This page uses frames, but your browser doesn't support them. The Yamaha XS 750 and Yamaha XS 850 was a line of inline three cylinder motorcycles produced by the Yamaha Motor Corporation from 1976 to 1981 for the worldwide motorcycle market. The last model year of manufacturing was 1981. Released in Japan in 1976 as the GX750 sporting wire wheels (as opposed to cast alloy in all other models) the XS750 became the name for the export model.

1978 Yamaha Xs750

Yamaha XS 750E

Yamaha XS650 XS 650 Workshop Maintenance Service Repair Manual 1975 - 1983 HERE. Yamaha XS750 XS 750 Exploded View Parts List Diagram Schematics HERE. Yamaha XS750 XS 750 Model History and Technical Specifications HERE. Yamaha XS750 XS750 Workshop Maintenance Service Repair Manual 1976 - 1981 HERE. Page 3 If there is any Yamaha XS750-2D. This model represents question concerning this manual, consult the product of many years of Yamaha ex- your nearby Yamaha dealer. Perience in the production of fine sporting, touring, and pace-setting racing machines. YAMAHA XS750 1978 historic vehicle, used. Good riding project, good usable condition multiple item purchases:we do offer discount if you want to buy multiple items. Powerful, sounds great (like and classic porche), really smooth and solid on the road and looks amazing.

