OzVMX Forum
Marque Remarks => Suzuki => Topic started by: frostype400 on July 14, 2013, 08:54:20 pm
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I have a 1971 tm400 that I bought from Queensland quite some time ago but I put on the back burner when I found the cases were absolutely shagged and I got a left hand case easily but have been waiting for the right hand number side case finally got a good one.
I was laughing looking at the frame damage today it has had some major offs in its lifetime there is frame repairs all over the place but I will clean them up and you wont notice at all it goes to prove there reputation I have a lot of frames lying about none have that many repairs but I will still go with the stock standard motor and ignition.
The tank and guards are on my shelf waiting and the top end was done when I got it here are some photos I saved from the seller I will get the frame sand blasted soon and clean the repairs up and I will be in business can't wait to have a go on it.
(http://i656.photobucket.com/albums/uu283/frostype400/tm400side2.jpg) (http://s656.photobucket.com/user/frostype400/media/tm400side2.jpg.html)
(http://i656.photobucket.com/albums/uu283/frostype400/tm400tank.jpg) (http://s656.photobucket.com/user/frostype400/media/tm400tank.jpg.html)
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Rome wasn't built in a day Michael, the TM,is coming along just fine, keep going with it mate.
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Great work frosty, keep chipping away,can't wait to see the finished product.
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I'm proud of you fella! When most guys your age want to drive a Japanese buzz rocket turbo car and ride the latest 450, you're doing up a Charger and a TM400. Hold your head high Michael.
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Yr also a brave young fella - taking on a TM400!
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Thanks guys I have got to many projects on the go but this is one I have wanted to do for ages it was only the damaged cases holding me back so it will have a bit of priority I have ridden 450's and they aren't that special.
I definitely love old cars though and have been buying a heap of stuff for the charger lately I have got the complete interior now.
I was lucky yesterday a bloke gave me these I have to buy a book shelf now there is so many mags pretty much every wheels, modern motor, street machine etc etc from late 60's onwards to about 2000.
(http://i656.photobucket.com/albums/uu283/frostype400/61662670-A1A8-47F6-BB56-D3B6B6AE7046-11792-000006CEB6165D59_zps62e7f312.jpg) (http://s656.photobucket.com/user/frostype400/media/61662670-A1A8-47F6-BB56-D3B6B6AE7046-11792-000006CEB6165D59_zps62e7f312.jpg.html)
Even my 240z is getting close to being respray and I went with the stock look getting rid of the flares etc so it looks nice and clean that is what I like my charger is a nice stock looking car bronze with black vinyl down the door tops and white interior with e55 fish scale dash and console.
A lot of my mates buy newer cars and just lose money on them the novelty soon wears off where as my collection I could sell and probably nearly get my money back but that is not what is about for me I enjoy them if I didn't I would sell them all I think it will be life long obsession with old cars and bikes for me. :)
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I have a 1971 tm400
I was laughing looking at the frame damage today it has had some major offs in its lifetime there is frame repairs all over the place but I will clean them up and you wont notice at all it goes to prove there reputation
Yr also a brave young fella - taking on a TM400!
I was thinking the same thing.... :o
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Love your work young fella, but can you please learn some punctuation....I got whiplash eyeballs trying to read those posts. :D :D :D
I'm with the other guys...brave boy taking on a TM400, their reputation proceeds them. Something to do with the 'variable' PEI mapping.
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TS electrics smooth them out
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I am going to run the standard ignition no use having a tm if you are just going to run ts electrics.
Sorry about the whiplash EML. ;D
I got the frame done to nothing can some one tell me with the swing arm has any one swapped out the bushes for a bearing conversion or are the bushes worth keeping?
(http://i656.photobucket.com/albums/uu283/frostype400/7FC736A7-FA73-4753-99D4-29568C0EC207-12620-000007348D347B42_zpsa1cfa487.jpg) (http://s656.photobucket.com/user/frostype400/media/7FC736A7-FA73-4753-99D4-29568C0EC207-12620-000007348D347B42_zpsa1cfa487.jpg.html)
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Michael, the plastic bushes are shit and have a tendency to give you swing arm flex.... you are better off putting in Bronze bushes.
