On the move with the Muller-Yamaha XS 400T

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On the move with the Muller-Yamaha XS 400T
Fred Siemer

On the move with the Muller-Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T

16 photos

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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The compact twin makes a good enduro power source, the manifold was created in-house

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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The fittings come from the XT 500, while the backpack-friendly tank is from the XS 360

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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In the frame triangle it would have been tight for an airbox, the K&N filters, however, are a great fit

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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It’s amazing how “standard” this self-made product looks. The XT and XS components harmonize perfectly and exude typical Enduro lightness

On the move with the Muller-Yamaha XS 400T
Fred Siemer

8/16
There was something? Exactly, only the converted kill switch reveals this self-construction

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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There is still something going on: Meinold Muller likes the XS 400T so much that he is already planning a 650

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T
Fred Siemer

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Yamaha XS 400T.

On the move with the Muller-Yamaha XS 400T

A mix of XS and XT

Content of

Even the old English combined studded tires and row twins to create exciting off-road equipment. A slim XS-XT hybrid proves that Yamaha could have done so in the 70s. A trip with the Muller-Yamaha XS 400T.

Meinold Muller actually tinkers with Yamaha’s classic half-liter singles, the XT and SR 500, as well as he is gifted. He does this in a nice hamlet on the banks of the Weser, which does not necessarily want to be called remote from the world, but seems that way to strangers. Because the B 83 curves elegantly past Blankenau, the village street exudes almost old-fashioned calm and can be leisurely crossed when the baker’s car is parked in front of Muller’s motorcycle shop twice a week. Because of this central supply function, of course everyone gets to know what Meinold is actually up to. Even the district forester, and on the occasion of a job, the Grunrock concluded with razor sharpness that such a thing XThe T 500 is ideal for comfortably carting man, dachshund and rifle to the high seat.

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On the move with the Muller-Yamaha XS 400T

On the move with the Muller-Yamaha XS 400T
A mix of XS and XT

If it weren’t for the start-up procedure

This kicking, kicking, kicking, especially when it is warm. And no, he didn’t want to believe that it was just a matter of getting used to. At first Meinold could only shake his head at this. Then he thought about it – and had to shake again: Somehow this hunter was right after all, who simply wanted to use an enduro as a practical and comfortable work tool. Without an electric starter? Many women and other not manly, but freedom-loving people would have welcomed something like this guaranteed. Yamaha had really left some customers behind with its fixation on single-cylinder to be kicked. Without need. He would build the visible proof over the winter half of 2012/2013. Just for fun.

Opposite runner convinces with a good start

The ohc-Twin from Yamaha’s 70s middle class offered itself as a drive for a friendly enduro. This 360, from 1978 400 cm³ counter-runner impresses with a good start, turns bravely – not cocky – up to 9,000 tours and impresses with unshakable robustness. In Germany it basically made 27, elsewhere a different camshaft produced a respectable 38 hp. In any case, enough to power a lightweight touring motorcycle. A cheap, disassembled XS 400 was quickly found, and there was even a “sharp” camshaft lying around in our own pool. “In the XS 400-Cup, of course, the engines had an open output,” explains Meinold, “that’s where the thing comes from.” Well then: All around the thing, he completely rebuilt the engine, which was surprisingly well preserved, and painted it matt black. Then the engine returned to the familiar loop of the XS 400 frame. The welded and slightly modified rear frame, however, was contributed by an Accident XT 500, which is why its fenders, seat and side cover could then also be fitted.

Look of the 78 XT

The XT swingarm, which has also been slightly modified, is supported as usual by means of two spring struts, an original XT fork works at the front, and of course the wheels and brakes also come from the Enduro. The electrics – 12 volts, of course – have been rewritten, and finally an XS tank was added on top. “The 360 ​​is a little narrower than the 400,” reveals Meinold. He painted the part in the look of the 78 XT, and because even the instruments, mirrors and even the ignition lock correspond to those of the Enduro, the end result looks irritatingly standard. In any case, in Meinold’s showroom, surrounded by many XT 500s of all ages, the hermaphrodite he christened XS 400T is by no means out of the ordinary. “Most of them don’t even notice that it is something special,” grins the builder. Some of them did, including the Yamaha sales representative at the time. “What do you have there?” He wanted to know from Meinold. He doesn’t leave anything out and replied unmoved: “Well, you see: a two-cylinder enduro. It was only available in America. “His visitor scratched his forehead in amazement, when Meinold pushed in:” Only a few years, at the end of the 70s. “The relief was evident in the Yamaha professional:” Okay, that was before in my time.”