More Horsepower For The Terrific Triple...
This article originally appeared in 'Motorcyclist' magazine October, 1977
It’s not often that a particular model, going on its third year of production, can generate gobs of excitement around the Motorcyclist offices, but Yamaha’s new XS750E did just that. Rumors of the E model being “the fast one” packed with more engine performance and a livelier spirit had our adrenalin flowing almost as much as when the triple was first introduced. And, if that wasn’t enough, our first glimpse of this flaming red beauty really impressed us. No more pale maroon paint job, instead, a bright red coat stripped in gold, that stands out more vividly than a fire engine going full tilt with sirens blaring. With the jet black engine gleaming of muscle and the alloy mag wheels reeking “expensive,” the 750E is quite a looker.
Oh yes, it’s no spoof, you can tell it’s got more steam stuffed inside that triple cylinder, double-overhead cammer without even riding it-just start the engine. The exhaust tone is crisper and throatier, even though the pipes are identical to last year’s models, and when cracking the throttle open and closed you’ll notice the tach needle jumps quicker, as if it can’t wait to violate the raised redline which now starts at 9000 instead of 7500 rpm.
Yamaha has no doubt experimented with different ways of increasing the 750’s horsepower, keeping in mind that more ponies have a more direct effect an the vibration level of the triple cylinder design than other types of engines. This was obviously a touchy situation since the 750 is still basically Yamaha’s prime touring machine and the last thing they want to do is turn it into a shaker. Therefore the engine modifications were kept subtle and affect only the top end of the engine. For example the compression ratio has been upped from 8.5:1 to 9.5:1, which means it now requires premium fuel (at least 90.5 octane rating). The actual shape of the combustion chambers has also been altered and they now actually displace fewer cc’s than earlier XSs. Cam profile has been altered slightly, retaining the same lift but now having sportier intake timing. And intake breathing has been further increased by changing the venturi shape in the carbs (they’re still 34mm in size), modifying the main jets and adding on a, larger, better breathing air box.
Totally new to the 750E, or any other Yamaha street bike (except for the DT series) is their new exclusive electronic ignition called TCI (Transistor Controlled Ignition) which totally eliminates the contact breaker points (see accompanying story). We figure electronic ignitions will be standard on virtually all models by 1980, but it raised one question: How come the RD400, which needed it most, didn’t get it first? According to Yamaha, the ignition on the 750E is basically for emissions control because it never becomes detuned as there are no points to wear down. Still sounds like the RD should have been first-or are they trying to tell us something about it?
If you’re skeptical that those few engine mods could create a truly significant performance increase, you should be-they really can’t. You see, the real secret to the E’s remarkable muscle building job lies deep inside the gearbox, out of sight. Anybody knows that by lowering overall gear ratio you’ll get more performance, and that’s just what Yamaha has done to the E. However, they haven’t done it the obvious way, by changing the ring and pinion in the differential, but have instead gone inside the engine and changed the secondary ratio in the transmission (the bevel gears that bend the power 90 degrees into the U-joint); they’ve gone down from 3.262:1 to 3.582:1. Why change the bevel gears? It’s simple-they’re cheaper. For those with earlier 750s, those lower gears are interchangeable on all models, but you’ll have to split the cases to install them.
There’s no doubt about it, the gear change makes all the difference in the world. The E model doesn’t have that bog between first and second gears like the earlier ones did; it pulls out around freeway traffic in fifth gear with authority and you needn’t play with the shifter as much when pulling long uphills. And, the difference in dragstrip times is unbelievable. Our recently tested 2D model turned a best time of 13.93 sec./93.45 mph, while our E model turned consistent 13.2 sec./100 mph times and dabbled occasionally in the twelves at 102 mph when Jody was “right on.” We punished it pretty hard at the strip, power shifting it from first to second. It would actually light the tire in second, consistently, leading us to believe that the clutch, which now has friction plates made of cork material instead of resin, can handle the added horsepower. In reality, the lower gearing is easier on the entire motorcycle.
Has this sudden gift of power ruined its ability to tour comfortably and efficiently? No way! In fact, because of the changes it’s actually able to pull more weight more easily. Low-end performance hasn’t been affected any and it’s still mildly mannered, being able to supply truck loads of torque smoothly and evenly. We put more than 1,200 miles on the E traveling to San Francisco and back, and considering the lower gearing that turns the tach needle to 4000 rpm at the legal speed limit - instead of 3500 as on the 2D models-it actually got better gas mileage. The 2D averaged 39 mpg while the E stayed around 45 mpg and wouldn’t drop below 40 no matter how hard we pushed it.