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Ok I thought they looked pretty soft does any one make them or does another suzuki model fit?
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If you have a mate with a lathe, make them yourself out of phosphor bronze.
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Is that type of bronze the go Davey? If was talking to a machinist a while back and he recommended a different bronze for bushes and the like. Said it had more of a "lubricating" effect than the phosphor bronze.
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Trust me Paul, I'm an ex kiwi. ;D. We have just done a few and that's what we used.
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Ok I will pull them out and get my engineer mate to make them the same as the plastic ones but out of Bronze.
Are all tm ts 400 forks the same only reason is my fork tubes are rusted so either need them re chromed or replaced.
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Love your work young fella, but can you please learn some punctuation....I got whiplash eyeballs trying to read those posts
Trust me, Michaels improved out of site compared to when he first came on here. He's a product of the no punctuation Gen Y texting generation.....they're all the same ::). I'm with everyone else on the swingarm bushes....phosphor bronze for sure. The TM400 needs all the improvement tricks you can throw at it. I'd be running that TS outside flywheel ignition though Michael. It genuinely improves the bike, takes the crazy out if it.
Are all tm ts 400 forks the same only reason is my fork tubes are rusted so either need them re chromed or replaced
TM/TS 250 and TM/TS 400 forks are all pretty much the same. 34mm Yamaha forks are better IMHO so if originality isn't a biggie, swap in some Yamaha forks and conical front wheel.
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Make sure you measure the swingarm size Micheal, the plastic ones can be slightly bigger and being soft the swingarm bolt will still tap in....the phosphor bronze ones wont be as forgiving.....you'll need to size it and make sure the bolt still goes through, but a way better set up.
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Talking tm400's, there's a tm400 motor in a rl250 frame as a flat tracker project for sale on gumtree at the moment.No need for laxative's there!
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There are a few young people that aren't like me the scary thing is there are kids coming through the education system that can't read and write at all.
I will put more photos as I go the frame will be done soon then I will get it rolling it is a lot easier bike to do than my gt80 less parts and because I want to ride it I wont be over doing it will be neat but fully usable.
Thanks Davey I will make sure to do that because that is the sort of thing I would mess up I will give all the parts to my engineer mate to work with. :)
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Talking tm400's, there's a tm400 motor in a rl250 frame as a flat tracker project for sale on gumtree at the moment.No need for laxative's there!
That was posted here as well a few days ago .. the TM400 motor was .. and the seller (hitatreeonce I think??) said he had the RL frame, CR forks and some other stuff as well.
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Hey Frosty grab the latest VMX mag theres an article on the TM400, might be useful, great read.
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Thanks Maicoman I seen that vmx was featuring the tm400 I will be picking that up sometime this week for sure.
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sounds like a fantastic project.
Here's a hint Frosty, when typing, if you have a break or breath if you were speaking, that's a good place to put a commer(,). ;)
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I am going to run the standard ignition no use having a tm if you are just going to run ts electrics.
(http://i656.photobucket.com/albums/uu283/frostype400/7FC736A7-FA73-4753-99D4-29568C0EC207-12620-000007348D347B42_zpsa1cfa487.jpg) (http://s656.photobucket.com/user/frostype400/media/7FC736A7-FA73-4753-99D4-29568C0EC207-12620-000007348D347B42_zpsa1cfa487.jpg.html)
I have often wondered how much of the TM's legendary handling woes can be attributed to that spindly swingarm
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Most of the TM400's handling woes had little to do with the frame. The major problem was the engine's erratic power delivery that can be easily fixed by a simple ignition change to the TS ignition or adapting something from another bike. The stock CDI ignition curve is junk and there isn't enough flywheel weight in the pissy internal rotor. Having said that, the frame isn't anything flash either but nothing coming out of Japan in 1971 set any handling standards. The plastic swingarm bushes are crap so going with the phosphor bronze items will be a noticeable difference. Another change that will help the bike turn much better is to bring the trail back a tad by fitting triple clamps with less offset. Bringing the rake in a tad works too, more easily done by fitting shocks about an inch longer than stock than by frame surgery or triple clamp mods. Fit cartridge emulators to the forks and a decent set of shocks and lo and behold-you've got a decent open class pre 75 mount.
