This machine was absolutely spanking. A stunning job was done. Even the engine was powder coated. Thousands of pounds had been spent on it. Not to mention the man-hours.

So imagine the the distress, when just 2 months later this happens....................

Yamaha never set the world alight with the handling of the XS1100, but this one seemed particularly heavy. I have never seen the point in consciously counter-steering as the XS650 turn effortlessly with just a slight adjustment of my ample (but pert) bottom. This bike however, needed a gold leafed invitation sent days before entering a bend before it thought about doing anything but going straight.

It was with this machine then, that I understood the technique and realised it's merits. I know that we are told that we all counter-steer even without thinking. Like ghosts though, I don't see it, so I need to be convinced that we all do this when taking any bend above around 20mph.

With my XS1100 I deliberately used counter-steering to attack the many bends on our Devon roads to great effect. I was able to almost flick the machine through bends as though it could handle.

Although this made riding fun again, it was quite tiring, so I devised a plan to make the handling better. I was on the lookout for the forks from an XS1100 special or the same as Lyn's (she who should be obeyed) XS1.1 Sport (5K7). These Yamaha models have the wheel spindle set in front of the fork sliders instead of beneath, this alters the trail of the geometry and make the handling lighter.

Fortunately, I hadn't got around to spending my hard earned before I had to change the tyres in readiness for a 2006 holiday in Scotland. I forget what tyres were on the bike but a new set of Metzler Lazertec tyres transformed the handling for the better. I have now ditched the conscious counter-steering nonsense and am back to my pert bottom technique.

Rechromed second-hand original exhausts (£800) and horn bracket fitted. Still got the bodged, almost useless square mirror though. This shows about 60 miles into a 750 mile 1 x day trip. Note the sheepskin just about visible thrown over the saddle. This helps no end to the squirming that you would normally get with so many hours in the saddle. I heartily recommend one for those oh so long rides.

January 2007 sees a modification. Some people suggest that the XS1100 is bulky, even brutal in it's style, certainly the ultimate muscle bike of the era.

I like the chunky appearance, but fancied a subtle way of deflecting the winds to reduce fatigue and the wind chill. My guess was that the Kawasaki ZRX11 bikini fairing would fit the Yamaha with minimum alterations and set about trying to get a second hand one.

After missing out on a couple, I had success on ebay for about £50. It turns out that the ZRX1100 fairing fits the XS1100 almost perfectly and requires no cutting, filing, drilling, gaffer tape etc. to fit on the new host.

The UK model ZRX has an ugly running light above the headlight. I decided that I didn't want one of these for the appearance or having to carry out modifications to the wiring. As luck would have it, a fairing from a grey import arrived through the post and it comes with an insert that allows air through.

I hope that this will allow high speed (but legal ossifer) speeds without a weave that some fairings can induce.

Unlike Mr Honda with his GL1000, Yamaha tried to make removal of the rear wheel easier for the home mechanic. As shown above, the rear mudguard pivots up for easy access.

In just 3,500 miles of two up Scottish holidaying, the rear tread was barely legal, hence another Metzeler was required.

One of the tappets developed an irritating tap, tap, tap when riding around, so adjustment was the order of the day.

The camshaft cover was very reluctant to reveal the internals of the engine. Some very careful forceful persuasion saw the cover give in, but the gasket didn't. Very annoyingly, the gasket held firm, some on the cover, some on the head.

Some very careful scraping with a wood chisel saw the gasket give in. The cam cover is less problematic as it is just damage to the aluminium that needs to be considered. The cylinder head not only needs to avoid damage, but also needs to avoid any bits dropping in to the void that is the engine.

Any parts of the gasket floating around the engine can cause disastrous blockages in the oilways. Hopefully, this has been avoided. Only time will tell.

When replacing the gasket, I made sure that I applied liberal amounts of engine oil to both sides of the gasket to help avoid a similar problem next time I have to take the cover off.

February/March 2007
Isn't annoying how even the easiest of tasks can sometimes turn around and bite you? Stephan paid a visit and insisted that it was about time that I fitted the American gear shift cover that I had got powder coated. This was to replace the UK standard item that holds part of the rear sets that I have now removed.

As he has done this a number of times on different parts, I was happy for him to take the lead.

The fins on the cover were never black as they are when they come back from the coating process. The first job then was to hone a knackered old wood chisel and chip off the coating from the raised area. The inevitable digs, then were sanded back with a power detail sander. This makes life easier but also helps to prevent the glass paper/emery cloth from damaging other areas.

Next came a modification to a drill bit. This is needed to remove the coating from around the area that the fastener will tighten down on to the cover. If this is not done, the coating will crack and ping away a big swathe around the fastener.

A dremmel was used to grind away the end of the drill bit. This locates into the opening to allow the wider part of the drill to cut the coating away. After using metal polish to dull the gloss coating to satin that should have been applied, it was now ready to fit.

'Don't you think that we should drain the oil first Stephan?' say I. 'No problem' says he, 'there isn't any oil behind this cover'.

I disappear from the garage to find a tool and return to the newly concreted floor that now has a rather large dark, sticky. oily patch and lots of paper under the bike. Of course, it doesn't take a genius to realise that if there is an oil seal fitted, this should have been a clue!

The mop up took place and that was that. The gasket was unserviceable, so the refit had to wait until another day.

Well, the gasket arrived, the cover fitted and off I went. Although, not very fast as it would only go from neutral into first gear. Off came the cover again so that I could put the gear change teeth in to the correct position. And just like magic, the Yamaha has a full complement of gears once again.

I convince myself that I can be forgiven because I have not refitted one of these covers before. I suppose that I could have read the manual that the nice Mr Haynes so carefully prepared for me, but hey I'm a bloke, why bother with reading manuals?

What I cannot forgive myself for is missing the section of gasket still on the crank case. This lead to a steady drip, drip as I made my way around Dartmoor. I hope that Sally and Bruce don't see the puddle in their car park at the Highwayman Inn!

Anyhow, back to the garage, drain the oil, remove offending gasket scrap and the Yamaha is oil tight once more.

March 2007
Of course, now the oil is staying in the XS, I can trial the fairing. I chose Hartland Point and Hartland Quay. Those that know Hartland will be aware that the Atlantic winds drive hard on to this coast. You don't wont to go there with a rug unless you have Evostick as glue that's for sure.

Being a bloke and being butch I chose a day that even the cows had to be tethered to the ground to stop them blowing in to the next field! Brilliant sunshine interspersed with very heavy, horizontal hail. It was a good test for the protection the fairing offers and I am pleased to report that it works well.

No problem going into the wind. The wind blast hits just across the shoulders and helps to keep the crotch a bit dryer than usual in those conditions and that can't be a bad thing.

June 2008
Another new rear tyre fitted at 19,716 miles Metzler Lazertec 130/90 17 mc 68H the last one managing a consistent 3,500 miles.

On tour at the XS1100 on the Rhein in Loreley, Germany 2008

Further South up in the Alps

Damp and cold but it's still the Alps so who cares?

Down South to the heat of Pisa. Look carefully at the skyline and the famous tower is just visable. Around 40mpg and never missed a beat.

November 2009
I decide that it is time to splash out on new paintwork but only fit the newly paint ZRX11 fairing for now. As the fairing was to be gleaming and colour match the standard paintwork I thought that a new screen to replace the scratched one would be in order. What isn't in order is the bloody amount of money that Kawasaki charge for their bits of plastic. I baulked at spending £206 for an itsy bitsy bit of plastic so went after market at £27.99. A perfectly good replica item that is barely discernible from original.

I think that this looks the part now, just what Mr Yamaha should have done.