l,ilur8, the driven gear and housing may be detached after
remOlling the single boll lind relainer plate which secures it to
the cylinder head.
2 The housing is sealed by an O-ring which is filted to 8
groove machined in its outer diem,,!er. An internal S8at i8 fined
to prevent oilleakege between the driven gear end the housing.
This can be removed elter the gland nut which releins ;t has
been unscrewed. A $lot is provided to facilitate removal.
3 The flelCible drive cable is the most likely source of problems
and can be dealt with in the same way 85 is described for
,peedometer cable in the preceding Section.

•
Chapter 5 Wheels, brakes and tyres
g-{er to Chapter 7 for information on the 1983 US models

I description ........ ,.... ". 1 Frame-mounted master cylinder: overhaul - XJ750(UK),

!In! wheel: oKomination and renovation ......... ......... .......... 2 XJ750 RH and RJ 14
t wheel: removal and replacement........ 3 Anti-dive ac tu!uing valve housing: overhaul -
t disc brake checking and renewing the pads - XJ750(UK), XJ750 RH and RJ .............................................. 15
IJ6SO(UK) and XJ750 RJ.... ...... ......... 4 Hydraulic brake hoses and pipes: eKamination ...... 16
on dISC brake checking end renewing the pads - Bleeding the hydraulic system - All models eKcept
lI650 G, H, LH and J ......... ................................ 5 XJ750 (UK), )(J750 RH and RJ ....... 17
elite brake: checking and renewing the pads Bleeding the hydraulic system' )(J750IUK),
lJ7~UK1. XJ750 RH and AJ ...... ...................... 6 XJ750 RH and RJ .......................... .. 18 )
t disc brake~ checking and renewing the pads Removing aod replacing the brake disc .......... .. .............. .. 19
~J ." ..... "......... 7 Front wheel bearings: eKamination and renovation 20
t disc brake: overhaul general notes. 8 Rear wheel: e~amination, removal and replacement .......... 21
lit dis(; brake removing. renovating and roplacing Rear wheel bearings: e~amlnation and replacement .......... . 22
Clr.per units - XJ650(UKf and XJ650 RJ. 9 Rear drum braka: e~amination and renovation .................. . 23
r",,\ disc brake removing. renovating and roplacing the Adjusting the rear drum brake ........................................... . 2'
•~ unit - XJ650 G, H. LH aod J ...... ........................ 10 Tyres removal and refitting - tubeless tyres ...................... .. 25
'.",1 disc braka: rllmoving. ranovating and replacing the Puncture repair aod tyre removal - tubeless tyrllS 26
units - XJ750(UKI. XJ750 RH ,od RJ. ..... 11 Tyre valves: description and renewal -
Iw!nt disc brake: removing, renovating and replacing the tubeless tyres. .. ....... _.............. ..... ...... . . 26
:.l~r units XJ750 J ................. 12 Tyre valves: description and renewal - IUbeless lyres ...... 27
el).ar mounted master cylinder: overhaul - ,II Tyres: removal, repair and refitting - tubed tyres ................ 27
'IIOdels e~cept XJ750(UK), XJ750 RH and RJ. 13 Valve cores and caps: tubed tyres.. 29
Wheel balancing. .. .................... 30

s.-:nieBtions

XJ650 G, H, l XJ650(UK) All other models

LH. J end XJ750 J model.
f~, 3.25H194PR 3.25H19-4PR 3.25HI9-4PR
Tubeless Tubed Tubeless
'n. 130/90-1667H
Tubeless
120/90-18 65H
Tubed
120/90-,665H
Tubeless

Trre pressures (cold) Front Rellr

XJ650 (UK). XJ650 RJ:
Up to 198 Ib (90 kg) .. 26 psi (18 k\J"em l ) 28 psi (2.0 k\J"em')
198-331 Ib (90-150 kg) 28 psi 12.0 kg/em') 33 psi (2.3 kg/cm l )
331-4781b (150-217 kg) 28 psi 12.0 k\J"em'j 40 psi 12.B kg/cm l )
HIgh speed ridIng 33 psi (2.3 kwcm'l 36 psi (2.5 kg/em')
XJ650 G. H, LH , J:
Up 10198 Ib (90 kg) 26 psi 11.8 k\J"cm'l 28 psi (2.0 kg/em')
198-353 tb (90·160 kg) 26 psi (2.0 k\J"em'l 33 psi (2.3 kg/em')
353 507 Ib (160-230 kg) 28 psi (2.0 kg/emll 40 psi 12.8 kg/em')
HIgh speed riding. 33 psi (2.3 kg/em') 36 psi 12.5 kg/em')
XJ750 (UKI. XJ750 RH . RJ
Up to 198 Ib (90 kg) 26 psi (1.8 k\J"em') 28 psi (2.0 kg/cm')
198-474 Ib (90-215 kg) 28 psi (2.0 kg/cm l ) 33 psi (23 kg/cm ' )
High speed riding 33 psi (2.3 kg/em') 36 psi 12.5 kg/em')
XJ750J:
Up to 198 Ib (90 kgl. 26 psi (I.B kg/em') 28 psi 12.0 kg/em')
198-507 Ib (90-230 kg) 28 psi 12.0 kg/cm') 33 psi 12.3 kg/cm',
High speed riding ................. . 28 psi (2.0 kg/cm l ) 33 psi (23 kg/em l )

e: Pressures are for original equipment lyres only; check w"h lyre supplier whether different pressurfls lire to be used if non
'ndard tyres (ue filled. LORds ere weight of rider, passenger and IICceSSOflCs or luggage.
184 Chapter 5 Wheels. brakes and tyres

Wheel s XJ650 G, H , LH , J All other modell

and XJ750J
Tvpe ...... Cast aluminium alloy Cast aluminium .11oy
Rim si:te:
Front .... .................................................................................... . MT 1.85 It 19 MT 1.85 It 19
Rear ..••...•••.•••...•••.•••..•.••.••••..••••. .••..•••..••••..•.•.••••.•.••.•...•...••..•.••.. MT 3 .00 It 16 MT 2. 15 K 18
Vertical funoul (mall) .............. ........... _.............• 2.0 mm 10.OB in) 2.0 mm (0.08 In)
Lateral runout (max) .................... .................................... ......... . 2.0 mm (0.08 in) 2.0 mm (O.OB inl

Brakes XJ650 G , H , XJ650 RJ XJ750IUKI, x.mo.

L, LH , J XJ650(UK) RJ, RH
Front:
Type ..................... ..................................................................... Single
hydraulic disc
Double
hvdraulic disc
Double
hydraUlic disc """
Pad minimum oYeral1 thickness ......................................... .. 6 .5 mm 6.0 mm 4 .0mm
to.26 in) (0.2 4 in) to. 16 in)
Pad maleria l minimum thickness ........................................ 1.5 mm
(0.061 in)
Maximum disc warpage ...................................................... .. 0 . 15 mm 0 .15 mm 0 .15 mm
10.006 In) (0.006 in) (0.006 inJ
Minimum disc thickness ....................................................... 6.5 mm 4 .5 mm 4.5 mm
10.26 in) (0.18 in) (0. 18 in)
Hvdraulic fluid ... DOT 3 (US) or SAE J1703 (UK)
All model'
Rear:
Tvpe. ................ .................... ......... ............................ . Single leading shoe, drum
lining thickness (mln~ ............................................................ 2 .0 mm (0.08 in)
Pedal free plav ....................................................................... 20-30 mm (0.8 - 1.2 in)
Drum diameter ...................................................................... . 200 mm (7 .87 in)
Spring free length •....... 68 mm 12.6 8 in)

Torque wrench settings

Co mponent · 'of m Ibf ft
Front wheel spindle .............. .................... ................. 10.7 77
Spindle pinch bolt •...•....••...•.....•....•....•....••....••...••...••....•.•...•....•....• 2.0 14
Brake disc bolt ................................................................................ 2.0 14
Caliper mounting:
650 models ............................................................................ 2.S
750 models ......................................................................... . 4 .S "
32
Hose union bolt s ........................................................................ 2.S
Rear wheel spindle nut ................................................................ . 10.7 "
77
To rque arm bolts . ......... ........... ................ 2.0 14
Brake arm pinch bolt .................................................................... . 2.0 14

is penetrated, the bared aluminium allov w ill lOOn 51."

General description corrode. A w hitish grey oKide will form over the damaged.",
which in itself is a protBCtive coating. This deposit ~
All models in the XJ65Of1SO range tire frtted with cast alloy should be removed carefully as soon " possible and ,
protective coating of laquer applied.
·ltalic' w heels. The UK market XJ650 models use tubed tyres.
3 Check the Istersl run out .. the rim bV spinning the
whereas all other models use tubeless lyres. All models use a
and placing a liKed pointer close to the rim edge. If
3.25H 19.4PR front tvre. UK models and US Seea models have
a 120J90· 18-65H rear lyre, whilst the US Maxim variants employ muimum run out i, greater than 2 .0 mm (O.OSO in). V,
a 130190· 16·67 H rear tv re. recommend that the wheel be renewed. This ia, howlMI'.
Braking on all models is by hydraulic disc al the front wheel counsel 01 perlectkln : a ru n out somewhat grea ter than this c.
and bv a rear drum brake. The U S XJ650 Ma)!im models have probablv be accommodated without noticeable effect_
steering. No means is available for straightening • WI
a single front disc brak e, all other models having twin front discs.
whe el wi thout re sorting to the eltp8n $8 of h.vlng the
skimmed on all faces. If warpage was caused bV jmpact dur
an accident, the safest measure is to renew the wheel com
2 Front wheel : examirnltion end renovedon Wom whee l bearings may cause rim run out. These should
renewed as described in Section 21 of this Chapter.
CarefuUv check the com plete wheel for cracks and chipping. 4 Note that impact damage or serious corrosion on modti
particularly at the spoke roots tlnd the edge of the rim . As a fitted with tubeless tyres has wider implications in that it
general rule a damaged wheel must be renewed as cracks will lead 10 a loss of pressure from the lubeless Ivre,. If in any
cause stress points which mav lead to sudden fai lure under as to the whee!"s condition . seek professional advice.
heavy load. Small nicks may be radiused carefuliV w ith a fina file
and emery paper (No 600 - No 1000) to relieve the stress. If
3 F,ont wheel : ' emoval end ' eplace ment
there is any doubt as to the condition of a wheel. advice should
be sought from a Yamah a repair specialist.
2 Each wheel is covered with a coating of lacquer. to praven t The approach t o front wheel removal is dependent on til
corrosion. If damage occurs to the wheel and the lacquer finish model conce med and Ihe reason for whee l removal. Whfl.
 Chapter 5 Wheels. brakes and tyres
disc brake is filled, the procedure is Quile Slraighdorward,
is rllhef less so where Iwin disc brakes are used. The main
fly lin in Ihe facl thaI il is not possible to manoeuvre the
rim afld lyre past the calipers. If attention to the calipers
~si$ flecessary, Ofle of the calipers cafl be removed to gaifl
/IfaIssary clearance. Alternatively. il the wheel spindle and
mudguard are released il is possible to turn the Iorio; legs
li'lat the calipers are swung clear 01 the wheel.The above
Id be taken into consideration if wheel removal becomes
~".
Start by placing the machine on the centre stand. ensuring
I it is stable and leaving working space to the sides and at
lrunt. Raise Ihe Ironl wheel clear 01 the ground by placing
blocks beneath the Ironl of the crankcase. Make sure
NI the arrangement Is secure and that the load on the
rside of the crankcase is evenly distributed.
XJ650 G. H. lH and J modals
3 Remove the split pin which locks the wheel spindle nut, and
.-nove th, nut. Release the knurled dng and free the speed~
ler drive cable. lodging it clear of the wheel. Slacken the
bolt and withdraw Ihe wheel spindle. This is facilitaled by
I tommy bar or screwdriver passed through the hole in
spindle. allowing it to be twisted free.
XJ650(U K) and XJ650 RJ models
, Remove the Split pin which secures Ihe wheel spindle nut.
slacken and remove the nut. Unscrew the knurled ring
~1\ich retains the speedometer drive cable, which can then be
pulled clear of the wheel and forks. Slackan the pinCh bolt et the
bottom of each fork leg.
S If the calipers are to be leh in I»sition, remove the four
l1udguald retaining boilS and lift the mudguard clear of the
bU. WiIMraw Ihe wheel spindle and lower Ihe wheel untillhe
Cflipers are clear of the disc. Turn each lower leg so that the
Cflip.ers are swung outwards allowing the wheel to be lihed
dlar.
6 Alternatively, remove the two bolts thaI secure one of the
CI~ to Ihe fork leg. Wilhdraw the wheel spindle end tower
the wheel, which can now be manoeuvred clear of the forks.
~ote that either caliper can be removed, and should be tied 10
the frame to avoid damaging the hydraulic hose.
3.4a Remove split pin and unscrew wheel spindle nut
185
XJ750(UKI. XJ750 RH and RJ models
7 The above models are equipped with anti-dive suspension,
and it is usually preferable to avoid disturbing this unless the
calipers or anti-dive units require overhaul. Remove the split pin
which secures the wheel spindle nul and remove the nut.
Release the speedomeler cable holding bolt and Iree tn.. cable.
Slacken the pinch bolt at the bottom 01 the righI-hand lower leg.
S If the calipers are to be leh in position. remove the four
mudguard retaining bolts and lih Iha mudgullrd clear of the
forks. Withdraw the whee! spindle and lower the wheel until the
calipers are clear 01 the disc. Turn each lower leg so thaI lhe
calipers are swung outwards allowing the wheel to be lihed
clear.
9 Alternatively. remove Ihe two bolts that secure one of the
calipars to the fork leg. Withdraw the wheel spindle and lower
tha wheel. which can now be manoeuvred clear of the forks.
Note thaI either caliper can be removed, and should be tied
clear of Ihe wheel. II should 1"01 be necessary to disconnect the
h",draulic hoses 10 the caliper or between the caliper and anti-
dive unit. but care should be taken to avoid placing undue strain
on the noses or unions.
XJ750 J model
10 The Ironl wheel of the XJ750 J can be removad by the
same method described for the other XJ750 models, noting
thaI il does not have the added complication of anti-dive
braking. and thus the caliper may be removed quite easily if this
approach is chosen.
AU mode',
11 Note that ooce the wheel has been removed there is a
distinct risk that Ihe brake pads will be expelled should lhe
brake lever be squeezed accidentally. This can be guarded
against by slipping a strip of plywood or similar between the
pads until the wheel is refitted.
12 Reassembly is a straightforward reversal of tn.. removal
sequence. I"Oting the various torque sellings given in Ihe
specifications. Make sure that the whael aligns properly and
that the discs are correctly positioned in the calipars. Check that
,,,.
the speedometer gearbox is located over Ihe stOp on the for\(
3.4b Free speedometer cable by unscrewing knurled ring
 3 .6c Durmg insteilillion, check thet speeaomeler onve 1/'_
loclltes liS shown

3.6d Tighten wheel spindle nut lind secure with new split pin

------------- --- --- - -

1 Specer
0
.
F
" 51

If
. Front whee
. I - XJ650 and

57
75O(UKhnd XJ650 RJ

Drive dog
Speedome
9'0 NUl

"
Washer.
Split pm
32 ' . -- 20
"/S8111
Be8(1ng 2 off 86 Reteint!r ler gearbox
SplICer
4 Specsr
18 =---~ 1

•
XJe60IU

has. red
Qown 10
renewed
wear at
lenewill
2

hose to
wh ich

F I dXJ750RH , RJandJ
t",,1188 - 1 "'"
5.2 Fron XJ650 G, H, LH, J an . ,43 S"'edomell!N
Washer gearbox
I'g • 9 Bearmg

R"'m~
I Spindle
2 Spacer
3 Oil seul
5
7
6
SPO'"
Velve
Cover
"
,'2 Dri\l~dog
0 Oil seal
,
15. NSpll;it pin
4 Bearing B Space,
 Chapter 5 Wheels, brakes and tyres 189

f ront ddc: bf. ke: check ing and renewing the peds -
UKI . nd XJ650 RJ

To f,cilitate the checking 01 brake pad wear, each caliper is

with an inspection window closad by a small cover.
the coYer from position and Inspect both pads. Each pad
I rtod wear limit line on its periphery. If either pad has worn
MI'I to Of past the line, both pads in that sat should be
~. In practice, it is probable tha t both sets of pa ds will
.1 • similar rate, lind therefore the two sets will require
81 at thll same time.
Removal of the pads Is stralghtfolWard. The procedure Is
lic,1 for both ca lipers, end does not require the hydraulic
110M to be disconnected. Slacken and remove th e single bolt
rata ins the ca liper unit to the support bracket. Next,

'*
ming from th e inner faCe of the caliper, remove the single
Jocating screw (see photograph). The ca liper body can now
De pulled clear of Ihe support bfackel. leaving thll pads in
*,,100 in Ihe support bracket. Remove the pads, ta king note of
Nhj(h pad is filled to each lide of the calipe r. and the rlliative
4 . le A~ Pad backing metal B Friction material C:Disc
positioos of the becking shims.
1 HI new pads by reve rsing the dismantling sequence. If
IWlCulty is encoun tered when fitting Ihe caliper over the brake
, due to the reduced distance belween the new pads, USII a
-.oodtn lever 10 push the pad on Ihe piston side inwards.
, In the interests of safery, always check the function of the
brlkes before teking the machine on Ihe roed.

60 rnm 10 236 .nl

4.1 b Pad removed to show wear range . A: Area

caliper inspection window B. Usable range

Fig. 5.3 Brake ped wear limit Inspection - XJ650( UK )

1.5 m m (0.06 Inl

Fig. 6.4 Brake ped wllar limit inspllction - XJ650 AJ

4 .2b Remove support bott 8nd put! off C8tiper unit

4.2e noting positiOn of shims

4 .21 Note pad guide shims on support bnlcket tugs

 Chapter 5 W heels, brakes and tyres 191

thickness of 4 mm 10.16 in) overall. including the b.cking metal

d,$(: brake: check ing a nd renewing the pads -
H. lH and J
The US XJ650 Ma~im models make use of a different type
i~:;::,:~,~than Ihat described in Seclion 4 of this Chapter
It! is anached to the fork teg via a pivol bolt and
allows Ihe caliper to move Ihrough a small an; in
uven pressure Irom each pad against the di$C.
2 Access 10 Ihe pads may be gained aher the Ironl wheel has
been removed. togelher with lhe front mudguard. See Seclion
3 for delails. The pads are retained by a pin which is pushed
through Ihe caliper body and through projeclions of tha pad
backing me lal. The pin is locked in place by a safety clip.
Unhook the end of the clip and pull il OUI ollha pin. The pin can
now be removed from the OU le r face of the caliper by pulling it
clear with pliers Flals are provided on the head of the pin to
facilitale removal

~ ]~~~JE~~~"~Qii"~"~'~'~'~d~ifferent
and renewal.
3 Wi thdraw the pads. anti-rattle spring and $him. Clean and
inspect tha lattar, and also the inside of Ihe caliper opening as
viewing approach for the
Irom the front of
described in Seclion 5.4. Reassemble, using new pads, by
a wear indicator in its
be necessary when either pad reversing the ramoval sequence. Note that the pad which backs
to this marir.. Note thallhe design of the caliper onto Ihe piston is titted with a shim. II is importanllo fit Ihis to
Ihe pads wilt probably appear 10 wear unevenly. the new pad in Ihe same position. This will be eviden t trom its
outline on the old pad. Yamaha racommand that. along with 1M
";.~~~~~:oo~ rmal. but II is import~nt 10 renew tn. pads as a pads. Ihe anti-rattle spring, shim, pad retaining pin and Ihe
~ I of appearance. safary clip are all renewed.
not necessary to femove Ihe wheel or the caliper in
Ihe pads may be renewed. The pads ate retained by
wtlich is secured by a small coil spring in a Iocaling
To free Ihe pin use a pair of poinled~nose pliers to
lhe spring ends logelher. The pin can now be displaced 1
." ........ 10 free the pads. Grasp the projecting portion of
pull Ihem OUI of the caliper The pad relamer and
, ...,,"". spring will also be displaced.
-err-
1 1
OUI lhe aCt:umulaled dust from lhe caliper opening
check visually for signs 01 leakage. Do flOt inhale Ihe dust
!ram the caliper unil. il conlains asbestos end can cause
,
lWSI)Italory disorders. Clean lhe antj-~tle spring and pad
,,"iner Reassemble in lhe reverse of the dismanlling order.
u$ing new pads. It may prove necessary to push the piston
,....ards slightly to accommodate the new. thicker pads.. Refil
!lie retaining pin. ensuring Ihat the small eoil spring engages in
III groove.

6 Front d isc brake: check ing and r8n-ew ing the pads -
XJ 750!UK ). XJ7 5 0 RH and RJ •
1 The maximum wear limit of Ihe pads is indicated by a small Fig . 5.6 Brake pad wea r li m it inspectio n - XJ650 G. H. lH
lJ'sed lang on Ihe backing metal. The pads should be renewed. a nd J
8S. pair. when wom to the point whet"e lhe tang is abou t to
contact the disc. The fric tion material also has a central groove. , Pad thic/l.ness 3 Wear indiclItOT
\lie bottom of which denoles Ihal the pad has worn to its limit 2 Wear!;mit 4 MellsUfe~nt points

4.0 mm (0 16 ,n,

Pa~~ Pad
spring / retaining p in

Pad Shim

Fig. 5 .6 Br. ke pad w ear limit ins pection - XJ750(UKI.nd Fig . 6.7 P a d asse mbly- XJ750(U K) and XJ750 RH a nd RJ
XJ7 5 0 RH a nd RJ
192 Chapter 5 Wheels, brakes and tyres
o following before the overhaul commences. A can of DOT 3 or
Fig. 6.8 CorrltCt fining of brake pad shim - XJ750IUK) and
XJ750 RH and RJ
O.8mm
(O.03in)
1-1.12260
Fig . 5.9 Brake pad W8af limit inspection - XJ760J
7 Front disc brake : check ing and ren ewing the pad, -
XJ750 J
The XJ750 J use • fourth type of caliper, differing
5Omewt-c'll from Ihe o ther XJ750 types. Although a completel.,.
different caliper mounting arrangement is used, the procedure
for pad renewa l is virtuallv iden tica l to Ihat described in Section
6. NOle. however, Iha l 8 long Allen-headed bolt is used in place
of the pad retaining pin and safety clip and that the pads are
shaped differently. as is the shim. The pads should be renewed
when there is 0.8 mm (0.03 in) a.. less of fric tio n material
remaining; do not confuse this with the overall thickness
measurement, including backing metal, that applies to the type
described In the previous Section.
B Front disc brake : overhaul - general notes
There are fo ur basic ca liper types used on the XJ650/750
range. and thus a slightly different approach is necessary when
overhauling the vario us units. Apart from details in the dismantl-
ing sequence. however. one caliper is much the same as
another in Its construction. To avoid repetition. Section 9 giveI
a full description of the procedure for a spe<:ific caliper type. tilt
remaining Se<:tions describing detail differences on tilt
remaining models.
2 Irrespective of the type of caliper. collec t together tilt
SAE J1703 specifICation hydraulic fluid. a set 01 new caliS*
seals. a length of 4 .5 mm (i in) bore clear plastic tubi"9 kif
bleeding and a supply of clean lint-I ree rag. Prepare a del"
work area. if necessary laying out an old sheet or similar on till
workbench.
9 Front disc breke : removing. renovating and rapll cing
I ha ca lipar uni ts - XJ650 (UK ) and XJ660 RJ
Before either caliper assembly can be removed from the
forti leg upon which it is mounted. it is first necessary to drJ"
off the hydraulic lIuid. Disconnect the brake pipe at the un;':"
connection it makes wi th the caliper unit and allow the fluid h:
drain into II clean container. It is preferable to keep the front
brake lever applied throughout this opera tion. to prevent the
lIuid from leaking out of the reservoir. A thiCk rubber band CIIt
from a section of inner tube will suffice. if it is wrapped tight~
around the lever and the handlebars. Alterna tively. emply the
entire hydraulic system by placing the end of the hose in •
suilable con tainer and squeeling the brake lever to pump the
fluid out. Unless the fluid is known to be almost oew il is
recommended that this lasl approach is adopted.
2 Note Ihat brake fluid is an extremely efficient paint strippef.
Take ca re to keep it away from any pain twork on Iha mlc/1il'lt
or from any clear plastic. such as that somatimas used !of
instrument glasses.
3 When the lIuid has drained off. remove Ihe cal~
mounting bolts. separate the t wo main caliper components aM
remove the pads as dascribed in Section 4 . Note that from this
point onwards it is best to work on each caliper separately. to
avoid inlerchanging components between the two.
4 To displace the piston. apply a blast of compressed lir to
the brake fluid inlet. Take care to catch I he piston liS it emerges
from the bore - if droppad or prised Ollt with a screwdriver I
piSlon mlY SlIffer irreparable damage. Before removing till
piston. displace the dust seal which is retained by a circlip.
5 Remove the sleeve and protec tive boot upon which IIlI
caliper unit slides. If play has developed between the sleev, and
the caliper. the former must be renewed. C1\eck the condition of
the boot. renewing it if necessary.
6 The parIS removed shoYkI be cleaned thoroughly. using
only brake fllIid liS the liquid. Petrol. oil or pal8ffin will cause till
various seals to swell and degrade. and should not be used
under any circumstances. When the various parts hay, beerI
cleaned. they should be stored in polythene bags until,.·
assembly. so that they are kept dust free.
7 Examine the pistons for score marks or other imperfeCliOns.
If they have any imperfections they must be renewed. olherw'iie
aIr or hydraulic fluid leakage will occur. whiCh will imP<l~
braking efficiency. With regard to tha various seals. it il
advIsable to renew them ell. irrespective of Iheir appearance. II
is I small price to pay against the risk of a sudden and complet,
front brake failure. It is standard Yamaha pract ice to renew the
seals every two yeers. even if no braking problems have
occurrad.
e Reassemb le under clinical ly-clean conditions. by reverslrog
the dismantling procedure. App ly a sma ll quantil y of graphite
grease to Ihe slider sleeve before fining Ihe boot. Reconnect the
hydraulic fluid pipe and make sure the union has been tightened
fully. Before the braka can be used. the whole system must be
bled of air. by following the procedure dascribed in Section 18
of this Chapter.
..
'
h.
h,

h.
0'
3 10

(~
~,

9
'0'
:ne '"
\ 1>0::.
) " (.}
"

".
:he
8in
ion
'0 12
""
Ih,

'"'
,,~
17
,.
Ih.

