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- The big turbo comparison
- The big turbo comparison
- Honda CX 500/650 Turbo in detail
- Kawasaki Z 750 Turbo in detail
- Suzuki XN 85 in detail
- Yamaha XJ 650 Turbo in detail
- Strengths and weaknesses at a glance
Jahn
21st photos
Jahn
1/21
The preload of the central spring strut of the Suzuki can be easily adjusted.
Jahn
2/21
Thanks to the 16-inch front wheel, the Suzuki masters tight bends and quick changes in lean angle the most jagged.
Jahn
3/21
Nice design in katana style, but the XN 85 can hardly keep what it promises with its meager turbo kick.
Jahn
4/21
The air-cooled GS 650 G Suzuki.
Jahn
5/21
Hot iron: The charger of the Suzuki XN 85 sits badly cooled in the slipstream of the engine.
Jahn
6/21
Left-hand carrier: This is where the inconspicuous cardan drive of the Yamaha XJ 650 Turbo works and exhaust gases only flow permanently from the left-hand silencer.
Jahn
7/21
Unexpectedly comfortable: the driver’s seating position of the XJ 650 Turbo.
Jahn
8/21
The sturdy standard 650 Yamaha.
Jahn
9/21
Gerhard Eirich on the Honda CX 650 Turbo.
Jahn
10/21
Manfred von Wensierski about the Suzuki XN 85.
Jahn
11/21
Busy turbines – a handful of production models on the market. Turbo-Manni has it all.
Jahn
12/21
The Honda’s mechanical anti-dive system has hardly any effect, the Bol d’Or’s brakes are more likely.
Jahn
13/21
When the green turbo balcony of the CX 500/650 Turbo kick in, the alarm is announced.
Jahn
14/21
Carefully through the curve, full throttle down the straight – the CX 650 is challenging and fun.
Jahn
15/21
The color scheme of the 500 is subtle, with Turbo lettering (also on the front) was not skimpy.
Jahn
16/21
The Honda CX 500/650 Turbo.
Jahn
17/21
The turbo version of the Honda CX 500 E..
Jahn
18/21
Always clearly visible: the boost pressure display of the Z 750 Turbo.
Jahn
19/21
The suction cup variant of the Kawasaki.
Jahn
20/21
The little English girl: the mileage speedometer of the XN 85.
Jahn
21/21
Show the rear of the competition with turbo-charging – that was the plan in the early 1980s.
Honda CX 500/650 Turbo, Kawasaki Z 750 Turbo, Suzuki XN 85 and Yamaha XJ 650 Turbo in the test
The big turbo comparison
Content of
Busy turbines once busily shoveled air into the supposedly weak, naturally aspirated engines of the early eighties. The big turbo boom did not materialize, however, and only a handful of production models came onto the market. Turbo-Manni has it all.
The big turbo comparison
D.he symptoms are clear: slight euphoria, increased pulse, glassy eyes, increased salivation. The cause: the little word turbo – those five letters that are emblazoned on a motorcycle. The fascination is there or not, and it eludes any discussion of sense or nonsense. The arguments of the opponents are well known: uncontrollable sudden onset of power, abnormal fuel consumption, impending major engine damage, and so on. Manfred von Wensierski is someone who has been gripped by turbo fever for a long time and is incurable. After a first guest appearance (he had sold his first CX 500 Turbo after two years), the turbo virus struck him again a few years ago. But because the 46-year-old is somehow enthusiastic about all five series turbos that he built, he gradually acquired all the models and now has the full range, the XJ 650 even twice.
The author, too, once succumbed to the temptation to turbo and couldn’t resist a Kawasaki that was then cheaply offered. After barely more than a season, however, the 750 was sold again – he was young and needed the money. For other, fascinating bikes. But the turbo issue was never completely ticked off. So the opportunity to be able to ride all five turbo bikes in direct comparison is all the more welcome. Which one first? Actually, it doesn’t matter, but why not start with the CX 500, after all, it was she who initiated the turbo round at the time. The first encounter went as expected: With typical Honda perfection, it integrates the driver into the machine, offering him a comfortable arrangement of straight, not too wide handlebars, sofa-like bench and touring, relaxed footrest arrangement. Sit up and feel good. The injection motor doesn’t take long to press the button, and the V2 starts working with the iconic bubbling that is known. As clumsy as the CX with its 260 kilograms is when maneuvering, it feels comparatively light-footed when driving. Clutch, gearshift – everything smooth. The view into the cockpit falls on an easy-to-read, well-equipped display board, including a boost pressure display. The first few meters confirm the findings of previous test reports:
Jahn
The Turbo family brings back memories of the good old days.
