Yamaha 200 Cs3b
YAMAHA 200 CS3B
CYCLE WORLD ROAD TEST
The "Almost 250." A Quick, Responsive Handler.
ENGINE DISPLACEMENT is a relative thing. Ideally, a powerplant should be large enough to do the job at hand, but no larger. It is a practical theory, but in reality, most bikes fall into certain classic displacement categories—125, 175, 250, 500, etc.
So what's the reasoning behind Yamaha's 200 CS3B, the "almost 250?" Well, it is the most recent update of another in-between displacement machine, the 180-cc CS1 which was introduced in 1967. The new version is 195cc. More displacement and more punch with minimal change in engine design, that's why the unusual size. And Yamaha's 200, which offers the added convenience of electric starting, is a very pleasant mount.
The engine runs well in the upper limits of its rpm range, and chassis components are more than up to the task of tackling curves on mountain roads at speeds. On level straight sections, the Yamaha 200 will run along at 8500 rpm in fifth cog (approximately 75 mpli). Approach a right-hand curve, grab the brakes hard, downshift to fourth, and get back on the gas. At 7000 rpm, shift back into fifth and begin thinking about that next curve, a sharp left. Although handling is quite good, it is a bit quick due to a short, 49-in. wheelbase. Care, in fact, must be taken to avoid wheelics when accelerating hard in the first two gears. A 2.75-18 tire is fitted in front. The rear isa 3.00-18.
Forks arc external spring, oil dampened units and the rear shock absorbers, featuring chrome springs, are three-way adjustable. A steering damper is also present that can be adjusted by rotating a large knurled knob located on top of the steering head.
The frame consists of a single toptube that curves downward just behind the engine. At this point, it is welded to plates that provide the rear engine mount and support the footpegs. A single front tube passes from the steering head down to the front of the engine. Tabs welded to this front tube form the forward engine mount.
The engine is used as a structural member and no tubing passes under it. The subframe, which supports the rear fender and seat, consists of two parallel tubes welded to the single toptube just at the rear of the gas tank. This subframe assembly is braced by an additional set of parallel tubes that pass from the rear engine mount to a point just in front of the rear shock absorbers. The rear shocks are mounted to tabs welded to this structure.
Back to those wheelics. Just because the 195-cc twin-cylinder, piston-port two-stroke is small, don't underestimate its
performance. Bore and stroke of each cylinder is 52 by 46mm. A claimed 22 blip is produced at 7500 rpm and maximum torque is 15.7 lb.-ft. at 7000 rpm. Power is transmitted through a wet, multi-plate clutch to a five-speed, constant mesh transmission.
A four-main-bearing, 180-degree crankshaft is used. Needle bearings are fitted at the top and roller bearings at the bottom of each rod assembly. A center seal divides the two crankcase halves. Cylinders are five-ported. The fourth and fifth ports, which perform a booster function, are of the “tunnel” variety and are cast into the cylinders. Two 20-mm Mikuni carburetors deliver the fuel.
As with most small displacement Twins, the machine is a slightly reluctant starter from a dead stop without some clutch slipping, expecially with two aboard. Useable power begins at 3000 rpm and the unit pulls strongly from 5000 rpm right up to its 8200 rpm indicated redline. Because it has to be kept at a fairly high rpm most of the time, the noise level is higher than on some larger machines. You can feel engine vibration in the footpegs. but it is not too objectionable.
Brakes are smooth and do not grab. Pedal and lever pressure is light. Straight-line stops are the rule, and little fade is encountered after repeated abuse.
As on other Yamahas, Autolube is featured. Gas/oil mixing is automatic. All the rider need do is keep the separate oil tank full. At idle, the gas/oil ratio is approximately 120-150:1. As the throttle is opened and rpm increases, more oil is added. At full throttle, depending on the rpm, the gas/oil ratio will change to approximately 16:1. Less chance of foulingspark plugs and less exhaust smoke are two of the more obvious advantages.
The oil tank is located on the right side of the machine. Its filler cap is partially covered by the seat, but unlike other Yamahas, the tank itself, instead of the seat, is hinged to provide access. Oil capacity is 2.0 quarts. A metal cover, on the opposite side of the Yamaha 200, conceals the toolbox, 12V battery, and a cylindrical air cleaner canister. Two dry paper air filter elements are fitted, one in each end of the canister.
Both a speedometer and a tachometer are provided. They are attractive, easily read, and rubber mounted. Instrument lights, however, are too bright and are annoying when the machine is ridden at night. The speedometer scale goes to 100 mph, but does not feature a resettable trip odometer. The tachometer is sluggish, especially when successive rapid shifts are executed near redline in the lower gears. The indicator lights include a green neutral indicator light on the far left, an
amber turn signal indicator light in the center, and a red generator light at the far right.
The ignition switch, conveniently located between the instruments, is also rubber mounted. A fork lock, located between the fork legs just under the headlight, is present. However, no protective cover is provided to keep out dirt.
Turn signals are standard equipment, and their controls are located in the left handgrip housing, as are switches for the horn and high/low, on/off lighting switches.
The handlebar/seat/footpeg relationship is excellent for riding around town, but slightly lower bars would improve rider comfort at freeway speeds. Handlebar width is narrower than that on the average road machine designed for the American market, but this is advantageous as it helps to keep the arms out of the air stream. Air currents flailing against widely spread arms can cause the front end of the bike to jiggle at high speeds.
Overall finish and appearance is quite good. The 2.4-gal. gas tank, side panels and headlight are painted purple. White pinstriping accents the tank and side panels. Fenders are chrome plated, fork legs are highly polished, and the deeply padded seat is black.
With an operating range of slightly over 100 miles, and because it is turning a little over 7000 rpm at freeway speeds, the Yamaha 200 is not an ideal high speed tourer. But then it wasn’t intended to be. It’s quick, responsive, and fills both a price ($619) and a displacement gap.
YAMAHA 200 CS3B
$619
SPECIFICATIONS
PERFORMANCE