'h. I,

1~' 20
21
•
18

j
(
P"
md
Ihis
10

~ fl,
'0

22 r
23

' .610Fro
Fig . ntbr.k II caliper - XJ650(UKI and XJ650 RJ

1 SfeevtJ 880ft 15 5881 21 Washer . 2 off

2 800/ 9 Support brllc*~r 16 2280ft-120ff
PiSlOn 'I,
3 Screw 10 Anti-rattle sP",n y 7 RHeal I 'p.ress-em'I 23 Ttlb washer
4 Caliper body. dow 11 Anti-rattle spong I
18 LHca IIp Sf assem y 6 off
5 Inspection wm 12 Padsel 19 Bolt - 20" 24 RH disc
6 Bleed nipple 13 elrelip 20 Spring washer 25 LH disc
7 Cap 14 Boot - 2 off
'"
18
 I,
l
9.58 Use new seal on caliper mounting bolt ...

9.5b ... and lubricate sleeve with brake grease 9.7a El(8mine piston lor signs 01 scoring or wear
 Chapter 5 Wheels, brakes and tyres 195

9.8c .. and secure with wire circlip

dismantling and overhaul as described in Section 9. paragraph

brake : removing. renovating and replacing
XJ650G. H, lH and J
DelICh Ihe hydraulic hose and drain the braking system as
in paragraphs I and 2 01 Section 9 Remove the
bv releaSIng lhe pillot bolt which retains il to the fork leg.
Ihe washer. O-ring and pivOI sleeve Remove the pads.
nd anti-rattle spring as de~ibed in Section 5, Continue
4 onwards.
2 When filting the caliper pillOt boll. lubricale il wllh graphile
or molybdenum glease before sliding il into posi tiOn. De-grease
the threads which protrude beyond Ihe washer and coal them
with a Ihread locking compound such as loctite. OHer up the
caliper and IiI Ihe pivOI bolt nul and spring washer. then tighten
102.6 kgf-m 118.8 Ibf It).

~( v ,

" ~Q
" ..~0
~'
"
fig . 6.11 front brake caliper- XJ650 G, H, LH lind J

, C",~r b()rJy 7 Bleed nipple '3 Boo' f9 Disc

2 Plld reFilining pin 8 C'P '4 SeRI 20 TRb washer 3,ff
3 Spring 9 Pad sel '5 Piston 2' Boll 6,ff

,,
4 Pitor sleeve fO Amj.rau/e spring f6 No' 22 Pivot boh
Spring washer 23
O-ring
W8sher " Anli-rallle spring
f2 Circlip "
f8 LH caliper assembly 24
WaSher
Dusl cap
196 Chapter 5 Wheels, brakes and tyros

e~pel the hydraulic fluid. Place Ihe end of the and-dive hose in
a plastic bag and secure it wilh an elastic band.
2 Remove the two boils which secure the caliper mounlll'lg
bracket to Ihe tori!. leg and lift the caliper assembly clear 01 the
disc end lotlt leg. Remove the retaining pin, pads. shim 8nc1.n~
faille spring 8$ described in Section 6, paragraph 2 .
3 The plslon may be driven OUI of the caliper body by an ...
jet - a fool pump if necessary. Remove the piston seal and dUll
18al from the caliper body. Under no circumstances should.II'!'
8ttempt be made to lever or prise the piston oul of th e caliptf_

~
"PIV ,""oj I~k;",
. compound
~.
I'(OJ
Fig . 6.12 Front brake caliper pivot bolt thread locking
co mpound application
11 Front disc brake : removing , renovating end replacing
the celiper units - XJ750(UKI. XJ750 RH and RJ
Wortcing with one caliper at a time. slacken the cross head
screw which retains the plas tic dust cover (where lined) to the
caliper body and place it to one side. Remove the brake hose
union bolt to free the master cylinder and anli-<liva hoses. Placa
the former in j. suitable container, and pump tha brake lever 10
II the compressed air method fails, temporarily reconnect thI
caliper to the fle.ib le hose, and use the handlebar levar 10
displace the piston hydraulically. Wrap some reg I round tM
ca liper to catch the Inevitable shower of brake fluid .
4 The ce liper mounting bracket can be freed from th e caliptl'
body by withdrawing the support pin. This is retained by I sm.n
spli t pin which should be withdrawn and discarded; a new split
should be fitted during reassembly. Remove the bracket ancllilt
oH the reteiner end shim.
S Clean each part carefully, using only clean hydraulic fluid.
On no accouni use petrol, oil or paraffin as these will cause the
seals to degrade end swell. Keep all componen t s dUlt free.
S Examine the piston surface for scoring or pitting. ~
imperfection will necessitate renewal. The seall should be
renewed es a meller of course, re-using an old seal is I f.l.
economy. Remember thai the safety 01 the machine is VI!'/
much dependent on seal end piston condition.
7 Reassemble. again ensuring absolute cleanliness, by revt!$-
ing the dismantling procedure. Use clean hydraulic lIuid •
lubricant. Replace the ca liper unit on the machine and
reconnec t the hydraulic hose. Remember that the system
need bleeding before use. by following the instructions given ..
Section 18 of this Chapter.

1 Caliper body
2 $uppon brackat
3 Pad set
4 Anrf-raflle spring
5 Anti-squeal shim
•
7
Baal
Seal
8 Piston
4
9 Pad retaining pin
10 Spindle
/1 Split pin
12 R-pin
13 Shim
14 Bleed nipple
15 8001
I. 8001
17 Dust cov",
18 80h

• 7

Fig . 5. 1 3 Front brake calipet - XJ750(UK)and XJ750 RH and RJ

 lyre changing sequence - tubeless tyres

[)eflale tyre. After releasing beads, push tyre bead into Use two levers to work bead over edge of rim. Note use
of rim al point opposite valve. Insert lever adjacent of rim protectors.
10 valve and work bead over edge or rim.

When first bead is clear, remove tyre as shown. Before fitting, ensure that tyre is suitable for wheel. Take
note of any sidewall markings such as direction of
rotation arrows.

'lion. first bead over the rim flange. Use a tyre lever to work the second bead over rim
flange.
198 Chapter 5 Wheels, brakes and tyres
3
12 Front disc brake: removing. renovating end replacing
the caliper units - XJ760 J
Working on one caliper unit al 8 time, slacken and remove
the brake hose union bolt to free the hose 81 the caliper. Place
Ihe nose in I suitable container and pump the front brake lever
to expel the hydraulic fluid. Slacken and remove the caliper
mounting bolts end pull the assembly clear of the brake disc and
wheel Remove the pad relilining boll and lift awey Ihe pads,
shim lind and-rallie spring. The caliper body and mounting
bracket can now be separated by polling the twO .p.rt.
2 The piston may be driven out of the caliper body by an air
jet - a foot pump if necessary. Remove the piston seal and dust
seal from the caliper body. Under no circumstances should any
attempt be made to lever or prise the piston out of the caliper.
II the compressed air method fails, temporarily reconnect the
calipar to the flexible hose, and use the handlebar lever to
displace the piston hydraulically. Wrap some rag eround the
caliper to catch the Inevitable shower of breke fluid.
3 Clean each part carefully, using only clean hydreullc fluid.
On no account use petrol, oil or paraffin as these will cause the
seals to degrade and swell Keep all components dust free.
4 Examine the piston surface lor scoring 01" pilling, any
imperfection will necessit8le renewal. The seals should be
renewed as a matter of cou rse , re-using an old 58al is a false
economy. Remember that the safety of the machine is very
much dependent on seal and piston condition.
S Check the condition of the pins upon which the caliper body
slides. If wear has occurred the e~cessive free play may cause
the caliper 10 ·chatter' when the brake is operated. The only
remedy is to renew the pins, and if necessary. the caliper body.
The pins are filled with dust seals to prevent the ingress of
water or road dirt, and it is advisable to renew these as a
Fig. 5.14 Front brake caliper - XJ1SOJ
I Caliper body
2 2 Pad retaining pin
3 Support bracket
4 Pin
5 800t
, •7
Pin
Anti-rattle shim
8 80fl 20ff
9 Spring washel' 20ff
ID Washer 20ff
PIJd set
"" Anti·rattle spt'ing
13 An/i-squeal shim
14 800'
IS Sea!
I. Piston
precautionary measure before the unit is reassemble-!! The
and bore5 should be cleaned and greased during reasse~
6 Reassemble, again ensuring absolute cleanliness. bV
ing the dismantling procedure. Use clean hydraulic fluid •
lubricant. Replace the caliper unit on the machine
reconnect the hydraulic hose. Remember that the system
need bleeding befOUl U58. by following the instructiOilf givtll
Section 17 of this Chapler.
13 Handlebar - mounted master cylinder : overMul AI
models except XJ7S0{UK), XJ7S0 RH and RJ
The master cylinder and hydraulic fluid resaNoir takes
form of a combined unit mounted on the right-hand side of 111
handlebars. to whiCh the front brake lever is attached.
2 Before the master cylinder unit can be removed
dismantled. the system must be drained. Pilei! , dII
COl"Itainer below each brake caliper unit and attach I pliJl
tube from the bleed screw of each caliper unit to the con
lift off the master cylinder COVel (cap), gasllet and diaptu"
after removing the lour countersunk retaining screws. Optn
bleed screws one comple te tum and drain the i"\'511!1J1
operating the brake lever unlil the mastel cylinder reserYlllr
empty. Close the bleed screws and remove Ihe tube.
3 Before dismantling lhe master cylinder. ills essentii! thII
clean working area Is available on which the various corn
parts can be laid out. Use a sheet of white paper, so tnat
of the smaller parts can be overfooked.
4 Disconnect the StOp lamp switch and front br'ke ~c
taking care not to misplace the brake lever return 'PrIng.
SlOP lamp switch is a push fit in the lever stOCk. The Ie\IIIfIl'
 Chapter 5 Wheels, brakes and tyres 199

OIl a bolt retained by a single nut. Remove the brake hose by
unscrewing the banjo union bolt. Take the master cylinder away
hom the handlebars by removing the two bolts that clamp it to
tile handlebars. Take care not to spill any hydraulic fluid on the
paintwork or on plastic or rubber components.
5 Withdraw the rubber boot Ihal protects the end of the
!TIaster cylinder and remove the snap ring that holds the piston
• ssembly in position. using a pair 01 circlip pliers. The piston
assembly can now be drawn out. followed by the return valve.
J 750J spring cup and return spring.
S The spring cup can now be separated from the end of the
return valve spring and the main cup prised off the piston.
1 Examine the piston and the cy linder cup very carefully. If
aither is scratched or has Iha working surface impaired in any
other way. it must be renewed withoot queslion. Rejeci the
various seals. irrespective of their condition. and fit new ones in
their place. It often helps to solten them 8 little before they are
fittad by immersing them in a container of clean brake fluid.
S When reassembling. follow the dismantling procedure in
reverse. but lake great care Ihat none of the component pans is
scratched or damaged in any way. Use br.Jke lIuid as the
lubricant whilst reassembling. When assembly is complete •
reconnect the brake f luid pipe and tighten the banjo union boll.
9 Use two new sealing washers at the union so that the banjo
bolt does not require overtightening to effect a good seal. Refill
the mas ter cylinder with DOT 3 or SAE J 1703 braka fluid and
bleed the system of air by following the procedure dascribed in
Section , 7 01 this Chapter.