After being criticized strongly about an intermittent “mysterious” vibration in the first XS750 triple, Yamaha has done its best to cover its tracks on the E model-and has done so pretty successfully at that. Some say it vibrates a wee bit more than the 2D (which is nearly dead smooth) while others say it doesn’t. We tend to lean toward the former opinion, but it’s still a small price to pay for its increased performance. A word to the wise. Don’t count on the mirrors being able to distinguish black and whites behind you, they can’t. We’ve got evidence to prove it again!
One little problem that will apparently follow this model around until it dies is the overly responsive CV carbs. While the single-pull vacuum operated carburetor slides require only a light hand on the throttle for touring (which is good), they’re too light and touchy for around town. That, combined with lash in the two driveline shock absorbers, and just the slightest bump in the pavement will send the rider and the chassis lurching to and fro. This little situation can be bypassed if you know what to do. Here’s how: Merely lay an index finger over the throttle reel to act as a drag and it will provide full control in close quarters. Once this little trick is learned, the responsive E becomes as docile as any mount and almost devoid of driveline lurch.
The E is not totally overpowered by performance features, as it does possess one new trick item exclusively for the touring minded. Yamaha being the undisputed leader in adjustable suspension for MX machinery, it was only natural for them to carry it over onto the street models. Pulling the rubber caps off the tops of the fork tubes reveals Yamaha’s latest gimmick: adjustable front forks. Yep, front fork spring pre-load can be adjusted to meet load conditions (such as when installing a fairing). To adjust tension, choose the most suitable position (it moves in clicks), and then depress and turn the spring tension adjuster with a large screwdriver. It’s as easy as that.
Nothing drastic has been done to the chassis aside from reducing the fork trail from 110mm to 109mm, which is hardly noticeable. Rider positioning is unchanged, although Yamaha manages to throw on a different bend handlebar each year. The first XS had 26-inch-wide bars, the XS2D had 33-inch bars and this latest E model has 31-inch bars: the E model bars also swing back and in more. They’re still pretty comfortable. Styling is still very “box-like,” with the rider sitting on top overlooking the gas tank and instruments instead of sitting “in” the bike. However, as proven by the Sears Point racetrack times taken on the 750-2D two months ago during our four-bike tour test, the XS handles surprisingly well despite its overweight 557-pound frame.
We got to sample the 750’s superb brakes once again, although we’d rather have done it on the racetrack. While returning from San Francisco, sailing 80 mph through the dark, mountainous pass towards Coalinga, we came across a deer standing directly on the center line, and not the least bit afraid of playing a quick game of Russian Roulette. Normally they try and split car headlights and the single light definitely had him confused - he didn’t move a muscle. It’s lucky too - we still brushed by him at 50 mph.
The first day we rode our 750E home we discovered one of the E’s peculiar quirks, known among Yamaha officials as “the flaw.” They hope it will go undetected by the majority of riders - and it probably will because it takes a prescribed set of circumstances to provoke it.
As fate would have it this occurred less than a mile from our offices. First, you need a pretty steep hill (30 degrees); you have to be in a tall gear such as fourth or fifth, and you’ve got to lug the engine down below 4000 rpm. Do all these things just right and the engine will start to surge, as if it wants to go but something is holding it back; sometimes it’ll lose one cylinder momentarily. Keep the revs above 4000, or stay on level ground and it won’t do it. The problem seems to be common to the E model, as it occurred in two identical models that we rode. We returned our bike to have the floats checked but it didn’t help. Yamaha is quite aware of the problem and they're trying to narrow it down between ignition and carburetion; lowering the needles seemed to help. Like we said, one of fifty riders might detect it (given the right conditions) and we don't think it's anything to worry about. They'll probably have it solved by the time production models hit the showrooms anyway.
And incidentally, just because this baby is suddenly a rocketship doesn't mean you have to give up any of the convenient gadgets that the 750 has become famous for. You still get those fuel petcocks that work under vacuum and automatically shut themselves off when the engine isn't running, and then automatically open again when it's time to do business. You also get self-canceling turn signals that automatically snuff themselves after 10 seconds and 490 feet, a warning light on the instrument panel that warns you that the head- light element has burned out and automatically lights the remaining good one for you, and the luxury of having two taillight bulbs out back, so in case one goes south the back-up lets you wander on home.
Yamaha had the 750's whole life planned out pretty well. They introduced it as a mild-mannered shaft- driven triple that would appeal to the touring public (a hyped-up superbike-type wouldn't have worked), established it as one of the best touring machines in the 750 class, and then topped it off by adding additional performance without sacrificing comfort and reliability. The E model does everything the earlier models did, but it does it just a little bit faster. Those who originally looked at the XS750 and found it boring and slow, better look again. It is likely to surprise even the most jaded among you.

