A piece of work from the time when the Japanese still thought they could beat the English motorcycle industry with their own weapons. Yamaha came up with the Yamaha TX 750. A beautiful motorcycle with a wonderful character. And it was so English-inspired that it was as unreliable as a British bike. Oops: Just kidding…
To prevent the 750 cc parallel twin from vibrating like an English engine, the Japanese engineers had fitted it with rotating balance shafts, the “Omni-Phase balancer”. In practice, those useful clumps of metal swirled through the engine oil, creating a frothy mass. Greasy air is not enough to lubricate an engine block. Oh yes, the balancer's chain stretched, causing vibrations. Add to that the fact that in the days of the Yamaha TX 750 there was still quite a bit of gas and long hard driving, that did not make the TX happy either.
The balance pipe right against the cylinder head was less successful from a cooling point of view than optically. The factory came with a leniency scheme, warranty and a modification kit. Mechanics were even flown in from Japan to repair the image damage of the Yamaha TX 750.
But the suffering was over: the name TX was contaminated and the beautifully designed and wonderful sounding twins made a free fall in terms of market value. Later tests showed that such a Yamaha TX 750 with modern engine oil specially developed for motorcycles would have been problem-free.
With its critical technique, the TX was just one step ahead of the then oil technology.
And all those TXs who died too early? They had often driven so few kilometers that they were sombrely put aside in anticipation of better times. So there are quite a few left. They are now starting to find their owners again. Now they won't be tortured by youthful hotheads with testosterone tuning. They can do what they were made for: quiet and stylish touring. And make you very, very happy.
The Yamaha TX 750 now
A beautiful TX 750 is a desirable asset. A style icon, an ode to earlier days. See any less than fine copy as a donor bike only. Parts for an engine that has only been produced for two years are about as scarce as virginity in a brothel or honesty in politics.
Therefore, buy immediately if NOS (new old stock) pops up somewhere. If you do not need the spare parts yourself, then it is the mirrors that you can exchange for beads with your fellow TX devotees. Because in those kinds of brotherhoods, 'together we have and know almost everything'. And oh yes: in the short term of the Yamaha TX 750 quite a few modifications have been made from a technical point of view. So first check very carefully whether all the things you are going to screw together are friends of each other. And the valve clearance on a cold block is only 0,05 mm.
American import models, and indeed, sometimes you find one, are often not modified. The real Europeans are that for 99%
A few years ago there was/were someone/a few people in NL who bought as many TXs as they could. Wonder what happened to that…
Yamaha TX 750
Engine: 2 cyl. four-stroke with overhead camshaft, 743 cc, compression 8,8:1, power 51 DIN hp @ 6100 rpm, torque approx. 60 Nm @ 4500 rpm, Mikuni vacuum carburettors, top speed approx. 180 km/h, 5-speed, brakes V/ A: double disc Ǿ 300 mm, drum Ǿ 180 mm, weight (empty) 210 kg.
Current Value: Supply is limited. But about € 4.500 seems like a realistic guideline for a machine that is neat and runs well.
The Yamaha TX 750 in the photos is Leen Dorp's bike. He made them and we were allowed to use them.
Jack,
I think an XS 750 is a three-cylinder, so a completely different engine, one with a cardan!
I understand that Yamaha wanted to show the world how advanced they were with the technology used. This may explain why they abandoned the bomb-proof design of the XS-650 and fitted their second four-stroke twin with sleeve bearings. Not really an ideal bearing (then) for a thick parallel twin. Car technology in other words, and with a very exclusive oil filter that could not offer any solace in the disaster plan. I think this TX has mainly been a product of the marketing department, with one of the most beautiful Japanese bikes ever made in my opinion. My only ride on a TX was short-lived, pre-emptively terminated due to a drop in oil pressure. But it's nice that today the improvements to the design with the quality of the oil, and that of the rider (!) can lead to a carefree piece of recreation. Timeless Touring, finally! As an ex-owner I still have a folder left, where I seriously suspect Jarno Saarinen in the Lego helmet on the cover page. But who really knows can say it.
This brochure was apparently so early that there is still a single disc in the front wheel. The TX750 is apparently the very first consumer bike that came standard with double discs in the front wheel. With an oh-so beautiful thick drum in the rear wheel.
I also had one, nice engine to drive for that time, a very good front brake. Only that oil consumption, a trip to the Motorrai and back to Zuidwolde in Drenthe needed 1,5 liters of oil. Traded in after a few years on a new Honda CB 750 K6 also a fine engine.
The TX750 is a seriously underrated motorcycle. With the factory modifications and modern oil a perfect touring bike. I have three myself and one is for sale. Fully restored and overhauled. After restoration approx. 2500 km run and in perfect condition. For interest: rob.remenwaal@xs4all.nl
Hello Dolf
I worked for Yamaha at the time and I remember the TX well. Practical engine, but indeed because of the balance shaft and the balance pipe and the lower quality oil at the time compared to now a problem child. Bad example of a modified TX that just reached the brienenoord bridge (12 km) from Rotterdam Noord and then ran into ruins
My friend Martien from Schagen bought an XS 750 new at the time (1978) and restored it as new a few years ago and had it overhauled. There would still be a story in the magazine about this, but after a message he has not heard anything. Too bad who knows, it immediately resulted in a new subscription ;-).
Why is there always a checkbox “I want to subscribe to the newsletter”? Isn't this the newsletter I just read?
Yes, a pity about that beautiful TX750 aka De Schuimklopper. And that while the XS650 block had such a good reputation.
The block looks nicer too.
But again a nice story Dolf!
Originally the British twin is a 500cc block.
The market asked for more power, and so the 500 eventually grew into a 850 cc vibrating and frame-tearing monster in a number of steps.
Norton has tried to solve that with their patented rubber suspension, Yamaha wanted to show with the TX that you can get a 360-degree twin fairly vibration-free by applying balance shafts.
Unfortunately, the oils of the time could not keep up.
They have learned to place the balance shafts higher in the block, but that came too late for the big twin..