The pins
embly .
• revers-
'fluid as
ne and
:em will 5
given In

~~~T~L'r,~®~~~QD7
""---'-.c::lL _________ "
JI - All
'2

~
Ikes Ihe
e of the

ed and
J clean Fi g. 5 .15 Fro nt brake mester cy linder - XJB60 G. H, LH and J
plastic
IOlainef.
, Reservoir/crlinder body 9 Sealing washer - 4 off
'h,agm. 2 Diaphragm '0 Union bolt - 2 off
ipen the
kern bV
3
4
5
Cover
Screw 4 off
PiSlon/seal set
"
12
13
Baal
Bracket
Boll
ervoir is
6 Clamp 14 Spring washer
'0
ellhal a
nponanl
!at none
• 8
7 Washer 2 off
Bolt 2 off
15 Weshflr

Ie lever.
jng. The
Ir pivots
20 ==--~a~~9 ,,'0 -

•
,
12

. .516Frontbrakama
Fig . Iter cvlinder - XJ650(UK I and XJ650 RJ

, S8aling was hers-12off

6 off 6 Bolt her - 2 off dy
2 Union boll - . 11 Reservol
12 W.n 'r/cylinder bo
7 800/ . de,
.
Distributor unton 8
~
MBSler cy/m '3 DilJphrtlgm
Piston/seal set 9 Cltlmp 14 COlfer 2 If
5 8'IIC/(6/$ 10 Bolt-20ft 15 Screw - 0
 201

12
Fig. 5 .' 7 Front brake ma st er cylinder _ XJ750 J

, Reservoir/crlinder body 5 Cover 9 8011 - 20f( '3 Distributor union

Z Piston/sBII'sel 6 Screw - 2 off 10 800/ 1480ft - 20N
3 Level sw itch 7 C1{Jmp 11 Union boll - 6 off '5 Wuher - 2 off
4 Dl/Jphragm 8 Washer - 2 off '2 Sealing wlJsher - 12 off 16 Br/Jckels
 r--- - -

,
)

14
6

~\7
16 - _.
~
~"8
I
I
~
16

•
13

13
14---®
~
~~
14

14--@ .
14 ~' J

13-a
\) r " 14

Fig. 5 .18 Front brake ma. ter cylinder - XJ750(UK) and XJ750 RJ and RH

1 ResfJrvoir/cylinder body 6 Cover 7' Bolt 20ff 15 8rt/ekers

2 Diaphragm 7 Filler plug 12 Washer 2 off 16 Bol/ 2 off
3 Cover 8 SeBling washer 13 Union bolt , 7 Spring washer· 2 off
4 Screw 2 off 9 Pipe 14 Sealing washer 18 Washer
5 Pistonlseal set 10 Distributor union
 Chapter 5 Wheels, brakes and tyros
14 Frame-mou nted maatar cylinder: overhaul
XJ7501UK), XJ750 RH and RJ
The remotely-mounted master cylinders of the above
models are well hidden amongst the various ancillary parts
attached to the steering head, making access rather difficult. To
reach the master cVlinder It will first bll neces8.ilry to femOve ll1e
headlamp and auxiliary lamp units. To minimise the amount of
preliminary work it is suggested that each unit is detached but
left connected to the wiring harness. In this way the two lamps
can be tied or propped clear of the working area.
2 Sum by rel'T)()\ling the two screws which secure the
I headlamp unit to the moulded plastic nacelle. Lih the unil away
.nd disconnect the wiring from the back of the bulb Slacken
I Ind remove the two bolts which hold the nacelle on the
IIIIblrame arms and catch the captive nuts as they drop free
,"side the necelle. Ease the assembly lorward as far as the
I wiring will allow and check whether access to the master
cylinder is IlOW feasible. If nOl, It will be necessary to disconnect
Iha wiring conneCtors. end also the horn leads on US models.
Push the connectors and wiring through the cutouts at the back
01 the nacelle and lift it away.
3 The au~ili8ry lamp is moon led by II single stud on ils
underside and may be removed afler the retaining nut and
I\1flrtg washer have been removed. If necessary. trace back and
d'lStOIlnect the leads to allow complete removal of the unit.
4 Before Ihe master cylinder unit can be removed and
dlSlTlantled. the sys tem musl be drained. Place a cleen
DOIltainer below each brake caliper unit and attach III plastic
lube from the bleed screw of each caliper unit to the container.
Open the bleed screws one complete turn and drain the system
by operating the braka laver until the maSlar cylinder reservoir
• empty. Close the bleea.screws and remova the tube.
5 Slacken the gland nuts which retain the rigid metal pipe
between the master cylinder and the distributor block. The lalter
_located beneath the bottom yoka and can be reached afler
fie ~hromium plated finisher has been removed. This is retained
by two screws which pass upwards into the Underside of the
bonom yoke. Remove the pipe laking care not to allow
"!'(Iraulic fluid 10 drip onto any painl ed or plastic paris.
6 Slacken fully the brake cable adjuster and disconnect the
t«lie from the master cylinder. Trace back and disconnect the
IIydrlulic lIuid level indicator leads. Slacken and remove the two
tits which retain the master cylinder and lih it clear of the
lrame.
1 Before dismantling the master cylinder, it is essential that a
In WOfIr.ing area is available on which the various component
can be laid out. Use e sheet of white paper. so that none
tht smaller pans can be overlooked. Clean the e~lernal
rfices of the master cylinder using 8 rag moistened with
/rrdraulic fluid only.
• The fluid reservoir can be removed from the mast8f"
r. where necessary. It is retained by a single union bolt.
The reservoir cover can be removed. alter releasing its two
lining screws. and the diaphragm lifted out. If the fluid level
..... requires a(len tion, clean the area around its wiring leads
carefully, then remove the circlip which retains it in the
if. Displace the switch into the reservoir and remove it.
, To {IiIin access to the in ternal hydraulic components free
t(;tuatlng arm from the underside of the master cylinder.
raw the rubber boot that protects the end of the master
Tlder and remove the snap ring that holds the piston
IflIbIy in position, using a pair of circlip pliers. The piston
bIv can now be drawn oot, followed by the re\llrn valve.
cup and return spring.
e The spring cup can now be sepClrClted from the end of the
valve spring and the main cup prised off the piston.
Examine the piston and the cylinder cup very carefully. If
2 off is scratChed or has the working suriac!! impaired in any
way. it must be renewed without question. Reject the
seals. irrespeclive of their cOndition, and fit new ones in
place. It often helps to sohen them a little before they ara
203
fined by immersing them in a container of clean brake fluid.
-
12 When reassembling, follow the dismantling pl'ocedure in
reverse. but take great care that none of the component parts is
scratched or damaged in any way. Use brake fluid as the
lubricant whilst reassembling. When assembly is complete. rafit
the master cylinder and related parts by reversing the
dismantling sequence. Refilling the reservoir is not easy be-
cause access is severely limited. It is suggested that a local
doctor or veterinary surgeon i. appl'OBched and an unwanted
syringe obtained. Fit a length of small bore clear pl8stic tubing
and use this to introduce fluid th rough the tiny Allen-headed
fitler plug 8t the back of the reservoir. A small funnel could be
used in place of the syringe. but would not allow ellcess fluid to
be sucked out. Always use new DOT 3 or SAE J 1703 hydraulic
fluid, and remember that the system must now be bled as
described in Section 18 of this Chapter
15 Anti -dive actuating valve housi ng : overhaul _
XJ750(UKI. XJ750 RH and RJ
The braking system of the above models is complicCited by
the anti-dive arrangement. The system is best dealt with in two
paris; the anti-dive valve assembly, which is part of the
suspension system and thus is covered in Chapter 4. and the
actuating valve assembly. The lauer is an appendage of the
standard braking system and can be considered similar to e
small secondary caliper unit lor the purposes of ovemauling.
Like the master cylinder and th e caliper. wear will develop over
the years. and air or fluid leaks are a possibility. This should be
remembered when diagnosing braking faults.
2 The actuating housing is mounted on top of the anti-diva
housing and Is retained by two Allen bolts. Commence removal
by removing the lark air valve cap and releasing fork air
pressure by depressing the valve insen. Obtain a Jar Of simit8r
container into which hydraulic fluid can be drained. Slacken the
brake hose union bolt and free the hose from the actuating
housing. allowing any fluid from the hose to drain into tt>e jar
It is sound practice to place the open end of the 1'10$8 into a
plastic bag. securing the end with an elastic band. This will keap
dirt out and will prevent drips of hydraulic fluid falling on the
painted paris.
3 Remove the two Allen screws and lift away the actuating
valve housing and the white piston separator. Remove the
circlip which retains the actua ting piston which can then be
displaced from the housing for ellamination.
4 Ell8mine the valve end O-ring for signs of wear or damage.
Note that the O-ring is not supplied separately and thus should
not be removed from the valve. If wear is evident it will be
necessary to renew the valve and O-ring as an assembly. The
housing bora should also be checked for wear and renewed if
necessary.
5 Clean the valve and housing prior to reassembly. and
lubricate both components with clean brake fluid only. Re·
assemble by reversing the dismantling s&Quence. Note that the
hydraulic system must be bled before the machine is used on
the road. See Section 18 for details.
16 Hydraulic brake hosas and pipe. : examination
E~ternal brake hoses and pipes are used to transmit tt>e
hvdraulic pressure to th e caliper units when the front braka or
rear brClke is applied. The brake hose is of the fiellible type. fitted
wilh an armoured surround. It is capable of withstanding
pressures up to 350 kg/cm' The brake pipe attaChed to it is
m8de from double steel tubing, zinc plated to give better
corrosion resistance.
2 When the brake assembly is being overhauled, check the
condition of both the hose and the pipe for signs of leakage or
204 Chapter 5 Wheels, brakes and tyres

S(:uffing, if eithe' has made rubbing contacl with the machine

Whilst it is in motion. The union conneCtions at either end must
also be in good condition. with no stripped threads or damaged
,
$8aling washers.

17 Bleeding the hydrauli c system - All mode l. IIxcept

XJ760IUK). XJ750 RH and RJ

As mentioned earlier, brake action is impaired 01 lIVen

rendered inoperative if sir is Introduced Into the hydraulic
system. This can occur if the seals leak, the reservoir is allowed
to run dry or if the system Is drained prior to lhe dismantling of
any component pert of the system. Even when the system is
refilled with hydraulic fluid. air pockets will remain end because
air will compress. the hydraulic action is lost.
2 Check the fluid content of the reservoir and fill almOSlto the
top. Remember that hydraulic brake fluid Is an ellcellent paint
snipper. so beware of spillage. especially near the petrol tank.
3 Place II clean glass jar below the brake caliper unit and 17.3 A specially made ...,k •• "'~',"g
attach a clear plastic tube from the caliper bleed screw to the
container. Place some clean hydraulic fluid in the container so
that Ihe pipe is always immersed below the surface of the fluid.
4 Unscrew the bleed screw one complete tum and
19 Rem oving and replacing the breke dilC
simultaneously Opllra!e the handlebar leller slowly. When the
lever reaches the full elltent of its travel, hold it in that position
and close the bleed screw. Release the lever and repeat the It is unlikely Ihal either disc will require attention unl~ a
process. WatCh the plastic tube during this operation and note considerable mileage has been cOllered. unless premaM'
whether air bubbles are present In the ellpelled fluid. As the fluid scoring of the disc hes teken place thereby redUCing bfaking
is ejected from the bleed screw the level in the reservoir will fall. efficiency. To remove each disc. first detach the front wheel"
lake care that the level does not drop 100 low whilst the described in Section 3. Each disc Is bolted to the front wheel 0"
operation continues. otherwise air will re-enter the system. six boill. which are secured in pairs by a common tab wa~
necessitating e flesh stan Send back the tab washers and remOlle the bolts to free the
5 Continue the pumping action with the lever until no further disc.
air bubbles emerge from the end of the plastic pipe. Hold the 2 The brake disc can be checked for wear and for warpage
brake lever against the handlebars end tigh ten the caliper bleed whilst the front wheel is still in the machine. Using a mi
screw. RemOlle the plastic tube .tter the bleed screw Is closed. crometer. measure the thickness of the disc at the point d
Where the front brekes are being bled. ettach the pipe to the greatest wear If the measurement is much less Ihan thl>
second celiper and repeat Ihe sequence. recommended service limit, th e disc should be renewed.
6 Check the brake action for sponginesss, which usually 3 Check the warpage of the disc by setting up a suita~
denotes Ihere is still air in Ihe system. If the action is spongy. pointer close to lhe outer periphery of the disc and spin",,,,, 1111
continue the bleeding operalion in the same manner, until all front wheel slowly. If the total warpage is more than 0.1 S mm
traces of air are rem Oiled. 10.006 in) lhe disc should be renewed. A warped disc. 'JIll'!
7 Bring lhe reservoir up to the corrac:t level of fluid and from reducing Ihe braking efficiency, Is likely to cause juddenng
replace Ihft diaphragm. sealing gasket and cap. Check the entire during braking and will also cause the brake to bind when it'
system lor leaks. Recheck the brake 8ction. not in use.
a Note Ihal fluid "om the cOnl8iner placed below Ihe brake
caliper unit whilst the system is bled. should not be reused. as
it will have become aerated and may halle absorbed moisture

18 81eeding the hydreulic system - )(.J750IUK), XJ750 RH

and RJ

The procedure for bleftding the hydraulic system on ma-

chines equipped with anll-dive arrangements is essentially the
same as that described in Section 17 of Ihis Chapter, except
that the anti-dille units present two additional bleed screws to
be dealt with. Commence bleeding, staning with the anti-dive
units. This will often clear the entire system of air. but it may
prove necessary to repeal the operation at the calipers if air
remains trapped in the system. Occasionally, bleeding may
prove troublesome, and in these instances it will usually help If
the operation is left for a few hours to allow air bubbles to
collect in one place.
2 Perhaps the main problem In dealing with the above
machines is how to get hydraulic fluid into lhe minute and 19.1 Brake disc is secured by six bolts and tab washers
awllwardly sited filler orifice. The melhod discussed in Section
14 of this Chapter may help with this point.
 Chapter 5 Wheels, brakes and tytes 205

cen tr e stand so Ihat the wheel is raised clear of the ground

20 Front wheel beerlng.: exemina tion and renovatio n Unscrew and remove the rear brake adjuster nut and disengage
the brake rod from Ihe brake arm. Displace Ihe trunnion and fil
it. together wi th the spring to the end of the rod. then retain
The Iront wheel bearings can be removed for examination.
J!l)8c1\iog or renewal after the front wheel has been removed. them by refilling the adjuster. Straighten and remove the split
Oeell ally road dit! from the hub area. then remove the pin which secures the torque arm nul. Remove the nut end
displace Ihe torque arm_
lPeedometer drive gearbox from the left hand end of the hub.
Oil the right-hand side of Ihe hub, remove the short spacer 3 Remove the split pin from the wheel spindle nut. which can
wflich runs inside the oil seal. Pess a long steel drift through the then be unscrewed. Slacken Ihe wheel spindla pinch boll. then
displace and withdraw the wheel spindle to free the rear wheel.
tenue of the right·hand beering, then move it at an angle to the
hub so that the internal spacer is displaced. Start tapping Pull the wheel to the righl until !1 drops clear of the driving
splines. then manoeuvre II cleer of the frame.
around the inner edge of the lelt hand bearing. gradually moving
the drilt around SO that the bearing is driven out SQuarely. Check
4 When installing the wheel. grease the oil seal lips befora
offering up the wheel 10 the driving splines. Ensure that these
that as the bearing. speedometer drive dog and oi l seal are
disPlaced. there Is adequllte room for them to emerge. If engage properly and Ihet the wheel is pushed fully home.
necessary, support the wheel cleer of the bench surface. Con ti nue reassembly. noting the following torque settings.
2 When the left-hand bearing drops clear it will bring with it Rear wheel sp!ndle 10.7 kgf m (774 Ibl tt)
me speedometer drive dog, a retainer and the oil seal, and will Rear wheel spindle pinch boll 0.6 kgf m (4.5 Ibf tt)
be 1~lowed by the Internal bearing spacer_ The wheel can now
be turned over and the other bearing and oil seal removed
3 Aemove all the old grease from the hub and bearings. giving
the latter a final wash in petrol. Check the bearings for signs of
>iay or roughness when they are fUrned. If there is any doubt
Ibout the condi tion of a bearing. it should be renewed.
• Before replacing the bearings. first pad the hub with new
grease Then drive the bearings back into position. not
Iorgetting the diSlance piece that separaH.ts them_ Take great
;are to ensure that the bearings enter the housings perfectly
tquarelyothe rwise the housing surface may be broached. Fil
repllICement oil seals end eny dust covers or specers that were
Il1o dIsplaced during the original dismantling operation.

•
21 Aear wheel : examination. removal and replecement

Check the cond ition lind alignment 01 the rear wheel in the
me manner as described for Ihe fronl wheel in Section 2 of
tlli-! Chapter Note that what may appear to be wheel bearing
wear may in fact be waar in the final drive casing bearings.
though this is not a common occurrence. See Chapter 4 for
MUlils.
2 To remove the reer wheel. place the mechine securely on its
 20.4c ... followed by the steel retaining riog •.

20.41 Bearings must be greased before fitting

21.3b ... and slacken the spindle pinch boll

21.3d .•. end manoeuvre the wheel clear of frame

 ~h· • .5. 19 Rear whe el
FIg

j~. 1
2
3
Srake bac/(plate
Shoe-2o!' -20ff
RfJlUrn spring
4 Operelfng CIHn
5 Fell St!ltJ/
6 Bearing
7 Colfsr
8 Specf!('
9 Spindle
10 W8s~r
11 Lever
, 2 Pinch bolt
13 Wear Indicator
14 Torqutl$t ey
15 8011 2 ff
W8~he'w-ash~r _ 2 off
'6 Spong
17
18 Nut - loR H
19 S pl',
, pin - 2 0
20 Shroud ff
21 ScrBw - 40
22 Drive hub
23 Boll
24 O-fin?
25 StJlJrtng
26 Bearing
27 WtJsher
28 Nul
29 Split pin
 Chapter 5 Wheels, brakes and tyres
I 209
22 Rear wheel be~lrjng.: IIxll minatton and replacem ent
The procedure lor the removal and examination of the rear
wheel bearings is similar to thaI given for the front wheel
bearings. A heavy dU5! cover and 011 seals afe litted on both
sides 01 the hub. Commence by drihing out the righi-hand
wheel bearing and bearing spacer. Two bearings placed side by
SIde are fitted on Ihe left of the hub. These should be drifted out
wgether. The double sealed bearing should be filted on the
outside
23 Rea r drum brake : exam ine tion end reno .... tion
The rear brake backpla te is fitted with II weaf indicalor
which shows th e uSllble range of the lining material. When this
has WOfl"l down to the minimum mark it will be necessary to
remove the brake backplate assemblv lor funher investiga tion.
Re1T1ove the fea. wheel ItS described in Soction 21 . then lift the
brake ba ckplClto assembly clear of the drum. Note that from this
point onward care must be taken to avoid inhaling brake dust
This contains asbestos which has been shown to be to~ic.
Accumulated dust should be wiped away with a rag moistened
with methylated spirit or petrol. On no accoun t use compressed
ai, to remove the dust
22'.~""~,, '","''' can be ronewed If worn, but does not
rormally Obstruct access to bearings
22.lt and outer bearing as shown
2 Check tho assembly for signs of oil or grease
con tamination. noting Ihal the brake shoes wiLl have 10 be
removed i f badly affected. having first located and rec lified the
source of the contamination. Measure lining wear by checking
the overa ll diameter of the aSgembiod shoos. Take measure-
men ts at sevoral points across the shoes using a vernier caliper,
then compare the smallest reading with the dimensions shown
in Ihe Specifications. If below the service limit. reoew the shoes
as a pair,
3 If the shoos require renewa l they should be removed from
the brake backplate by lifting the ands of the shoes Cillar of the
pivot pin and 'folding' tho shoes inwards as shown In the
accompanyiog photograph. Once spring tension has baen
relieved the assembly can bo lifted clear. Before the new shoes
are fitted it is a good idea to detach the brake operating arm so
that the brake cam can bo displaced for cleaning and re -
greasing. Mark the cam and arm IlS a guide during reassemb ly,
A thin film of greaSfl can be applied to the pivot pin as well. Fit
the new shoes by reversing tho removal sequence.
4 Where old shaes aro to be roused. remOlle the glued
surface of the friction m!l!erial with coarse sand papor, t oking
care not to inhale the dust. E~amine tho surface of the brake
drum aftar cleaning it with a rag soaked in solvent. The drum
should be free from 6)Ccessive scoring, but any line scoring can
be removed by judicious use o f fine abrasive paper.
210 Chapter 5 Wheels. brakes and tyres

24 Adju s1ing the fear drum brake

Adjustment of the rear brake is correct when there is 20

30 mm It" - '" approx) up and down movement measured"
Iha rear brake pedal fOOl piece. between the fully off aod on
position. Adjustment is cerried out by turning the nut on the
brake rod
2 The height of Ihe brake pedal when at rest may be adjusted
by means of the stop bolt whiCh passes through 8 plata welded
to the pedal shank. loosen the locknut before making tilt
adjustment and tighten it when adjustment is complete
3 Either adjustment may require Ihe brake pedal operated
slOP lamp switch to be re-adjusted.
4 Noto thai the XJ750 J model is equipped with an
adjustable brake linkage to compensate lor changes in lootrnt
position. Relerence should be made to Chapter 4 for funher
detailS

26 Tyr e,: removal end refitting - tubeles, tyTe,

It is strongly recommended that should a repair to I

25.3 Remove shoes by 'folding' them inwards
tubeless tyTe be necessary. the wheel is removed from the
machine and taken to a tyre lilling specialist who is willing to
do the job 04' taken to an official dealer. This is because the forte
required to break tha seal between the wheel rim and lyre beld
is considerable and considered to be beyond the capabilitlas 01
an individual working with normal lyre removing tools. AIr,
abortive attempt to break the rim to bead seal may also cause
damage to the wheel rim. resulting in an e~pensive w","
replacement. II. howevar. a suitabla bead releasing tool is
available. and e.perience has already been gained in Its UN,
tyre removal and refining can be accomplished as follows.
2 Remove the wheel Irom the m<lchine by following the
instructions lor wheel removal as described in the relevant
Section of this Chapter. Defla te the lyre by removing the valve
insert and when it is fully deflated. push the bead 01 the tyr,
away from the wheel rim on both sides so that the bead ent'l1
the centre we ll of the rim. As noted. this oper<ltion will almost
certainly require the use of a bead releasing tool.
3 Insert a tyre lever close to the v<llve end lever the edpe of
the tyre over the outside of the wheel rim. Very linle fort,
should be necessary; il resistance is encountered It is probably
due to the fact that the lyre beads have not entered the well of
the wheel rim all the way round the tyre. Should the initill
problem persist. lubrication of the lyre bead and Ihe inside edge
and lip 01 the rim will lacilitate removal. Use a recommellded
lubricant. a dituted solutioo of washing-up liquid or french cha~
Lubrication is usually recommended as an aid 10 lyre titling bul
il s use is equally desirable during removaL The risk. 01 Ieve<
damage to wheel rims can be minimised by lhe 1,.1$8 01
proprietary plastic rim protectors placed over the rim nange 1\
the point where Ihe tyre levers are inserted. Suitable rim
project04'S may be fabricated very easily Irom ehor! lengths
inchesl of thi ck walled nylon petrol pipe which have been IPk1
,'·e
down one side using a sharp knila. The use of rim protecton
should be adopted whenever levers ere used and. therelor~.
when the risle of damage is likelv.
4 Once the tyre has been edged over the wheel rim. it Is aMY
to work around the wheel rim so that the tyre Is completely Ir"
on one side.
S Working from the other side 01 the whael, ease the otrotr
edge of the tyre over the outside of the wheel rim. which is
furthest away. Continue to work around the rim until the lyre it
freed complet(lly from the rim.
6 Refer to th e following Section for details relatif19 10
puncture repllir and the renewal of lyres. See Illso the rema""
roillting to the tyre valves in Section 27.
7 Retitting of the tyre is virtually II reverSll1 of re~1i
 Chapter 5 Wheels. brakes and tyres
Pfocedule. If the lyre has a balance man.. (uluallv a spol of
coloured paint). as on the tyras fitted as original equipmant, this
must ba positioned alongside the valve. Similarly. any arrow
indicating direction of rotation must face the right way.
'l9re is 20 -
e Starting at the point furthest from the valve, push the Ivre
leasured at
beld over tna edge 0 1 the wheel rim unlil it i. located in the
off and on
tentral we11. Continue to worl< around the tyre In this fashion
nut on the
until the whole of one side of the tyre is on the rim. It may be
necessary to use a tyre lever during the final stages. Here again,
;)8adjusted
the use of a lubricant will aid fitting. It is recommended strongly
ate welded
mal when refining the lyre only a recommended lubricant is
flaking the
used bacause such lubricants also have sealing properties. Do
}lete.
not ba over generous in the application of lubricanl or tyre creep
II operated
may occur.
9 Fitting the upper bead II similar to fitting the lower bead.
~ with an
SUIfI by p!Jshing the bead over the rim end inlO the well It a
in footrest
point diametrically opposite the tyre valve. Continue worl<lng
for further
round the tyre. each side of lhe starting point. ensuring that the
be.d opposite the working area II always in the well. Apply
lubricant as necessary. Avoid using tyre levers unless absolutely
essenlial. to help reduce damage to the soft wheel rim. The use
of !I1e levers should be required only when the final portion of
bead is to be pushed over the rim.
10 lubricate the lyre beads again prior to inflating the lyre, and
cht-ek thllt the wheal rim is evenly positioned In reilition to the
tyre baad •. Inflation of the tyre may well prove impossible
without the use of a high pressure air hose. The tyre will retain
,ir completely only when the beads are firmly against the rim
lOges at all points and it may be found when uling a foot pump
that air escapes at the same rate as It is p!Jmped in. This
problem may also be encountered when using In IiI hose on
new tyras whiCh have been compressed In storage and bV virtue
of tilair profile hold the beads away from the rim edges. To
~rcome this difficulty. a tourniquet may be placed around the
circumlerence 01 the lyre. over the central area of the tread. The
complession of the !felt! in this area will cause the beads to be
pushlld ou twards in the desired direction. The type of tourniquet
mOlt widely used consists of a length 01 hose closed et both
endI with a suitable Clamp fitted to enable both ends to be
connett ad. An ordinary lyre valve is fitted at one end of the tube
!II) that after the hose has been secured IroUnd the tyre it may
be inflate-d, giving a constricting effect. Another possible
method of seating beads to obtain Initial Inflation is to press the
tyl"e into the angle between a wall and the floor. With the airline
attaChed to the va lve additional pressure is then applied to the
IVre by the hand and shin, as shown in the accompanying
iltustration. The application of pressure at lour points around the
1yN', circumfelence whilst simultaneously applying the aimose
..... ,11 often effect an initial seal between the tyre beads and wheel
11m. thus allowing inllatlon to occur.
HAND
/ ensure that the cause of the puncture has been removed before
~/'
WALL SHIN
leman..s FLOOR
removal Fig. 5.20 Method of seating the tyre beads
211
11 Having successfully accomplished Inflation, increase the
pressure to 40 psi and check that the tyre is evenly disposed on
the wheel rim. This may be judged by ched ing that the Ihin
positioning line found on each tyre wall Is equidistant from tha
rim around the total circumference of the lyre. If this is not the
case, deflate the tyre, appry additional lubrication Ind reinflate.
Minor adjustments to the tyre position may be made by
bouncing the wheel on the ground.
12 Always run the tyre at the recommanded pressures and
never under or over-inflate. The correct pressures for various
weights and configurations are given in the Specifications
Section of this Chapter.
26 Puncture r.pair and tyro renewal - tubelesl tyres
The primary advlntage of the tubeless tYI. is its ability to
accep t penetration by sharp objects such as nails etc without