Little happens below 5000 rpm.
In the area in which the CX acts as a vacuum cleaner, the compression of the V2, which has been reduced to 7.2: 1, takes revenge. Tough, slack and without any real temperament, the engine approaches the speed at which the supercharger builds up pressure and then, finally, the expected propulsion begins. At lightning speed, almost in two-stroke fashion, the engine revs upwards from around 5000 rpm, the engine pulls the load ahead, and the pilot has his hands and feet full to shift into the next gear at the speed of 9000 rpm reached in no time . Hoarse hissing, but with a subtle volume and cultivated run comes the thrust, but the approaching intersection already warns you to throw anchor again. This should be done in good time, because the delay of the double disc at the front corresponds to the standard of the early eighties with a somewhat muddy pressure point and only average bite. Speaking of bite: After releasing the gas and then tearing it open, it takes one to two seconds, but it feels like an eternity, until the charger applies pressure again. On the other hand, it is pleasant that the unconventionally shaped cladding protects against the wind and does not cause any booming noises.
Suitable for touring, as well as the rather soft rather than sporty-tight suspension setup. Curves are rare here in the north, around Peine, photo curves especially. The few bends that are taken with the CX reveal the soft design and remind you to restrained driving style, especially since the somewhat top-heavy looking Honda, which feels like a high center of gravity, tends to slide over the front wheel and fold in by itself when it leans over a certain angle. Vehicle change – it makes sense to use the CX 650 Turbo in order to immediately check in a direct comparison whether the changes have already had a noticeable effect one year after the appearance of the 500 Turbo. In terms of the chassis, almost everything stayed the same, only the fork was supported by a stabilizer. So you sit just as comfortably on the 650, ride with just as soft suspension and encounter the same pitfalls when cornering.
Jahn
When the green turbo balcony of the CX 500/650 Turbo kick in, the alarm is announced.
Externally you can recognize the new one by the fresher-looking color scheme. Even if owner Manfred disagrees: “I think the paintwork of the 500 is nicer, but the 650 drives better.” Let’s see. The conviction quickly emerges that the step was right to increase the displacement, increase the basic compression and thus make the transition from suction to supercharger operation smoother. Even from idle, the large CX pushes noticeably more powerfully, leaves no room for boredom in the range up to 5000 rpm and offers practical performance. The kick when using the loader does not come so suddenly and club-like, but gently, but with much more emphasis. If the 500 was still a hectic terrier, the 650 makes more of a mighty bull, who rolls everything down with impetuous thrust.
The thrust is definitely more bearish.
The engine tuning conveys a lot more aplomb. Back to the base camp, the blower hall, part of a disused industrial plant in Ilsede. Could there be a more suitable place? The elongated Kawasaki with the handlebar stumps lying far forward mimics the athlete even when standing and forces you to sit straight. The choke aid is only needed for a short time, the Kawa four-cylinder runs quickly and takes on the gas cleanly with a pithy grumble. Similar to the CX 650 T, the low-speed warm-up does not turn into a boring game of patience, because the Kawa engine does not lack power at low speeds thanks to the largest displacement and reasonable basic compression. The four-cylinder mounted in rubber is not annoying in any area with annoying vibrations and hangs spontaneously and directly on the gas.
Jahn
Busy turbines – a handful of production models on the market. Turbo-Manni has it all.
With a weight of at least 254 kilograms, but above all with a long wheelbase and flat steering head angle, the 750 does not prove to be a handling miracle. No, it has to be said more clearly: The Z 750 wants to be forced around the curve with physical effort. But she always moves stoically and does not let anything disturb her. In keeping with its sporty nature, the coordination of the fork and the Uni-Trak system at the rear was more tight than comfortable. It’s okay. As if on call, the truck to be overtaken comes on the open road. So shift down a gear, 3000 tours are due – gas. The boost pressure display starts moving at 3500 rpm, the propulsion becomes more energetic, and the fireworks begin at 5000 rpm. Push, boy, push! The 750 series pulls the driver’s already outstretched arms with power, the red area only warns at 10,000 tours. Legal speed on country roads has long been exceeded, fortunately, the 280-millimeter disc brakes at the front can offer adequate bite.
