Yamaha TDM850: Legitimate - Behind the Wheel magazine

There are very, very few in the world universal motorcycles, and one of them is the Yamaha TDM 850. The times when it was produced are long gone, but even almost two decades after the last TDM 850 rolled off the assembly line, this model is still in some demand. This bike was never intended for the general public, despite its claims to versatility, but it was this quality that helped it acquire an entire army of fans. Even its successor, the slightly more modern TDM 900, was not as loved as the old Yamaha TDM 850, especially the first generation. And there are reasons for this.

The new machine from Yamaha made a splash all over the world.

The new machine from Yamaha made a splash all over the world.
The new machine from Yamaha made a splash all over the world.

The first generation of TDM was released in 1991 and was produced until 1995, and sales of the device began almost simultaneously both in Japan and in Europe and North America. The device was equipped with an in-line twin with five-valve cylinder heads, simultaneous up-down movement of the pistons and alternating stroke. In this sense, the engine resembled a boxer engine familiar to many, where the pistons also move synchronously. The engine at that time was no longer a new product. Since 1989, it has been installed on production XTZ750 Super Tenere and has already won the Paris-Dakar race several times. For the new TDM, the cylinder diameter and piston stroke were increased (from 87x63 to 89.5x67.5), thereby increasing the engine displacement by 100 cm3 and power from 70 hp. at 7200 rpm up to 77 hp. at 7500 rpm. Torque also increased from 68 Nm at 6750 rpm (for the XTZ750) to 75.5 Nm at 6000 rpm. Of course, changes were also made to the transmission. The first two gears were made “shorter”, which ensured more dynamic acceleration, but gears 3–5 were “lengthened” in accordance with the asphalt orientation of the motorcycle.

Two wheels for all occasions

It would seem - what’s so difficult about making a motorcycle that is equally well suited for all purposes ? The reasons for this are mainly commercial. Chopper riders do not need a high maximum speed; for fans of sport bikes, dynamics and maneuverability are more important than comfort; long-distance bikers are proud of the unpretentiousness of their touring enduro bikes. The Yamaha TDM 850 partly combines a little bit of everything. The design was original and somewhat controversial, but very successful. The Yamaha TDM 850 was produced for 10 years , having undergone one restyling during this time and receiving a lot of minor improvements.

The Japanese managed to cross a snake with a hedgehog and, with the TDM 850, get a motorcycle that can now be called a crossover. It is not suitable for conquering deserts and swamps, but it can overcome huge distances on broken roads, including dirt roads, with relative comfort and at an affordable price . Now the Yamaha TDM 850 on the secondary market is very cheap, comparable to some 20-year-old “400”. Why not? The maximum speed of the TDM 850 exceeds 200 km/h ( but this also depends on the body kit and condition of the motorcycle ), the gas tank holds 18-20 liters (depending on the generation), and acceleration from 0 to 100 km/h on a working bike is possible in 3. 8 seconds . Impressive even by modern standards, but the first Yamaha TDM 850 went on sale back in 1991 , when the USSR was bursting at the seams and falling apart. At the same time, many copies are still in use, and with proper care they will last for another couple of decades.

Why is the Yamaha TDM 850 so loved? For a large power reserve , excellent maneuverability , a good level of comfort , maintainability and general endurance. The design of the first generation was quite controversial, many considered it outdated even at the time of its release, but in 1996 the production of the second generation TDM 850 began. The appearance turned out to be successful, and it went almost unchanged to its successor, the TDM 900, which was produced later, in 00s. However, Yamaha still couldn’t manage to make a universal motorcycle with impunity, so there was a fly in the ointment.

The second version of TDM has become smoother on the outside and “V-shaped” on the inside.

The second version of TDM has become smoother on the outside and “V-shaped” on the inside.
The second version of TDM has become smoother on the outside and “V-shaped” on the inside.

This engine is one of the champions in “eating” oil. Even a completely serviceable vehicle can consume up to 200 grams per 1000 km, let alone equipment that is approaching 20 years old! This is due to both the large number of valves and the liner design of the cylinders. Despite its high reliability, the main guarantee of the durability of the CPG is proper running-in, which in most cases neither Japanese nor European riders have even heard of. We also note the rather soft metal of the oil scraper rings, which wear out much faster than compression rings. So if the TDM oil appetite begins to approach “a liter per thousand”, it’s worth considering repairs. Simply replacing the valve stem seals will most likely not give the desired results. Most often, it is the rings that are to blame for increased oil consumption. Unfortunately, it is impossible to buy oil scraper rings separately, and a full set of rings for both pistons will cost about 3,500 rubles. Compression rings should be changed only if they are significantly worn, when the gap in the ring locks exceeds 0.7 mm - and take a closer look at the cylinder.