loss of air. Even if loss of air is axperienced. because there Is no
inner tube to rupture . In normal conditions a sudden blow-out is
avoided.
2 If a p!Jncture of the tyre occurs. the lyre should be removed
for inspection for damage before any attempt is made at
remedial action. The temporary repair of a punctured lyre by
inserting a plug from the outside should not be atlempted.
Although this type of temporcllY repair Is used widely on cars,
the manufacturers strongly recommend that no such repair i$
carried Qut on a motorcycla tyre. Not only does the tyre have a
thinner carcass. which does not give suffIcient support to the
plug. the consequences of a sudden deflation is often
sufficiently serious that the risk 01 such an occurrence should be
avoided at alt costs.
J The tyre should be inspactad both inside and out for
damege to the cercass. Unfortunately the inner lining of the tyre
- which takes the place of the inner tube - may easily obscure
any damage lind some experience Is required In making a
correct assessment of the tyre condition.
4 There are two main types of lyre repair which ere con-
sidered safe for adoption in repairing tubeless motorcycle tyres.
The first type of repair consists 01 inserting a mushroom-headed
plug into tha hole from the inside of the tyre. The hole is
prepared lor Insertion of the plug by reaming and the
application of an adhesive. The second repair is carried out by
buffing the inner lining in the damaged area and applying a cold
or vulcanised patch. Because both inspeClion Ind repair. if they
are to be carried out salely. require experience in this type 01
work, it is recommended that the tyre be placed in the hands 01
a repairer with the necessary skills. rather than repaired in the
home workshop.
5 In the event of an emergency, the only recommended 'get-
vou-home' repair is to fit a standard inner tube of the correct
size If this course of action Is adopted. care should be taken to
the Inner tube is fitted. It will be found that the valve in the rim
is considerably larger than the diametM of the inner tube velve
stem. To prevent the ingress of road dirt, and to help support
the valve, a spacer should be filled over the valve.
S In thl! event of the unavailability 01 tubeless tyres, ordinary
tubed tyres fitted with inner tubes of the correct size may be
fitted . Refer to the manufacturer or a tyre filting specialist to en'
sure that only a tyre and tube of eQuivalent type and suitabilitv
is fitted, and also to advise on the fitting 01 a valve nut to the
rim hole.
27 Tyre valves: description and renewal - tubelesl tyr"
It will be appreciated Irom the preceding Sectionl, that the
adoption of tubeless tyres has made it necessary to modify the
valve arrangement, as there is no longer an inner tube which
can carry the vllve core. The problem has been overcome by
212 Chapter 5 Wheels. brakes and tyres
fitting II seperate tyre vilive which passes through 8 close-filling
hole in the rim. and which is secured by 8 nut and loclmut. The
valve Is fined from the rim well. and it follows IhallOO vel1l8 can
be removed and replaced only when the tyre has been removed
from the rim. Leakage of air from around the valve body Is likely
10 ocCtJr onlv if Ihe sealing &eal tails or if Ihe nut and locknut
b8(;ome loose.
2 The valve core is of the same type 8S lhal used with IUbed
lYres, end screws inlo the \/slve body. The core can be removed
with II smell slottO<! tool which is normally incorporated in
plunger type pressure gauges. Some valve dust caps
inc;Ofporale a projection for removing valve cores. Although
tubeless lyre valves seldom giv8 trouble, it is possible for a leak
to develop If a small particle of grit lodges on the sealing face.
Occasionally, an elusive slow puncture can be traced to a
leaking valve core. lind thi s shQuld be checked belore a genuine
puncture is suspected.
3 The valve dusl caps are a significant pan of the tyre valve
assembly. Not only do they prevent the ingress 01 road din inlO
the valve. but lllso IIct liS a secondary seal which will reduce the
risk of sudden deflation if a valve cote should fail.
28 Tyres : removal, rep,air and refining - tubed tyre.
At some time Ot other the need will arise to remove end
replace the tyres. either as a result of a puncture or because
replacements are necessary to oHset wear. To the
inel(perienced. tyre changing represents a formidable task. yet if
8 few simple rul. are observed and the technique learned. the
whole operllion is surprisingly simple.
2 To remove the tyre hom either wheel. first detach the wheel
from the machine. Deflate the tyre by removing the valve core,
and when the tyre islully deflated. push the bead away from the
wheel rim on bOlh sides so thaI the bead enters the centre weI!
of the rim . Remove the locking ring and pUSh the tyre valve into
the tyre itself.
3 Insen a tyre lever close to the valve and lever the edge of
the tyre over the outside of the rim. Very little force should be
necessary; if resistance is encountered it is probably due to the
fact that the tyre beads hllve not enillfed Ihe well of Ihe rim. all
the way round. If aluminium rims are fitted. dllmage to the soft
aUoy by tyre levers can be prevented by the use of plllslic rim
protector,.
4 Once the tyre has been edged over the wheel rim. it is easy
to worl\ round the wheel rim . so thll the tyre is completely free
from one side. At this stllge the inner lUbe can be removed.
5 Now working from the other side of the wheel. ease the
other edge of the tyre over the outside 01 the wheel rim that is
fUrihest awey Continue to work eround the rim until the tyre is
completely free from the rim.
6 If a puncture hes necessitated the removal of the tyre,
reinflate the inner tube and immerse il in a bowl of wiler to
Irace the source of the leak. Mark the posilion of the leak, and
defille Ihe tube. Dry the tube, and clean the efea around the
puncture with e petrol soaked rag. When the surface has dried,
apply rubber solution and allow this to dry before removing the
backing from the Pilch, and applying the patch to the surface.
7 II is best 10 use a patch of self vulcanizing type, which will
form a permanent repair. Note that it may be n&cenary to
remove a proteclive covering from the top surface of the pilch
after it has sealed into position. Inner tubes made from a special
synthetic rubber may require a special type of pat ch and
adhesive, if a satisfactory bond is to be achieved.
a aefore replacing the tyre. check Ihe inside 10 make sure
that the article that caused the puncture is not still trapped
inside the tyre. Check the outside of the lyre. panicularly the
treed area to make sure nothing is trapped that may Cluse a
furlher puncture.
9 If the inner tube has been patched on a number of past
occasions, or if there is a tear or large nole, il is preferable to
discard it and fit a replacement. Sudden deflalion may csuse an
accidenl, particularly if il occurs with Ihe rear wheel.
10 To raplace the tyre, inflale the inner tube 'Of" it just 10
assume a circular shape but only to that amount. and than push
the lube inlO the tyre so Ihat It Is enclosed completely. Lay the
lyre on Ihe wheel II an angle, and insen the valve through the
rim tape and the hole in the whael rim. Allach the locking ring
on the first few Ihreads, suHicient to hold the vajve captive In ils
correct locetion,
11 Staning II the point furthesl from the valve. push the tv"
bead over tha edge of the wheel rim until it Is localed in the
centrel well. Continue to work around the tyra in IhilS fashion
until the whQle of one side of the tyre il on the rim . II may be
necessary to use a tyre lever during the final stages.
12 Make sure there is no pull on the tyre valve and again
commencing with the area furlnelt from the valve. ease the
other bead of Ihe tyre over the edge of the rim . Finish with the
area close to the valve, pushing the valve up into Ihe tyre un,"
Ihe locking ring tOUChes the rim. This will ensure thel Ihe in"",
tube Is not trapped when the last section of bead is edged !)'leI
Ihe rim with a lyre lever.
13 Check Ihat the inner tube is not trapped at any point
Reinflate the inner tube. and check Ihat the tyre is seating
correctly around Ihe wheel rim. There should be a thin rib
moulded around lhe wall of the tyre on both sides, which should
be an equal distance from Ihe wheel rim II ell points. II I~ lyre
is unevenly located on the rim, try bouncing the wheel wn.en the
tyre is at the recommendfld pr6$SUre. It is probable Ihal one 01
th e beads has not pulled clear of the centre well.
14 Always run the tyres 81 the recommended pressures and
never under or over inflate. The corract prflssures are given in
Ihe Specifications Section of this Chapter.
15 Tyre replacemenl is aided by dUlling the side walls
particularly in Ihe vicinity of Ihe beads, wi th a liberal coating of
french chalk. Washing up liquid can also be used to good effllcl,
but this has the disadvantage. where Sleel riml ere used. 01
causing the inner surface of tha wheel rim to rust.
16 Never replace the inner tube and tyre witnout the rim lapt
in position. II Ihis preceution is overlooked lhere is a good
chence of the ends of the spoke nipples chafing lhe inner tube
and causing a crop of punctures,
17 Never fil a tyre Ihat has a damaged tread or sidewalls.
Apart from legal aspects. there il a very gre81 risk of a blowout
which can have very serious consequences on a two wheeled
vehicle.
la Tyre valves rarely give trouble. but it alweyl advisable to
check whelher the valve Itself is leaking before removing the
tyre. 00 not forget to fit the dust cap, whiCh forms an effective
el(tre seal
29 Valve co res and caps : tubed tyres
Valve co res seldom give trouble, but do not Iss! indefinitely
Dirl under the sealing will cause a punling ·slow-puncture'
Check that lhey ere not leaking by applying spinle to Ihe end 01
the valve and watching for air bubbles
2 A valve cap is a safely device. and should always be fitted.
Aparl from keeping dirt out of the valve, it provides a IfICOf'Id
seal in case of valve lailure, and may prevent en aCCiclef1t
resulting from sudden deflation.
30 Wheel balan cing
The front wheel should be statically balenced, complete
with tyre. An out of balance w heel can produce dangerous
wobbling II high speed.
 Chapter 5 Wheels, brakes and tyres 213

2 Some lyres hllve a balance marlt on the sidewall. This must

clluse lin
be positioned IIdjllcent to lhe vilive. Even so. the wheel still
requires balancing.
3 With the front wheel clell' 01 the ground. spin the wheal
MVefal times. Each time. it will probably come to rest In the
lime posI tion Balance weights should be attaChed
diametrically opposite the heavy spot, until the wheel will not
:ome to rest in any set position, when spun.
, Machines fitted with cast aluminium wheels require special
b~al1Cing weights which lire designed to clip onto the centre
-im Ilange, much in the way Ihat weights are affi~ed to car
..heels. When litting these weights. tllke Cllre not to IItflx IIny
weight nellrer to the rlldial centre line of any spolte than is
"ICOmmencled. Refer to the accompanying diagram.
S II is possible to have a wheel dynamically balanced at some
~Iers. This requires Its remOVll1.
6 Although the rl!ar wheel is more tolerant to out-ol-balance
forces lhan is the front wheel, idellily this too should be
btl.need if a new lyre is lilted. Because of the drag of the linal
dtlVe components the wheel must be removed from the
If1lchine lind placed on II suitable free-running spindle before
NiMcing takes place Balancing cen then be carried out es fOI 30.4 Correct fitting of belance weight to front wheel
the froot wheel.

Front
~1~i~~~;m~;mtl" 8
Rear 55 mm 12.17

25 mm inl
10.98 inl
given in

Willis.

used. of

rim tape
• good

Fig. 5.21 Correct positioning of wheel belence weight

Do no/ install werght on these sh8ded areas

,
effeclive
Chapter 6 Electrical system
Refer (0 Chapter 7 for information on (he 1983 US models

Content.

General description . ..... .......................... .................. 1 Side stend relay: location, function and lesting -
Electrical system teSling: general information ................... ,.. 2 XJ750(UKI. XJ650J, RJ , )(J750 RH. J and RJ ._... 30
Charging sySlem : OUIPUI check ............. ,.................................. 3 Engine oil level switch: general Information ................ 31
Alternalor: rOlor and Slator resistance tesls . .................. 4 Front brake fluid level switch: general description -
Voltage regu!a.tor/!ectifier uni~: testing ................ . .................. 5 XJ750(UK). XJ750 RH. RJ , and J ...................... 32
Battery: examination and maintenance ........ ,.......... ,......... 6 Starter interlock system: general description - XJ650J.
Battery: chs rging procedure ..... ,.......... ................ ,.... ..... 7 RJ, XJ750(UK~. )(,)750 AH. J. and RJ ....................... 33
Fuses: location. function and renewal... ............................ B Starting circuit cut-()ff relay' location and leSling
Starter motor: removal . examination and teSling ................. 9 - XJ650 J ............. ......................................................... J,t
Starter solenoid switch : lunctiOn, location and testing ....... 10 Starting circuit cut-olf relay : Iocal;on and tesllng -
Headlamp: blAb renewal and beam alignment - XJ650(UK) XJ7501UK). XJ750 RH, J lind RJ .. ........................... 3S
and XJ650 RJ Seca ........ ................ ...................... 1\ Side stand relay : location and testing - XJ650 J , RJ
Headlamp: unit renewal and beam alignment - XJ650 G. and XJ750(UK) . ............. ....... ,................. ....... ,......... .. 36
H. LH andJ ...................... .... ..... ........... ........................ 12 Side stand relay: location and testing - XJ750 RH. AJ
Headtamp : bulb renewal and beam alignment - XJ750(UK) and J ...................................... . 31
and XJ750 RH. RJ and J .................................,...................... 13 Oiode bloctt: description, localion and tesling .................... 38
Auxiliary lamp: bulb renewal snd beam alignment - Starter interlock system: general description -
XJ750(UK ), XJ750RH and RJ .................................. ,.............. 14 XJ650{UK), XJ650 G. H, and lH ......... J9
Stop/tail lamp: bulb renewal - XJ650(UK) and Starter Interlock system: fault diagnosis -
XJ650 RJ ....................................... ................ ,.... ,.......................... 15 XJ650lUKl. XJ650 G, H, end LH .......................... ,................. 40
Stop/tail lamp: bulb renewal - XJ650 G. H, LH and J 16 Computer monitor system: general deliCriptlon -
Stop/lait lamp: bulb renewal - XJ750IUK), XJ750 RH. RJ XJ150(UK). XJ150 RH , RJ, and J .. ........................... 41
andJ . .............................................................................. 17 Computer monitor syslem . faull diagnosis ........................... 42
license plate lamp: bulb renewal - XJ7501UK) and Computer monitor system: removing and refitting the
XJ750RH, RJ. J. XJ650G, H. LH andJ .................
Flashing Indicator lamps : bulb renewal ..... ,......................
Parking lamp: bulb renewal - UK models ..................
Circuit testing: general procedures ................................
18
19
20
21
microprocessor and LCO panel .......................................
Battery condition sensor: general description and
maintenance - XJ7501UK). XJ750 RH, AJ and J .
Fuel level sender: operation and lesting -
.
43

Flasher relay: locatiOn and test ing ................................. 22 XJ750(UK), XJ750 RH , RJ and J ............ ...... 45
Self-cancelling circuit : description and testing ......... 23 Warning lamps: bulb renewal - XJ750IUK), XJ750J. RJ
Handlebar switches: maintenance and lesting ............. 24 and RH ..... ......... .... ... ......... ' ...... " ........... , 46
Main switch : maintenance. testing and renewal .................. 25 Instrumant panel : dismantling and bulb renewal - All
Stop lamp switches: location. testing and adjustment ... 26 models except XJ750(UK), XJ750 RH and RJ ..... 47
Neutral switch: location, function and testing ................ ,...... 27 Horn: location and examination - All models e_cept
Clutch switch. location. function and testing ........... 28 XJ750 RH and AJ ............... ............................... 48
Side stand sw il ch: location, function and lesting - XJ650 J Hom: location - XJ750 RH .nd RJ ................. 49
and RJ. XJ750(UKI. XJ750 RH . J and RJ ........... ............... 29

Specification.

Battary XJ750 RH. RJ All other.

Make .................... YUIISI GS
Type ........ .................. . YB14L-A2 12N12A-4A
Voltage .... .. 12 VOlts 12 volts
Capacity .... ................... .... .............................................. ........... . 14Ah 12Ah
Earth Iground) Negative Negative
Charging rate ................ ... 10 hours . 1.4A 10 hours _ 1.2A
 Chapter 6 Electrical system 215

Alternator
Make ..................... , ........................ ,.................... M ............ , •••••• Hitachi
Type ........................................................ . LOl19-08
Output .......................................................................... .. 14V, 19A. 5000 rpm
Field coil resistance .................................................... _.. 4.0 ohm ± 10% 20 G C (6B G F)
Stlllor coil resistance .............. .............................. . 0046 ohm ± 10% 20 G C (68 G F)
Brosh length ................................................................ 17 mm fO.67 in)
Service limit ...... .. 10 mm (0.39 in)
Spring pressure .. 360g (12.7 Ol)

Regul8tor/tectifier
Tl'pe ......................................... . Integrated circuit
Make .............. , .••.......••...•.......• Shibaura or Toshiba
Model ............................ . S8534
No-Io(ld regulated vollage ................................. 145 ± 0.3V
Max amperage .. 3A
R&<:tifier cap(lcity 15A
Starter motor
Make .... ......................................•..... NO
Twa ····················································........................................... . ConSlant mesh
Output .... .............................. . 0.6 KW
Armature coil resistan ce .................................. . 0.014 ohm ± 10%.20% (68°F)
Brush length .......................................................... 12 mm (0. 4 7 in)
Service limit ..... . .............. . 8.5 mm (0.33 in)
30 Brush spring pressure 800 ± lSOg (28.22 + 5.29 oz)
31 Commuta tor diameter .................................................................. 28 mm (1 1 in)
Service limit . 27 mm (1.06 inJ
32 M ica undercut ............................................................................... 0.6 mm (0.024 inJ

33 Flasher relav XJ650{UK). XJ750(UK) AU other models

Type .............................................................................................. Condenser Condenser
34 Make ........ . NO NO
Flash frequency ........................................................................... 85 ± 10 cycle/min 85 + 10 cycle/min
35 Wattage ...................................... . 21Wx2 + 3. 4W 27Wx2 + 3.4W
3. 8ulbs XJ650 G. XJ650 RJ XJ650(UK) XJ750 RH. XJ750J XJ750(UK)
H. LH.J RJ
37 Headlamp .. .. ..................... .. 50/40W 60/55W 60/55W 60/55W 60/55W 60/SSW
38 TaiVstop lamp ................... 8/27W 8/27W 5/2 IW 8/27W 8/27W 5/21Wx2
(3!32cp) (3!32cp) (3!32cp) (3!32cp)
39 Tum ind icator 27W 27W 21Wx4 27W 27W 21Wx 4
{32cp)x4 (32cp)x4 (32cplx4 (32cp)x4
'0 License plate 8W NiA NiA 8W NiA lOW
(3cp)x2 (3cp)

""
Panel lamps:
Turn ......................... .. 3.4Wx2 3.4Wx2 3.4Wx2 34Wx2 34Wx2 3AWx2
High beam ................................. . 3.4W 3.4W 3.4W 3AW JAW JAW
13 Neutral ...................................... .. 3.4W 3.4W 3AW JAW 3.4W 3.4W
Oil level warning ..................... .. 3.4W 3.4W 3.4W N/A N/A NiA
14 Meter illumination .......... _......... 3 .4Wx2 3.4Wx2 3.4Wx2 3AWx2 J.4Wx2 3.4Wx2
Parking (auxil iary la mp) . NiA NiA 3.4W 35W 35W 4W
is CMS warning lamp ............ NiA N/A N/A 34W JAW 3.4W

• Fuses
Main ...............................................................................................
XJ750(US)
30A
XJ750{UK)
20A
All 650 model.
20A
7
Headlamp ...................................................................................... l OA lOA l OA
Signal.................. ................... .. .......................... . lOA lOA lOA
8 Ignition ................. .............................. lOA lOA lOA
9 Tail .................................................................................. SA SA NiA

provision for mechanical starting. A wide range of accessories is

General description filled to the various models. details of which will be found under
the appropria te Seclion heading
The Yamaha XJ650 and XJ750 models are equipped with
I comprehensive eleclfical system powered by an engine driven
2 Electrical system testing : general information
three-phase alternator cerried on a shaft to the rea r of the
crankshaft. Power from the altern ator is converted to dc and
controlled by an elec tronic regu lalOr!rectifier unit belO<'e being As already mentioned. the Yamaha XJ650nSO models
fed to the battery. feature an unusually sophisticated electrical system
An electric starter is fitted to all models. there being no incorporating a number of electronic .ub-assembies. These two
216 Chapter 6 Electrical system
factors make any tesling 8 rather exacting process which will
Invariably require the use of some form of test equipment.
Simple continuity checks may be mado using a dry battery and
bulb arrangement. but for most of the tests in this Chapter II
pocket mullimeler can be considered essential. Many owners
will already possess one 01 these devices, bUI jf necessary they
can be obutlned from electrical specialists. mail order
companies or Clln be purchased from a Yernal'll! Service Agent
as 8 'pocket tester'. Part number 90890-03104.
2 Care must be taken when performing any electrical test,
because some 01 Iha electronic assemblies can be destroyed if
they lire connected incorrectly or inadvertently shorted to earth.
Instructions regarding meter probe connections are given for
each test. and these should be read carefully to preclude any
accidental damage during the test. Note that separate amp. volt
and ohm meters may be used in place of the mUlti meter if
necessal)'. noting that the appropriate test ranges will be
required.
3 Where test equipment is not available. or the owner feels
unsure of the procedure described. it Is recommended thai
prolessional assistance is sought. Do not forget that a simple
effor can destroy a component such as Ihe regulator/rectifiilr .
reSUlting in expensive replacements being neCeSSBI)'
4 A certain amount of preliminal)' dismantling will be
necessary to gain access 10 the componenls to be lested.
Normally. removal 01 the seat and side panels will be required.
with the possible addition of the fuel lank and headlamp unit to
expose the remaining components.
3 Charging Iyatem: output check
• circuil (infinite resistance). In either case. the rOlor or SIlIOl
Set the multimeler to the 0 -20 volts de acale and connect
the red positive (+) probe to the positive battery terminal and
the black negative (- ) probe to the negative battery terminal.
2 Slart the engine. and raise the engine speed to about 2000
~
I
3 4
2
4
I' <"
/1'",
B
ll~JftJ 13
rpm or slightly more. noting the meter reading The nomil\lli
charging voltage il 14.5 :+: 0.3 volts, so a reading of 14.2 14.8
volts will indicate that the system is functioning correctlv.lf the
voltage reading is significantly lower than that shown above,
carl)' out the alternator resistance tests described in Section 4
of this Chapter Important note: on no account should the
engine be run when the baltel)' leads are disconnected. because
the resultant open voltage cen destroy the rectifier diodes.
4 Alternator : rOlor and IIalor resistance tesa
If the charging system output has been found to be
inadequate (see Section 3) It will be necessary to make.
resistance check on the alternator rotor and stator windings.
Trace the alternator leads back to the two·pin and three-pm
connectors. noting thai the two·pin connector serves the field
coil windings inside the rotor, whilst the three -pin conne<:IOf
controls the stator connections. The test can be made with the
alternator cover In position.
2 Sel the multimeter 10 the ohms x 1 scale. Separate Ihe two
connectors and mellsure the resistance belween the green Ind
brown field coil leads at the two· pin connector A reading of 4.0
ohms ± 10% at 68°F (20°CI should be ootllined (3.6 4.4
ohmsl. Note thllt for the purpose of resistance checks, tilt
polarity of Ihe probe connections can be ignorad.
3 Measure Ihe resistance between Ihe three white wirH .1
the three-pin connector. a total of three tests. In each case.'
reading of 0.46 ohms ± 10% at 68°F (20° C) should be II'IowM
(041 0.51 ohms). If any of the windings have failed, it wiM
normally show up as a short circuit (lero resistancel or an OJIlIM
must be renewed unless the fault is caused by broken wiring
connections. If the alternator appears to be fun<:tloning
normally. attention can be lurned to the regulator/rectifier unit
as described in Section 5.
Fig. 6.1 Alternator
I Alternator assembly
2 Rotor
3 Stator
Brush holder assembly
5 Brush
10
,
6 Brush
Screw - 20ff
8 Spring washer - 2 off
~
9 Washer - 2 off
5 10 Bolt
6 /I
12
13
Screw - 2 off
Spring wtlsher 2 off
Washer - 2 off
 Chapter 6 Electrical system 217

'minal check that the V, reading gradually increaSM to 9-11 vaIlS as

-14.8 5 Volt.ga rqul.torfreetillar unit : testing the engina speed rises. The V, .aading should rise to 14.2- 14.8
If the IIOIIS when the engine is started and snould stabilise at this level
IboYe. despite lIariations in engine speed. The accompanying graph
tion 4 The voltage regulator/rectifier unit is a small integrated
cifeuil (Ie) housed in a finned alloV CClsing mounted behind the shows the relationsh,p of the two lIoitage readings at various
d the engine speeds. If the readings obtained are significClntty outside
lelt-hand side panel. Its function is to convert Ihe Clilemator
...
cause
OU\j)'J1 to direct current {dc) from altamCltlng current {ac), this
PI" 01 the function being ellecuted by the ractifier stage_ The
these limits. the regulator stage must be considered defectille
and the unit renewed_ There is no proyision for adjustment or
regulator stage monitors the drain on the electrical system and repair_
coo trola the allemator lIoltage output 10 suit by adjusting the
~lIecti\la power of the electromagnetic rotor. The unit is
Rectifier teat
rI(Irmaliy very reliable, Ihere being no possibility of mechanical 5 Tha rectifier stage consists of an arrangement of diodes
'ake
0 bea failure. but it can become damaged in the event of a sharI
circuit in th e eleCtrica l system or by poor or intermittent battery
whoso function can be likened to that of a one way valve. The
object 01 the tast is to ensure that each diode will pass current
dings_ Gr unh connec tlona. In one direction only. Refer to fig. 6_3 which shows a schematic
viaw of the recti fier conneClions and coded wires which will
Voillge regulator test correspond with those shown In the accompanving teble. Work
2 Remove the side panel to ellpose the unit, then trace the through the test connections shown in the table, noting that if
wiring back to the eight-pin connector. Note that the lest is any ana diode has failed. the unil must be renewed. Again, no
made with the connectors assembled and the electrical system form of repair is poesible
intact II is essential that the battery is lully charged during Ihe
lelts because it will othafWise aHect the results obtained. To
litis end. check that the specifIC gravity is al 1.260 or more, and
• necessary IImove the battery for recharging. for full details
on thoe above. refer to Sections 6 and 7. Note that two
multimeters are required for the regulator tast. each se t on the
1).20 volts dc scale_
3 Connect the meter probes 10 the appropriate terminals of
the Issembled connector as shown in fig. 6_2. TClke great care
rot to Illow the probea 10 short cirCUit to each other or to earth
cklring the test. ensuring thel they are pushed firmly home
through the back of the COf1lnector block. Note that the te51
should be performed with all lights and accessories oH. To this
end, il will be necessary to disconnect tha headlamp circuit on
US machinas whore the headlllmp comes on when the ignition
is switched on. This can be accomplished by removing the
ileadlamp circuIt fuse.
4 Switch on tha ignition and note the reading on the V,
meter. This should be less than 1.8 Yol!s. Start the engine and

5. 1 RegUlator/rectifier unit location

...,,
14.5
14, '

,• "
-6•
>

"
tLJ
DC20V DC:1OV " 0
,1m,"
~ IDl
"
Fig. 6 .2 Vo ltaga ragulator tast
2'8 Chapter 6 Electrical system