I'm NOT a Suzuki guy by any stretch, I have one Yamaha eye and one Maico eye (with a British third eye in there somewhere ::)) but it's always bothered me that certain bikes got such a bad reputation from the American press that really wasn't warranted. The Yamaha SC500, '82 Maico and Cannondale are just a few of the bikes that have had to live with a reputation they didn't really deserve. The TM400 and the other three are all excellent bikes once the bugs are sorted out. The TM400 has over the years been a great open class bike that can hold its own with almost any bike from the period. If the late, great Andy Caldecott was still with us he'd be on here raving about the TM400's abilities. Granted Andy was a very special rider but his TM400 was nothing special at all, it just had the generic problems that held the bike back sorted and as those of us who were lucky enough to watch Andy ride the bike for the 10 years he raced VMX will know, he was almost unbeatable on that big TM, Maico mounted Ronnie Dinsdale being the only rider I ever saw beat him fair and square.
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Yes those issues w the engine are widely known, & everybody seems to concentrate almost solely on that (& no doubt it's a good place to start) but given an engine of that power the swingarm is more than a little wimpy & under-engineered to put it mildly. Flex like soggy spaghetti under a 250s power, never mind a big-bore or one w 'dramatic' advance curve & little flywheel.
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Yeah John the swingarm is a bit spindly but weren't they all ??? ;D That's why a lot of people made a lot of money fixing the multitude of wrongs on early 70's Japanese motocrossers. The ultimate in TM400 fix ups is my Boyd and Stellings framed TM400. Besides the obvious improvements such as the ultra light chro-mo frame with adjustable steering head rake and alloy swing arm, YZ250-A forks with gold valves, YZ front wheel and RL trials bike rear wheel, the anonymous original American builder fitted a Skunk Works 2kg steel weight to the original internal rotor on the stock CDI which works pretty well in softening the big hit but it also makes the bike very hard to start as I can't get enough flywheel speed to fire up the starter circuit. It's got TS points ignition in it right now but I got Karl Fuller at Betta Brakes in Adelaide to check this ignition out and he reckons it sparks fine so I'll give it another go. The bike will be for sale later in the year after some needed footpeg mount upgrades are done. In a bid to knock as much weight out of the bike as humanly possible the original owner used aluminium instead of steel to mount the footpegs. The alloy bracket set up is too flimsy and therefore dangerous. I can't sell it like it is...... The bike fell off the stand and broke the left side mount so I'd feel pretty bad if the new buyer hurt himself because of the bracket breaking.
(http://i1112.photobucket.com/albums/k495/firko2/BOYDANDSTELLINGS_zpsbd021326.jpg) (http://s1112.photobucket.com/user/firko2/media/BOYDANDSTELLINGS_zpsbd021326.jpg.html)
(http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION005_zps9f0252e4.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION005_zps9f0252e4.jpg.html)
(http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION006_zpsf0b6aec3.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION006_zpsf0b6aec3.jpg.html)
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The frame looks spindly but is quite heavy.
I still want it original though that is sort of important to me with most my bikes can any one give me the wheel offsets I have wrote it down some where and lost it.
I am sure it is going to have plenty of go and I fully appreciate that people know how to tame them and fix the flaws I really want to see what it will do though in standard trim.
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I am sure it is going to have plenty of go and I fully appreciate that people know how to tame them and fix the flaws I really want to see what it will do though in standard trim.
That's a good plan Michael. Ride it bog stock....identify the weaknesses and sort them one by one. That way you'll know what modifications are effective one at a time. If you change everything all at once prior to riding it you won 't have a full picture of which "cure" works and how it impacts on the other modifications.
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Frosty, do you walk with a limp?....that's what TM400's do to people, take the good people's advice on here....nobody can see what's behind the mag cover.
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It is one of those things I know that no one can see what it is running but I'd know and then that would bother me because it would be as if I actually wasn't riding a tm.
It is probably silly to say that because the modifications that every one is suggesting would improve the bike but it wouldn't be the same bike.
