Innaresting!!

Lolol, that engine does not have a good track record in history. A shame,,,so many other Japanese engines available to build such a bike.
 
In my opinion, it's a beautiful engine. The third evolutionary stage was good, but by then its reputation had long since been ruined and sales were near nil. However, why they made it into an orange SFC copy is beyond me ...
 
Imho, the TX donk is actually pretty amazing. I had the opportunity to ride one recently, it performs pretty well with the vibes cancelled out by about 95%, just enough left to let you know that it’s alive.
Bike reminds me of Chris’ GSXR~SFC mongrel. Whatever rocks your boat…

piet
 
Could fit an SFC tank seat and fairing to any bike if you want it to be uncomfortable.
The TX750 could have been great back then, but the countless recalls for pretty serious faults put paid to it. I wonder if any of them made it far enough to have head/valve seat cracking like the 500 little brother.
 
Tippie said:
Could fit an SFC tank seat and fairing to any bike if you want it to be uncomfortable.
The TX750 could have been great back then, but the countless recalls for pretty serious faults put paid to it. I wonder if any of them made it far enough to have head/valve seat cracking like the 500 little brother.
Click to expand...


AFAIK not Lee, TX750 is a 2-valve design ...
 
I believe the early TX750 issues stemmed from the balancer shaft whipping the oil up into a bit of a lather ( laver-ha ) ....... resulting aeration of said lubricant causing problems ........
 
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Back in the late 1970's a company here in the US bought all the remaining TX750 engines after Yamaha discontinued the bike. Motorcycle magazines about custom bikes or choppers would always have an advertisement in the back for the new engines at $120 each. Many of the engines went in to choppers as it was the cheapest engine you could buy and it was brand new.


The TX750 had two major problems.

The engines ran very hot and later Yamaha retrofitted oil coolers to the bikes under warranty. The aluminum exhaust manifold also dumped extra heat in the the engine.

It was designed as a touring bike and never expected to see red line. But the customers thought otherwise and as it was a heavy bike, over revving it was the only way to beat you friend on his Honda 750. This would stretch the balance shaft chains (the engine had two separate balance shafts) and put the shafts out of phase, making the bike vibrate very badly until the chains broke.

The 1974 and later versions after Yamaha made extensive modifications was very reliable but unfortunately the damage was done and no one wanted the bike.

I worked at a Yamaha dealer in California back in 1976 and saw lots of these bikes sitting in the service department with blown engines. They also had new 1974 and 1975 TX750's sitting as they could not give them away.

The Yamaha dealer also had an almost brand new drum brake 750SFC they had taken in on trade. No one wanted it but me and I had no money. It sold eventually for I think $1200?

My bike at the time was a 1973 Yamaha RD250.
 
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I had a TX750 in the early 80's to commute to work. It already had an oil cooler and deep sump when bought it. It did 200 miles a week for three or 4 years with virtually no problems. It also out performed the Yamaha 750 triple my mate had.
 
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