They confidently catch the red and black racer again. Next change, Manfred impatiently takes off his helmet. “So, in a direct comparison? The CX 650 is the best turbo, isn’t it? ”Admittedly, the author has regained his old Kawa sympathy. Turbo booms and sound come across as most impressive so far. But two machines are still pending. “You will be disappointed with the Suzuki, even if I like it best.”.
With its soft katana styling, the XN 85 is really pretty, and it is certainly the rarest and most difficult to get in this country. Manfred discovered his on the Internet, bought it unseen and then picked it up from England. He has not regretted it. The left thumb first juggles the idle speed with the choke lever, the eye gets used to the sight of the clunky cockpit, the arms rest on the slightly cranked, relatively wide handlebars in the style of the classic Magura-M handlebar. After all, the four-cylinder babbles quite sportily and energetically from its four-in-one system. Low-vibration, gentle and even, but weak, the engine initially goes to work. Really little is happening, and after just a few kilometers the seating position seems more strenuous than on the Kawa. What is noticeable about the Suzuki, however, is already after the first roundabout passages how greedy it gives in and willingly goes around the corner. No wonder, as it is the first production motorcycle to have a 16-inch front wheel. However, this also has disadvantages, because in faster corners the Suzuki looks a bit wobbly, nervous and needs to be driven with concentration. But the crucial question remains:
Then comes the turbo bang?
He comes. Even a little more energetic than expected after Manfred’s appeasement. But it comes late, only from around 5500 rpm, and not with all its might, but increases in order to be really fun only at the top, when the end of the show and switching is already announced. The unmasking entry should be in the personnel file of XN 85: She always tried. The Suzuki looks a bit like a quick shot that was not thought through.
Has Yamaha done it more consistently? The idiosyncratic styling promises courage, as does the use of carburettors, where all the others rely on electronic injection. The unusual bench line looks strange at first, but the XJ comfortably embeds the driver, together with the wide, pleasantly shaped handlebars and the pegs, this results in a tourist-looking sitting posture. The XJ four-cylinder initially wants to be kept alive for a long time and carefully by means of choke control. It takes time for it to run smoothly without help. But then the engine, which has a very high compression ratio of 8.5: 1 and which was blown from 71 to 90 HP, proves to be a very pleasant partner. With robust pipes from the (de facto) four-in-one system (only exhaust gas discharged from the overpressure valve escapes from the right-hand silencer), the Yamaha sets itself in motion at low speed, does not starve to death in the basement before the loader comes to the rescue comes. The differences to the Suzuki in terms of driving behavior become apparent early on – no wonder, since the XJ rolls on a huge 19-inch model at the front. The Yamaha needs a clearer steering impulse when turning, but then remains stoically on course and benefits from the high gyroscopic forces of the large front wheel.
Jahn
Carefully through the curve, full throttle down the straight – the CX 650 is challenging and fun.
After just a few minutes, you are inclined to forgive the 650’s appearance and become friends with it. But what about her temperament, her turbo party suitability? Well, the performance of the four-wheeler increases quite gently and evenly and the increase when the loader starts is noticeable, but not spectacular. The turbo boost doesn’t come brutally, more like a second, quite energetic wind that lasts up to over 9000 rpm. Thanks to the high-revving charger, the XJ is at least one step ahead when it comes to response – it has the shortest response time until the charger is used.
The fact that the XJ only achieves relatively modest performance is less due to its high weight, but above all to the mediocre aerodynamics of the fairing, which provides good and booming protection from the wind. High fuel consumption can be said of everyone, depending on their driving style. But the suspicion is that the carburettor-fed, less streamlined Yamaha has the highest maximum values here with over twelve liters / 100 kilometers. But if you want to save, you should drive something else. Turbo bikes are still fascinating today because they offer that special kick and because simply owning a turbo rarity is fun. Preferably all five. Who would know that better than Turbo Manni.
Honda CX 500/650 Turbo in detail
Jahn
The color scheme of the 500 is subtle, with Turbo lettering (also on the front) was not skimpy.