If you read the tm400 brochure it says that the pei ignition delivers perfect timing at any engine speed they wouldn't lie would they. ;D
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Here's a tip: fit the std ignition for your mates and put the TS unit on so you don't kill yourself.
A US mag stated that the powerband was variable and was prone to change from lap to lap. :o :o
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What a load of 8()LLs#!t
Decent tyres, decent shocks, progressive fork springs,
And a tuned pipe and your fine
TM 400s were dangerous in the 70s
Tame by today's standards.
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A mate had a TS 400 and I spent some time on it. brakes were pooh, suspension was ordinary, forks unresponsive and shockers a tad boingy.
The power was sensational, just awesome but the lack of flywheel saw it stall at the drop of a hat.
Just thinking about rear braking would stall the motor and then the compression of that big lung and short stroke would see a lock up into the scrub.
Despite putting some time on the bike, I never got around that issue.
When I read about the flywheel weights, I thought yes, that will do it...
It also shook itself to bits, cracking all the engine mounts..... that motor!
So watch out Frosty, the TS was bad enough with the lock up, the TM will be worse.
so I could see the TM's taking scalps regularly with a lock up and high side being pretty much a first corner event.
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A mate had a TS 400 and I spent some time on it. brakes were pooh, suspension was ordinary, forks unresponsive and shockers a tad boingy.
The power was sensational, just awesome but the lack of flywheel saw it stall at the drop of a hat.
Just thinking about rear braking would stall the motor and then the compression of that big lung and short stroke would see a lock up into the scrub.
Despite putting some time on the bike, I never got around that issue.
When I read about the flywheel weights, I thought yes, that will do it...
It also shook itself to bits, cracking all the engine mounts..... that motor!
So watch out Frosty, the TS was bad enough with the lock up, the TM will be worse.
so I could see the TM's taking scalps regularly with a lock up and high side being pretty much a first corner event.
Thanks John I forgot to add EBC Watergrooved Brake shoes
And Decent Fuel with a correctly adjusted Carb
TM/TS 400s are fun
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Yes I have one broken engine mount to attend to just needs a quick weld and grind off and it will be ok.
What bikes do you have in mind as dangerous by today's standards because I can't think of any maybe a cr500.
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some of the later husky wr 360's were pretty snappy in the power for the uneducated and the ktm 380 had plenty as well and all the big 500's were just that.... big... but compared to those older bikes, the engines are still very useable and the range of difference between different models is much smaller now c/w a tm 400 and say a husky 400.
I found the earlier crf 450's to be very snappy and a handful compared to the other 450' but again, its not that much different in overall feel across the range.
interesting concept though, I haven't heard anyone describe any recent (10 years) models as dangerous ..just different.
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I found this article on flywheel weights for the TM400.
A BOLT-ON SOLUTION for TM400 sweaty palms?
Some people have this healthy fear of snakes. Others cringe inwardly when they find themselves alone in a dark room. Yet others can’t stand being up high, or even worse-flying in an airplane. All of these fears pale by comparison to the fear-inducing potential of a stock 400 Suzuki MXer. This is one of the truly Frightening Machines Of All Time.
What makes it increase your pueker power? Part of the problem lies with the frame. another part with the suspension—but the bulk of the guilt lies with the power band of the engine.
There is no such thing as “just a little more” from the twist grip on the TM 400. Nosirree. You either get a giant handful or the engine stalls. This phenomenon is, of course. caused by the lack of flywheel weight. A logical cure, then, would be to bolt on some weight to slow the rev buildup down to a more usable level. Remember, power that does not get to the ground is wasted power. And slower building revs mean that the bike will be easier to ride. At least in theory.
And that’s why DIRT BIKE decided to test S0me of the bolt-on flywheels currently on the market. Woodland Hills SportCycle supplied the bikes and the equipment for our controlled testing. Along with our intended test of the 400, a flywheel was also bolted on the 250 MX. Even though this model doesn`t have the jolly gruesome of the larger machine, Woodland Hills SportCycle claimed that it makes the 250 into an easy to-ride trailbike.
