Night Vision made this interesting article from Rider, September 1985 edition available to me by sending scans. I want to thank him for his help and good work. XZv2 

 

REVISION

Sometimes, when you know how they're built, you're better off doing it yourself.

Text Mike Stubblefield

Photography Steve Broaddus

 

Rifle's color-matched Superbike fai-ring mounts easily, provides excellent wind protection yet adds little weight.

Radical scoop in the custom Gun-fighter saddle from Corbin positions rider in a com­fortable three-point crouch, lowers seat height by about 2.75 inches. Although the pillion was not designed with a passenger in mind, it works okay in a pinch.

 
 

 

When Yamaha introduced the XZ-550RJ Vision in 1982, it was hailed as a tech­nological tour de force by the American press. The Vision's compact 72-degree, liquid-cooled, DOHC, eight-valve V-twin motor was smooth, torquey and powerful. And it bristled with high-tech features, like a trick, two-barrel downdraft carburetor that looked as if it were lifted right off a Ferrari Testarossa. And it also had a Du­cati Pantah-like frame that used the en­gine as a stressed loadbearing member.

Unfortunately, the rest of the bike, which failed to live up to the novel powerplant's promise, got a less-than-enthusiastic re­ception by moto-journalists. The skinny tires, mushy front brake, spindly front fork tubes, sacked-out front fork springs and a wimpy rear damper made spirited sport touring a little too adventurous for most riders. Even that wonderful carburetor turned out to be riddled with flat spots and an errant idle that deviated a thou­sand rpm up or down. When the pace was dialed down in intensity but turned up in duration, more subtle shortcomings man­ifested themselves. For one thing, the seat was hard and slippery. For another, riding position ergonomics were too upright for fast blasts. Discomfort during long rides was further exacerberated by lack of a fairing.

But the three factors that probably killed the Vision in the end had nothing to do with function. First, its angular aesthetics, all the rage in style-conscious Europe, were just too radical for American buyers, Second, the price: at over $3,000, the Vi­sion was perceived as too expensive for a middleweight twin, no matter how trick it was. Third, the competition was offering a conventional inline four that was func­tionally superior to the Vision in every measurabIe way. For the same price.

So, while the Vision prospered elsewhere, it died a slow, undeserved death in this country without ever achieving its real potential. The 1983 model got a full fairing, new graphics and good press. It promptly sold out. But it was too late. The Vision dropped from sight. But not from mind. All those leftover '82's languished in warehouses, their gas tank innards rusting and brake fluid reservoirs col­lecting moisture. Which is a real shame, because this is a typical example of a motorcycle with great potential that was killed at birth by bean counters with a lot less vision than the engineers who designed it.

That's the bad news. The good news is that the Vision, though technically not longer in the Yamaha lineup, is still avail­able in limited quantities. And, boy, is it cheap! You can find one at your local Ya­maha dealer for $1,699. Used ones are around for even less. Then you can make the improvements we made to our project bike for around $1,200. When you`re fin­ished, you will have a Vision The Way It Should Be for a smaller total cash outlay than the original retail price.

Let's start with the carb fix kit, which retails for $67. It consists of a new top­half to the airbox, new main jets and a new top-half carb body casting. Installa­tion takes a couple of hours. Owners of 1982 Visions will be astonished at the difference this kit can make. Potential buyers should be aware that Yamaha dealers will probably install this kit free of charge­ if you ask 'em. Once you're out the door, title in hand, however, you'll have to buy the kit.

Next, toss those skinny tires and put some serious rubber on the Vision. We threw on some Dunlop KR391R's. Though a number of other good tires are around, the 391's are well-proven, widely available and reasonably priced. Depending upon who you buy them from, they could run you anywhere from $80 to $ 100 each. These weenies will slow down the Vision's light­ning-quick steering (caused by the shor­tish wheelbase and trailing axle front fork) and will stick to the road like Elmer's glue.

It would be nice if you could just chuck the whole front end of the Vision and slap on the latest, stiffest stuff off an FJ1100 but, unless your girlfriend's uncle owns a motorcycle salvage yard, that route would be prohibitively expensive. The next best thing is to install a Weigl-Telefix fork brace for $69.95 and a set of Progressive Sus­pension progressive fork springs for $49.95. The Weigl brace wilt help prevent fork tube flexing during heavy braking and ag­gressive cornering transitions, the Pro­gressive springs will mitigate the exces­sive nosedive and subsequent weight transfer and steering geometry changes­, which the Vision undergoes every time you grab a handful of front brake.

 

CNC custom-milled from 7075 certified aerospace-grade aluminum binet and equipped with Ferodo pads, the Performance Machine four-piston caliper doubles braking power. Not shown are Russell Performance Products braided stainless steel brake hose and Progressive Suspension fork springs, both worthwhile additions. Dunlop tires and Weigl­Telefix fork brace are icing on the cake.

 
 
 


 

Speaking of brakes, the only other mod­ifications needed up front are a Russell Performance Products teflon-lined, braided stainless steel hose, about $38, and a Per­formance Machine four-piston caliper, $167, both available at Performance Machine. The braided hose (which we couldn't obtain in time for studio photog­raphy) will take all the mushiness out of the front brake system. The PM caliper; CNC custom-milled from 7075 certified aerospace-grade aluminum billet and equipped with either SBS or Ferodo sintered metallic pads, will put a powerful pinch on the Vision rotor. Front end prob­lems solved.

 

Moto-X Fox single-clicker damper uses stock spring, has eight compression damping settings and adjustable preload. Remote reservoir is con­nected by braided stainless steel hose. Different airbox lid Is just part of the carb fix kit, available from Yamaha dealers.

 
 

 

Though the stock spring out back is okay, the damper isn't. So we splurged on a Moto-X Fox single-clicker damper with remote reservoir. This unit, which runs $265, isn't cheap, but it's the best. It allows a range of compression damping adjust­ability to suit any riding style.

At this point, the Vision goes, steps and handles like a different motorcycle. You could stop here until your bank account is in the black again. If you're still solvent, you'll want to add a Corbin custom gun­fighter saddle, $149, and a Rifle Superbike fairing, $179. The Corbin seat is the ac­knowledged comfort king in a saddle-sore world. It comes in custom colors to match your machine and its Porsche-like basketweave vinyl will keep you cool and comfortable in hot riding conditions. Be­sides, it looks outrageous! The svelte, sleek and slippery Rifle fairing only adds a few pounds to your Vision but removes tons of painful air pressure from your torso.

 

 The Corbin saddle

 

Beyond this point, any modifications you make to your Vision will provide diminishing returns. Had Yamaha itself chosen to make these improvements to the XZ550RJ, perhaps it would still be with us albeit at a much higher price.

And that is the beauty of this little project bike: it gives you an opportunity to beat the system. Think about it - when was the last time you could bolt together a world-class middleweight sport-touring machine for under $3000?