(1982-1985 / 1983-1985)
Price 1982: 13,203 marks
Data (Type PC 03 / RC 16)
Engine:
Water-cooled two-cylinder four-stroke 80-degree V-engine, a camshaft below, four valves per cylinder, operated via bumpers and rocker arms, displacement 497/668 cm³, output 60/74 kW (82/100 hp) at 8000 / min, max. Torque 79/103 Nm at 5000/4500 rpm
Power transmission:
Multi-disc oil bath clutch, five-speed gearbox, cardan drive
Landing gear:
Tubular steel frame open at the bottom, load-bearing motor, front fork, Ø 37 mm, two-arm swing arm, air-assisted mono-suspension strut, tires 3.50 V 18 / 100/90 V 18 front, 120/90 V17 rear, double disc brake front, Ø 245 mm, disc brake rear, Ø 245 mm
Measurements and weight:
Wheelbase 1496 mm,
Weight with a full tank 260/256 kg
Vmax: 200/226 km / h
technology
In the opinion of the Honda engineers, the robust and thermally healthy, water-cooled four-valve V2 engine of the CX 500 represented an ideal basis for the turbo project. Supplier Nippon Denso had a supercharger specially designed for the small displacement developed. The paddle wheels, which are only 40 millimeters in size, rotate at up to 180,000 rpm and press the mixture into the combustion chambers with up to 1.2 bar. The compression was reduced from 10 to 7.2: 1. A specially developed, computer-controlled injection system called CFI ensures that the right fuel supply is always available based on numerous parameters. The 500 series is teeming with sensors: four of them measure the pressure in the intake tract, others report the position of the throttle valve, the engine speed and the temperature of the intake air. The acceleration and pulling power of the “only” 82 hp CX benefit from the comparatively short gear ratio. The chassis is adapted to the increased performance: Compared to the basic CX, the wheelbase has grown by 41 millimeters in favor of straight-line stability, the larger oil pan lowers the center of gravity and reduces the ground clearance, the fork tubes and double-piston brakes now offer a proud 37 millimeters in diameter Bol d’Or should delay appropriately. Honda followed suit as early as 1983 and created the CX 650 Turbo. The bore and stroke were enlarged, the longer connecting rods required a new crankcase, the valves grew in diameter, as did the intake ports. The compression has also been increased to 7.8: 1, and the boost pressure of the compressor wheel, which is now 51 millimeters in length, has been reduced to a minimum of 1.13 bar. The chassis remained almost unchanged, only a fork stabilizer should calm the front.
Checkpoints
The engines and even the turbochargers, which are considered vulnerable, shine with a long service life. Blown through seals or excessive bearing play can nevertheless occur, in which case a lack of performance and high oil consumption make repairs necessary. There are only a few weak points in a well-built machine that cause trouble: Defective alternators are the most common. With adapted plugs and cables, the (better) copy of the 1986 VFR 750 F is supposed to fit. You should also keep an eye on the hose that supplies the loader with essential oil. The defective PB sensor can cause the engine to run unevenly and misfires. There is a replica from the DZT company, see specialists.
market
379 of the 500s were sold in Germany, of the 650s there were only 56. There are likely to be around 100 or at most 40 of them. If a 500 is offered, around 3000 to 5000 euros are realistic. For 650s, up to 12,000 euros are sometimes required, but top bikes usually change hands for around 6,000 to 8,000 euros.
Specialists
www.dzt-power.com
Telephone 07721/23181
PB sensor / pressure sensor replica
STK Turbo technology
Telephone 02681 / 80398-0
www.turbolader.net
Spare parts: Dieter Berg
Telephone 02245/5956
Forums
www.dampfrad.de
www.turbomotorcycles.org
history
1982-1985: In the more stable chassis of the turbo version and with more pleasing Euro styling, the Honda CX 500 E also had a naturally aspirated engine with either 27 or 50 hp.
Kawasaki Z 750 Turbo in detail
Jahn
The suction cup variant of the Kawasaki.