Small adjustment problems, easy to change

The man is forgiven, because even the XT manifold with a left arch – “Somehow the most delicate exercise in the matter” – was done brilliantly by Meinold Muller. In addition to the right cylinder base, the two elegantly guided pipes come together and then flow into the normal XT muffler. “Now turn it on,” urges the boss, and then, finally, a telltale detail reveals itself. The starter button is a repurposed engine stop switch from a scooter. Nevertheless, Meinold’s Yamaha XS 400T starts immediately – electrically! Good and sonorous, it bubbles to itself. Mount up. The notches are a bit higher than on the XT 500, the gear lever a bit too close to it. Small adjustment problems, easy to change.

The great transmission offers six gears

The first clicks into place, the two Mikunis lift their slides easily. And then? Surprise…!!! That doesn’t sound boring. And by no means just because of the mounted K&N air filter. No, this pithy and rapidly swelling, but never annoying twin stamping goes well with wide handlebars and knobby tires. Not as fiercely combative as the English peers, but brave. In any case, more excited than the XT single. The second has to go in, third, fourth. Roll out from Blankenau. Quickly up to the surrounding heights. The great gearbox offers six gears, the last one is only good for flat terrain and inclines with the gear ratio selected here, best of all, you just let the Stollen-XS run in fourth and fifth. Sure, it needs higher speeds than an XT, more gear changes. Round ten Newton meters less torque take their toll and require a different way of hiking with the motorcycle. A little more facing, more alert. Or is it just missing the practice? The single is more direct, reporting with a rough jerk when he needs a lower gear, with ineffective panting when nothing goes up. A small row twin, on the other hand, always purrs in the lower rev range as well as in the upper room, but does not really push up the mountain below 4,000 rpm.

Handling and comfort at a high level

For that, the feeling has to grow first. When it comes, three or four hills later, there is pure ease. XT driving, despite the ten, fifteen kilos extra weight. Not more than you need, and that’s why so damn much. Handling and comfort at a high level, braking: well, straight-line stability: ditto. So what? Everything slips up and is fun, and then, after the traffic light starts, bang, the engine stops. So what? One press of the roller kill switch and off you go. Soon Blankenau is again targeted. “N / A? And? ”Meinold wants to know. The answer is not difficult: Thanks to Waidmanns for the great idea. But a little more pressure below, please. “Yes,” the foreman rejoices, “with an XS 650 engine, right? I’ve already thought of it. ”Rarely did a test drive end more amicably. Even the question of what the forester is currently hunting for could still be answered satisfactorily. An SR 400. With kick starter. “But also with electronic ignition. Everyone gets them on. ”Says Meinold.

Technical data Yamaha XS 400T

Yamaha XS 400T

Engine: Air-cooled two-cylinder four-stroke engine, two valves hanging in the head per combustion chamber, operated via an overhead camshaft and rocker arm, two 34-mm Mikuni carburettors, two K.&N air filter, self-made two-in-one manifold, Yamaha XT 500 rear silencer, wet sump lubrication, 391 cm³, approx. 38 hp at 8500 rpm, approx. 32 Nm at 7500 rpm

Drive: Primary drive via gears, multi-disc oil bath clutch, six-speed gearbox, secondary drive via chain

Landing gear: Single-loop frame made of tubular steel with forked support, main frame from Yamaha XS 400, adapted rear frame from Yamaha XT 500, front XT 500 telescopic fork, rear adapted XT 500 two-arm swing arm made of tubular steel with spring struts, tires front 3.00 x 21, rear 4.00 x 18 on light metal Flat shoulder rims, simplex drum brakes, front Ø 160 mm, rear Ø 150 mm

Mass and weight: Tank capacity 11 l, dry weight approx. 165 kg

Contact: www.motorrad-mueller.net

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