The bikes were ridden in standard trim first, to get the feel of the stockers. If you read the test in the October “72 DIRT BIKE, you’ll remember that we were favorably impressed with the power band of the 250, so we really couldn’t see why SportCycle offered heavier wheels for this bike. Their reasoning was that some people might want to take the 250 trail riding or something of that nature. They claimed that the addition ol their flywheels would allow the rider to bog the engine down to very low r’s. Would we test the 250 also? Sure. Why not?
Our other machine was a brand-new, totally stock 400 Cyclone MX. For this machine, we had two separate flywheels to try. A 2-pounder and a 4·pounder. We chose the heavier item.
Off to the trails went the DIRT BIKE Wrecking Crew, with two Suzukis in tow. Both, as previously stated, were first ridden stock. The 250 was as we remembered it—decent power and very rideable. It could be ridden at very low revs for a racing machine low gear would let the machine move forward at a walking pace with the clutch out, just above idle. Any slower than this and it was necessary to slip the clutch to keep the engine from stalling.
A 2-pound flywheel was then bolted on the 250 (after a trip back to the shop). The 250 will not accept the 4-pounder—2 is the maximum.
An immediate difference was felt in the engine performance characteristics. Not all of it desirable. While the engine would lug down lower and smoother, engine response was sluggish. Not only did it take too long for the revs to build, but it also took a great deal of time for the engine to return to idle when the throttle was shut off. Much like a trials machine.
One additional factor made itself felt: The rear brake was less effective and had difficulty slowing the bike down. This will always be the case where heavy flywheels are working against brake shoe efficiency. In the case of the 250 Suzuki, however, it never had a giant reserve of brakes for starters, so this cannot come under the category of a Good Thing. No way. A rider who installs a heavier flywheel on the 250 will find his lap times on the motocross course getting slower. For trail riding? Even though we feel it makes the engine more tractable, the undesirable side effect on the rear brake makes us hesitate to recommend its use on the 250. Unless the rider modifies the rear brake to be more efficient.
Our attention turned to the 400. First a ride on the bike in standard trim. Culp. The merest tweak on the throttle produced a spinning rear wheel. Or if there was a modicum of traction available, the front end would leap for the nearest cloud. If contact was made with a series of harsh bumps, the machine would slither and hop sideways in an instant. Coming out of a corner under heavy power was a true adventure, indeed.
Back to the shop and zip-bam-boom—there we were with a heavy wheel bolted on. This one a 4 pounder. Back to the riding area, and a pleasant surprise. That 4—pound slab of steel did astounding things for the 400 racer. No kidding. Without taking a single iota away from the top end of the Cyclone, it made the power band almost pleasant. Additionally, much of thc tendency for the rear wheel to lock up under braking was eliminated. Unlike the 250, the 400 had an overly sensitive rear brake.
This is the best thing, the single best thing a rider could possibly do to a stock 400 Suzuki. In Fact, there really ought to he a law requiring the installation of the 4-pound wheel before the bike can be sold.
Much of the sideways hop disappears and the machine is infinitely more tractable. The bad handling is still there, but even this is helped considerably because of the more predictable throttle reaction. One can almost trail ride the bike—but not quite. We would recommend that the rider go for the 4-pound flywheel rather than the 2 on the 400.
Woodland Hills SportCycle offers these wheels either mail order or at their high-rolling shop. The address is 22726 Ventura Boulevard, Woodland Hills, California 9136-1. Phone number (213) 340-2191. Tab for the items is $19.95 For the 2-pound wheels and $23.95 for the 4-pounders. They pop for the postage if prepaid and you get burned For the tab on COD stuff. If you stop by the shop, they’ll install the wheel For Free. Providing, of course, you bought it there. Don’t expect much more than a nice smile if you bought yours in Wilmington, Delaware. Oh yes. They have all manner of trick items for the Suzuki line of dirt hikes and will send you a free brochure if you want to gamble a stamp. It’s your stamp
(http://i1112.photobucket.com/albums/k495/firko2/tm400_2_05_zpsf559b9a8.jpg) (http://s1112.photobucket.com/user/firko2/media/tm400_2_05_zpsf559b9a8.jpg.html)
(http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION006_zpsf0b6aec3.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION006_zpsf0b6aec3.jpg.html) (http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION005_zps9f0252e4.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION005_zps9f0252e4.jpg.html)
The "Skunkworks" brand 4lb flywheel weights on my own TM400 .
