1978 SR500E

cordodor...those bars are a fork-brace to keep the front end stiff and solid and prevent front-end flexing

The fork brace was on the bike when I got it, it was one of the selling points for me, along with the Fox air/oil shocks. I never rode an SR without one so I can't draw a direct comparison for this bike with / without the brace.

I've owned a few Yamahas though and I can say that this one handles the best by far. I would put my bike, as modified, in a class with my Moto Guzzi V7 Sport. And that's quite a compliment, as the V7 was extremely stable and solid on the road, especailly in the turns (and more-so if the road got rough).

The fork brace not only keeps the forks working together (which is helpful if you blow a seal), but also resists twisting moments which helps the tracking during high load cornering. My XS1100 cornered like a water buffalo, with a lot of wallowing. A fork brace may have helped, but I cured that problem by getting the Moto Guzzi. Here's a picture of one (with a fork brace):




I like to add some stiffer progressive fork springs to the bike, to better match the rear shocks, but may experiment with air caps and fork oil. Anyone who has done this please jump in with your experience.

My next project is adding an oil cooler. I do a lot of two up riding (got to get the wife her own bike) and chug up a lot of steep roads, so I think an oil cooler would extend the life of this bike.

I had the 750cc V7 Sport. I don't have any pics of mine so I googled up that image, it had a fork brace too so I went with it. My V7 was a great bike, a very good handler, as is my SR. Not as responsive as the SR with it's light weight and short wheelbase, but tracked very well with a very stiff frame and great suspension.

I've put nearly 1500 miles on my SR now and I can see why it has become a cult favorite, besides all that cool retro stuff the SR500 just rides like a dream (and I don't mean a Honda Dream). The weight and wheelbase make it very nimble, with steering accomplished seemingly by thought control. Sort of "fly by wire" but without the wires.

I've noticed that while two up with the wife (and she has never piloted a bike) on broad sweeping turns I don't even have to steer, she does all the work from the back. Without knowing it, her reaction to the road ahead is enough to guide the bike.

This effect goes away as the road tightens up, control shifts back over to me. I wondered about that, and in discussions about the effect I found that her technique is to close her eyes and pray on the curvy parts. My own technique is to pick my line (always within my lane) and adjust it to road features as needed.

On right handers I set up from the left of my lane and attempt a wheel track at the apex that is in the middle of my lane. This gives me room to zig or zag as needed. The bike seems to follow this desired track with no input from me. All the while though, I visually focus on, and establish an aiming point ahead at the inside edge of pavement, the last tire width of pavement available. This is the most zig I have to use, any more and I'm off the road and most likely down and sliding.

On left handers I've got plenty of zag available with a whole lane to use (if no oncoming traffic) so I still focus on the right side road edge, picking and evaluating how much more usable road I have to use if needed for a quick zig.

I call this the zig-or-zag method, not to be confused with the zig-zag method, which usually results in being pitched over the handlebars on the high side.

NOTE: Don't try this technique in the United Kingdom! There you have to use the zag-or-zig method which has not been tested. The zig-zag method works the same there though (as does the zag-zig method).

;D ;D ;D that's too funny

In case you missed my Cool Oil Cooler thread, here is the Honda horseshoe oil cooler I put on my SR:

eBay - $149.11