Pros and cons of the Yamaha TDM 850

Advantages

Affordable price . Due to its age, you can buy a TDM 850 for a very modest amount of money, although you need to inspect the motorcycle very carefully before purchasing. Nothing lasts forever, and a 25-year-old bike will only remain in good condition if it has been in caring hands for a long time.
Strong and durable plastic . He survives most falls without consequences, unless, of course, they occur at significant speed.
Surprisingly good standard light . However, this is relevant mainly for the first generation TDM 850.
Dynamics . The bike accelerates very quickly even with a load and a passenger.
Brakes . They are efficient enough for aggressive riding even by modern standards.
Maneuverability . Thanks to the successful weight distribution, the motorcycle subjectively does not seem heavy, and it is very easy to control.
Power reserve . The fuel consumption of the TDM 850 when driving at a speed of 130-140 km/h does not exceed 6 liters of AI-92 , and the tank holds from 18 to 20 liters of gasoline.

Flaws

Engine habit of eating oil . It is necessary to constantly monitor its level.
Difficulty of maintenance . This is a price to pay for versatility in use, but maintaining the Yamaha TDM 850 is really not easy. So, to replace the spark plugs, you need to drain the antifreeze and dismantle the radiator, and to get to the battery, you have to remove the gas tank and side plastic.
Bad carburetors . The problem can be treated by replacing it with others from TDM 850 1999-2001.
Controversial rear brake caliper design. It sometimes jams a little, which leads to accelerated wear of the brake disc and pads.
Difficulty finding spare parts . It’s difficult to find something more serious than spark plugs or a battery for the TDM 850 in stock even in a large city, so you have to order what you need from Japan and wait for delivery.

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If this is not possible, then you should agree with the seller so that he does not warm up the device before the meeting, and look at the cold start with your own eyes. Black smoke from a newly started engine is a bad sign. By the way, a cold start can also tell you about the motorcycle’s oil appetite. The “push-pull” smell of burnt oil from the pipe should be very alarming. After the engine has warmed up, hold a piece of paper or a napkin to the exhaust pipe and rev it up properly. A spot of black soot on paper is a bad sign, and if individual black splashes are visible, it’s a bad sign.

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The next point of close attention when inspecting a motorcycle is the gearbox. Of course, you shouldn’t expect perfect clarity and ease of switching from a fairly well-established Yamaha, but the unit should work properly. It is highly advisable to take a ride on the device and click the box. Quite often there is wear on the fork, which is responsible for engaging the second gear, causing “missing” and “popping out”. Over time, the gear that is not engaged (that is, the gear that is not fully engaged) is eaten away and then a complete overhaul of the gearbox is ensured (from 20,000 to 30,000 rubles when replacing the gearbox with a used one with replacement work). So if there is a defect, you should either seriously reduce the price or refuse to purchase altogether.

Reviews from Yamaha TDM 850 owners

In 2014 I bought a TDM850 made in '93 for 120 thousand, the motorcycle was alive, but a little tired. The mileage was 40+ thousand km, but I think this is already the third or fourth round. I drove almost 20 thousand in two years, after which the engine said “boom”. An autopsy showed that one of the previous owners apparently poured sunflower oil into it instead of motor oil, at least, otherwise it is impossible to explain such an amount of dirt. For 25 thousand, a used contract motor from Finland was brought in, replaced, after which the bike was successfully destroyed in an accident on the Moscow Ring Road. I was luckier than the motorcycle, so the next year I bought a TDM 850 again, but this time of the second generation. Subjectively it’s the same, the headlights shine a little worse, the ride is a little better, but the difference is at the level of sensations. Ruslan, Yamaha TDM 850 '1993, Moscow.