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(http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION006_zpsf0b6aec3.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION006_zpsf0b6aec3.jpg.html) (http://i1112.photobucket.com/albums/k495/firko2/TMIGNITION005_zps9f0252e4.jpg) (http://s1112.photobucket.com/user/firko2/media/TMIGNITION005_zps9f0252e4.jpg.html)
The "Skunkworks" brand 4lb flywheel weights on my own TM400 .
Great article Firko, thanks for posting it.
Just a question. Does the modified flywheel (such as your skunkworks one) fit under the standard sidecover with the weight attached to the rotor? Just looks a bit too wide?
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Just a question. Does the modified flywheel (such as your skunkworks one) fit under the standard side cover with the weight attached to the rotor? Just looks a bit too wide?
It fits fine Simo.
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I rekon that alone would transform that bike to something very enjoyable.
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As mentioned previously there is a great article on this Beastie in the latest VMX mag.
Considering it's an OZ publication I'm disapointed they didn't mention that a Hazel & Moore entered TM400 won the 6 hour race at Nepean in 71.
Suspension isn't as important on DT nut they must've been pretty quick, might be the first of those disgusting oil burners to win the 6 hour.
I'd own one.
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As mentioned previously there is a great article on this Beastie in the latest VMX mag.
Considering it's an OZ publication I'm disapointed they didn't mention that a Hazel & Moore entered TM400 won the 6 hour race at Nepean in 71.
Suspension isn't as important on DT nut they must've been pretty quick, might be the first of those disgusting oil burners to win the 6 hour.
I'd own one.
Do you remember who was riding it Steve?
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Sure do Pete, 3 Legends, well 2.5.
Brian Martin (Kiwi), Brian Clarkson & brother Carlos.
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Flywheel weight is great for Dirttrack,
But not for MX with modern tyres and decent suspension.
Exactly the same for the RL Trials back in the 70's they needed flywheel weight for traction,
Modern Trials tyres fixed that.
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Sure do Pete, 3 Legends, well 2.5.
Brian Martin (Kiwi), Brian Clarkson & brother Carlos.
Talking to Vern Grayson on the weekend who reported that the legendary Brian 'Clarko' Clarkson is in pretty poorly condition. I spoke to Brian about three weeks ago and he told me that he "feels like shit" and that he can't drive very far and has had to hire a lady to cook and clean for him. Anyone who knows the stubborn old bastard will know that he has to be pretty bloody crook to allow that into his life. Clarko's one of the toughest blokes to ever race a motorcycle....in his day nobody could outride him out root him or out drink him.....he lived it like a rock star. I think Jonesy and I will be taking a road trip up to Port Macquarie to see him in the near future. It was good of him to loan the ex Roy East Metisse to HEAVEN to show off at Buladelah on the weekend.
(http://i1112.photobucket.com/albums/k495/firko2/Picture008.jpg) (http://s1112.photobucket.com/user/firko2/media/Picture008.jpg.html)
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Flywheel weight is great for Dirttrack, But not for MX with modern tyres and decent suspension.
I would have thought a bit of flywheel weight would have been something of a blessing on one of those orange-tankers to iron out the grunt : gnaw is something they weren't short of. Lou Peeti, a Maori sheep shearer and mx racer from Dannevirke picked up a ride from Colemans in NZ when they came out. He was one tough hombre, but the next time we spotted him he'd forked out his own dough and bought a 400 Husky with a view to living a bit longer. Peter Ploen was working for Colemans, and started forging a name for himself with spectacular acts on an orange-tanker. Next time we saw him, he had a leg in plaster. By the time the first of the yellow-tank TM400s came out, MXA mag was full of tales of destruction by the "Nowigotcha" 400. A Whangarei Suzuki dealer named Dave McCluggage was a big, strapping fellow who pooh-poohed all the cissy tales about the so-called hinge-framed horrors. We saw him pull a top-gear flying-W over the front of his TM400 at the end of a bumpy, muddy straightaway at Tokoroa one day, and the next time we saw him, he was racing a TM125. So I reckon, if you can smooth her out a bit, couldn't hurt.... ;)
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If TM400R's came with Works Performance shocks, Progressive front fork springs and decent tyres their reputation would be completely different to that of a Widowmaker or Serility Clinic.