will occur, Top up with sulphuric acid of the correct s.pecifi(

gravity (1.260-1.2BO) only when spillage has occurred. CfIed
d. Red Brown that the vent pipe is well clear of the frame tubes or any of the
other cycle parts, for obvious reasons. Note the Instructions O!l
I topping up which are fixed to the top of the battery.
RlCtil ilJl' ,, 4 "bauery problems are experienced, the following cheds

,,,
will determine whether renewal is required. A battery CII'I
0, 0, 0. normally be expected to last for about 3 years, but this life CII'I
3. Whit~?" - ,, be shortened dramatically by neglect In normal use, the
capacity for storage will gradually diminish, and a point will bt
b. White , Ie Regul.tor
c. White
,,, reached where the battery is adequate for all but the StrenlM
task of starting the engine. It follows that renewal will bt
,,
0. 0. 0. necessary at this stage, a situation best avoided where no
kickstarter is available.
,, 5 Remove the flat battery and examine the cell lind plat!
condition near the bottom of the casing. This may prove raUler
difficult with the translucent--cased original battery. An Ie
t. Slack !rHn cumulation of white sludge around the bottom of the cells
indicates sutphation, a condition which indicates the imminent
demise of the battery, lillIe can be done to reverse this process.
bUI it may help to have the electrolyte drained, the battery
flushed and then refilled wi th new electrolyte. Most electric..
Pocht tester wholesalers have facilities for this work.
Checking
elemenl ,.,
connecting point

(red)
1-1
(black)
Good
Replace Replace
(element (element
shortadl opened)
6 Warping of the plates ()( separators is al$O indicative of In
elqliring battery. and will often be evident in only one or two 01
the cells. It can often be caused by old age. bul a new battery
d • 0 0 , which is overcharged will show the same failure. There is no
cure for the problem and the need to avoid overcharging canoot
0,
• d , 0 , be overstressed.
d b C 0 , 7 Try charging the suspect battery as described in Section 7
0,
b d , 0 , If the battery fails to accept a lull charge. and in particular. if one
or more cells show a low hydrometer reading, the battery is ill
d , 0 u , need of renewal.
0,
, d
, .~
, S A hydrometer will be required 10 check the specific g~l'/
of the electrolyte. and thus the suite 01 charge. Any SIIIIII
• • " , hydrometer wit! do. bu t avoid the very large commercial types
0.
• • , 0 , because there will be Insufficient eleclfolyle 10 provide •
. , reading. When fully charged, each cell should read 1.280, with
0,
b
• . , little discrepancy between cells.

,•
b • 9 Important note On machines equipped with comPlltlll

0, •, 0
,
0
i-
monitOf systams. a battery condition sensor is fitted in place of
one of the usual ce ll caps. It is essential th at it is fitted to lilt
• 0
fourth cell from the negative terminal. Failure to obS(lrve lMii
U . COntinuity precaution may lead to damage to the microproceSSOf.
II DiKontinuity IDO)

Fi9. 6.3 Rectifier test

6 Benery : examination and maintenance

A GS or Yuesa battery Is fitled as standard equipment. It is 1It-=~-

connected to the electrical system by II metal strap to the
starter solenoid and by an earth lead. The bettery is retained bV
a rubber strap to a mounting tray beneath the right-hand side It. "§-~':FJ
l£....~
panel. Some models are equipped with an additional battery
lead from II ballery condition sensor (see Section 44 lor details).
2 The translucent plaSlic case of the batlery permits the
"
upper and lower levels 01 the electrolyle 10 be obsefYed when
the battery is lilled from ilS housiflg behind the righI-hand side
panel. Maintenance is normally limited 10 keeping the
electrolyte level between the prescribed upper and lower limits •
and by making sure the vent pipe is not blocked. I. 12 4A 1
3 Unless acid is spilt, as may occur if the machine falls over.
the electrolyte shou ld always be topped up with distilled water.
to restore Ihe correct level. If acid is spilt on any of the machine, 6.2 Battery electrolyte level Is visible through flanslucent cue
it should be neutralised with an alkali such as washing soda and
washed away with plenty of water, otherwise seriOOI corrosion
 Chapter 6 Electrical system 219

MtCific Do avoid over-high charge rates.

Check Do avoid leaying the battery discharged.
of the Do avoid freezing.
Do use only distilled or demineralised water for toppin.g up.

8 Fu se,: locatio n, function and renewal

A bank of four fuses is mounted in a plastic fuse boJ(

beneath the dualseat, Each fuse's function and rating is marked
and a spare luse is included. The main fuse is rated at 30 amps
(XJ750. US) 0' 20 amps (all other models) and is designed fO
protect the entire system from damage in the event of a short
circuit, The remaining fuses are rated at 10 amps for the
pro tec tion 01 the headlamp. signal an d ignition circuits. On
XJ750 models an additional 5 amp fuse is Incorporated in the
tail tamp circuit. contained in an in -line holder,
2 Fuses are fitted to protect the electrical system in the eyent
of a short circuit or sudden surge: they are, in effect. an
in tentional 'weak link' which will blow. In preference to the
circuit burning out.
3 Before replacing a fuse that has blown, check that no
obvious shOft circuit has occcured, otherwise the replacement
fuse will blow immediately it is Inserted. It is always wise to
Fig. 6.4 Correct r outing of battery breather pipe check the electrical circuit thoroughly. to trace the fault and
eliminate it.
4 When a fuse blows while the machine is running end no
spare is available, a 'get '(QU home' remedy is to remove the
7 aattery : charging pl"oc:edure blown fuse and wrap It in silver paper before replacing it in the
fuseholder. The silver paper will res t()(e the eleetrica' continuity
by bridging the broKen fuse wire. This eJ(pedienl should never
Tha sal e charge rate for a"'" giyen battery is dependent on
be used if there is evidence of a short circuit or other major
its capacity and will be found in the Specifications at the
beginning of I his Chapter, It is InadYisable to eJ(ceed Ihls rate electrical fault. otherwise more serious damage will be caused.
Replace the 'doctored' fuse at the earliest possible opportunity.
$ince it will shorten the effectiye life of the battery. In particular.
I~oid the 'quick charge' services offered by many garages.
to reSlore full circuit protection. It follows that spare fuses that
These high charge rates can damage eYen large car batteries are used should be replaced as soon as possible to prevenllhe
• tId may halve the life of a motorcycle ballery. In practice. most aboye situation Irom arising .
home battery chargers are not sufficiently sophisticated for the
charge ra l e to be preset, When using a charger of this type, the
initial charge rate will be rather higher than that specified, so
watch the ballery carefully unti' the rate subsides to a safe leyel.
II the battery becomes hot. disconnect it and allow it to cool
beiofe reluming cha rging, otherwise the plates may become
distorted.
2 Before the ballery Is charged. disconnect the battery leads
lAd also the ballery condition sensor, where litted, This will
preclude any chance of damage to the electrical system.
Slaclen the cell caps at"ld sensor to allow gas to escape during
charging. If this is not clone there is a risk of gas pressure
bursting the battery case, Whilst it is poss,ble to charge the
billery on Ihe machine it is always preferable to remove it
completely. Check that Ihe electrolyte leyel is correct. and top
up al required. When the battery is reconneeted to the machine.
me black lead must be connected to the negatiye terminal at"ld
!he red tead 10 positive. This is most important. as the machine
~ a negative earth $ystem. If the terminals are inadvertently
reY1trsed, the electrical system will be damaged permarnlntly.
The r!!Ctifier will be destroyed by a reyersal of the current ftow.
J A word of caution concerning batteries. Sulphuric acid is
extremely corrosive and must be handled with great respect. Do
not lorgellhat the oulside 0' the battery Is likely to retain traces
of acid from previous spills. and the hands should always be
wnhed promptly after checking the battery. Remember tOO 9 Stan er m ot o r : r emoyal, eJ(amin8lion and telting
tha t battery acid will quickly destroy clothing. In the author's
ppellence, acid seems partial to nearly new jeans in particular.
Starting on the XJ650 and 750 models is achieved by
100 therefore has shown Ihat it is best to keep well clear of
means of an electric starter motor mounted on the upper
wnetles unless old clothing is being worn. Note the following
crankcase to the rear 01 the cylit"lder block, The syslem used is
t'U~ concerning battery maintenance.
well pro Yen and reliable, a desirable state of affai" since no
Do not allow smoking ()( naked lIames near balleries. provision is made for kick starting, In yiew of this it is important
Do avoid acid contact with skin, eyes and clothing. that the battery at"ld Ihe starter motor are in good condition.
Do kaep battery eleetrolyte level maintained, When the starter switch is pressed, ij heayy solellOid switch is
220 Chapter 6 Electrical syste m

brought into operation, switching the heavy current to the grooves. then wrap some PVC tape around the other end 10
mOlor, cranking the engine via a primary shaft mounted roller form a handle. Carefully re ·cut Ihe grooves to the specifoed
clutch. As soon 8S the angina starts the clutch freewheels, depth, taking care 10 keep the grooves parallel and even. Do J10t
disconnecting the startor drive. The clutch will rarely require any remove an excessive amount of material.
attention. II fortunate silU!lIion since a considerable amount of 7 Replace the brushes in their nolders and Check that they
dismllnlling work would be required in the Ollent of its failure. slide quite freely. Make sure the brushes are replaced in Ih"1
The slarter clutch and drive Bre covered in Chapler 1. original positions because they will have wom to the profile of
2 In the event of partial or complete starter failure , check the the commutator. Replace and tighten the entl cover. tlltn
condition of the battery. whiCh should be fully charged, and replace the starter motor and cable in Ihe housing. lighten down
ensure thai the Slarler solenoid is working (See Section 10). and remake the electrical conneCtion to the solenoid swilch.
Make sure that all switch and wiring connections Bro sound. If 8 If the motor has given indications of a more serious fault
this fails to effect a cure, proceed as follows. the armature and field coil winding should be checked using I
3 Remove the two bolts which pass through the left hand end mutlimeter sel on the resistance scale. To check the armalUr•.
of the starter motor, which can now be withdrawn by pulling it set the meter on the ohms ~ 1 scale, and measure lilt
to the leh and lihing cil:ler of the casing recess , As the motor resistance between each pair of commutator segmenll. The
comes clear, release the heavy starter motor cable from its corrael figure is 0 .014 ohms al 68°F (20 oC). In praclie., the
terminal. tests will Identify any dead segment. Check for armatul'
4 Remove the two retaining screws which pass along Ihe insulation faults between each segment and the metal of \hi
length of the motor, then remova the end casing which holds armature body. An inSUlation lailure will require the renewllof
the reduction gearing. Prise out the motor end cover and slide the armalure.
it clear of the armature The motor body and field coil windings 9 Yamaha do not provide lield coil resistanCe figures, $() •
can now be slid oft leaving the armature. end cover and brush precise test of these windings is not possible. II is po$$ible
gear. Unscrew and remove the terminal nut and washer, and however. to check for open or short circuits between the ItarUf
ease the cover clear of the brush gear. Push the terminal into motor terminal and the brush leads. Infinite or zero resistance II
the cover so that the cover can be removed completely, The indicative of a fault In the field coil windings.
brush gear. comprising the backplate. holders, springs and
brushes can now be slid off the commutator.
S Lift up the spring clips whiCh bear on the end of each brush
and remove the brushes from Iheir holders. Each brush should
have a length of 12.0 mm lOA 7 inl. The minimum allowable
brush lengl"'ls 8.5 mm (0.33 In). If Ihe brush is shortar it must
be renewed.
6 Before the brushes are replaced, make sure that the
commutator is clean. The commutator Is the copper segments
on which the brushes bear. Clean the commutator wit h a strip
of glass paper. Never use emery cloth or 'we t-and-dry' as the
small abrasive fragments may embed themselves In the soft
copper of the commutator and cause excessive wear of the
brushes. Finish off the commutator with metal polish to give a
smooth surface and finally wipe the segments over with a
me thylated spirits soaked rag to ensure a grease free surface.
Check that the mica insulators. which lie between Ihe segments
of the commutator, are undercut. The standard groove depth Is
OA-0.8 mm (0.02-0.03 In). but il the average groove depth Is
less them this the armature should be renewed or re tu rned to a
Yamaha dealer lor re-CUlling. Recutting can be undertaken at
home. provided that great care is taken; new armalures are
expensive. Find a broken hacksaw blade and grind the sides of
the teeth so that il is the lame width as the commutator

9.4b Remove end cover and motor casing 94c Remove terminal nut and washer 'arrowed)
toct to
,ci"ed
)0 not

t they
1 their
,file of
then
down
itch.
fault.
s,ng 8
,alUre,
-& the
Th.
o the

9411 Pull end cover clear and displace terminal 9 .4 e Brush gear and support pla te can now be removed

95a Unhook end 01 brush spring and displace brush. 9.5b ... to allow It to be chec ked fo r we ar

" , Note locating slot In brush '"''P,m ,I<'',

222--------------------------------------------------------~

Fi g. 6 .5 Sta rter motor

I
2
SllInsr motor
518t01
•
7
Cilcfip
End plafe
/I Srush
12 O~,in9
I . Spring washer
'7 Nut
3 Armature 8 Washer 13 Wuher 18 Cable
4 O·ring 9 Srush holder 14 Bo/t - 2 off 19 Boot
5 Pinion 10 Brush 15 NUl 20 Bolt - 2 off
 Chapter 6 Electrical s ystem
10 5-.nar te lanoid Iwitch: fu nction and location
The starter motor switch is designed 10 work on the
electromagnetic p(inciple. When the staner IllOtOf" bullon is
depfessed, current from the ballelY passes through windings in
IIle swItch solenoid and generates an electro-magnetic force
wllien causes a set of contact points to close. Immediately the
poil'lts close the starter motor is energised and a very heavy
current is drawn from thl battery.
2 This arrar'IQement is used for two reasons. Firstly, the
current drawn by the Slllrllf motor is very high whiCh requires
tile use of proportionally heavy cables to supply current from
tile banery to the motor. Running such heavy cables directly to
Inl conl/eniently placed handlebar start SWiTCh would be
cumbersome Ind Impractical. Second because The demands of
lhe starter motor are so high. as short a cable run as possible is
used to minimise I/olt drop in !he circuit. If the starter will not
operate first suspect a discharged battery. This can be Checked
by trying the horn or switching on the lights. If this check shows
tile banery to be In good shape suspect the starter switch which
should come Into action with a pronounced click. It is located
close to the ballery. to which it is connected by a heavy duty
metal link. Before condemning the staner solenoid, carry out
the following tests.
3 To test the operation of the solenoid, disconnect the star1er
ITIOtor cable at the SOlenoid terminal and attach multi meter
probe leads to each of the solenoid terminals. Set the meter on
tile ohms x 1 scale. Check that Ihe machine is in neutral gear
.00 that the kill switch is set to 'run', Switch on Iha ignition and
press the starter button The solenoid should operate with an
lUdible click and Ihe meter needle should swing across to read
zero ohms (cominuityl. If thIS is notlhe case Ihe solenoid can be
considered defeClil/e.
4 If the solenoid cannot be heard operating. check the battery
feed wire (blue/white) and t~ lead from the starter button on
tile right·hand swilch cluster. If these are undamaged and the
handlebar switch works satisfactorily, check the resistance
between the two wires. This will show the solenoid winding
reSIStance which should be no more Than 3.5 ohms.
11 Headlamp : bulb renew al and beam ali gnment _
XJ650{UK ) and XJ 650 RJ Seca
1 Access to the headlamp bulb is gained by remol/ing the
hudlamp reflector assembly from the shell. The unit is secured
t1y two screws which pass into lugs attached to the chrome rim.
RemOl/e the screws and lift the unit clear of tha shell. Pull off
223
tha head lamp bulb connector and. on UK models only. twist and
pull lhe parking lamp bulbholder OUI of the reflector.
2 Place the unit face down on a workbenCh and peel away
the rubber dust seal which prOtects the back of the bulb and
bulbholder. Displace the end of the spring wire retainer, and
swing it clear of the bulb flange. The bulb can now be lifted out
of the bulb holder. noting the precautions below.
3 Nota On no account touch Ihe quam enl/elope of the bulb,
or allow it to come into con laCI with oil. Any such
contamination will stain or etch the surface. reducir'IQ light
output and causIng local overheating which may cause the
enl/elope to frac l ure. Any accidental contamination must be
removed promptly using alchohol or a similar de-greasing
solvent. Note also that the bulb runs at a I/ery high tempera ture.
Always allow it to cool properly before handling,
4 Fit the bulb in the reverse of the remol/al sequence. being
coreflll to handle the metal cap or Shroud only. W hen
pllrchasing a replacement bulb. it is wo rth noting th aTit is of the
standard H4 type, In common use in the UK and Europe, and
becoming more common in the US. As such. possible sou rces
of new bulbs include auto-accessory shops and many car
dealers who may be able to offer the bulb at a reduced price. 00
take care TO check that the new bulb is of the same construction
as the original though, since this I/aries with different manu fac-
IlIrers. Some alltomot;l/e types may have a reduced life when
subjected to the higher I/ibration 19\1els experienced on motorcy-
cles. Recommended types are Phillips H4 12342/99 Of" Ostam
BiluK H4 64193. In Ihe case of Ihe laller. cheCk that it is of the
correCI type since two different I/ersions may be suppliad under
the same part number. The correct type has a support wire
running the length of the enl/elope and embedded in it as shown
in Fig 6.7
5 The head lamp can be adjusted for both I/ertical and
horizontal alignment, the former by a lock screw which passes
through a bracket on the rear 01 the headlamp shell, and the
laUer by means 01 the small cross-head screw in the headlamp
"m
6 In the UK. regulations stipulate that the headlamp mllst be
arranged so that the light will not dazzle a person standing at a
distance greater than 25 feet from the lamp, whose eye level is
not less then 3 feet 6 inches above that plane. It is easy to
appro~ima!e this selling by placing the machine 25 feet aWay
from a wall. on a lel/el road, and setting the dip beam height so
that it is concentrated at the same height as the dista nce 01 th e
centre of the headlamp from !he grOllnd. The rider must be
S!laTed normally during this operation and also the pillion
passenger. if one Is carried regularly.
7 Most other lreas have similar regulations controlling head-
lamp beam alignment, and these should be Checked before any
adjustment Is made.
1 1.2a Disengage bulb retaining clip

12~.,
~
4

1 Headlamp assembly
2 2 Outer rim
3 Inner rim
5 4 Re flec tor unit
5 Rubber duSt seel
ft'--ll 6 Parking lamp bulb holder UK only
7 Screw - 2 off
8 Spring washer - 2 off
9 Adjusting screw
(9 10 Spring
11 No'
' 2 Head/amp bulb
13 Perking lemp - UK only

Fig. 6 .6 Headlamp - XJ650(UK) and XJ650 RJ

 Chapter 6 Electrical system 226

clear of the shell and unplug Ihe wiri"9 connector from tha rear
Anlivlbrltory bulb ollhe saaled beam unit. Further dismantling can now take place
on a bench.
2 The sealed beam is clamped between a two-piece pressed
steel carrier which pivots on two lugs on the rim , positioned at
the top and bottom. A spring-loaded adjuster screw is located
at 90° to the pivots. Note its position 50 that it can be
approximated during rlllssembly, Ihen remove the screw and
spring noting that the captiva nut into which it screws may drop
Iree. Remove the two pivot screws and separate the rim from
the carrier assembly.
Imbeded In bulb gl ..1 3 Make a careful note of the position of the sealed beam unit
within the carrier and then remove the three screws which
Fig. 6 .7 Heedlamp bulb construction - XJ650{UK! and retain the twO carrier halves. Lift out the defectiva unit and
XJ650 RJ place the new ona in the same relative position. Join the carrier
halvas. than refit Ihe rim and pivot screws. Fit the adlustar
screw In the same position as wa. noted during removal,
reconnect the wiring connector and install the assembly In the
12 Headlamp : unit renewal and beam alignment - headlamp shell.
XJe50 G, H, lH and J
4 The headlamp should now be adjusled to rider preference
and to comply with local laws on alignment. Horizontal align-
The above model. are eqUipped with sealed beam ment is set by turning the spring -loaded adjuster screw In the
headlamp units. Should renewal prove necessary, start by rim, turning it clockwise to move the beam to the right and anti-
releasing the sealed beam unit and rim assembly from the clockwise to move it to Ihe left. Vertical alignment Is adjusted
headlsmp shell by removing the two screws which secure it. by slackeni"9 the screw which passes through the elongated
ThHe are located Just to the rear of the rim . Lift the assembly slot in the bracket on the underside of the shell.

1-28
..-29
<cr- 27 , Sheff assembfr
~26 2 Damping rubber - 2 off
3 Coffar - 2 off
4 Hetldlamp tlSsembl'l
5 Outtlr,im
• Inner rim
7 Rtlfltlcror
8 MountIng ring
9 Screw - 2 off
'0 Spring wtlsher - 2 off
Nut - 20ff
4 "
'2 Scrtlw - 3 off
13 Spring washtlr - 3 off
8 14 Adjusting SCftlw
15 Spring
16 Nu'

S
" Rubber bung
18 Bolt - 2 off
'9 Spring washer - 2 off
20 Nut - 20ff
2' Washer - 2 off
22 Wiring
23 Scrllw
24 Spring wesher
25 Washtlr
2' Grommat
27 Colla,
28 Bolt
29 Washar
30 Scraw - 2 off

~4
Fi". 6.8 Headlamp -XJ650 G, H, lH andJ
•
226 Chapter 6 Electrical system

13 HeBdlamp : bulb renewal and beam alignment -
XJ760(UKI. XJ750 RH. RJ and J
The procedure for bulb renewal and headlamp adjustment
is broadly similar to Ihal given for the models with round quartz
halogen unilS in Section II of this Chapter. Where differences
arise because of the rectangular unit. these are detailed below.
The cautionary remarks regarding the handling and replacement
of quam halogen bulbs should be applied to the 750 cc models.
2 To remove the unit for bulb renewal. release the two
holding screws which are located at the lower corners of the
rim. Lift the unit away from the shell and pull off th e wiring
connecto r at Ihe bu lb terminals. Pull off the dust cover which
shroudS the rear of the bulb to expose the retainer. To release
the bulb. twist the retainer anticlockwise and lift it away. The
bulb can now be removed . remembering not to louch the
envelope; handle il by Ihe metal parts only. Reassemble by
reversing Ihe removal sequence.
3 The unit can be adjusted for both vertical and horilOntBI
alignment. When viewed from the front il will be noted thfl
there are twO small screws projecting from the rim edge. The
upper screw controls horizontal alignment and the lower screw
verti cal alignment. The horizontal alignment screw is turned
clockwise to move the beam to the left. whilst turning the
vertical alignment screw clockwise will lower the beam. Re-
member to check local laws governing headlamp settings
before making any adjustment. Refer to Section 11.6 for datails
of UK alignment regulations.

12:) - -- - -,

•
16-J\

5
~
10

2
3
eM 11

Fig . 6.9 Heedlamp - XJ750(UK) and XJ750 RH . RJ end J

Head/amp bulb 16 Screw

I
2
3
Head/amp assembly
Outer rim
Inner rim
6
7
Dust cover
Spring clip
8 Adjusting screw - 2 off
"
12 Shel/assembly
13 Collar 2 off
17 Bolt - 2 off
18 Nut - 20ft
4 Reflector 9 Spring - 2 off 14 Damping rubber - 2 off 19 Washer - 2 off
5 Retainer 10 Nut - 20ff 15 Damping rubber - 2 off
 Chapter 6 Electrical system 227

reflector unit away and disconnect the connecting leads at their

14 Auxiliary lamp : bulb ranewal and beam alignment -
XJ750!UK), )(.1750 RH and RJ
Tha above models are equipped wi th an au_mary riding
limp mounted below tha main headlamp unit. It is filled with a
single-filament quartz halogen bulb rated at 35W IUS models)
Of a 4W par1l.ing bulb !UKI and can be used as a daylight riding
lamp or as a fog lamp, or simply to supplement the coverage
pl'ovided by Ihu head lamp.
2 To gain access to the bulb, first removu the two screws
which retain thu finisher strip to the bottom yoke. Remove the
st.ip. thun release the single screw which passes up through Ihe
lower edge of the rim to retain the unit to the shell. Lift the
lerminals. The bulb can be removed by springing apart the ends
of the wire retainer. As is the case with the headlamps of these
models. note thai on US models lhe bulb is of the quartz
haloQen type in which a quartz glass envelope is used to permit
higher operating temperatures and. therefore, brighter light
emission for a given wanage. Never toucn the glass envelope
with the fingers , because the oils and acids on the skin will
contaminate the glass ~rface leading to the formation of hot-
spolS and a reduced bulb life. If contamination does occur de-
natured alcohol should be used as a cleaning agent.
3 Adjustment can be made, where necessary. by slackening
the lamp mounting nulsnd moving Ihe entire unilio Ihe desired
posilion. Tighten Ihe mounting nullO secure Ihe adjustment

lO---@
ll-@

7~

Fig. 8 .10 Auxiliary lamp assembly - )(.I750IUKland )(.1750 RH and RJ

1 Reflector unit 5 Wire retainer 9 Wiring

2 Rim 6 Spring cfip - 20ff 10 Spring wllsher
3 Bulb 7 Screw 1 I Nut
4 Bulb holder 8 Lamp shell
228 Chapter 6 Electrical system

15 Stop/t ail lamp : bulb renewal - XJ6 50(UK I an d

XJ 6 50 RJ

In the event of bulb lailure. renewal is a straightforward

ma!!er involving the removal 01 the plutic lens which is
retained by two screws. The bulb is a bayonet filling. having
offset pins 10 ensure lhal il is positioned correctly. It is good
pr,ctice to check that both the tail and brake filamen ts operate
properly before selling off on a jotIrney. This shoold be an
habitual check made whiisl the angina is warmed uP.
particularly on single bulb models.
2 If problems with constantly blowing bulbs are experienced
it is often due to a poor earth or power connection to the
filament concerned. Check that aU connections are secure and
claan. The bulb can also fail due 10 Vibration. in which casa
there will be no blackening of the old envelope as In the case of
a blown bulb. Try to trace and eliminate the source of vibnllion
to prevent further occurrences.

15.1 Tail lamp lens is secured by twO screws IUK 650)

11

1 Taill8mp assembly
2 Bulb
3 Lens
4 Reflacror
5 Rubbar sea/
6 Screw - 2 off
7 Grommet
B Boll 20H
9 Washer - 2 off
10 D8mping rubber - 2 off
11 Movnring block
12 Licence p/8te
13 Bolt 30H
'4 Collaf - 3 off
15 WasMr' - 30ff
16 Damping fvbber

Fig . 6. 11 Tail/st op lamp - XJ6 50l U K) and XJ 650 RJ

 Chapter 6 Electrical system 229

is re l ained by two cross-head screws and the bulb Is of the

16 St op /tail lamp : bulb ranew al- XJ 650 G, H, lH and J oHsel pin bayonel titling Iype. Nole thai Ihe number (license)
plale is IlIvminalad by a separate lamp vnit locatad below the
The procedure for bvlb renewal is generally similar to that main lail lamp assembly. Bulb renewal Is described In Section
described for the other )(,)650 models in Section 15. The lens 18 of Ihls Chapter.

1r-------------------~

16

•
17 -,....~_

10~~ -/-

7 6

Fig. 6.1 2 TaiVstop l amp -XJ6 50 G. H , lH and J

I Tail/slap lamp assembly 6 Lens 10 Bolt - 20ff /4 Spring washer - 2 oft

2 Bulb 7 Screw 2 off II Washer - 2 off /5 Washer - 2 off
3 Lens 8 Screw - 2 off 12 Bracker /6 Grammer
4 Sea/ 9 Se81 13 Bofl - 20ft /7 Grommel
5 Bulb
230 Chapter 6 Electrical system

access 10 the bolb, remove the two self-tapping screw$ wild!

17 Stopfuil lamp : bulb renewel - XJ750(UKI. XJ760 RH , retain it. The bvlbholder is litted with a single-filament bI:yOIII1
RJ alld J cap bulb.

To gein access to the leil lamp bulbs, lirst lift the duelseel
then open the access flap which is fitted in the tail lalrlng. The
two bulbholders will be visible through the aperture. and may be
removed bv lurning them anti-clockwise by about'" turn. The
