Yamaha 200 Cs5 And 100 Ls2
YAMAHA 200CS5 AND 100 LS2
Cycle World Road Test
Meet The Little Twins: If You Have To Start Small, There Are Few Better Ways To Do So
How much performance and styling do you get in a roadster the size of a small trailbike? Are they practical or just toys?
Actually, if you are forced to hassle cross-town traffic daily, or if riding flat-out on twisty roads turns you on, lightweights like Yamaha’s 100or 200cc street Twins are not a bad way to go.
There are several reasons for this, the first of which is low initial cost. Monetary savings don’t stop there, either. Because they are small, gas mileage is outstanding. Maintenance is simple, which should keep labor charges low, and if anything major breaks, parts are cheap.
Economics are important, but no one is going to buy a drab scooter that can’t keep up with traffic. That’s precisely why Yamaha doesn’t build any bikes in that category. Both the 100 and 200 are everything the superlative 250 is; only on a smaller, less expensive scale.
Take styling. Chromed fenders and exhausts accent tastefully pinstriped gas tanks and side panels on both machines. Instrumentation is complete with a tachometer and speedometer. There are also turn signals, and each motorcycle is fitted with passenger pegs and a comfortable dual seat.
Their real selling point, though, is the very thing that people tend to be most skeptical about regarding small bikes. Performance. The 200 is a jet. Period. It will pull wheelies off the line, can pass cars at will on mountain roads, and will survive mile after mile of freeway with the engine spinning at 7000 rpm or so. Several older 250s will not be able to keep pace, especially where handling enters into it.
Handling is rather quick, but nowhere near the point of being dangerous. Steering is precise and there is ample ground clearance to allow the 200 to be banked way over for turns. Nothing scrapes and the suspension never falters with a 160 lb. > rider aboard. Heavier loads, though, will cause the new internal-spring front legs to bottom, especially when braking on rough roads.
Brakes are more than adequate for a 200cc machine. The front unit is double-leading shoe. It has good feel and offers the added benefit of light hand lever pressure. The rear brake is a conventional single-shoe drum with rod linkage.
Riding the 200 is fun, but in some ways the 100 is more enjoyable. True, it isn’t legal on freeways which makes the 200 more versatile, but the 100 is easier to live with in town. It’s so nimble that traffic seems less bothersome. The 100 is quite competitive in stoplight grand prixs, too, as long as the revs are kept up and the five-speed gearbox is used to best advantage. We’re not saying that you can blow off the big iron, but quite a few compacts will fall behind until 40 mph or so.
The 100 is more than a cross-town commuter. Truck it to your favorite stretch of winding country road (the tighter the turns the better) and you will be entertained for hours. A top speed of 60 mph is attainable with the rider sitting up and this can be improved on slight downhills or by tucking in close to the gas tank. Just how much improvement depends on the conditions (wind direction, etc.), but 70 mph is possible if a 9000 rpm tach reading doesn’t scare you off.
Because of its light weight, small size and good traction, cornering ability really exceeds the power available. Technique, therefore, is simple. Hold the throttle wide open in the highest gear the engine will pull, and dive into anything short of a hairpin. Don’t be fooled, though. The little Twin will wail along at speeds often exceeding legality and common sense.
Unfortunately, suspension is not on the same level as the bigger 200. Especially the rear shocks. Damping is non-existent, resulting in a near-constant, slow-motion bouncing action that is more annoying than anything else. The front forks are adequate in both damping and travel; but like the rear units, they could stand some improvement.
200 CS5
100LS2
$649
Braking is the only other area in which the 100 falls a little short. Because of its lighter weight and lower power output, Yamaha has fitted single-leading shoe brakes at both ends. The rear brake is fine, but the front has a spongy feel, requires considerable lever pressure in a panic stop, and will fade with repeated abuse.
Still, it must be rated along with the larger 200 as a better than average handler. This is due to a strong, although quite unusual, frame design that is similar on both bikes. It’s unusual because the engine is used as a structural member. A single toptube (with additional bracing on the 200) curves downward behind the engine where it connects to a box-like structure that forms the rear engine mount. When the front downtube is bolted to the engine, the structure becomes quite rigid. The swinging arm assembly pivots from the same structure that forms the rear engine mount. A subframe supporting the rear fender and seat completes the package.
The engines are more conventional. Both are two-stroke, parallel Twins with five-ported cylinders, twin carburetors, and autolube oil-injection. Gear primary drives deliver 22 and 10.5 bhp respectively from 180-degree crankshafts to wet, multidisc clutches and five-speed transmissions.
Starting is easy in both cases. The 100 has a primary kick starter which seldom requires more than two prods. The 200 with its electric starter fires instantly at the touch of a button. A kickstarter is fitted for emergencies but it will not be needed as long as the 12-volt battery is properly maintained.
Now, back to the question. Do small bikes like these offer enough performance to be practical? The answer is an unqualified yes if you’re not a freeway freak or long distance touring type. And, Yamaha’s small displacement Twins have that one additional advantage—economical operation.