An excellent and completely indestructible road bike with tourenduro suspensions. The spare parts are really poor, but the consumables are all suitable from other Yamas, so there are no problems. The actual mileage is unknown, I have already driven about 35,000 km without any serious breakdowns so far. The only problem was the detachment of the loaded trunk from the trunk at a speed of ~180 km/h, fortunately there were no cars behind. But this doesn’t seem to be a problem with the motorcycle, but otherwise everything is fine, for 150-180 thousand this is the only motorcycle suitable for long-distance travel, which can be found. Sergey, Volgograd, Yamaha TDM 850 '2000.

Before buying, I looked at reviews of the TDM 850 on YouTube, read the reviews, and didn’t understand how it could be comfortable on a motorcycle that looks like a typical classic. I myself had driven a Steed 400 before, but I wanted better suspension and a more peppy engine. As a result, I took a proven TDM 850 from a friend, he did not deceive me, I got a well-maintained motorcycle, albeit with external scuffs. Now I’ve finished the 2018 season on it, I don’t plan to sell it, I’ve been driving it for three years already. I tried the TDM 900 - the same thing, I rode the Varadero 1000 - I didn’t understand at all how people drive this iron. Along the way, I will continue to ride my 850 as long as there are spare parts for it. Victor, Odintsovo, Yamaha TDM 850 '1997.

The shock absorber is attached to the pendulum “without progression” and does not cause headaches.

The shock absorber is attached to the pendulum “without progression” and does not cause headaches.
The shock absorber is attached to the pendulum “without progression” and does not cause headaches.

The TDM suspension is simple and reliable; a conventional “telescope” in the front and a monoshock absorber without a linkage system in the rear, as a rule, do not cause any complaints, however, it is worth considering one nuance when disassembling the fork stays. When removing the supporting pipe from the “glass”, the metal guides (sliders) fit into one another and peel off the entire sliding Teflon layer from each other, so that along with the seals (920 rubles), you will have to spend money on guides (1300 rubles per set) . Thus, the current fork seals provide a well-founded reason to reduce the price not only by the cost of its standard rebuild (2500–3000 rubles), but also by the cost of a set of new sliders.

A “consumed” rear brake disc is a consequence of a soured caliper.

A “consumed” rear brake disc is a consequence of a soured caliper.
A “consumed” rear brake disc is a consequence of a soured caliper.

Another reason for bargaining could be a broken driven star bearing (RUB 1,650) - this unit is subject to wear much more than other wheel bearings. To understand the condition of the unit, just grab the star with your hands and try to swing it in a plane perpendicular to the axis of the wheel. There shouldn't be any play. By the way, it is worth checking the axial play of the star. Its cause is broken damper rubber bands attaching the star hub to the wheel (RUB 770 per set). Replacing them will not take much time - just remove the wheel and remove the sprocket along with the base from the wheel hub.

TDM brakes are a very reliable unit, but sometimes the rear caliper jams due to piston misalignment and the rear brake disc is “eaten up” ahead of time. Replacing a worn disc and rebuilding a caliper can cost 12–15 thousand rubles.

Version 2.0

In 1996, the first-born was replaced by the new TDM. Despite the old name, a lot has changed in the motorcycle. He was completely reborn in appearance, although he retained common “family” features. But as the biker wisdom goes: “The biggest improvement in your bike is never visible from the outside.” Here too, the usual in-line two-cylinder engine suddenly became a V-shaped one. How is this possible? Very simple! The crankshaft journals were rotated 90º, and the engine operation pattern became absolutely identical to the V-shape, because the working strokes no longer occurred at regular intervals. And although the power and torque remained unchanged, using the entire arsenal of power has become more convenient.

Yamaha TDM850: Review from Behind the Wheel magazine

The newborn was received with a bang, and the motorcycle found demand not only in Europe, which was “ripe” for such a “bastard,” and in Japan, which adores exotics, but also in America, which is intolerant of half-breeds (however, there interest in the model dropped quite quickly and sales of the model stopped after some years). Since then, the device has experienced three global rebirths and even more light plastic surgeries. We will analyze in detail the habits and “character features” of the first and second generations of “TygyDyMa”, as the most common in our habitat, and, according to the laws of the category, completely falling under the concept of “second-hand”.

Unlike gift horses, when purchasing a “Tygydym” horse, it is undoubtedly worth “looking into the teeth”, and some “rotten” teeth are typical for all modifications, but there are also individual problem areas for each individual.