(1983-1988)
Price 1983: 11,190 marks
Data (Type ZX750E)
Engine:
Air-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, two valves per cylinder, actuated via bucket tappets, displacement 738 cm³, output 74 kW (100 PS)
at 9000 rpm, max. Torque 99 Nm at 6500 rpm
Power transmission:
Multi-disc oil bath clutch, five-speed gearbox, chain drive
Landing gear:
Double loop frame made of tubular steel, telescopic fork at the front, Ø 37 mm, two-arm swing arm, air-assisted central spring strut, tires 110/90 V 18 at the front, 130/80 V 18 at the rear, double disc brake at the front, Ø 280 mm, floating calipers, disc brake at the rear, Ø 270 mm, floating caliper
Measurements and weight:
Wheelbase 1490 mm,
Weight with a full tank 254 kg
Vmax: 225 km / h
technology
It came as the last turbo variant and was able to learn a little from the mistakes of the competition. For example, this probably led to the realization that nothing can replace displacement after all. The first prototypes based on the Z 650 engine were discarded, with the 738 cm³ of the basic GPZ 750 the Kawa pushed past the 500 and 650 models. Only the cylinder head of the Z 650 was largely retained; with its smaller valves and narrower ducts as well as better heat dissipation, it was ideally suited for the turbo project. Pistons with a flatter bottom and greater wall thickness as well as reinforced connecting rods and crankshafts should withstand the high demands when the 47 millimeter compressor wheel builds up exactly 0.73 bar boost pressure at up to 200,000 rpm and breathes another 25 horses into the 87 hp base engine. But the full 112 hp were reserved for foreign countries, for Germany the turbo had to be throttled to 100 hp, which was politically correct at the time. In view of the boost pressure, the compression has also been reduced from the original 9.5 (naturally aspirated version) to 7.8: 1. In terms of injection, the GPZ 1100 system was used and its modified DFI injection was used. The Japanese also modified the chassis. A flatter steering head and a longer caster ensured perfect stability, but also contributed to the rather modest handiness of the Turbo-Kawa.
Checkpoints
Contrary to popular belief about turbo engines, the Kawasaki has proven to be durable and not very vulnerable. Blown-through turbochargers (usually only at high mileage anyway) rather indicate improper handling of the engine, i.e. neglected warming up or cold running. Jamming or lame timing chain tensioners, which are revealed by an initial rattle after a cold start, can be made passable and lubricated, but replacing with a new part is always the safer solution. Sometimes the lines of the oil cooler tend to leak and need to be replaced, but this effect usually only occurs at higher mileages. Incorrectly functioning tank displays or fault messages (blink code) of the warning light in the cockpit are often caused by corroded plug connections of the sensors or a fault in the ground connection. So check the connector first.
market
The Kawasaki was the best-selling turbo bike in the world and is still the most common today. The KBA recently recorded 246 registered bikes (2011), and the number of unreported collectors’ items should be at least twice as high. All too often, however, the Turbo-Kawa owners do not part with their bikes. Original, not converted or tinkered copies can be found from around 2500 euros, but really good turbos with low running performance sometimes cost around 4000 euros or even more.
Specialists
Powerline in Nentershausen, phone 06485/911018,
www.turbolader.de
Turbo Motors in Urbach
Telephone 02684/4248
www.turbo-motors.de
STK Turbo technology
Telephone 02681 / 80398-0
www.turbolader.net
Clubs & Forums
www.750turbo.de
www.turbomotorcycles.org
history
1983-1988: The suction variant with Uni-Trak rear wheel suspension and half-shell already offered decent performance with 87 hp.
Suzuki XN 85 in detail
Jahn
Nice design in katana style, but the XN 85 can hardly keep what it promises with its meager turbo kick.
(1983-1986)
Price 1983: approx. 9700 marks
Data (Type XN 85)
Engine:
Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, two valves per cylinder, actuated via bucket tappets, displacement 673 cm³, output 63 kW (85 PS) at 8000 / min, max. Torque
76 Nm at 6500 rpm
Power transmission:
Multi-disc oil bath clutch, five-speed gearbox, chain drive
Landing gear:
Double loop frame made of tubular steel, telescopic fork at the front, Ø 36 mm, two-arm swing arm, central spring strut, tires 100/90 H 16 front, 120/90 H 17 rear, double disc brake front, Ø 260 mm, disc brake rear, Ø 276 mm
Measurements and weight:
Wheelbase 1485 mm,
Weight with a full tank 242 kg
Vmax: 205 km / h
technology
Suzuki reacted somewhat delayed to the turbo boom and also somewhat cautiously. Despite the compression ratio being significantly reduced to 7.4: 1, the basic engine was made from the cardan-driven GS 650 G (Katana) with only 0.73 bar pressure, which explains the relatively modest increase in output from 73 to 85 hp. The location of the comparatively large, but not excessively fast rotating supercharger behind the cylinder bank at 140,000 rpm, virtually in the slipstream, made cooling the turbine more difficult, the price for the desired short intake paths. In order to cope with the higher loads, the engineers strengthened the (specially nitride-hardened) crank pins of the crankshaft from 34 to 36 millimeters as well as the pistons, the bottoms of which were also sprayed with cooling oil by four nozzles each. An oil cooler mounted in front of the cylinder head took care of the heat balance of the entire lubricant. The XN 85 could offer even more special features: The Suzuki injection system, which functioned similarly to the Bosch L-Jetronic system, offered a fuel cut-off for the first time in a motorcycle. And with the elaborate chassis with anti-dive fork and full floater rear suspension, a 16-inch front wheel was used for the first time in a production bike.
