exempt capacity of 699cc and the type remained on sale. 1988 saw the removal of the levy and the full capacity XV750 returned to the Yamaha dealer's showrooms.
In 1987 the baby of the family, the XV535, was introduced and for the first time cruiser sales in Europe began to match those of the USA as the incredibly small and compact machine attracted a whole new type of biker into the market place.
Cruiser style machines are now prolific and form a large part of most manufacturers range, and it all started with the XV750SE.

WHAT GOES WRONG

The main fault to be found with any of the XV series can be discovered without turning a wheel. Simply pressing the starter button will inform you whether

or not the XV under you has a starter motor problem. The starter motor drives a pair of planetary gears that can slip under load and an effective repair can be tricky to implement. The best cure to date appears to be the fitting of some extra shims to tighten the starter motor body up and prevent further slipping. Yamaha never did find a cure for this problem throughout the life of the entire XV series and advised against taking preventative measures, the end of the starter mechanism should be relatively free in case the engine ever backfires during the start-up. Not really a failing but something to keep a regular eye on is the oil level in the rear part of the shaft drive.
All too often this has been neglected resulting in serious and expensive damage occurring to the bevel gears.
 

YAMAHA XV750SE
POWER
engine	Air-cooled four-stroke V-twin ohc
capacity	748cc
bore x stroke	83mm x 69.2mm
compression Ratio	8.7:1
carburation	Hitachi HSC 40
maximum power	60 bhp @ 7000rpm
maximum torque	48ft-lb @ 6000rpm
ignition	Transistorised
transmission	Five speed, wet clutch,
	shaft final drive
CHASSIS
frame	Pressed steel monocoque
front suspension	36mm telescopic forks oil/air damped
rear suspension	De Carbon monoshock, remotely adjustable damping
front wheel	3.50 x 19
rear wheel	130/90 x16
front brake	245mm single disc floating caliper
rear brake	180mm single leading shoe drum
DIMENSIONS
wheelbase	1520mm
weight	211kg
fuel capacity	12 litres
PERFOMANCE
top speed	l00 mph
CONTACTS
www.vsocxv.co.uk
www.cruisermotorcycles.co.uk

NOT ONLY DID YAMAHA CREATE A NEW CLASS OF JAPANESE MOTORCYCLE, BUT ALSO ONE OF BIKING'S LONGEST RUNNING SERIES OF MACHINES WITH THE XV RANGE STILL BEING AVAILABLE AS RECENTLY AS 1996

With little reason to pep up a 750cc, air-cooled, V-twin there isn't much in the way of evidence of anyone having carried out much in the way of tuning and similar work. To get the standard bike running even better than they do Dynojet offer a range of stage one kits, for the 81-83 XV fit kit DJY-4113 and for the 92-96 model kit number DJY-4128 is required. The standard exhaust system is a tightly restricted piece of pipe work and great gains can be had by fitting open-ended cans. The exhausts are prone to corrosion too so after-market items

are often the norm on any used machine. The engine can be safely increased in output as the lowly 60bhp produced is not enough to overcome the transmission and shaft drive. Stan Stevens did big bore and breathe on an XV1100 with some success bumping the horsepower up from 58hp to around 78hp with a sizeable increase in torque as well. If you are happy with your V-twin's engine performance, and why shouldn't you be, then concentrate on the chassis. Unique to the XV750SE is the cable that operates the rear

shock. This can be altered to give an extra couple of spring pre-load settings previously not available with the standard set-up. This can make life more bearable for those carry heavy loads or luggage as well as a pillion. Of course most cruiser owners will be tempted by the huge range of after-market goodies from chromed air filters and pipes to leather saddlebags. Highway Hawk offer a variety of well made parts for the full range of Viragos; if you want to pimp up your ride check out the range at www.highwayhawk.com