The first generation TDM 850 was released in 1991 and was produced until 1995, and sales of the device began almost simultaneously in Japan, Europe and North America. The device was equipped with an in-line twin with five-valve cylinder heads, simultaneous up-down movement of the pistons and alternating stroke. In this sense, the engine resembled a boxer engine familiar to many, where the pistons also move synchronously. The engine at that time was no longer a new product. Since 1989, it has been installed on production XTZ750 Super Tenere and has already won the Paris-Dakar race several times. For the new TDM, the cylinder diameter and piston stroke were increased (from 87x63 to 89.5x67.5), thereby increasing the engine displacement by 100 cm3 and power from 70 hp. at 7200 rpm up to 77 hp. at 7500 rpm. Torque also increased from 68 Nm at 6750 rpm (for the XTZ750 ) to 75.5 Nm at 6000 rpm. Of course, changes were also made to the transmission. The first two gears were made “shorter”, which ensured more dynamic acceleration, but gears 3–5 were “lengthened” in accordance with the asphalt orientation of the motorcycle.

Another typical “sore” of all TDM modifications is the not entirely correct operation of carburetors that prepare an over-enriched mixture. The most unpleasant thing is that the quality of the mixture is almost impossible to correct with adjustments. Over time, the needles of the main dosing system break the wells of the sprayers and themselves receive noticeable production. The geometry of the fuel channel is disrupted, which leads to constant “overflow”. It is for this reason that, in particularly “clinical” cases, cold (and even hot) starting of the engine is often difficult, frequent “shootings” from the mufflers and increased fuel consumption are observed. To one degree or another, this “jamb” is inherent in almost all TDMs and in the early stages does not cause any special problems, but if the case is “advanced”, either replacing the needles and wells of the main dosing system (6,000 rubles), or replacing the entire assembly with a used one will help /y, which will result in approximately the same amount. It is worth noting that specimens with completely “dead” carburetion are not very common; however, when you “look” at a potential purchase, it is better to take with you an experienced mechanic who can diagnose the power system.

In addition, the diameter of the front fork pipes increased to 43 mm (versus 41 for the TDM-1) and the “jamb” with pipe guides disappeared. The oil tank moved from under the seat to the engine crankcase, and the battery moved from under the gas tank to the rear shock absorber area. By the way, although the batteries installed on the first and second generations of TDM are externally similar, they are slightly different. The TDM-1 battery (YTX12BS) is 87mm wide, and the TDM-2 battery (YT12B-BS) is 69mm wide (other dimensions are the same). Thus, it will not be possible to install a battery from the first generation on a second-generation motorcycle - it simply will not fit into the battery compartment. At the same time, reverse replacement is possible. Keep this in mind when purchasing a new battery!

Unfortunately, the second generation of “Tygdym”, having become more beautiful and more modern in appearance, did not get rid of most of the “diseases” of its predecessor, so all the “problem” areas of the TDM-1 are also the same for the second.

In 1999, the “Tedeem Horse” underwent another modernization, and quite a serious one. Without practically changing the appearance of the car, Yamaha launched an essentially new device onto the market. So, on the dashboard, the fuel meter took the place of the coolant temperature sensor, the mechanical odometer gave way to an electronic display, and the speedometer itself, although it remained a pointer, began to be driven not by a cable, but by electronics, from a magnetic sensor in the wheel, an alarm button appeared. The dipstick disappeared from the oil tank, giving way to a cleaner and easier-to-use inspection window, the clutch was strengthened and the gearbox ratios were slightly closer together. Thanks to the new carburetors, the filling of the cylinders with the mixture has improved, and softer settings of the springs and membranes have made it possible to dose the gas more accurately and gently. In addition, a throttle position sensor has appeared, based on the readings of which the engine control unit adjusts the ignition timing, and all this together made it possible to raise the peak torque to 80.4 Nm at 6000 rpm. Of course, the developers also took into account the tendency of old carbs to over-enrich the mixture: the new unit almost does not suffer from this disease. An electric pump is now responsible for filling the carburetors with fuel - instead of the previous vacuum one.

The reason for this was problems with the pump itself. So, after a long stay, the vacuum unit required quite a lot of time to fill the float chambers with gasoline, which often led to problems with starting, and in hot weather the pump located directly above the engine overheated and air pockets formed in it, which, of course, led to interruptions in engine operation. This replacement also made it possible to abandon the archaic gas tap, and a “reserve fuel remaining” lamp appeared on the dashboard. In addition to all these innovations, mirrors and some finishing elements have changed. Thus, of the entire galaxy of “Tygdyms”, the most rational purchase will be a motorcycle of this particular generation, because in addition to the actual age, almost all “childhood diseases” of previous generations have been eliminated.

