Yamaha TX 750 now

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A beautiful Yamaha TX 750 is a desirable possession. A style icon, an ode to earlier days. Parts for an engine that has only been produced for two years are about as scarce as rapid cabinet formations.

Gone are the days when a Yamaha TX 750 for sale was only worth a pitying smile. Therefore, buy immediately if NOS (new old stock) appears anywhere. If you don't need the parts yourself, you can exchange mirrors for beads with your fellow TX enthusiasts. Because in those kinds of fraternities, 'together we have and know almost everything'. And oh yes: in the short lifespan of the Yamaha TX 750, quite a few technical modifications have been made. 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. Americans don't do things like that. In addition, American TXs broke down less often because there are strict speed limits in the US. The problems only started in Europe because the beautiful, somewhat chubby twins had to fight to the death with pilots on 'Autobahnen' and 'Autostrades'. Teams of Japanese technicians were flown in to provide importers and dealers with updates to existing (and defective) machines - up to completely new blocks. The real Europeans are therefore 99% adapted to European/fast use.

Oh yes: All in all, about 30.000 Yamaha TX 750s were made and they were the first Japanese road motorcycles with aluminum rims. The 1974, the TX 750 A, was the final, fully developed type that did its job without any problems.

A few years ago there was someone in the Netherlands who bought as many TXs as he could. Wonder what happened to that...

Some of them may have risen again. Because there are now passionate enthusiasts. Collector Rob Remmerswaal from Wezup (Wisp in local parlance) is one of them. In a long-term process of 'wheeling and dealing', his collection is reaching the limits of what is possible in terms of space. He has motorcycles of several brands and sizes, but a corner of his storage room is filled with full confidence with Yamaha TX 750s. And he organized a TX 750 meeting. If you organize a Harley or Goldwing meeting, you can count on hundreds or thousands of participants. At a TX 750 meeting, an attendance of around a dozen copies is reason enough for a publication in the local HaH (Huis aan Huis) newspaper.

Of course, the extremely pleasant meeting went off without a hitch. There are now a few real specialists within TX circles. Through a lot of searching and searching, the supply of parts is good. But a good, modified TX 750 is not a machine that begs for new parts every week. Especially because the biggest problem at the time was not the technology itself, but the oil. Modern oils have double-muscled anti-foam additives that circulate oil instead of greasy air. The not so clever placement of the balance pipe in front of the exhaust valve side is sufficiently compensated by the oil cooler that was part of the modifications.

All in all, the Yamaha TX 750 had its problems. These resulted in irreversible reputational damage. To put it mildly, you couldn't really blame the TX for that. The twin with its Omni Phase Balance System was designed as a stylish, low-speed driving and traveling machine.

Before he started working with the tuning forks at the brand, Mang Yuan, Mister Yamaha, rode around Europe on a TX 750 that had come here for the RDW inspection. We know another TX driver who has never had his block opened after 75.000 km. So in the meantime we can wave all the horror stories to the land of forgotten fables over a glass of (if necessary non-alcoholic) beer.

A TX 750 is not only beautiful, but also simply good. Or at least 'good enough'.

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/min
  • Carburetors: Mikuni vacuum
  • Top speed: approx. 180 km/h
  • Gears: 5
  • Brakes V/A: double disc Ǿ 300 mm, drum Ǿ 180 mm
  • Weight (empty): 210 kg

Current value: The offer is limited. But around €6.500 seems a realistic guideline for a machine that is neat and runs well. Projects cost around three grand. Toppers now have (asking) prices above € 10.000.


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photo: Maurice Volmeijer
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  1. I also rode a TX for a number of years, a nice bike, could brake with a squeaky front tire. Many people remember that we went to the Motor Rai. I then lived in Zuidwolde, Drenthe, and back to the Rai. Oil consumption was 1,5 liters, which must be more than 350. km. was a bit much. later traded in for a Honda CB 750 k6. knowing what I know now, I would want one again.

  2. The one and only ride I made, on a borrowed TX, ended after about 10 km due to loss of oil pressure. As if there was monograde in the block instead of the modern multigrade. My own copy, bought in love, turned out to be too big a project to complete.
    Because I thought – and think – this is the most beautiful Japanese motorcycle ever made. The first bicycle with standard 2 discs at the front (in Europe) and always with such a thick drum at the back: beautiful! It is great that the model has now become viable in the hands of people who today form a very exclusive association.

  3. Yamaha TX750?? Great thing.
    But then XS750. Now that was a thing, Triple!!!
    But that wasn't what it was about.
    TX...nothing wrong with that, but yeah.

  4. Years ago I was able to attend a TX meeting in Zwiep with another Yamaha little one (XS750); great people.
    On Sundays at the mill in Gildehaus I often meet a German who has made a cafe racer from a TX, but has also driven more than 60k with it.
    Good oil, and removing the balance pipe between both ports (?) apparently does enough to keep the oil liquid and not to whip cream.

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