Checkpoints
Because of the small number of units and the equally low mileage of the XN 85 models, there are only few empirical values about typical damage or weaknesses. The XN 85 shares a very banal problem, the name of which is made up of the internal development code and the horsepower, with many other bikes: Condensation collects in the exhaust and it simply rusts, usually at the lowest point first. the transition from the exhaust pipe to the muffler. As with the Honda CX turbo models, the heat-plagued alternator or regulator often gives up on the Suzuki. Original spare parts are difficult to find, and if so, then most likely in other European countries or in the USA. There are also companies there that produce replicas. When it comes to supplying parts, it is important to follow the rule that applies to scarce goods: You don’t buy when something breaks and you urgently need the spare part, but rather when it is offered at all.
market
A low supply contrasts with an equally low demand from a few collector freaks. Finding an XN 85 in Germany will be extremely difficult. You are more likely to find something in other European countries, for example in England, Switzerland or Scandinavia. If you are not afraid of the effort, you should take a look at the offer in the USA, where many of the (allegedly) 1153 copies sold can be found. Prices are therefore difficult to quantify: If there is a great deal of interest in buying from a seller who knows the market, the price for the turbo motorbike can easily climb into the top four-digit regions.
Specialists
Powerline in Nentershausen, phone 06485/911018
www.turbolader.de
Turbo Motors in Urbach
Telephone 02684/4248
www.turbo-motors.de
STK Turbo technology
Telephone 02681 / 80398-0
www.turbolader.net
Forums
www.xn85turbo.com
www.turbomotorcycles.org
history
1981-1983: The air-cooled GS 650 G (together with its 550 sister) held the Katana flag high and, with its 73 hp and cardan drive, advertised touring customers.
Yamaha XJ 650 Turbo in detail
Jahn
The sturdy standard 650 Yamaha.
(1982-1986)
Price 1982: 12 158 marks
Data (Type 11T)
Engine:
Air-cooled four-cylinder four-stroke in-line engine, two overhead camshafts, two valves per cylinder, actuated by bucket tappets, displacement 653 cm³, output 66 kW (90 PS) at 9000 / min, max. Torque
82 Nm at 7500 rpm
Power transmission:
Multi-disc oil bath clutch, five-speed gearbox, cardan drive
Landing gear:
Double loop frame made of tubular steel, telescopic fork at the front, Ø 36 mm, two-arm swing arm, two spring struts, 3.25 tires
V 19 front, 120/90 V 18 rear, double disc brake front, Ø 270 mm, drum brake rear, Ø 230 mm
Measurements and weight:
Wheelbase 1430 mm,
Weight with a full tank 262 kg
Vmax: 203 km / h
technology
The Yamaha is the only turbo bike that dispenses with an injection system and uses disparate Mikuni constant pressure carburetors. This means that many sensitive sensors and control devices can be dispensed with, but numerous membranes and bypass valves are used. With a diameter of only 38 millimeters, the paddle wheels of the Mitsubishi loader are quite small, but they turn up to 210,000 rpm. This ensures a rapid increase in pressure and rapid response. Ingenious: a membrane allows the four-cylinder to draw air directly through the air filter, like a suction motor, until the charger has built up enough pressure and the compressed air closes the membrane again. The fact that the compression was only slightly reduced from 9.2 to 8.5: 1 compared to the basic vacuum cleaner model also contributes to the harmonious characteristics and the smooth transition to the loading area. Even if the output was only increased from 71 to 90 hp, the engineers strengthened the piston crowns and the crankshaft bearings, better safe than sorry. The fact that the performance is not significantly better than the naturally aspirated version is partly due to the high weight, but even more to the aerodynamically unfavorable fairing. Nevertheless, Yamaha also tuned the chassis of the basic 650s, which was almost unchanged in its key data, at least noticeably tighter in order to combine comfort with a minimum of sportiness. The main task of the lower part of the spoiler on the fairing is to direct cooling air to the charger, which is hidden on the underside of the engine behind the transmission.