bulbs can be removed from the bulbholder by pushing thalT!
Inwards slightly, then turning anti -clockwise. Each bulb has an
offset pin bayonet fitting and thus cannot be filted incorrectly.
2 See also the remarks in Section 15, paragraphs 2 and 3.
18 Wcen.e plate lamp : bulb renewal - All model. except
XJ650(UK) and XJ650 RJ
The above models make use of a separate license plate
(number plate) lamp mounted below the main tail ta mp. To gain
19 Flal hing indicator lemp.: bulb renewal
Access to the Indicator bulbs can be gained after tilt Ieni
has been removed . The lens varies in pattern from modtIlO
model. but In each case is retained by two screws. The bulb CItI
be removed by pushing it inwards slightly and turning itlnt;'
clockwise.
2 In the event of failures which cannot be &lIributed to till!
indica tor bulb. check the wiring and connections. lookil'lg b
corrosion. water, fractures 0<" short circuiting. Other pos~
causes are malfunctions of the flasher relay or lilt III
cance lling unit 0<" circuit. Information on these areas will bII
found in the subsequent sec tions.

I Tail/stop lamp assembly

2 Lens
3 Licenctl p/ale IlImp lans
•
5
Screw-2 off
Wiring
•
7
Bvlbholders
Bvlb - 2 off
8 Licence plat9 bvlb
9 Rubber seal
10 Tail fairing
/I Tail fairing assembly
12 Access flap
~19 13 Collar - 2 off
Damping rubber
"
15 Collar-2 off
Washer
"
17 Plate
18 Bolf - 20ff
19 Screw - 2off
20 Nut - 20ff
21 Licence plate
22 Spring washer - 3 off
23 Bolt - 3 off
2. Bolt - 20ff
25 Spring washer - 2 off

Fig. 6.13 Tail/sto p lamp - XJ750{UK) and XJ750 RH, RJ and J

 Chapter 6 Electricel system
rich
n ..
.n,
'0
~an
20 Parking lamp: bulb ranewal - UK models
I The UK models are equipped with a paril.ing position on the
main switch which allows th\ machine to be parked with the
tail lamp and a low wallage bulb in the head lamp illuminated.
To gain access to tha front parking lamp bulb. detach the
heildlamp as described in the appropriate headlamp bulb
renawal section. The parking lamp bulbholder has a bayonet
lil'ing in Ihe back 01 Ihe reflector. Once this has been released
tha bulb can be ramoved. This too has a bayonet fitting.
UK XJ750 model only
Tha parking lamp takes the lorm of a separate auxiliary
lamp. Rafar to Section 14 for details.
21 Circuit tel ting : general procedures
The following Sections describe tests on specific circuits
relaling to the various lighting, signalling and control systems,
using flow chartl or diagrams to denote the teSI sequence or
coonections. It is assumed that a multimeter will be available
for Ihese lests, though in many instances an alternative
® ®
® ©
+ +
JlI22bl
231
arrangement using a small dry battery in conjunc tion with a
bulb and It pair of probe leads will 5Office. The accompanying
diagram shows the appropriate connections for both methods
to make a continuity check. It should be noted Ihat when
checking for continuity there should be no power to that section
01 the circuit. This is best assured by disconnecting the
machine's battery. Failure to do so may damage the multimeter
or the test lamp arrangement.
2 Other tests require that battery voltage is checked on
various terminals. This is easity checked using the multimeter
sot on a dc volts scale. usually the 0 - 20 volts position.
Remember that the machine has a negative 1-) earth electrical
system. and thus the meter's negative. black. probe lead should
always be connected to a sound earth point on the frame. and
the red positive probe to the connection to be tested. In the
absence of a meter, use a spare low wattage 12 volt bulb and
bulb holder. Connect to it two leads for use as probes. Using
this method polarity is of no Importance. When the connection
being tested has ballery voltage. the lamp will light up.
Continuity /llst procedufe
Using multlmlltllf
1 Check circuit is not live tdisconnllct battery)
2 Se t meter A on resistance (ohms) scale
3 Connect probe leads B to terminals or leads under test
4 Continuily is indicated by zero resistance tlero ohms)
5 An open circu it is indicated by an in'inite resistance reading
Using dry btrllery trnd bulb trrrtrngemllnf
1 Connect dry battery C and bulb 0 as shown
2 Check that circuit is not live (disconnect battery)
3 ConneCt probe leads E to terminals or leads under test
4 Bulb will light if continultv exis ts, but will remain off wi th
open circui t
VollagfJ IfJSf pfoclldure
Using mulfimelfJr
1 Set meter F to 0-20 volts dc scale
2 Connect negative 1-) probe G to earth
3 Connect positive (+) probe H to terminal or lead to be
tested
4 Check that system Is switched on
5 Battery voltage should be indicated on meter
Using low waftllge 12v bulb trnd pfobe leadS
I Assemble test lamp as shown below
2 Conneci one lead to earth and the other to term inal or lead
to be tested
3 Check Ihat system is switched on
4 Bulb will illuminate to indicate battery voltage
® @
®
4
 t::
N

Fl.-her cansemng unIt

...-1..:,,_1"L _ . . • ,

~
-
",
P",~ ... zl1:()<~ ""
- ~
~ --,.. ,,'
i Sw;"h ,,"' ...

Brake switch Clamp I A

lead wire
Il'n~ c'.mp
Clamp
!'u ~-" .
Battery breather
pipe r
Clamp A .C .G. lead wire
Ignition coil

~
. A ' No . 4
• """U No. 3
~ No. 2

/.) No. 1 T.il/br.keligh t leid wit.

CI.mp

>!-~~":P ~
I ~
"'__...'''~~_ . . ' . •g~~., n
~'!
Rectifier with

-- -~---
, _
f -["'~/ ~)~ ',1 }~ ,] r ..LY,/'"' IL \
1

.C.1. unit
'."'M'-' . WIt' ~

Wiregouide

Fig. 6.14 Correct tovting of oper.tlng !;able. end wit •• _ XJ850 G, H. LH .nd,J
 233

F ......... , .. "'....,.. ~.'"

I
\ -
-/'--+''" ' .
~~ .
I I
t
Ftg. 6.15 Frame top tube. component wiring - XJ750 AH . rtd RJ

Fig. 6.16 location of electrical component. - XJ650!UK)

, Ignit ion switch 4 Rear Sloplamp switch 6 Oll/evel switch 8 f lasher cancelling unit
2 F/asher re/er 5 Neutrel sw itch 7 Horns 9 front stoplamp switch
3 Clutch sw itch
2~------------------------------------------------------ __
Flasher relay
Front braka
switch
Main $Wlleh

Clu tCh
leller liwitch

Cansellln{j unit

Headlight
rei,."

Oilltve' _ _ --l
,witch

Fig . 6.17 LOC::ltlon of electrical components - XJ650 G, H. LH a nd J

-'
~ ______________________________________________________ 2~

3 4

®~
®

I@~
iii
®

~ 6
8

Fig. 6.18 Location of electrical componentll - XJ650 RJ (750 model, similar!

7 Side -stllnd switch 9 Horns

, Front brd:e switch 4 Side-stBnd refey
8 Oillevol s witch 10 Neutr91 $wifCh
2 M/lin switch 5 Flasher relay
3 Heed/limp relay 6 Rellf brake switch
236 Chapter 6 Elactrica l system
Fig. 6 .19 l ocati o n of ignitio n compo nenta - general arra ngement
22 Flaaher relay : locati o n and te s ting
The flasher relay is Iocllted on the frlme beneath the fuel
lank. It is retained by a mouldad rubbe r anti-vibration mounting.
2 If the flasher unit is functioning correc tly. a series of audible
clicks will be heard when Iha indica tor lamps are in action. If the
unit malfunctions and aU the bulbs are In working order, the
usual sympton is one Initial flash before the unit goes dead; it
will be necessary 10 replace the unit complete if the faul t cannot
be attributed to any other cause.
3 The Indica tor circuit can be tesled using 8 mullimeter set on
Ihe 0-20 volts de scale or with a low wattage 12 vo lt bulb and
tesl leeds, as described in Section 2 1. Follow the accompanying
flow chart in conjunction with the appropriate wiring diagram at
the end of this Chapter.
23 Self-cancelllng circui t : descripti on and testing
With the el(ception of machines sold In Germany aU models
are equipped wi th an ingenious electromechanical syJtem
which wiU automatically cancel the flashing indicators after a
predetermined distance and/or time has elapsed. In practiCe,
the indicators should switch off efter 10 seconds or after 150
metres 1164 yard.) have been covered. Both systems must
switch off before the indicator, stop, thus at low ,peeds the
sytem i, controlled by distance. whilst at high speeds, elapsed
lime is the con trolling factor.
2 A speedometer sensor measures the distance covered from
the moment that the switch is opera ted. After th e 150 metres
have been covered. this part of the system will reset 10 off. The
flasher cancelling unit starts a ten second countdown from the
moment tha t the switch i, operated. A, soon as both sides 01
the system are at the off position. the flashers are cancelled. If
required. the system may be overridden manually by deprening
the swi tch inwards.
3 In the event of malfunction the self·cancelling system can
be teSled as follows. The self-cancelling unit is located beoeath
the dualseat. ne~t to the air intake trunking. Trace the outpUt
leads to the 6-pin connector and disconnect it. II the ignition
switch is now turned on and the indicators will operate
normally. albei t with manual cancelling. the lIasher relay, bulbs.
wiring and switch can be considered soond.
4 To Check the speedome ter sensor, connect a multimeter to
the whi telgreen and the black leads of the wiring harness at the
6-pin connector Set the meter to Ihe ohms 11 100 seall.
Aelease the speedometer cable at the wheel end and UN the
projecting cable end to turn the speedometer. II all is well. the
needle will alternate between ~ero resistance and infinitfl
resistance. If not, the sender or the wiring connections Will be
st fault.
5 Connect the meter probes between the yellow/red lead .00
earth, again on the harness side of the 6-pin conll8(: l or. Ch&cl
the swi tch and associated wiring by turning the Indicator sw,tcil
on and off. In the off position. infini te resistance should be
shown. with zero resistance in both on posilions.
6 II the above tests reveal no obvious fault in the indicator
circuits or the indicators wi!! work only as a manually oper8ted
arrangement. the self cencelling system is inopera tive and the
unit wilt require renewal
7 If the indicators operate normally when the switch lever is
first operated. but stop es soon es it is released end allowS<! to
return to the centre position. the unil can again be considerld
faully. As a temporary e~pedient. leave the unit disconnected
end operate the indicators manually.
 Chapter 6 Electrical system 237

W,,. It , ....... ",nit MrmI",1,

..... CIMck wi.i,. cira>lt from ",.. to
f"-- ",nit ...,i.....

'1o~OK

• 1.. n f,.....
a-k lor voltage 112'11 on "Sr/W"
",nit t..... i...
No volt
F~"" unll Is 'MIllY. ~ .

'1oltagl OK

CIMck for woIUge 112'11 on "8t/W'. No_ WI'1fIII cl_1t from 1IMIw..n1t 10
.;"11 fllllw...,;td! cornector. fllll'MlrlWltch II !Mllly. rlp';r.

'1oltagl OK

Chck lor YOI~ (12'11 on "Ch"

..JIor "OV" wi,. It I...... ...,;tch
-~.

'1oIugeOK

_..
CMck lor YOitovoo {12VIII l,ft end/or
right " ...... U'OI'1I 1f'Id/o, leftl bulb
No OiOltagII Wiring ~1rc\l1t lrom II ............ Itch to
II ...... bulb Is fMlity .....ir.

Fig. 6.20 FllIsller relay tasting chart

small, and therefore difficult to dismantle and reassemble, it i.

24 Handlebar switch.. : m :intenance and testing
Generally speaking. the switches gi\le linle IrotlbJe. bul il
necessary they can be dismanlled by separa ting the halve.
which form a splil clamp aro",nd the handlebars. Note that the
machine cannot be started until the Ignition cut--out on the
right-hand end of Ihe handlebars is turned 10 the central 'Run'
position.
2 Always disconnect the ballery belore remo\ling eny of the
switches. 10 pre\lenl the possibility 01 a short circuit. Most
troubles are caused by dirty contacts. but in Ihe e\lent of the
break'ge of some internal part. it will be necessary to renew the
complete switch.
3 Because the internal components of each switch are \lery
suggasted a wecial electrical contac t cleanar be used to clean
corrodad contacts. This can be sprayed Into each switch.
without the need for dismanlling.
4 To test the operation of the switch contacts reference
should be made to the appropriate wiring diagram. Each switch
is shown in diagrammatic form. the contacts being shown as
circle. with connecting bars indica ting which contacts are
connected in anyone switch position. Trace the wiring back to
its block connector and separate it. Connect a multi meter set on
the resistance scale to each pair of terminal. in tu rn end note
the readings when the switch is operated. Continuitv {zero
resistance) should be shown when the contacts are closed and
isolation {infinite resistance) when they are open.

233 Self-cancelling unit is mounted beneath tank 24.18 LH h8ndlebar switch assembly IUK 650)
238 Chapter 6 Electrical system
24, Ib AH handlebar switch 8550mbly (UK 650)
25 Main .witch: maintenance, testing and renawal
The main IW;lcn;s Incorporated in the instrument panel and
serves to control the ignition end lighting functions. 11 is key
operated in the interests of securily and also incorporates II
steering lock mechanism. Access 10 the switch requires a
eoosiderable amount of dismantling work lind maintenance is
confined to keeping il clean and occasional lubrication of the
mechanism with W040 or a similar 88«)$01 maintenance fluid.
2 The switch functions can be checked with the switch
assembly in situ, following the same procedure as described for
the handlebar switches (Section 25. paragraph 4). If the switch
proves to be defective or the steering lock malfunctions.
renewal will be necessary. The switch can be released by
removing the retaining bolts once the instrument panel has
been detached to provide access. Refer to Sections 43 or 47 for
further details.
25.2 Access to main switch is gained alter removing the
instrument panel
o.
28 Stop lamp switch": loeatton. testing end adjustment
The front brake lever and the rear brake pedal are each
equipped with a switch which operates the stop lamp when the
control is actuated. The front switch is incorporated in lhel8ller
.'"
,~
stock and is non-adjustable. whilst Ihe rear brake switch is ""b.
mounled on the frame and can be adjusted to compensate lor 01
brake adjustment end chenges 01 pedal height.
2 II either switch is suspected of failure il can be checked as
follow s. Trace the switch leads back 10 their connectOfS. Using
a multimeter sel on the 0-20 volts dc scale. or a bulb and probe
leads. check lor battery voltage between the brown lead and
earth. noting that Ihe ignition switch should be on. If battery
voltage is indicated the supply can be taken as being in worl<.lng
order as far as the switch. Check for battery voltage between
the grey wire 8nd earth with the ignition .witch on and the
relevant brake 8pplied. II no reading Is shown the switch must
be considered faulty and should be renewed.
3 The front brake switch Is incorpor8ted in the lever stock and
is retained by a spring loaded pin. It can be pulled out once the
pin has been pushed inwards using 8n electrical screwdriver or
similar tool. II is nOI possible to adjusl or repair a defective
switch in the event of a malfunction. and renewal wilt be
required.
4 The rear brake switch is mounted on the right-hand side of
the frame and is operated via 8 short tension spring. The switch
body is threaded and may be 8djusted up or down to
compensate for brake or brake pedal adjustment. Check that the
switch operates as soon as the rear brake begins to operate.
27 Nautral ewitch: location. function and tasting
The neutral switch is localed on the underside of lhe
crankcase. Immedi8tely to tha left of the sump. Apart from
indicating when the gearboll Is in neutral. the switch form s par!
of the starter interlock system described in Sections 39 and 40_
It follows th8t the switch must function properly if the engine is
to be staned
2 If the switch is suspected of being 'aulty It can be checked
using a multimeter set on the resistance scale or a battery and
bulb 8nangemanl as described in Section 21. Disconnect the
neutral swi tch lead and connect one probe lead to the switch
terminal and the other to earth. Check that when the gearllooJ: II
in neutral. continuity is indicated. If this is nOI the C8se it will be
necessary to renew the switch. noting that the enginrr
transmission oil should be drained before it is unscrewed.
28 Clutch switch : locetion. functton and testing
A small plunger Iype switch is fitted to the clutch 1_
stock as part of the starter interlock system. Its purpose is to
prevent accident81 staning of the engine whan anything other
than neutral is selected. unless the clutch lever is pulled in_ The
switch is similar to the Ironl brake switch and can be dealt with
in the same way. See Section 26 for detail5.
29 Side stand switCh: location. function end testing -
XJ650J 8nd RJ . XJ7501UK). XJ750 RH. J end RJ
A side stand switch is fitted 10 the above models. forming
part of the staner interlock system. If the gearbooJc il In
 Chapter 6 Electrical system 239

enythlng other than neutral. Ih e clutch must be pulled in and
the side stand retracted before the machine can be ridden. In
addition. the engine will be cut off if any gear is selected when
the stand Is down.
2 The switch unit is attached to the frame close to the side
SlBnd pivot. To test the operation of the switch. trace its wiring
back to the connector behind thoe right-haod side panel.
Disconnect the wiring connec tor and test for continuity be-
tween the two switch leads using ill mUltimeter set on the
resistance scale. When the stand Is down the switch should be
off. end ill reading of infinite resistance should be shown. With
the stand relracted, ~ero resistance should be indicated. If the
switch proves defective it will be necessary to fit a replacement
unit. As an emergency measure. 8 defective switch can be
bypassed by connec ti ng the blue/yellow lead to the switch
directly to earth.

,
•

,
d
d
•h
j,
10
r-

-
~ i-.
,
I
f - f-- - ~
l
,
" - -
., -- I
r~
.~

en-
-,
-- \
'0
"•
-
j\ - - --
---
-
~
-
- '--
-

<h
12

Fig. 6 .2 1 Sid • •t.1ld , w it ch •• sembly - XJ 6 50 J , RJ , XJ 7 50 RH. J , RJ and XJ7 50! UK!

~
I SidtJ -sttJnd 4 RtJtum spring 7 Switch 10 Side -stand frame pivot bracket
2 Pivot bolt 5 N" 8 Screw /I Switch frame mounting lug
3 Spring anchor 6 Rubber 9 Cable tie 12 Screw
niflg
• '"
240----------------------------------------------------------,

B,.,.
Sides~ safety switch Side-nand ...flty Iwitch lead

Fig. 6.22 Side-stand switch cable routing

 Chapter 6 Electrical system 24,

30 Side stand relay : location. function and testing

XJ650J and RJ. XJ760(UKI. XJ760 RH. J and RJ

The above models are aquipped with a side stand relay

which operates in conjunction with the side stand switch as pal1
of the stal1er interlock syStem. When the ignition is switched
on. the Tel (ignition) unit Is kept eal1hed unless the side "and
ralay is on. This immobilisel the engine unless the circuit is
bypassed by selecting neutral.

Fig. 6 .23 Sid..stand relay location - XJ650 J . RJ .

XJ750 RH . J . AJ andXJ750(UK)

31 Engine oil level awitch: general information

A lIoat~type switch II Incorporated in the engine lump to

warn the rider when the engine oil level hes reached a
dangerously low level. Check that the switch is functioning
property each time the engine 011 is drained. and if necessary
remove and renew the switch when the sump is empty. it is
worth noting that problems with the lamp or LCD panal coming
on repeatedly can be raduced or eliminated by keeping the oil
leval at the highest marl!. on the side casing window.
2 The swi tch is secured to the lump by two bolts which pass
through the Hange in the switch body. After removal of the
bolts. the switch can be eased from position and the lingle
electrical lead disconnected. Note that the sump must be
drained before the switch is removed. for obvious reasons.
32 Front brake fluid level switch: general description -
XJ750(UKI. XJ750 RH . RJ and J
The fron! brake master cylinder incorporates in its fluid
reservoir a small level switch. It Is conn&eted to the CMS unit
and operates the warning lamp and the appropriate LCD panel
if the fluid level falls to a dangerously low level. In the unlikely
even t of the switch failing it can be removed after the fluid
reservoir has been drained. The switch is retained by a circlip
liltad on the underside of the reservoir and is sealed by an 0 -
ring. When lilting a new switch check that a new O-ring is filted
and that it is seated correctly before securing the switch to the
reservoir. Switch on the Ignition and check that the low level
warning operates. then top up the reservoir and reset the CMS
unit to make sure that the switch Is off. Do not forgelthal il will
be necessary to bleed the hydraulic system as described in
Chapter 5. For further information refer to Chapter 5. Section
14.
31.2b Switch is sealed unit. Check O-ring condition
33 Startet interlock system: general description - XJ6SOJ
and RJ . XJ750(UK). XJ750 RH. J and RJ
The above models employ a sophisticated starter interlock
system designed to prevent the starting or running of the engine
unless certain conditions Ire met. Tha flow chal1 shown in Fig.
624. indicates the correct sequences which will permit starting.
Note also that il the side stand Is left down when eny gear is
engaged the ignition circuit will be cut off. stopping the engine.
This prevents any risk 01 accidents due 10 the mechine being
ridden away with the stand left down.
2 The Slal1er circuit is shown in Figs. 6.25. 6.26 and 6.27
When lhe ignition is switched on and the engine stop. Ot °kill'.
switch is turned to the run position. power is fed to one terminal
01 the starting circuil cut-off relay . This relly will remain off. and
thus flO power can reach the starter relay. or solenoid. unless
neutral is selected. or the clutch lever is pulled in and the side
siand retracted. Either one 01 these combinations will earth the
windings of lhe starting circuit cut-off relay causing the
contacts to close and allowing power to be fed via the red/white
242 Chapter 6 Electrical system

wire to the staner relay. II lhe stBrlM switch is Ihen pressed the
engine can be staned. The wiring deilliis vary from model to
model. as can be seen in the accompanying diagrams, but the
basic principle remains similar throughout
3 A second relay is connected between the side stand relay
and Ihe Tel unit. When the side stand is down, the side stand
relay contects remain closed. and the Tel unit is eartl1ed In
practice. the engine can be started bU I not ridden until the stand
has been retracted . since any attempt to engage II geaf witl kill
the ignitlOfl. Fig. 6.28 shows Ihe side st8l"ld relay circui l. The
side stand relay is nOI fitted to XJ750iUK) models. where lhe
swilching is done direct, by the aide stand switch.

TURN MAINSWfTCH TO "ON" AND

ENGINE STOP SWITCH TO "RUN".

IF TRANSMISSION IS IN NEUTRAL IF TRANSMISSI ON IS I N GEAR

AND SIDESTAND IS DOWN. AND SIDESTAND IS UP.

I I
PUSH STARTER SWITCH; PULL IN CLUTCH LEVER AND PUSH
ENGINE WILL START. STARTER SWITCH; ENGINE WILL START.

j
RETRACT SIDESTAND AND PUT
TRANSMISSION IN GEAR.

I
MOTORCYCLE CAN BE RIDDEN . MOTORCYCLE CAN BE RIDDEN.
•
Fig . 6.24 Starter interlock system starting sequence chart - XJ650 J. RJ. XJ750 RH. J and RJ

FROM ENGINE
STOf'SWITCH
MAIN
FUSE

fFv'
<±l e
r;
TO MAIN
SWITCH
H
A/w -;::;w -t.l
.~
BATTERY

A/w A/W
' ~j
STAA""G C'ACUIT
CUT·OFF RELAY

..... -",
STAATEA AL')~ ~ - -
FROM SIOESTAND
RELAY
,'f',
Sb

~ - t~j A/W ~I'

SW ITCH "':"L __ -,t
CLUTCH ,, ~--,
, II NEUTRAL
T li "!f
L/W r ..... -_=.1
,, ', SWITCH
STARTER
MOTOR
[} I t,

1
I I
-t'
r STARTER - - _.. L __ J
SWITCH SIDESTAND
SWITCH

• WHEN THE TRANSMISSION IS I N NEUTRAL

... _ _ _ WHEN THE CLUTCH LEVER IS PULLED TO

THE HANDLEBAR AND THE SI DESTANO IS UP

Fig. 6 .25 Starter interlock circuit - XJ650 J

 FROM FUSE
243
MAIN
FUSE TO MAIN FROM ENG INE

F~
SWITCH STOP SWITCH

e ,, FROM IGNIT OR UNIT

,
1~
BATTERY
I
T
OIW
STARTING-CIRCUIT ! , I
-~ --,,
,-f ~'•~ SIOESTANO
CUT·OFF RELAY -' RIW
____ , , ____ A,
r~
I A/W
,"-, @
STARTER RE LAY
,, '-' ': ~- BIY ---1 ,,
"- -
RELAY
?:IJ._L_~__ -~ ..
~

L '. ,,
+
LIW
0,
,,
.
.- .-
STARTER
MOTOR
«(~) 11 o'v
(
~ "

I
LfW

-;;r 'TARTERi CLUTCH

SWITCH SWITCH

U
,,
I

l"
OIL LEVEL
SWITCH
1/1 "'
NEUTRAL
S IOESTANO
SWITCH

SWITCH

•
..-- WHEN THE TRANSMISSION IS IN NEUTRAL.

WHEN THE CLUTCH LEVER IS PULLED TO THE

. - - HANDLEBAR AND THE SIOESTANO IS UP.
Fig. 6.26 Starter interlock cin::uit - XJ650 RJ
MAIN FROM ENGINE FROM
FUSE STOP SWITCH NEUTRAL LIGHT
r--<>'rc~- TO MAIN
SWITCH
rFr o e TO COMPUTER
MONITOR Sb
BATTERY
FADM SIOESTAND
RELAY
STARTlNG·CIRCUIT

_~~~RIW~~!lJ

1 nl--~t~~;;::~~=~I__ll::: ,. --
CUT·OFF RELAV

STARTER RELAY I
: l.t Y
L/Y--.,
. . -.,
UY j .;
I
Sb I
IB/Y
I 1 '1
I Cl.UTCH~ _'3 --- -.-I
SWlTCH
,- -' 1' ----,
STARTER
MOTOR
STARTER I ,:: 'r.\~'
: NEUTRAL
SWITCH-1.i'l SWITCH
L __ J L __ _ JI SIDESTAND
SWITCH

. -
• WHEN THE TRANSMISSION IS IN NEUTRAl.

WHEN THE Cl.UTCH LEVER IS PULl.ED TO

- - - - THE HANDLEBAR AND THE SIOESTANO IS UP.

Fig. 6.27 Starter interlock circuit - XJ750 RH. J end RJ tXJ750tUK) similar!
244 Chapter 6 Electrical system

34 SUln;ng circuit cut-off relay : location and IHting -

XJ650J

The function of t he starting circuit cut-off relav is to prMnl

the engine trom starting unless neutral has been selected 01' ttlt
clutCh lever held in and Ihe side sUlfld retracted. The relav is
held in 8 resilient rubber mounting benoath Ihe fuel ulnk. If ,
faulty relay is suspected it should be removed from the frlme
and disconnected from the wiring 10 allow il 10 be tesled.
2 Uling. mullimeter sel on the Ohms x 10 r.nge. meaSUrt
the relay coli winding resistance. Connect the meter probe leads
Fig . 6 .28 Starting circuit cut-off relay location - XJ750 J
IS shown in Fig. 6.30. A reading of about 100 Ohms should be
Indicated. If a reading of zero or infinite resistance is obtained,
STARTING CIRCUIT the coli windings will be shorted Of open ci rcuit respectivelV.
CUTOFF RELAY and the re lay will have to be renewed.
100n

rn
3 The operation of th e relay can be checked using •
ml.lltlmeter in conjl.lnClion wilh a 12 yoll ballery, The madlin,',
ballery c.n be lemoved and I.lsed fOI the purposes of the lest.
Connect the multlmeter and battery as shown in Fig. 6,31.
noting th.I the meter shol.lld be set on the resistance scale.

= ~=
'" 0
When the battery is connected. the relay should oper.le with.n
llI.ldible click .nd the meter shol.lld read zero Ohms (no
resiSlanCe) . Disconnect the battery and check Ihal the contacts
separate (infinile resistance).
~r ~ = @Xl00
4 Check the operation of the relay diode by connecting the
19 +9 mullimeter probe leads as shown in Fig 6.32. Note the mell!f
reading. then reverse the probe leads and check again In one
direction. infinite resistance should be shown. wh ilst in the
Fig. 6 .29 Mea.uring the coil winding resistance of the other a much lower resistance should be indicated. In the Cllse
11arting circuit cut-off relay - XJ650 J. RJ, XJ750(U KI and 01 the Yamaha tes ter this will be about 9.5 Ohms. but may yary
XJ750 J
somewhat when other types of multimeter are used. The
precise figure is I'IOt Important, but make SUfe tnat the diode
WHEN THE BATTERY IS CONNECTED produces very high and very low resistances depending upon
•
WHEN THE BATTERY
the Pfobe connections .

IS DISCONNECTED 35 Starting circuit cut-off relay : location and testing -

XJ750(UK), XJ750 RH . J end RJ

The procedure for testing the starting circuit cut-off relay on

the above models is essentially the same as that described In
Section 34 for the XJ650 J. Note. however. that the test
connections differ, and should be connected as shown In Figs.
6.33 and 6.34 below. The re lay winding resistance connections
.In are the same as those shown in Fig. 6.29. When checking the
+ operation of the relay and diode. refer to Fig. 6.33 and 6.34
respectively . The readings ob tained should be the same"
Ihose described in Section 34.

12 VOLT 36 Side . tend relay : location and testing-XJ650J , RJ and

BATTERY XJ750 (UK)

The side stand relay is mounted bellOa,h the fuel tank in a

Fig . 6 .30 Checking the operation of the starting circuit cut-
off relay - XJ650 J
resilient rubber mounting It is positioned just forward 01 the
tank holding bolt and can be unplugged for tHting once the
tank has been removed from the machine.
2 The test procedure is similar to that dascribed for the
starling circui t cut-off relay. Set a multimetl!f" to Ihe Ohms x 10

E3
[fr] 0
scale and connect it as shown in Fig. 6.36. The meter should
indicate the relay coil winding resistance which should be about
100 Ohms. If .n open (in finite resistance) or shan (2ero
resistance) circuit is indicated. Ihe unit should be considered
faulty and renewed.

~~;r.
3 The operation of the relay and its inlernal contacts can be
@ .In checked by using a multimeter set on the Ohms x I scale
together with the machine's battery. The two afe connected 8S
, -'-~ .9 +9 shown in Fig. 6.37. When the battery is connected the contacts
should open with an audible click. and a reading of infinite
resistance should be shown on the meter. When the battery il
Fig. 8.31 Checking the operation of tha starting circuit cut- disconnected the con tacts shol.lld close showing laro
off relay diode resistance.
 ,----------------------------------------------------------~5
