Twinduro: 1300cc V-Twin Yamaha Scrambler from Finland’s JL Meccanica…
The Yamaha XVS950 — also known as the DragStar or V Star 950 — was introduced in 2009, with a 942cc fuel-injected four-valve 60° V-twin, 5-speed transmission, and belt-drive. The Japanese cruiser received V-Twin Magazine’s “Metric of the Year” award, and the reviews compared it favorably even to larger machines.
“It offered a hell of a lot of bike for the money. It’s such good value that it makes you question whether you need a larger bike, as this 950cc machine does everything a 1200cc or more cruiser does and is considerably cheaper.” –MCN
But our friend Janne Leiman of Finland’s JL Meccanica had other plans for the 950 V-twin. You may remember Janne, who specializes in one-off classic race frames and other fabrication, from his absolutely mad supercharged GSXR-powered flat tracker we featured earlier this year.
In this case, Janne picked up an XVS950 engine from the salvage yard and decided to build an enduro-style daily rider around it.
“I have owned different enduro bikes in the past, and because of that I’m quite fond of the 80s enduro look. So design concept came from that period ISDT motorcycles and other similar machines.”
First off, Janne modified the engine to work better off-road, adding a lightweight aluminum alternator, a pair of DellOrto carbs with cast intake manifolds (no fuel-injection here), narrowing the clutch housing, and building a new clutch actuator, as the original one is located on the bottom of the cover — much too vulnerable when off-roading.
“After those conversions, the engine was bolted in the jig and frame construction started. The traditional steel tube frame was made from excellent Docol R8 material, like most of our frames.” -Janne
The swingarm is based on a TM 300 unit, and the bike is running Fox Clicker twin shocks and Showa 49mm Twin Chamber forks. UFO provided most of the bodywork, while a KX500 lent a slew of parts: triple trees, hubs, front rim, seat, and more.
Janne welded the exhaust from 42×1.0mm stainless steel tube, and the tank is a one-off steel unit. After the bike’s first riding season, Janne decided the engine needed some more pep.
“I ordered Stryker 1300 cylinders and pistons with connecting rods. The crankcase mouth was machined bigger, the crankshaft balanced, and cylinder heads welded and machined for larger gaskets. The cylinders also had to be converted to oil cooling because the Stryker is a water-cooled engine. Last job was to grind the intake lobes of the cams for a little more lift. Now the engine is much more lively; the bike even wheelies with throttle at first and second gear.”
Though the bike is obviously too heavy for traditional enduro routes, Janne says it’s a blast for daily riding. It looks and sounds beastly, too. There’s little we love more than an overgrown dirt bike, and Janne has nailed it with this “Twinduro.” Below is our full interview with him about the build, and you can follow @jlmeccanica to see more of his builds and fabrication work.
Yamaha V-Twin Scrambler: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
My name is Janne Leiman, I live in Finland, little town called Mänttä. I have owned and ridden motorcycles from 13 years old, so over 40 years now. My workshop is named JL Meccanica, which has been my day job since 2007. Main products are one-off classic race frames and suspensions. Occasional custom bike work too.
• What’s the make, model, and year of the donor bike?
Engine is originally from Yamaha XVS950; other parts are from various bikes and custom made.
• Why was this bike built?
There is need of motorcycle for daily use, but of course it also works as company promotion.
• What was the design concept and what influenced the build?
I have owned different enduro bikes in the past, and because of that I’m quite fond of the 80s enduro look. So design concept came from that period ISDT motorcycles and other similar machines.
• What custom work was done to the bike?
Engine was purchased from a bike breaker, so there weren’t any electrical or injection components in place. Or almost any — there was an alternator, but it was so heavy that I ditched anyway and changed to a much lighter Saprisa aluminium unit.
Fuel injection wasn’t part of the plan, so the next job was cast intake manifolds for a pair of DellOrto PHF carbs. And of course finding a suitable front sprocket to replace that belt pulley.
The XVS’s clutch housing is very wide — there is a gap of over 30 mm between the clutch hub and the housing — this of course had to be eliminated. The actuator was also poorly located for off road riding — it was at the bottom of the cover — so a new actuator system was made.
After those conversions, the engine was bolted in the jig and frame construction started. The traditional steel tube frame was made from excellent Docol R8 material, like most of our frames.
The Swingarm was based on a TM 300 one; it was widened and modified to mount Fox Clicker twin shocks. The front fork is a Showa 49mm Twin Chamber unit, mounted on KX500 triple trees. The KX also handed over the wheel hubs and front rim, but the rear rim was changed to a wider 3.00” one.
The front brake consists of an EBC floating disc with custom inner part to adapt to the KX hub, and a Brembo caliper which has also been modified to fit to that Showa lower leg. In the rear is a Nissin caliper from a CBR600 squeezing a Kawasaki KMX disc.
The exhaust was welded from 42×1.0mm stainless steel tube, to the end of which were fitted quite loud aluminium silencers.
Bodywork was picked up from the UFO vintage catalog, except the side number plates; they were delivered by Moto Forza. Finished with the seat from the KX and custom-made steel fuel tank.
• Any idea of horsepower, weight, and/or performance numbers?
It was not dynoed, but the stock 950 XVS is rated at 52hp, and the free-flow air cleaner and exhaust may give a few ponies extra.
It was ridden this way the first season, but it was hopelessly slow and boring. So the next winter I ordered Stryker 1300 cylinders and pistons with connecting rods. The crankcase mouth was machined bigger, the crankshaft balanced, and cylinder heads welded and machined for larger gaskets.
The cylinders also had to be converted to oil cooling because the Stryker is a water-cooled engine. Last job was to grind the intake lobes of the cams for a little more lift. Now the engine is much more lively; the bike even wheelies with throttle at first and second gear.
• Can you tell us what it’s like to ride this bike?
It is quite fun machine in gravel roads, but of course it is all too heavy for traditional Finnish enduro routes.
• Is there anyone you’d like to thank?
Hakala Service to delivering suspension components and Kevin Porter for zinc plating numerous parts.
Follow the Builder
Facebook: JL Meccanica
Instagram: @jlmeccanica
Photos: Lea Antola
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