The history of the model does not end there: in 2002, the third generation of the device appeared: TDM900 . In addition to the volume increased to 897 cm3, the motorcycle acquired a fuel injection system, a sixth gear in the gearbox, an aluminum alloy frame, an ABS system (since 2005) and many other innovations. In fact, this is a completely new device, inheriting from its ancestors only the name, engine layout and ideology. Thanks to the new design, the TDM900 acquired not only unique consumer qualities, but also a number of unique features and disadvantages that are worthy of a separate article.

Like most motorcycles that stand out from the crowd, the TDM850 is not as popular as, say, four-cylinder classics or sportbikes. However, it is precisely such controversial devices that win the most loyal fans. So, most often TDM is sold only for the purpose of buying another, more recent TDM, or those who, having tried it, are not imbued with the spirit and character of this device. Thanks to the caste isolation of this “reclassic - sub-enduro”, prices for TDM are kept at a fairly low level relative to road vehicles of similar power and cubic capacity, not to mention large enduros. So, for copies of the first years of production (1992–1995) they ask from 110 to 150 thousand rubles. For second-generation devices (1996–1998), which have already been used throughout Russia, they ask from 130 to 180 thousand rubles. and up to 210 if the motorcycle just arrived from Japan or Europe. For the latest modification of the 850 (1999–2001) you will have to pay from 200 to 240 thousand rubles. - a motorcycle devoid of “jambs” is valued much more expensive. And prices for “nine hundred” cars start from 250 thousand rubles. The question of selling a motorcycle in the future is worth thinking about now.

We have already noted that, as a rule, people who buy TDM do so consciously and, most often, are already familiar with the motorcycle. Hence the simple conclusion: the better the technical condition of the device and the “fresh” it is, the greater the likelihood of selling it profitably and quickly. Problems can only arise with the sale of a copy of the first series, since their target audience is aspiring Tygdym workers from the class of students and other not very wealthy youth. Of course, sooner or later the motorcycle will find its owner, but even now, at a time when the financial condition of the population is not the best, it is quite difficult to sell a device from the early 90s. So when buying, it is better to opt for the youngest possible specimen.

Source: magazine "Behind the Wheel"

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Yamaha TDM850: Review from Motorreview

In the “first”, the oil tank is installed next to the shock absorber, and the filler neck and screw are located under the saddle.

In the “first”, the oil tank is installed next to the shock absorber, and the filler neck and screw are located under the saddle.
In the “first”, the oil tank is installed next to the shock absorber, and the filler neck and screw are located under the saddle.

Bike features

Here are the main features of the motorcycle:

design complexity;
ease of landing;
pronounced atypicality.

It is very difficult to repair the model yourself, since even in order to change the battery, you will have to remove a considerable amount of plastic. This is the price to pay for versatility. However, this is not such a major drawback as to put an end to the motorcycle.

In the “second”, the oil filler neck is hidden under plastic.

In the “second”, the oil filler neck is hidden under plastic.
In the “second”, the oil filler neck is hidden under plastic.

Reboot

Technical characteristics of Yamaha TDM 850

From a design point of view, the TDM 850 has many non-standard and rather strange solutions. The Japanese, almost from scratch (some ideas were borrowed from the Yamaha XTZ 750 Super Tenere) designed a 10-valve, 2-cylinder liquid-cooled engine that had a very balanced character, without dips or snags, which at its peak produced 83 hp. and 80 Nm of torque , which provided excellent dynamics. The motor turned out to be so successful in this regard that it was subsequently installed on the Yamaha TRX 850 sportbike. But it also had one feature that even became the subject of jokes among the owners of the Yamaha TDM 850, and it is often mentioned in their reviews - oil consumption . During quiet driving it is almost unnoticeable, but at high speeds the TDM 850 engine consumes oil very quickly, and can consume several liters from replacement to replacement.

Fortunately, the problem is not critical - this motorcycle has a dry sump, and the oil is stored in the oil tank, from where it is pumped. To eliminate the possibility of oil starvation, you can simply fill the tank with a couple of liters of oil more than needed, as most owners do. Another headache was the standard carburetors (until they were replaced with another model in 1999), in which the needle wells broke over time due to vibrations. But the 2-cylinder engine with a crankshaft rotated 270 degrees instead of the classic 360 has the character of a typical V-twin , with powerful thrust at low speeds and a rich exhaust sound .