Tel CONTROL CURRENT
FROM Tel UNIT FROM ENGINE STOP SWITCH WHEN THE BATTERY IS CONNECTED
n, -
tven t
)f the
jey is
• If II
l2 8JW
10eSTAND
RELAV
r----'1 R!!!J
,
I 0 ~:
L_ Io- __ J
;

'- _ _ L/Y
fROM NEUTRAL LIGHT

___
WHEN TH E BATTER.y
IS DISCONNECTED -
'~cr.;;=~~ill
~ on

o
feme
TO COMPUTER so>,
)Sur.
eeds
MONITOR L/v 'so>
I ®. ,n
GIL
~b'
Ined, rf.- J; i I"--~

l~~_jSIDESTAND ~~y-JNEUTRAL
vely,
, 12 VOLT
I"e's -~
. ,k
SWITCH SWITCH BATTERY
~est .
j.31. _ WHEN THE SIOESTANO IS UP
:.1e. Fig. 6 .33 Checking the operetion of the .tarting circuit
,n WHEN THE TRANSMISSION IS IN NEUTRAl. cut-off relay - XJ750(UKj and XJ750 RH, J and RJ
100 . . - --- AND THE SIOESTAND IS UP DOWN

'"
<h,
Fig. 6 .32 Side-stand relay circuit -XJ 750 RH . RJ and J
TCI CONTROL CURRENT
FROM TCI UNIT
fROM ENGINE STOP
SWI TCH

~
elar IOESTANO
RELAY

Th,
.
,~~.., STARTING -CIRCUIT
B/W

•
, -\--, R/W
~.J
j

1~,/nl
CUT -OFF RELAY
"', n
••.•. _ L/Y

,:11
•
CLUTCH
;. ~: SWITCH
o
,,== ~ :
, <SIOESTANO •• • 1

® .1!l SWITCH
+ TO STARTING
-WHEN THE SIOESTANO IS UP CIRCU IT
-4 _. WHEN THE TRANSMISSION IS IN NEUTRAL
AND THE SIDESTAND IS UP DOWN
Fig . 6 .34 Checking the operation of the starting circuit
cut-off relay diode - XJ750IUKj and XJ750 RH, Fig . 6 .35 Side-stand relay circuit - XJ650J and RJ
J and FlJ

WHEN THE BATTERY IS DISCONNECTED

WHEN THE BATTERY
IS CONNECTED
SIOESTANO RELAY

rn
E

7 0
o

.1fl
+

~= Q-
@x10n
+Q 12 VOLT
BATTERY
I
Fig. 6 .36 Measuring the coil windiflg resi, tance of the Fig. 6.37 Checking the operation of the side-stand relay
side-stand relav - XJ650 J end RJ -XJ650J and RJ
246 Chapter 6 Electrical system

a suspected fa ilure it will be necessary to check by substi tutio;

37 Side stand relay : location and testing - XJ750 RH . RJ
and J
The procedure for I8sting the side stand relay is Identical to
thai described lor the )(J650 J in Section 36. Note, however,
thai Ihe winding resistance test connections are as shown in
Fig. 6.38 and the relay operation test connections ate l!S shown
in Fig. 6.39.
38 Diode block : description. location and testing
The design ol tha electrical system is such Ihat a number of
the circuits are interconnected in a manner that makes it
necessary to prevent one earthing thfough another This is
accomplished using one or more diodes, depending on the
model. The diode acts as a one way va lve. allowing current to
paIS easily in one direction, but presenting a very high
resiSlance in the olner. In most examples. a resislor is in-
corporated to act as a load on one circuit.
XJ650 G, Hand lH. XJ750 RH and RJ
2 These models employ a diode block using Iwo diodes and
a resistor. (Seethe relevant wiring diagram lor detailsl. Yamaha
do not provide test data for Ihis component, so in the even t of
a new component.
XJ650 J and RJ
3 A diode block comprising three diodes and a resislor I,
housed inside the headtamp shell. II is connected via a short
length of cable 10 a connector block and may be removed for
testing In the event of a suspected fault .
4 Fig. 6.40 shows a schematic view of the diode bIod
together with continUity and resistance readings. The 11$1
should be made using a multimeler capable of reading Ohml
(Ohms x I) rather than the more common type which aln only
read in kilo Ohms (kOhms or Ohms x 1000). " this type 01
equipment is not available. it will not be possible to check tilt
resistor with accuracy. The resistance check should be
performed despite this limitation. and should indicate whethtr
or not the resistor is serviceable.
5 If anyone diode or the resistor proves 10 have lailed it wiN
be necessary to fit a new diode block. If possible. double check
the meter readings by fining the new co mponent and chec~ing
that this cu re s the problem.
XJ750J and all UK models
6 No tesl dala is provided for these models, bUI given Ihat I
single diode is used it should not prove difficult to list. Trace
and remove l he diode block, following the appropriate wirifllj
diagram. Using II mullimeter set on the Ohms (resistance) scale.
check that the diode shows zero re sistance in one direction.nd
infinite resistance when the probe leads are reversed.

E::3
~,;:
rn 0 ~c£
I _"'-"
M
I.- ~ .+1~
0

&lx~O~
l 9-
1
""
Fig. 6.38 Measuring the coil winding resistance of tM
side-liand relay - XJ750 RH. RJ and J Fig . 6.39 Checking the operation of the side-stand reillY
- XJ750 RH . RJ and J

Pocket tester
Checlung cormectm ~ po.nl Replace A~ace

aIR L/W Sb w
element
,,'
Ired)
,-,
tblackl
Good telemen l
shorted)
telement
opnnedl

A B/R
lJW
G
G
8.2n
u
0\1
0
-•
R 0'
0, 0, 0 , G LIW x 0
•
~ 0,
Sb V 0 0 •
V Sb • 0 •
W WIG 0 0 •
G L /Y WIG
'" WIG W • 0 x

0 : Contmuity
x : DillConitnuity (001

Fig. 6 .40 Testing the diode block - XJ650J and RJ

 Chapter 6 Electrical system
39 Starter interlock .ystem: general de.cription -
XJ650(UKI. XJ650 G, Hand lH
The above models employ a simplified starter Interlock
,ystem in which the engine may only be started if the gearbo~
is In neutral or, if in gear, Ihe clulCh lever is pulled in. When Ihe
ignition and engine kilt swilches are turned on, power is
Illpplied 10 one conlaCI ollhe slarling circuit cut-off relay. This
component remains off until j.ls windings are earthed through
the neutral switch or the clutch switch Once either switch
closes, the relay circuit Is completed and the relay con tacts
Close. Power is fed through the relay to the starter relaV
(1Olenoidf and the engine can be started by pressing the alarter
switch.
40 Starter interlock .y.tem: feult diagnosis - XJ650!UKf,
XJ650 G, H end lH
In the event of a suspected fault in the starter interlock
svs tem it will be necessary to identify the faulty component by
8 process of elimination. The manufacturer does nOI give
individual test procedures lor each component. II. when the
starter switch is pressed, the mol()l'" does not operate. trace
through the system checking lor battery voltage. Use either a
multimeter set on the 0-20 volts dc range or a low wattage 12
vall bulb to make the lests.
2 Start by locating the starting circuit cu t-off relay. On the US
models this will be lound behind the lett-hand side panel,
mounted just beneath the TCI unit. In the case 01 the
XJ650(UK) model it is mounted just lorward 01 the luel tank
moun ting and is the smaller of the two componen ts sharing a
common mounting bracket. Note that the fuel tenk will have to
be removed to gain access to the relay. Positive identification
can be made by ensuring that the wires entering the relay
correspond with Ihose shown in the relevant wiring diagram.
3 Swi tch the ignition on and off with the gearbo~ in neutral
and listen to the relaV to see whether it can be heard operating.
NellI. repeat the above process. this time with 1st or 2nd gear
selected. Switch on the ignition and operate the clutCh lever. If
the clutCh or neutral switches are suspect, try conn8(:ting a wire
between the black/~llow terminal and a good earth point. With
the ignition switched 011 the relav contacts should close and
power should be fed to the recV'white lead to the starter relay.
This can be checked using a multimetDf. II the starting circuit
247
cut-out rela,,- still faits to wort<.. check for power on the other
recV'white lead from the kill switch. If battery voltage is present
but the relay fails to operate despite a sound earth connection.
the relay should be considered faulty and renewed.
4 As a temporary e_pedient the relay can be bypassed by
connecting the two recV'white leads. This willellow the maChine
to be used while a replacement relay Is being obtained.
Similarly, a defective neutral or clutch switch mey be bypassed
by a temporary eerth lead conllected to the biack/yellow
terminal. For further information on the clutch and neullal
switches, refer to Sections 28 and 27 respectively.
41 Computer monitor system: general description -
XJ750!UKI. XJ750 RH , RJ and J
The above mode's are equipped with a microprocessor-
based systems" checking and warning arrangement described
by Yamaha as a computer monitor system (eMS). The instru-
ment panel incorporates an LCO !liquid crystal disp!ayf panel
showing the sill areas monitored plus a four segment fuel level
display. When the ignition is turned on the entire panel comes
on with it and stavs in this mode until the engine is started. The
eMS unit then commences a sequential check of the monitored
functions. staning al the top of the display and worlling down.
As each function is checked, the corresponding LCD flashes
on and off. If any lault is noted. the relevant LCD will stav on
and a warning lamp will flash on and off. IndicatiflQ that the
problem should be corrected immediate'y.
A warning control switch is provided and can be used to
override the system where necessary. If pressed onCe, the
warning lamp will stop flashing but will stay lit. If pressed a
s8(:ond time. the warning lamp will go out completely, whilst a
third press will return it to the original warning mode with the
lamp flashing. If the warning lamp is turned off to avoid
distraction while riding, it should be noted that it will come on
again if another fault arises. The check sequence may be
initiated manually by pressing the check bollon on the Instru-
ment panel.
The symbols on the leO are as follows :
STN 0 This displaV warns that the side stand is down, and will
go out when the stand is retracted.
BRK This indicates that the hydraulic fluid tevel in the front
brake reservoir is low. It will go out when the fluid is topped up.
Oil This displav comes on to warn that engine oil level is low.
The oil level should be increased to its normal position to
extinguish the display.
2.8 Cha pter 6 Electrical s ystem

BATT This display comes on to warn that battery electrolyte
leyel is low. Distilled water should be added to restore the
electrolvte 10 the correct level and to lum off the LCD.
H f AD This LCD will come on to warn of a blown headlamp
bYlb.
TAil This indicates that the tailor brake filament has blown.
FUEL This display W/:Irns th,lt the fuel leyel is low. The fuel
gauge display Is located at the bottom of the LCD panel and is
divided into four segments. Eech of these apprOllim8les t tank
divisions.
It should be noted that Ihe LCD or microprocessor may be
damaged by the following:
1 Use of bulbs of the incorrect wattage.
2 Connecting accessories 10 the eMS or related circuits. ie
tall lamp or heedlamp circuits.
3 Ingress of water or steam from the underside of lhe
instrument panel.
4 Shoclts or pressure on the face of the LCD.
5 Magnets or magnelised objecl s placed on Of near the lCO
42 CompUler m onil or Iystem : fault diagnolis
The eMS circuitry is outside the scope 0 1 normal workshop
test equipment, and cannot be repaired In the eV8rlt of .n
internal fault . In the event of a malfunction. follow the table
shown below to Identify the nature of the problem. In l he event
of renewal of the microprocessor or LCD panel. refer to Section
43 of this Chapter.

Aller t~ main .wltek iltu,neo:j on

PROBLEM I CAUSE SOLUTI ON

-:--Warn,,'g light doesn'l come 1Bulb is burned OUI. Repl~bulb.

~.
,. LIquId cryst. 1 diSpI.y
ILCDllilShesonmdoll.
, LCD doe'J nol lunctoon.
• intl. lled .
Low banerv ctwllf·
F.... I'y couple< conflICtion.
Broken wor ••
CMS conl/al unit 11"led.
CMS control un" 1.,1«1.
LCD connecton ,ncorr«tly
Broken WII'
F.... lty eontlet bet_ LCD
PlneI . od control un,t .
LCD "",nel 1" led.
CMS control unot ,. iled
Reeharge bmerv.
CI." coupl., coniKIs..
Replace W1f'ng.
Replace CMS COf'Itroi unll.
Replace CMS COf'IlroI un't .
I Replace woring.
CI..n c:ontKtl.
Replace LCD Pinel.
Replace CMS control unit.

d. LCD only parually diSjllays. LCD panel 'a,led.

2. Alter the engine is narted.

PROBLEM CAUSE SO LUTI ON

.. LCD doet nol cycle F.ulty couple< connection.

B.oken wore.
CI.I" coupllf ContKts.
Repl~w'''''!I.
CMS control un!! IlIled Repl~ CMS control unit .

3 Alter Ih. check sw,tch is pushed .

PROBLEM

I. LCD does not cyde.

+. CAUSE
Chedr. SWItch 1.,led.
SOLUTION

Repleot check switch.

F.... lty coupler connection. C..... coupllf conlKtI.
B.oItenwire. Repleot WIring.
CMS control un,t 1.,led. Replace CMS control unit.

PROBLEM
I CAUSE SOLUTION

• W..-ning light continl>e'l to

11.511
I W"nrr'lI controlsw,\ck Ililed.
Flulty coupl.. connectron
I BroKan wir• .
CMS control unit 1111ed.
Replace w.ming control
swhell.
Clnn coupl..- ContK1t.
Aepliw;e wi.ing .
AeplICe CMS com.ol unit.

Fig. 6 .41 Comput er monitor system faul t diagnosis chart

 Chapter 6 Electrical system 249

43 Computet' monitor system : removing end refitting the
microprocessor and LCD panel
Access to the microprocessor (CMS control unit) and the
LCD panel may be gained by detaching the instrument console.
Stir! by removing the headlamp unit end placing it to one side.
Release the headlamp shell holding bohs to allow the
instrument console holding nuts to be reached. Separate the
wiring connectors from the inslrument console wiring and push
the connectors through from inside the headlamp shell. Discon-
nect the speedom9ler drive cable by unscrewing the knurled
ring which retlins it.
2 Release the instrument console by removing the two nuts
which secure it to the top yoke. The assembly can now be lifted
clear and placed on a workbench for further dismantling. Note
that the mounting studs pass through rubber bushes. These
should be cotlecled If they are displaced during removal.
3 Remove the bollom cover from the instrument console.
having raleased Its securing scl'1lws. Release the three nuts
which ralain the mounting bracket to the underside of the
console assembly and lift Ihe bracket away. Note that from this
stage onwards. dlsmentling should be undertaken in claan
conditions. It is suggested that the panel is placed on a
prepared area of the bench which has been covered with a
clean dust sheet or paper.
4 Slacken and remove the four cross-head screws which
relain the microprocessorACD assembly to the console. The
assembly can be liMed clear. Working from the top of the
assembly. remove the lour screws which secore the LCD holder.
Taking great care, wrn the holder over and remove the five
screw s which pass through the display plate. Separate the
display component s and remove the display plate and LCD
reflector. Remove the LCD wiring connector taking graat care
not to strain or damage it by pulling on the wiring. Particular
care must be taken not to tou ch the gold plated contacts wllh
the fingers.
5 If the LCD is to be reused, it should be cleaned, noting that
6Jltreme care must be taken. Use only an aerosol lens cleaner or
a camera blower/brush to clean the LCD. These items can be
obtained from photographic shops. A soft, lint-free, cloth can be
used to linish off; an Impregnated lens cloth such as Calotherm
being Ideal for this purpose. It is important not to leave dust or
lint on the contacts. Note that only very lighl pressure should be
applied to the LCD since slatic electricity can cause damage.
6 When reassembling the microprocessor/LCD assembly, re -
verse the dismantling sequence. nOling the following points.
Check that the face of the display aligns as shown in Fig. 6.44.
This ensures thai Ihe display seals properly. Fit Ihe LCD
refleclor with its shiny side towards the display. When offering
up the wiring connector mHke absolutely cerlaln that it seats
properly on its Indel( points. Fit the connector Indel(ing acrew
first, followed by the remain ing four screws. Tighten these just
enough to secure Ihe LCD unit ; overtightening may crack or
damage the display.
7 Once the display has been fitted to the microprocessor unit,
connect up the wiring and check that the system funclions
properly before Ihe instrument console is refitted. If the display
fa ils to operate correC1ly, check that the connector is inde~ed
accurately.

I Instrument cover
2 fnsrrument housing
3 Speedometer
4 Tachometer
5 Screw endwesher - 2 off
•
7
Control switch
Conrrol switch
8 Reset knob
9 Screw
10 Screw - 20ff
II Spring washer - 2 off
12 Wesher - 2 off
13 Wiring harness
14 Screw end washer - 3 off
15 Wiring harness
Speadometer drive cable
"
17 Spring washer
18 Bolt
19 Mounting brecket
20 Screw - 50ff
21 Instrument lower cover
22 Screw - 4 off
23 Nut - 30ff
24 Grommet - 3 off

~
25 Washer
2. Wesher - 2 off
27 Damping rubber - 2 off
28 Damping rubber - 2 off
29 Spacer - 2 off
30 Washer - 2 off
31 Nut - 20ff
32 Bulb holder essambfy
33 Screw - 4 off
34 Pene/ cover
35 Computer monitor pa~
3' Screw - 5 off
37 Becking plate
38 Computer monitor unit
Fig . 6.42 Instrument console - XJ750 J 39 Brackat
 Chapter 6 Electrical svstem 249

43 Computer monitor .y.tem : removing and refitting the
microprocessor end LCD penel
:0.
Access to the microprocessor {CMS control unitJ aod the
LCD panel may be gained by de taching the instrumen t console.
SUlrt by removing the headlamp unit and placing it to one side.
Release the headtamp shell holding bolts to allow the
instrument console holding nuts to be reached. Separate the
Taking great care, tum the holder over and remove the fIYe
screws which pass through the display plate. Separate the
display componen ts and remove the display plate and LCD
reftectOf. Remove the LCD wiring connector taking great cafe
001 to Slrain Of damage II by pulling on Ihe wiring. Particular
care must be taken not to touch tha gold plated con tac ts with
the lingers.
5 /I the LCD is to be reused. it should be cleaned. noting that
extrema care must be taken. Use only an aerosol lens cleaner or

.,.'"
'OP

00'
wiring connector. tram the instrument console wiring and push
the connectors through from Inside the headlamp shell. Discon-
nect the speedometer drive cable by unscrewing the knurled
ring which retains it.
i~ 2 Release the instrument console by removing the two nuts
Which secure It to the top yoke. The assembly can now be lifted
clear and placed on • workbench tor further dismantling. Note
that the mounting stud. pass through rubber bushes. These
should be collected If they are displaced during removal.
3 Remove the bottom cover from the instrument conlOle,
having released Its securing screws. Release the three nuts
which retain the mounting bracket to the underside of the
console assembly and nft the bracket away. Note that from this
stllge onwards, dismantling should be undertaken in clean
conditions. It Is suggested that the panel is placed on a
prepared area of the bench which has been covered with a
clean dust sheat or paper
4 Slacken and remove the lour cross-head screws which
retain the microproceuor/lCO assembly to the console. The
Issembly can be lifled clear. Working from the t op of the
assembly, remove the four screws which secure the LCD holder.
a camera blower/brush to clean the LCD. These il ems can be
obtained from photographic shops. A soft. lint-free, cloth can be
used to finish off: an impregnated lens cloth such as Calotherm
being ideal for this purpose. It is important not to leave dust or
lint on the contacts. Note that only very light pressure should be
applied to the LCD since static electricity can cause damage.
6 When reassembling the microprocessor/LCD assembly, re-
verse the dismantling sequence. noting the following points.
Check that the 'ace of the display aligns as shown In Fig. 6.44.
This ensures that the display setls properly. Fit the LCD
reflector with Its shiny side towards the display. When offering
up the wiring connector make absolutely certain that it seats
properly on Its Inde~ points. Fit the connector indexing screw
first. followed by the remaining four 5<:rews. Tighten these Just
enough to secure the LCD unit: overtightening may crack or
damage the display.
7 Once the display has been fitted to the microprocessor unit,
connect up the wiring and check that the system functions
properly be fora Ihe instrument console is refitted. II the display
fa ils to operete COfrectly, check that the connector is indexed
accurately.

, Instrument cover
2 Instrument housing
3 Speedometer
4 Ttlchometer

••
Screw and wtlsher - 2 off
COnlrol switch
7 Control switch
• 8 Rtlset knob
9 Screw
'0 Screw - 2 off

" Spring wesher - 2 off

,.,.
12 Wllshllf - 2 off
13 Wiring hllmess
14 Screw and wllshef - 3 off
Wiring hllmess
Speedometllr drivlI cable

"'8'9 Spring waSher

Bolt
Mounting brtlcket
20 Scr"w- 5 off
21 Instrument lower cover
22 Screw-4 off
23 Nut - 3 off
24 Grommet - 3 off
2. Washer
2. Washer - 2 off
27 Damping rubbt!r - 2 off
28 Damping rubbllr- 2 off
29 Spacer - 2 off
30 Washer - 2 off
31 Nut-20ff
32 Bulb holder assembly
33 Sc~w-4 off
34 Panel cover
3. Computer monitor panel
3' SCftlW - 5 off
37 Backing plate
38 Computer monitor unit
Fig. 6 .42 Instrument console - XJ750 J 39 Bracket
~o------------------------------------------------------ __

2S.-J@

":1
"

Fig. 6 .4 3 Instrument console - )(J750 (U KI and XJ 750 RH , RJ

I Instrument housing /I Wiring hamess 21 SCfttw - 4 off 31 SCfew - 4 off

2 Instrument COIl6( 12 ScrtlW - 3 off 22 Washer - 2 off 32 Computer monllOr unll
3 Speedometer 13 Bulb - 6 off 23 Spring washer - 2 off 33 Computer monllor panel
•5 T.chometer
Mounting brocket "
15
Reset knob
Bulb holder (Juerobly
24
25
SCftlw - 2 off
Dt/mping rubber - 2 off
34
35
Piffle/ cover
Screw 4 off
• Instrument lower covtlr
7 Control switch "
Bulb holder assembly
17 Grommet - 3 off
2.
27
D(lmping rvbber - 2 off
SpllCer- 2 off
3.
37
Washer - 4 off
Backing plate
8 Control switch 18 Washer - 3 off 28 Nur - 2 off 38 W,'tShef - 5 off

• Screw /fnd washer - 2 off

10 Speedometer d,Ne cabltl " N",
3 off
20 Screw - 6 off
2. Breckel
30 Screw 2 off
3. Screw - 5 off
 Chapter 6 Electrical system 251

Lme up ,",•• ,,,'~

Lo_r ho" ,n ,he
he.dhgh' body

Lm' up
Ihese Ii,," Pin the t.ont fltsI'l ••
"lIhl I..d wi" through
Ihe CuI ,n the tront

7'~'
mull be even on bOlh stdes

D,splay holder

B,.~e hose
PM' lhe _r<t h ........ through Ihe 'ett.>de
.nd ,nlO the hndh9M body hole

Clamp th' I..d wor ... com'''II'rom the upper 'eft hoi. wl1h
LCD connector the I,to c"mp ,nc! ''''' I..d Wor ... com,ng 'rom .h<t UPIM'
Dispol,y plale "9hl hOi. Wllh ,hi ..""I d.mp_ KUC I'" spaQt balWftn
lelt ,nc! roghllNCk CQoJplen lor I"" hetdhght couple..
Clu,eh .wl tCh 1.8<1 .... '.

Wir, connector
M,crocomputer

Fig. 6.44 Micro proceasor/LCD unit display panel alignment

marks

44 Battery conditton sensor: general deS(:.iption and main-

tenance _ XJ750(UKI. )(J750 RH. RJ and J Fron' flU"" hth. Iud "Mr, I RH j

The battery on the above models Incorporates a sensor to Fig, 6 .45 Steering head area wiring and cable routing
monilOf the level of electrolyte in the battery. Once the level arrangament - XJ750 RH
fails below the tip of the sensor a warning Is displayed via the
CMS unil and LCD panel. and the eMS warning lamp is
sw,tched on. The sensor consists 01 a lead terminal which is
fined in place of the lourth cell cap from the negative {-I
terminal. It is important that the sensor is fitted to this ceil.
sil'lCe a specific voltage must be picked up by the CMS unil .
2 The sensor should be remOlied and cleaned at 3000 mile
{5ooo 11m) inlelVals. Disconnect the $ansor lead and unscrew
Ihe sensor from the battery. Wash the sensor In copious
quantities of water 10 remove /Iny residual electrolyte. Re-
member thai sulphuric acid is highly corrosive and beware of
accidental splashes on skin or clothing.
J Dry the sensor off, then remove surface corrosion using fine
abrasive paper Of a wire brush to restore, clean. bright surfaca.
Once cleaned. the sensor mflY be refitted and the senSOf lead Fig. 6.46 Position of electrolyte level sensor in battery-
reconnected. XJ750(UK) and XJ750 RH . RJ and J
252 Chapter 6 Electrical system

instrument in its cup. and lift away the plain and rubbor
45 Fuel level sender: operetton and testing - XJ750(UKI. washers. Ease lhe instrument oot of its cup. feeding the lighting
XJ750 RH. RJ end J wi,e through lhe base of the cup. Once clear of the cup. ,emDVil
Ihe bulb holde' by pulling it 01.11 of the instrument base
The luel level sender consists of I) variable resistance.
3 Note : do not remove the two doml:Kl nuts whIch secure tM
instrument cup to the mounting bracket_ This is not necessary
controlled by II fl08t on II pivoting arm Inside the fuel tank. The
to change the bulbs. If the cups are to be removed. note that
level of fuel in the 18nk determines the position of the flollt and
they are se<:ured by bolls passed through from the inside and
this in turn varies the resistance of the sender unit This
located by special washer$. The instrument head should be
informatioo is read by the eMS uni! end is displayed on the LCD
removed first. allowing the bolt heads 10 be held down while the
panel. As already mentioned. the fuel gauge section of the LCD
nuts are removed
consists of four blocks, each representing about f oltha lank's
4 When reassembling the Instrument heads. check first that
capacity. In addition, when the fuel level drops to a prescribed
the cup mounting nutl are secure. Refit the instrument haad
level. the FUEL panel comes on end the werning lamp flashes
noting the anti-vibfation seal between the instrument belel and
as II reminder lhal reluelling will soon be necessary.
the cup. Fit the retaining nuts together with the rubber and plain
2 The manufacturer does not provide specific resistance
washers. Reconnect the drive cable.
figures for the sender unit. SO In the event of a suspected lault
a degree of cunning will be required. It should be possible to
check the sender using a multimeter set on the resistance scale.
Trace the sender leads back to the two-pin connector. and
.tltach a meter probe lead to each. Though no Sf)8Cific figure Is
available It should be noted that zero resistance will indicate a
short circuit. whilst infinite resistance will denote an open
circuit.
3 A beller check can be made if the sender unit is removed
from the tank. This can be accomplished by removing and
draining the tank. The sender unit is mounted on the undersida
of the tank and is secured by four bolts. Remove the bolts and
ease the sender claar of the tank surface. taking care nOI to
damage the seal Carefully manoeuvre the unit claar of tha tank
noting thaI the float arm is easily damaged If forced. Repeat the
resistanca check described above. this lime moving the float
arm up and down. If tha sender is in good worlling order the
resistance should rise and fall progressively 81 the arm Is
moved_ No change In resistance or erratic operation indicates
that the unit is d~tive and that renewal will be necessary_ If
Ihe problem cannot be traced to the sender unit. check the
wiring connections back to the eMS unit.

47 . Ia Warning lamp panel is securl:Kl by screws · instrument

46 Warning lamps: bulb reflewal - XJ750IUKI, XJ750J,
panel removed fa' clarity (UK 650)
RJ and RH

A bank of warning and indicator lamps is built into the

instrument console. together with two simUar lamps which
iIIumlflate the instruments at night. Access to the bulbs is
gainl:Kl by releasing the bottom cover after removing ils
retaining screws. noting that this will normally necessitate
headlamp removal to obtain worlling space below the Instru·
menlS.
2 Each bulb hotder has a moulded rubber base and is a pUSh
IiI in the instrument panel. Once the bulb holder has been pulled
clear the bayonat· 'itting bulb can be releasad by pushing il
inwards and twisting It antl·clockwise.

47 Inltrument panel : dismantling end bulb renewal - AU

models except XJ7501UK). XJ750J. RH and RJ

Access to the warning lamp bulbi is gainl:Kl after removing

the plaslic cover which is lined between the speedometer and
tachometer heads The cover is retained bv two screws and can
be lifted awav once these have been removed. The bulbs are
bayonet fining and can be released by depressing them and
twiSling them anli-clockwise
2 The speedometer and tachometer heads each incorporate a
bulb and bulb holder for internal illumination. To gain access for 47. t b Warning lamp bulbS are simple bayonet filling
bulb renewal. first delach the relevant drive cable from the
instrument head. Release the two domed nUIS which secure the
47.2<1 Free the instrument drive cable.

47.2c Bulb holder can be pulled clear of instrument case 47.3a Do not unscrew instrument cup nuts ...

47.3b .. unless
254

31

l..

~27
~28
~29
®-30

Fig. 6.47 Instrument 1::011'018 - XJ650!UK) and XJ650 RJ

1 Speedometer assembly 9 Instfvment lowsr cover 17 Spring washer - 4 off 25 Weshet - Z off
2 Stmder unit 10 Bulb holder Buemb ly 18 NUI - 4off 26 Scre w - 2 off
3 Bulb holder Bulb - 5 off 19
•
5
Bulb
Tachometer assembly
"
12 Mounting brlJcket
13 Spe6dometer housing
20
21
Washer - 4 off
Nut- 4 off
Damping robber - 4 off
27
28
Damping rubber - 4 off
Spacer - 2 off
29 Spring washer - 2 off
6 Bulb holder Tachometer housing 22 Demping rubber - 2 off 30 Nut - 2off
7 Bulb "
15 8011 - 4 off 23 Screw - 2 off 31 Speedometer drive cable
8 Instrument panel 16 Washer - 4 off 2 4 Spring waSher - 2 off 32 Tachometer drive cable
 255

15

~.

6~ (.: 12
~ L 5"0 23 ®--::::11
..->\ 4~
24 ~
26/A
27 ~
21 16~ -:: 2) 13

~5
~
28

2 1 17 c ~
~~~