Checkpoints
The air-cooled XJ engine is one of the most robust and reliable naturally aspirated engines. The turbo version can also achieve high mileage if you allow it to take the usual care and care (warm and cold). Typically XJ-Turbo, however, are such minor annoyances as a defective / clogged tank cap ventilation. The consequences are a lack of fuel in the two outer carburettors and a loss of power. The series brakes do not sully themselves with fame – good if the previous owner has already converted to steel braided lines. An error ex works was obviously the wrongly routed choke cable, which does not always run freely and thus no longer guarantees cold start behavior at some point. So re-lay it yourself and ensure that it runs without tension. Long idle times often cause carburetor problems with the Turbo-XJ. Even specialists often find it difficult to clean and optimally adjust the Mikunis.
market
The XJ, with its design that takes getting used to and less spectacular driving performance, polarizes and only enjoys moderate demand when used. The prices are correspondingly moderate. Handicraft stalls are available for around 1000 euros, even well-maintained copies with a manageable mileage usually only bring in between 2000 and 3000 euros. If one is offered: Only 315 units were sold in Germany, only a few dozen are registered today, and just as many are likely to wait for the hoped-for increase in value.
Specialists
Powerline in Nentershausen, phone 06485/911018
www.turbolader.de
Turbo Motors in Urbach
Telephone 02684/4248
www.turbo-motors.de
STK Turbo technology
Telephone 02681 / 80398-0
www.turbolader.net
Forums
www.xj-ig.de
www.xj650.de
www.turbomotorcycles.org
history
1980-1984: The sturdy and travel-ready standard 650 with its slim 71-hp four-cylinder enjoyed great popularity thanks to numerous virtues and cardan drive.
Strengths and weaknesses at a glance
| CX 500 Turbo | CX 650 Turbo | Z 750 Turbo | XN 85 | XJ 650 Turbo | technology |
| reliability | 7 * | 7 * | 7 * | 7 * | 7 * | Driving behavior | 6 * | 6 * | 6 * | 6 * | 7 * |
| Performance | 6 * | 7 * | 7 * | 5 * | 5 * | Suitability for everyday use | 7 * | 7 * | 7 * | 7 * | 7 * |
| Repair friendliness | 6 * | 6 * | 6 * | 6 * | 5 * | market |
| Availability | 2 * | 1 * | 3 * | 1 * | 2 * | demand | 3 * | 3 * | 3 * | 2 * | 1 * |
| Spare parts supply | 3 * | 3 * | 4 * | 2 * | 3 * | Used price level | 6 * | 7 * | 5 * | 7 * | 3 * |
| Value forecast | 7 * | 8th * | 6 * | 7 * | 3 * | emotion |
| Driving fun | 6 * | 7 * | 7 * | 5 * | 6 * | Sound | 6 * | 6 * | 7 * | 7 * | 6 * |
| character | 6 * | 7 * | 7 * | 5 * | 6 * | design | 6 * | 6 * | 6 * | 6 * | 3 * |
| Cult potential | 7 * | 7 * | 7 * | 7 * | 6 * |
* Evaluation of a total of 10 points
Jahn
Gerhard Eirich on the Honda CX 650 Turbo.
Gerhard Eirich on the Honda CX 650 Turbo
The Honda surprised me positively. It manages to convey the turbo kick without stress, because overall it leaves an incredibly beefy, confident impression. The great comfort goes well with it, the CX cannot and will not win races anyway.
Jahn
Manfred von Wensierski about the Suzuki XN 85.
Manfred von Wensierski about the Suzuki XN 85
The Suzuki is certainly not the turbo bike with the most impressive power delivery, but firstly I like it very much and I am particularly attached to it because it is so rare and so difficult to get. Picking up my XN 85 from England was an experience.
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