Yamaha XS 750

At 550lb weighing 1001b more than its obvious European-made counterpart, the 750 BMW, the XS750, in any form, has never been able to match the German twin's modest thirst for petrol, rarely improving on 40mpg no matter how carefully used. Handling is safe and dependable, if unexceptional, which is no particular drawback in a motor cycle designed very clearly for long-distance touring, where the premium is on comfort and a minimum of maintenance chores.

Though, by comparison with its predecessor, the lacklustre TX, the DOHC After the failure of the 750 twin, Yamaha introduced the XS750 with three-cylinder dohc engine finished in matt-black. It had a production run of about three years, to 1981 triple has been not a runaway bestseller, in absolute terms sales have never been spectacular. In 1981 the last series, Mark E, lower geared and more powerful than the original, was dropped from the range, with only the US-styled SE, equipped with high bars, low seat and sporting exhaust system, retained as representative of the 750 three-cylinder line.

Honda started the superbike flood from Japan with the CB750 in 1969; Kawasaki followed suit with the Z1 in 1972. The success of those two indicated a public demand for more sophistication, and to many that meant four-cylinders. The two holdouts, Suzuki and Yamaha, continued in an entirely different vein, Suzuki with its GT750 triple and Yamaha with its small-bore two strokes.

In terms of displacement, Yamaha sported a 650cc vertical twin as top of its range, but the Triumph-like styling and vibration ensured the twin would remain more a cult machine. Yamaha's later TX750 and TX500 twins were notable for their complicated counterbalancing system, oil leaks, and an uncharacteristic lack of reliability. Neither could be termed a rousing success. Surely Yamaha would hedge its bets and produce something safe, like a four-cylinder roadster.

In 1976 the answer was given: an emphatic 'no' for their new bike was a transverse triple, with shaft drive as standard. The whole XS750 package was incredibly neat, with a compact engine and transmission and subtle paintwork that made the bike seem even neater and smaller than it really was. Obviously, the most significant feature of the XS750 was its final drive which for the first time made shaft drive available on a machine intended for the mass market. Secondly, manufacturers had until now thought that it was only worthwhile using such a drive with a longitudinal crankshaft engine due to the power loss and mechanical complications involved in turning the drive through 90 degrees. MV-Agusta had for many years been producing a transverse four with shaft drive, but their mechanism was bulky, and anyway how many people could afford an MV?

It was almost as if a myth had been exploded, for here was an inexpensive bike with all the performance and reliability of a Japanese machine with the added attraction of a clean maintenance-free shaft drive. The following year, an updated version of the bike became available, with a higher compression ratio and a few other modifications. It was labelled the XS750E.

1979 Yamaha Xs750 Parts

The XS features an almost 'square' engine of 747cc, with twin-overhead camshafts, three 34 mm carburettors and electronic ignition. Running with a compression ratio of 9.2:1, the engine produces 68 bhp at 7500 rpm and just under 50 lb ft of torque. With a 120 degree crankshaft, the XS has a distinctive exhaust note reminiscent of the Triumph Trident.

A wet multi-plate clutch is used and this puts the power through a five-speed gearbox and into the shaft drive which runs along the left-hand side of the bike. A broad-based duplex cradle frame is used, while suspension is conventional along with the de rigueuer triple discs on alloy wheels. Finish on the Yamaha is exemplary and the unique styling, complete with black engine casings, sets the bike apart from the crowd. Starting the XS750 is easy in all weathers and the engine soon settles down to a burbling tickover sounding just as one would expect midway between a twin and a four. The gearchange is not to the same high standards as on Japanese chain-drive bikes but it is superior to most other 'shafties' with neutral no trouble to find at all. Acceleration is some way off that of similar capacity twin-cams fours, with a standing-start quarter-mile time of 13-6 seconds, while top speed is just on 120mph, only a few mph from its rivals.

1978 Yamaha Xs750 Manual Transmissions

The XS750 is not designed as a sportster, however, and is much more at home when touring. This is emphasized by the handling which is a little soft (to say the least) when it comes to scratching around country lanes. However the dampers are set, there is more than a hint of wallowing in bends and under certain conditions a weave may even be apparent at just over 100 mph on a straight road.

No, the bike is more at home when loaded with a pillion passenger and baggage and with a long journey to look forward to, when its reliable engine and transmission will prove their worth. Braking is something of a disappointment even in the dry, but one tends to forget that the Yamaha belies its looks and weighs just a shade over 500 lb. A firm grip on the lever is what is needed, with wet weather braking performance being a pleasant surprise.

1979 Yamaha Xs750 For Sale

In 1979, an 850 version of the bike was announced and the company's advertising around that time boasted 'The Yamaha four-stroke philosophy: don't use more cylinders than you need'. So that was why the XS750 was launched as a triple in the first place and not as a more conventional four. Or maybe not, for a couple of months after that advert, the XJ650 was announced with a four cylinder motor. Whatever, by this time the XS750 had a faithful following, if only of people who wanted something different.