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and a flywheel weight... :D
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If TM400R's came with Works Performance shocks, Progressive front fork springs and decent tyres their reputation would be completely different to that of a Widowmaker or Serility Clinic
Are you sure being a Suzuki dealer hasn't clouded your memories of the TM400 Graeme ;D? I've ridden both orange and yellow TM400's and even wrote a magazine article of my first ride experience on a TS400 and I know in my heart that the only real cure to the TM's erratic behaviour is to either add weight to the existing CDI flywheel or fit a TS points ignition and to fit a full circle late TS crankshaft. The major flaws in the TM400 engine is the lack of flywheel with the porkchop crank and erratic CD1 mapping. Fix those problems and you're on your way to having a decent bike. The best cure of course is to do all of those things plus fit the engine into a Cheney or Boyd and Stellings frame as I have.
All that aside though, all Japanese bikes from the era were pretty awful but they can be made into good racers with a bit of careful development. As long as the ignition issues are addressed the TM can be a handy open class weapon.
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Thanks for posting the articles some good reading in them it seems a simple solution if I am unable to ride it standard.
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If TM400R's came with Works Performance shocks, Progressive front fork springs and decent tyres their reputation would be completely different to that of a Widowmaker or Serility Clinic
Are you sure being a Suzuki dealer hasn't clouded your memories of the TM400 Graeme ;D? I've ridden both orange and yellow TM400's and even wrote a magazine article of my first ride experience on a TS400 and I know in my heart that the only real cure to the TM's erratic behaviour is to either add weight to the existing CDI flywheel or fit a TS points ignition and to fit a full circle late TS crankshaft. The major flaws in the TM400 engine is the lack of flywheel with the porkchop crank and erratic CD1 mapping. Fix those problems and you're on your way to having a decent bike. The best cure of course is to do all of those things plus fit the engine into a Cheney or Boyd and Stellings frame as I have.
Not biased Mark,
CR250M were the same, nothing then everything
Being lighter made them easier so less of a reputation
Good shocks and good tyres are a good head start on all VMXers
I just wanted the young fellow to get it right
Some great info has been posted so far,
I forgot to mention to find the articles on Roger Grainers Superlight TM400
All that aside though, all Japanese bikes from the era were pretty awful but they can be made into good racers with a bit of careful development. As long as the ignition issues are addressed the TM can be a handy open class weapon.
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bump
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I have had GMC sort an original pipe for me that I had shipped from the US but I have been busy with other bikes and I bought a 74 tm400 in ready to ride condition I also sourced a correct orange tank as it had a ts one on it I will do this but its on the back burner at the moment I have been having fun sorting bikes nut and bolt resto are fairly demanding making riders to use I have been enjoying.
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:)
That's me like button
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wack some lights on it frosty and bring it to harrow...THAT would be an adventure
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The tank I found for the 71.
(http://i656.photobucket.com/albums/uu283/frostype400/8B954BB5-4DB6-4F2C-BB21-29B147B67ACA_zps6smazv0r.jpg) (http://s656.photobucket.com/user/frostype400/media/8B954BB5-4DB6-4F2C-BB21-29B147B67ACA_zps6smazv0r.jpg.html)
The 74 its at my mates at the moment he wants to get some photos of it in the back of his old f100.
(http://i656.photobucket.com/albums/uu283/frostype400/968230C7-8237-4762-952D-CB26582558F1_zpstb7bgwfx.jpg) (http://s656.photobucket.com/user/frostype400/media/968230C7-8237-4762-952D-CB26582558F1_zpstb7bgwfx.jpg.html)
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nice, I love the look of those tm soozooks...got RD Coster written all over them
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Me too (LIKE)