29
22
e;
e--31
~30
4-16
Fig . 6 .48 Instrument co nsole - XJ650 G, H, LH and J

, Speedometer mounting breckel

• Speedometer /I$sembfy
,.,.
17 Damping rubber 25 Damping rubbers
2 Tachometer mounting bracket '0 Screw WElsher - 4 off 26 Spring washer
Spring wesher Nut - 4 off
3
4
5
TBchom61ef IJuembly
Scre w "
12 WlJsher 20 Wiring harness
21 Bulb - 4 off
27 Washer
2. Spacer
2. Speedometer drive cable
Spring washer '3 Bulb holder
6 Wluher 14 Bulb 22 Ins/rumentlower cOlier 30 Boll
7 Bulb holder 15 Insrrumenl COVtJf 23 Werning lamp penel 3' Sprfng washer
• B ulb '6 Screw 24 80lt 32 Tachameler drive cable
25.

Th ... tt'e c.bI,

B,.k, hO ..
:==iFi
Llgh, ".~ R
T..,,,,,,,,"or ...or,

Front I I..nor 11v/l. Iud ..I,.. R

•
Fig . 6 .49 Staa ring head area wire and cable routing II rrangllmanl _ XJ650 G and J

arah" ....

Th, otU. cable

I
\

Fig . 6 .50 Steering head IIrea wirll llnd cabl e routing arrange ment - XJ650 RJ a nd XJ650lUKI
 257
CliImj) Itle Itlds comlflV Irom Ihe upp.r lell hole
wah lhe leI! cllmp tnd lhe leed. caminvlrom Ihe
upper rillhl hole WIth lhe rl""l clamp. Keep the
Ipace be~n left end right leedl couplerl lor Ihe
h~adlight coupler.

Front brake sw,tch Iud

manito. un'IIeIld,

Clutch Iw,ten leed

Main ,witch leed

Headll9ht lead

TlIChomtlter lied

F.ont Ilah•• h{lht Itld (RIght) AUK,lia.y low belm 119h11e1d

Front II_her hgt.t leld (L.It)

Srake flu,d I...el senllr leed

Clutch Iw,tch lead

H8ndle be. sw,tch leed (R,ght)

/1
Brake lIuid level IInse' I.ed

Throul. ca.le UptJlr hole in thl

headlight body

Lower hole in the

htedhght body

F.ont II""er li9ht I,ed (Ri9htl Front "_he. hght le.:l (Lell)

P_s Ihe Iront II_her li(lllt

lead through the cut in the
Iront lark cover.

8r..... ho.. jOint

Ca.I. ",",ide

Fig. 6.51 Steering head area wiring and cable routing arrangement - XJ750 J
260 Chapter 7 The 1983 US models
the adjustable damping facility. in addition 10 the other modi-
fications lis led in this Chapter. Its engine/lrame numbers start a t
22A-000101.
XJ750 MK Midnight MII)C;m
This model was introduced in 1983 but is merely a re -
styled version 01 the XJ750 K. Apart from the few minor
modifications listed in this Chapter it is mechanically identical 10
the standard Maxim but can be distinguished easily by its
stnking black and gold finish. Its engine/frame numbers slart al
22R- tOO101
XJ750 R K Sees
Apar t ,.om the minor modific8Iions listed in this Chapte r.
this model is mechanically identical to the XJ750 RJ . lIS
engine/frame numbers star, 81 5G2-1S0101.
2 Engine/ gearbox uro'l : modifications
On all laler models the sump loil panl is now local ed by Iwo
dowel pins.
2 Wilh reference 10 Fig. 1 19. Ihere are now four change pins
inSl ead of three (in addition to the single. longer, pinl hned
between the selector drum and cam. On the XJ750 RK model
only. Ihe drum bearing is roow of the ball journal Iype
3 The XJ750 MK model crankshaft end covers have spacers
and rubber rings behind them. each being retained by a locking
plate and a single screw.
3 Cerburenor : modifications
Note that 0., some later US XJ750 models the main and
pilOt air lets (items 15 and 16. Fig. 2.21 are no longer shown. No
information is available to determine whether this is because
the jets are roo longer available as separate Items. or because
they ha\le been modified and can no longer be remO\led from
the caruurenor body
4 Air filter : general
Wilh reference 10 Fig. 2.10. note Ihal the air filter fitted 10
the XJ750 K. MK and RK models is now of the type litted to the
XJ750 !UKI model
5 Front forb : general - XJ750 K and MK
The forks fitted to these models no longer ha\le the
adjustable damping fllciliW 01 the XJ7 50 J lind are of the
simpler type shown in Fig. 4.9 ()(J650 JI.
2 Refer to Chapter 4 , Sections 12 and 13 for information on
dismantling and reassembly. Note that the only significant
difference in working procedure is that the lark top plug is now
threaded and is remo\led by unscrewing, using a spanner
applied 10 the hexagon in the plug l ap surface. On refitting.
renew the sealing O-ring if damaged or worn and tighten the
plug 10 a torque settlrlQ of 2.3 kgf m !6.5 fbi fd.
3 As far as can be determined, the fork spring free length. air
pressures and oil capacity remain as specified in Chap ter 4 for
the XJ750 J model. It should be noted however than an oil
capacity of 278 cc !94 US fl Ol! is speCified in Ihe owner's
manual for each model; check with the importer or wllh an
authorized Yamaha dealer if in doubt
6 Steering damper : general - XJ750 RK
ThiS model. in standard form. is lined with a sleeri",!!
damper a5sambly which is retained by a single Allen bolt
underneath the steering head.
2 All models fitted with the fairrng and luggage will have been
con\lerted from the standard. round. steering damper to a
pill on-type damper which is bolted to the frame front
downlubes and clamped to the left-hand l ork stanchion.
J No further information is available on ei ther type of damper
7 Faltlng and luggage : general - XJ750 RK
All XJ750 RK models will have been fitted wUh a frame-
mounted sports/touring fairing. a tai l trunk (top boxl and sOlidly -
moun ted saddlebags (panniers!: the saddlebags halle soft liners
to assist packing and unpacking.
2 No further information is a\lailable on the fairing or luggaga
components and thei r mountings.
3 ReIer to the owner's manual or to an au thorized Yamaha
dealer for information on tyre pressures and on the maximum
permiSSible weights that can be carried in the tail trunk or
saddlebags. Do not carry heavy ilems in the tail trunk or the
machine'S stability may be impaired, and try to distribute the
load e\lenly between the two saddlebags. keeping hea\lv items
as low and as far forward as possible.
8 8rake hoses : general - XJ7t9"""0del'
The XJ75D K and MK models retain the twin disc front
brake of the XJ750 J model IFig. 5. 17) but ara fitted w ith a
different type of distributor union. similar to that shown in Fig
5.15 for the 650 Maxim models. Both tower brake hoses are
a\lached to the underside of the union by a single long union
bolt.
2 The XJ750 RK model is fitted with a front brake hose
system substantially the same as that shown in Fig 5.18. bllt
the distributor union is now a two-piece component linked by e
second metal hydraulic pipe
9 Instruments, lighting and elec1rical • .,..tem: general -
XJ750 K and MK
These models, no longer fitted with the XJ750J's
sophisticated computer monitor system. have a much simpler
electrical system which uses more conventional instruments
and lights. While detailed information is not available. the
components now IItted are similar in design and construction to
those described in Chaptor 6 for the 650 Muim models.
2 Careful examination of the rele\lant wiring diagram will
show the components and their connections in any particular
circuit and. when used in conjunction with tha relevant Sections
of Chapter 6. should permit fault finding to be camed out with
relative ease.
 261

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Conversion factors
Length (distance)

..
Inches (in)
FHI ( ft )
",
Volume (capacity)
X
X
X
25.4
0.305
1.609
Millimeires (mm)
... Metres (m)
Kilometres (km)
X 0.0394
X 3.281
X 0621
-
... Inches (in)
Feet (ft)
.. Miles

Cubtc Inches (cu m; In') X 16.387 Cubic can umell8S (cc; em') X 0.061 .. CubIC inches (cu m; In")
Impellal pints ( Imp pi) X 0568 ... lIlres ( I) X 17. - Imperial pints (Imp pi)
Impena' quarts (Imp qt) X 1 137 Lllres ( I) X 0.88 Imperial quarts (Imp qt)
Impene' quarts (Imp qt) X 1.201 ... US quarts (US qt) X 0.833 ... Imperial quarts (Imp qt)
US quarts (US qt) X 0.946 ... Lllres (I) X 1.057 ... US quarts (US ql)
Imperial gallons (Imp gal) X 4546 Lilres (I) X 0.22 ... Imperial galions (Imp gal)
ImpeflDI gallons (Imp gal) X , .201 US galions (US gal) X 0.833 ... Imperii!! gallons (Imp gal)
US gallons (US gal) X 3.785 Litres (I) X 0.264 ... US gallons (US gal)

Mass (weight)
Ounces (oz)
Pounds (Ib)

Force
X
X
28.35
0.454
.. Grams (g)
Kilograms (kg)
X
X
0.Q35
2.205
-
.. Ounces (oz)
Pounds (Ib)

3.
Ounces· force (all; oz)
Pounds·folce (Ibf; Ib)
Newtons (N)
X
X
X
0278
4448
0'
-
-
-
Newtons (N)
Newlons (N)
Kilograms-force (kgf; kg)
X
X
X
0.225
9.81
--
.. qunces-force (orl; oz)
Pounds-force (fbf, lb)
Newlons (N)

Pressure
Pounds·force per square Inch X 0.070
- Kilograms-force per square X 14.223 - Pounds-force per square lOch
Ipsl; Ibf/ln'; Ib/in')
Pounds-force per square Inch X 0.068 -
cenlimelre (kgl/cm'; kg/cm')
Atmospheres (aIm) X 14.696
- (psi; Ibf/in'; Ib/in')
Pounds-force per square inch
(psI; Ibfhn'; Ib/in')
Pounds-force per square Inch X 0.069 - Bars X 14.5
- (psi; Ibf/ in'; Ib/i n')
Pounds-force per square inch
(psI, Ibf/in'; Ib/in')
Pounds-force per square
(ps!, Ibf/in'; Ib/in')
lOch • X 6895 Kilopascals (kPa ) X 0.145
- (pSI; Ibf!in'~ Ib/in')
Pounds-force per square
(p$!, Ibf/ln'; lb/in')
lOch

Kllopascals (kPa) X 0.01 Kilograms-force per squllre X 98' - Kllopascals (kPa)

Millibar (mbar)
Millibar (mbar)
X '00
X 0.0145
cenlllYlelre (kgf/cm'; kg/cm')
.. Pascals (Pa)
- Pounds-force per square Inch
X 00'
X 68.947
-- Millibar (mbar)
M illibar (mbar)

Millibar (mbar) X 0.75

(pSI; Ibf/in'; Ib/lO')
Millimetres of mercury (mmHg) X 1.333
-Millibar (mbar)
Millibar (mbar)
Mlilimetres of mercury (mmHg)
Il'IChes of water (mH,C)
X
X
X
0.401
0.535
0036
-
Inches of waler (inH.O)
Inches of waler (IOH,O)
Pounds -force per square inch
(psi; fbI/in'; Ib/ln')
X
X
X
2.491
1.868
2768
-Millibar (mbar)
Millimetres of mercury (mmHg)
.. Inches 01 waler (inH,O)

Torque (moment of force)

Pounm-Iorce
(Ibf In, Ib 10)
Pounds-force
inChes

inches
X

X
1 152

0.113
- Kilograms-folce centimetre
(kgf cm; kg cm)
.. Newloo metres (Nm)
X

X
0.868

88'
.. Pounds-Iorce
(Ibf In; Ib In)
- Pounds·folce
Inches

Inches
(Ibf In. Ib In)
Pounds-force Inches X 0,083
- Pounds-force feet (Ibf ft, Ib ft) X 12
(Ibf in; Ib In)
.. Pounds-force inches
(Ibf In; Ib 10)
Pounds·force feel (Ib! ft. Ib ttl X 0138
- Kilograms-force metres X 7.233
- (Ibf 10; Ib In)
Pounds-Iorce leet (Ibf It; fb It)

Pounds-force feel (Ibf It; Ib II)

NeWlon melres (Nm)
X
X
1.356
0.102
-
(kgf m; kg m)
.. NeWlon metres (Nm)
Kilograms-force metres
(kgf m; kg m)
X
X
0.738
9.804
- Pounds-force feet (Ibf ft. Ib It)
.. NeWlon metres (Nm)

Power
Kor~pow8t ( hp) X 7457 .. Watts (W) X 0.0013 - Horsepower (hpj

VelOCity (speed)
Miles per hour (miles/hI; mph) X , 609 Kilometres per houl (km/hr; kph) X 0.621 .. M iles per hOUf (miles/ hr. mph)

Fuel consumption·
Miles per gallon. Impenal (mpg) X 0 .354 - Kilometres per Inre (km/l) X 2.825 - Miles per gallon. Imperial (mpg)
Miles per gallon. US (mpg) X 0.425 - Kilometres per litre (km/l) X 2.352 - Miles per gallon. US (mpg)

Temperature
De;r8llS Fahrenhllll
- ("C JI 1.8) + 32 Degrees Celsius (Degrees Cenllgrade; ' C)

'/t 1$ common practice to convert 'rom miles per gal/on (mpg) to htres!l00 kilometres (J/lOOkm).
.. (' F - 32) JI 0_56

whft, mpg (Impe"BI) x 1/100 km - 282 lind mpg (US) 11 1/100 km .. 235
English/American terminology
•
Because this book has been written in England, British English component names. phrases and spellings have been used
throughout. American English usage Is quite of len different and whereas normally no confusion should occur, 8 list 01 8Quiv,(ent
terminologv is given below.

EngUth American Engll'h American

Air filter Air cleaner Number plete license plate

Alignment (headlampl A im OUI~t or lavshaft Countersh,!!
Alten screw/kev Socket screw/ wrench Panniers Side cases
Antlclockwlse Counterclockwise Paraffin Kerosene
Bonom/lop gear Low/high gear Pltrol Gasoline
Boltom/lop yoke Boltom/lop lriple clamp Petrol/fuel lank Gas lank
Bush Bushing Pinking Pinging
Cerbureltor Carburetor Rear suspension unit Rear shock 8bsorber
Catch lalch Rocker cover Valve cover
Circlip Snap ring Selector Shifter
ClutCh drum Clutch housing Sell· locking pliers Vise· grips
Dip switCh Dimmer switch Side or parking lamp Parking or au"il;81)1 light
Dlsulphide Disulfide Side or prop stand Kick !>Iand
Dynamo DC generator Silencer Muffler
Earth Ground Spanner Wrench
End floal End play Split pin Coner pin
Engineers blue Machinist't dye Stanchion T,be
E~haust pipe Header Sulphuric Sulfuric
Fault diagnosis Trooble shooting Sump Oil pan
Float chamber Float bowl Swinging arm Swingarm
Footrest Footpeg Tab washer Lock washer
FueVpetrol tap Petcock Top bolt Trunk
Gaiter Boo. Torch Flashlight
Gearbo" Transmission Two/lour stroke Two/loor cycle
Gearchange Shift Tyre Tire
Gudgeon pin Writtlpiston pin Valve collar Valve retainer
Indicator Turn signal Valve coltets Valve coners
Inlet Intake Vice Vise
Input shaft or malnshah
Kickstart
Malnshaft
KlckSlarter
Slider
Wheel spindle
White spirit "".
Stoddard solvent
Lower leg Windscreen Windshield
Mudguard Fender
Index
A Brakes:-
fault diagnosis 24
Accessories 13 front 29. 34, 189- 198, 260
A cknow ledgementll 2 pedal 178
Adj ustments:- rear 29, 209. 210
brake 29, 189 Bulbl:-
cam chain 30. 106 Iwciliary lamp 227
carburettor 36, 117 181,111 diagnosis 25
clutch 29 flasning indicator 230
footrests 178 headlamp 223-226
geafchange linkage " 80 instrument panel 252
handlebar 180 licence plate lamp 230
hoadlamp beam heigh! 223-228 specifications 215
horn 258 parking lamp 231
ignition timing 37, 146 slop/tail lamp 228
rsaf brake pedal 178
feef suspension 174 c
spark plug 35
sleering head bearings 153 Cebles :-
\/8 1118 c learances 31 front brake 29
Air cleaner 36, 131 , 260 lubrication 34
Alterlllllor:- speedometer 181
refining 102 tachometer 182
remOl/l1 58 Cam follow ers 74
testing 216 CamlJhaft 50, 74, 108
Anti-div e 151. 203 Catbutettor :-
Aultiliery la mp 227 adjustment 36, 117
fault diagnosis 19
fuel level 126
B modifications 260
ramoval and rafining 118, 119
Balancint! - wheel 212 settings 128
Battary :- specifications 114
charging p!"ocadure 219 synchronization 127
ellamination 35, 218 Centre . tand 178
fault diagnolil 25 Chain - cam 30, 75
level sensor 25 1 Charging • .,lIam 216
Beariog.:- Cleaning :-
big-end 67 air cleal'l6r 36
camshaft 74 fuel system 35
gearboll 78 spark plug 35
main 67 Clutc h :-
small-end 70 adjustment 29
steering head 38, 164 fault diagnosis 20
swinging arm 38. 167 ellitmination 77
wheel : relining 95
front 37, 205 removal 59
rear 37. 209 specification. 42
Bevel ge a rs 172 Itarter 76
Bleadint! the brake. 204 switch 238
274 Index

Coil:- fault diagnosis 21

igmllOfl 144 general description 43
pick-up 58, 102, 146 gudgeon pin 71
Computer monitor 1.,.ltam 247-249 lubrication 32, 36, 133
ConfleCting rod. 70 modifications 260
Cooversion factor. 27' oil cooler 140
Crankcase 63, 64, 87, 90, 133 oil level 28
Crankshaft 42, 66 oil pump 60. 93, 138
Cylinder barrel :- oil seal. 70
IIxamlnation 71 pistona and rings 56, 71. 103
refitting 103 specifications 40
removal 56 tenslonar - chain 30. 75
specifications 41 velYes 31. 72, 108
Cylinder head:- Exhaust Iy.tem:-
a.amin&lion 72 aftermartet systems 15
refitting 106 emissions 117
remoyal 54 removal 44, 128

o F
Decerbonlsing 72 Fairings - fitting 13, 260
Dlagnoail - fault 16-25 Feult dia"nosis 16-25
Dimensions .00 weighu 7, 259 Filters:-
Diode block 246 air 36,131,260
Drive,haft 170 oil 36, 140
Dual S8al 180 FiR81 drive sh8h 170
Dust cap - tvr. velve 212 Fleshin" indic.tOf:-
lamps 230
E relay 236
speclficalions 215
Electrical system;- Footrests 178
alternator 216-. Freme and fonts :-
aWliliary lamp 227 bevel gears - final drive 37, 172
banery 35, 218, 219, 251 brake pedal - rear 178
brake fluid level sensor 241 cenlre stand 178
charging system 216 driveshaft 170
clutch switch 238 dual Mat 180
computer monitor system 247· 249 fairing 13, 260
diode block 246 fault diagnosls 23
fault diagnosis 25 frame 166
flashing indicatOfs 230, 236 front forks 37,149-151,156·164,176,260
fuel leval sensor 252 footrests 178
fuse 219 gearchange pedal 180
handlebar switches 237 general description 149
headlamp 223 -226 handlebar 180
hom 258 helmet lock 1B 1
instrumant panel 252 instrument panel 181
licence plate lamp 230 luggage 260
main switch 238 prop stand 181
modifica tions 260 rear suspension units 173
neutral switch 238 security chain 181
oil level switch 241 specifications 148
parking lamp 231 speedometer 181
regulator/rectifier 217 steering damper 260
side-stand 238, 241, 244, 248 steering head 38, 151 , 164
specifications 215 steering lock 181
starter motor 219 swinging arm 38, 167
starting circuit 241 , 244, 247 tachometer 182
stop/tall lamp 228-230 Front brake :·
testing 231 adjustment 29
warning lamps 252 caliper 192
wiring diagrams 261 ·270 disc 192
Englne:- fault diagnosis 24
bearings 67, 74 fluid level sensor 24 1
camshafts 50, 74, 108 hoses 203, 260
chain 75 master cylinder 198
compression check 37 pad renewal 34. 189
connec ting rod 70 Front forks :-
crankcase 83, 87, 90 adjustment 37, 174- 176
crankshaft 68 dismantling 156- 164
cyl inder barrel 56, 71 , 103 fault diagnosis 23
cylinder heed 50, 54, 72, 108, 110 modifications 260
e)(amination and renovation - general 64 removel 1 50, 151
 Index 275

specificiltions 14B Tel unit 146

Front wh eel :- testing 143
bearings 35, 37, 205 timing 37, 14 6
balancing 212 Inl trument panel lBl , 252, 260
examination 184
fault diagnosis 23
reffiOYal and refitting 184 l
Fuel IVlt em :-
carburettor: lamPi 215, 226-231
adjustment 36, 117
Legal check 30
fuel level 126
Licence pl ate lamp 230
modifications 260
removal and refitting 1 18, 119 Lubricati on I yst em :-
settings 128 engine 133
synchronization 127 oil cooler 140
cleaning 35 oil filter 140
fault diagnosis t 9 oil pump 60, 93, 138
fuel feed pipe 32, 117 Luggage 260
fuel level sensor 252
fuel tap 116
general description 115 M
petrol tank 116
specifications 1 14 Main bearings 67
vies system 127 Mein I witch 238
Funl219 Maintenance - routine 27-38
Mal ter cylinder 198-203
G Middle gear assembly :-
examina tion and renova tion 83
Gearbox:- refitting 93
removal 62
examination and renovation 78
fault diagnosis 21
lUbrication 28, 32
reassembly 90 N
removal 64 • Nautllli indicator l witch :-
specifications 42
Gearchange mechanism :- refitting 90
examination and renovation 83 removal 64
fault diagnosis 2' testing 238
linkage 180
modifications 260
refitting 100
removal 6 1
o
pedal 180 011 :-
Generator - altemator :- cooler, 40
refitting 102 filter 140
removal 58 grades - Castrol 39
testing 2 16 level swi tch 24 1
Gudgeon pjn 71 level check:
engine 28
H final drive 37
pump:
Handlebar :- examination and ranovation 138
adjustment,80 refining 93
aftermarl<et types 14 removal 60
switch 237 seals 70
Headlamp 223-226 Ordering :-
Helmet lock 18 1 accassorias 13
Horn 258 spare parts 8
Hydraulic sYltem :- tools 10
bleeding 204
hoses 203
p

Pertting 'amp 23 1
Ignition IYltem :- Pedal - rear brake 178
fault diagnosis '9, '44 Petrol tank 116
general description 143 Pick-up coil - ignit ion 146
Ignition coil 144 Pllto n :-
pick-up coil 14 6 examination and renovation 7'
spark plug 35, 14 7 refitting 103
specifications 142 removal 56
switch 238 rings 71
276 Index

Pra15sur.s :- Switchas :-
suspension 174 brake fluid level 241
lyre 29, 183, 259 clutch 238
Prop stand 178 engine oil level 241
Puncture repair 2 11 handlebar 237
main 238
neutral 238
R side-s tand 238
starter solenoid 223
Ree r brak.:- stop lamp 238
adjustment 29, 210 Synchronluti on - carburanor 127
examination and renovation 209
fault diagnosis 24
Rear suspan slon units 173
Rear wheel :- T
bearings 35, 37, 209
examination and renovation 205 Tachomater 18 2
fault diagnosis 23 Tail lamp 228-230
removal and refitting 205 Tank - patrol 116
Regulator/ rectifier 217 Tel unit 14 6
Rings - piston 71 Tensloner - cam chaln :-
Routina maintenance 27- 38 adjusting 30, 108
examina tion and renovation 75
refining 106
s removal 56
Testing :-
Safaty check 9 , 30 alternator 2 16
S.als - oil 70 electrical system 215
Securi ty chain 181 ignition coils 14 4
Sell-cancelling circuit 236 ignition system 142
Side- stand 178 regulator/rectifier 2 17
Side-stand :- Timing - Ignition 37, 146
relay 241 , 244 , 2t6 Tools 10
switch 238 Torqua wranch saning s 12, 43, 149, 184, 259
Solenoid - starter 223 Tyre.:_
Spark plug 35,1 4 7 balancing - wheel 212
Specificatlon s:- colour fitting sequence 197
clutch 42 pressures 29, 183, 259
eleclriClllI system 215 tubes 2 12
engine 40 IUbeless 2 10
frame and forks 148 valves 2 1 1, 2 12
fuel 11 4
gearbox 42
ignition 142
lubrication 115 v
wheels, brakes and tyres 183, 259
Speedometer 18 1 Valv.. :-
Sprocket. - camshaft :- clearance 3 1
examination and renovation 75 examination and renovation 72
refining 108 speci fica tions 4 1
removal 50 Valve - tyre 211,2 12
Startar clutch 76 Ventilatio n a~tem - crankcase 183
Starter Interlock syatem 2 4 1 Voltage regulator 217
SUirter motor :-
examination and renovation 2 19
fau lt diagnosis 17
refi tting 102 w
remova l 61, 219
specifications 21 5 Warning rampa 252
testing 219 W eights and dimenalons 7, 259
Steering damper 260 Wheel :-
Steering haad:- balancing 212
adjustment 38 lault diagnosis 23
bearings 164 Iront :
lock 181 bearings 35, 37, 205
removal and refining 151 - 154 examination 184
St op/t all lamp 228- 230 removal and re fitting 184
Stop lamp sw itch.s 238 rear:
Suspension units - raer 173 bearings 35, 37, 209
Swinging arm :- e)lamin ation 205
bearings 38, 167 removal and relitting 105
removal and refitting 168 Wiring dlegram a 26 1-270