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Difference between revisions of "Yamaha TD1"
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It had a very similar frame layout to the YDS-2 but was made from lighter material, and had completely different front and rear suspension. The entire front end from top triple clamp to axle was a race special assembly including fork legs, fork tubes, triple clamps, handle bars etc. The swingarm was what appeared to be an approximate copy of the RD-48 unit and was made from a lighter steel than the YDS-2 unit and the rear shocks were entirely different also. | It had a very similar frame layout to the YDS-2 but was made from lighter material, and had completely different front and rear suspension. The entire front end from top triple clamp to axle was a race special assembly including fork legs, fork tubes, triple clamps, handle bars etc. The swingarm was what appeared to be an approximate copy of the RD-48 unit and was made from a lighter steel than the YDS-2 unit and the rear shocks were entirely different also. | ||
27mm pot-metal carbs, an MC-2RY magneto ignition and 5 speed wide ratio gearbox adorned the machine, along with a cylinder wall lining consisting of anodization of the | 27mm pot-metal carbs, an MC-2RY magneto ignition and 5 speed wide ratio gearbox adorned the machine, along with a cylinder wall lining consisting of anodization of the aluminum cylinder itself. To minimize the risk of seizure the factory had worked out years earlier that it was essential to match the metallurgy of the piston and cylinder so that the required piston/cylinder clearance wasn’t reduced as the motor temperature rose. Very high silicon content was necessary for the pistons and new technology used during casting to control the way the piston behaved as it was made. Legend has it that a handful of customer TD1's came with chrome bores though this is unconfirmed. | ||
The clutch was mounted on the end of the crankshaft and was renowned for slippage and usually good for just one fast start anyway. At times the end of the crankshaft, being just 20mm in diameter, holding the clutch would snap right off, with the clutch busting out through the sidecase in a frightening manner !! First gear was very low, which helped with starts, but the huge gap to second meant that first gear was so low it was useless out on the track once the race was underway. This unusual gearing arrangement, combined with very stiff suspension, under-damped forks and "time bomb" clutch made the bikes difficult to ride, though they won races nonetheless. | The clutch was mounted on the end of the crankshaft and was renowned for slippage and usually good for just one fast start anyway. At times the end of the crankshaft, being just 20mm in diameter, holding the clutch would snap right off, with the clutch busting out through the sidecase in a frightening manner !! First gear was very low, which helped with starts, but the huge gap to second meant that first gear was so low it was useless out on the track once the race was underway. This unusual gearing arrangement, combined with very stiff suspension, under-damped forks and "time bomb" clutch made the bikes difficult to ride, though they won races nonetheless. | ||
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== Yamaha TD1B == | == Yamaha TD1B == | ||
[[Image:TD1B.jpg|thumb|350px|TD1B]] | [[Image:TD1B.jpg|thumb|350px|TD1B]] | ||
The 1965 season saw the introduction of the new TD1-B. Yamaha had decided to do away with the sometimes unreliable anodized cylinder, with a porous chrome plating applied to the | The 1965 season saw the introduction of the new TD1-B. Yamaha had decided to do away with the sometimes unreliable anodized cylinder, with a porous chrome plating applied to the aluminum cylinders designed to retain oil and assist with engine durability. The entries into the transfers were able to be enlarged thanks to the cylinder bolts being spaced further apart, though their port areas remained the same as the previous model. | ||
Exhaust timing was advanced by simply notching the pistons by approximately 2mm, inlet timing was altered by machining 9mm from the rear of the pistons as well. The big and small end bearings were updated also. New exhausts also made an appearance and this, combined with the piston mod, pushed the peak revs up 500 to 10,000rpm. | Exhaust timing was advanced by simply notching the pistons by approximately 2mm, inlet timing was altered by machining 9mm from the rear of the pistons as well. The big and small end bearings were updated also. New exhausts also made an appearance and this, combined with the piston mod, pushed the peak revs up 500 to 10,000rpm. | ||
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[[Category:Yamaha motorcycles]] | [[Category:Yamaha motorcycles]] | ||
[[Category:1960s motorcycles]] | [[Category:1960s motorcycles]] | ||
[[Category:Needs motorcycle template]] | |||