The motorcycle is driven by a regular chain. If you don’t buy Chinese noname spare parts, it can travel 15-20 thousand kilometers, or even more, if, of course, you take care of it. The suspension on the Yamaha TDM 850 is also quite good, with full rebound and preload adjustments both front and rear. Since 1996, the 41 mm fork has been replaced by a 43 mm one , which has a positive effect on stability in long turns. However, the TDM 850 is already capable of taking turns on the track . The motorcycle's brakes were decent even by modern standards - two 298 mm discs with 4-piston calipers at the front and a 245 mm disc with a 2-piston caliper at the rear. The bike stops almost as easily as it maneuvers, and in its case, such a characteristic is worth a lot.

In its “naked” form, the Yamaha TDM 850 is perfect for the role of a motorcycle for every day . It easily cuts through city traffic jams, and, if necessary, easily moves over curbs and other irregularities. If you hang panniers on the bike, and, ideally, install an enlarged windshield, then you can safely go on a long journey on it. It is unpretentious to gasoline, the seat on it is comfortable for most motorcyclists, and asphalt, which has not been repaired since the Second World War, is quite tough for it, especially if you put it on more “ toothy ” tires.

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The history of the model does not end there: in 2002, the third generation of the device appeared: TDM900. In addition to the volume increased to 897 cm3, the motorcycle acquired a fuel injection system, a sixth gear in the gearbox, an aluminum alloy frame, an ABS system (since 2005) and many other innovations. In fact, this is a completely new device, inheriting from its ancestors only the name, engine layout and ideology. Thanks to the new design, the TDM900 acquired not only unique consumer qualities, but also a number of unique features and disadvantages that are worthy of a separate article.

Similar models

The Yamaha TDM 850 has practically no analogues; this motorcycle was completely unique for its time, and modern two-wheeled crossovers are too different from it and cost completely different money to be able to compare them correctly. The only truly similar bike is the Yamaha TDM 900, which is a modified version of the second generation TDM 850 with fuel injection, a retuned and filed engine and other minor changes. Finding a 900 cc version is not difficult, and almost all the advantages and disadvantages have been transferred to it from its carburetor ancestor. With the exception of oil burns, Japanese designers managed to successfully solve this problem on the TDM 900.

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Like most motorcycles that stand out from the crowd, the TDM is not as popular as, say, four-cylinder classics or sportbikes. However, it is precisely such controversial devices that win the most loyal fans. So, most often TDM is sold only for the purpose of buying another, more recent TDM, or those who, having tried it, are not imbued with the spirit and character of this device. Thanks to the caste isolation of this “reclassic - sub-enduro”, prices for TDM are kept at a fairly low level relative to road vehicles of similar power and cubic capacity, not to mention large enduros. So, for copies of the first years of production (1992–1995) they ask from 110 to 150 thousand rubles. For second-generation devices (1996–1998), which have already been used throughout Russia, they ask from 130 to 180 thousand rubles. and up to 210 if the motorcycle just arrived from Japan or Europe. For the latest modification of the 850 (1999–2001) you will have to pay from 200 to 240 thousand rubles. - a motorcycle devoid of “jambs” is valued noticeably more. And prices for “nine hundred” cars start from 250 thousand rubles. The question of selling a motorcycle in the future is worth thinking about now.

Tuning

Like any other motorcycle, the Yamaha TDM850 can be easily improved. Experienced owners of these bikes are inclined to believe that the windshield needs some modification, since standard glass does not provide reliable protection from headwinds and other not very pleasant moments such as encounters with midges. Don’t forget about panniers - fans of long trips try to equip their motorcycle with this attribute already in the first stages.

Tuning Yamaha TDM850. Left view

Tuning Yamaha TDM850. Right view

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Another tuning option for Yamaha TDM850

When falling, the foot of the gearbox often suffers, so protective arches are a dire necessity.

When falling, the foot of the gearbox often suffers, so protective arches are a dire necessity.
When falling, the foot of the gearbox often suffers, so protective arches are a dire necessity.

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Yamaha TDM850 on the go

Yamaha TDM850. Silver

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