Project Yamaha SRX 250cc

Bit of an update on the SRX story.
A while back i found 2 x new original 51Y inlet manifold's via one of my contact's in the good old USA , but both of them where the same part number though , both used for the L/H side. This only meant that a vacuum nozzle was needed to be fitted on one of them.
Fitting the new set of inlets actually went pretty well without any big issues. Just took the time to work slowly and making sure to match the I.D of the inlet manifold to the inlet port of the head , so the matching surfaces was smooth inside.There is a lot of play even using the correct bolt's for the inlet's to the head. Wonder if the bike mechanics would just bolt them up without checking inside for contact to both surfaces ?. Some correct sealing paste for the new inlet O ring's and rubber grease was ordered / used. Since both of the inlet's where made for the L/H side that meant the locating tab on the R/H manifold was in the in-correct spot where the clamp should be fitted originally. Simple fix though , one of my old re-winding tools from back in the day's was the exact size and shape to make another indentation in the clamp so both clamp's where sitting where the should be so it looked correct.

Found out also some short cut's on fitting new inlet manifold's , as in less stuff to be un-bolted and removed out of the frame.But i think that these new inlet's will be still going strong / being used after i'm pushing up daisy's.

But here comes the bit , how to make a grown man cry. Many hour's later while heading back into the shed , smelt fuel. Not good , the little fuel line section that goes between the main carby and the secondary carby sprung a small weep , just enough to drip fuel onto the engine case.We all know that paint and fuel don't play nice together and in my case they didn't. My once nice paint job isn't so nice anymore , it's not bad just a little bit wrinkled below the secondary carby . I just left it alone and let it dry for few day's. Where this little fuel joiner on both carby's is fitted , both of the fuel nipples are slightly off set with each other so fitting some new tygon fuel line hopefully should be a easy fit. The only issue using the tygon fuel lines is that not one of my O.E clamp's can be used. The tygon fuel line wall thickness is so thin , so may have to find some safety wire. I'd prefer to use the O.E clamp's as i'm trying to keep all of the original hardware on the bike , as we all know finding original part's is only going to get harder as time goes on.I might post a picture of the O.E clamps , just in case someone has some super small clamp's not being needed / used. No harm in asking.

Anyway , will do another up-date regarding the fuel leak saga. I''ll have a snoop to see what clamps are out there first.

 

Thank's for the input guy's. Much appreciated.

I do have heap's of Tygon fuel line , so if i heated it up with the hair dryer it will be a neat fit and shouldn't leak. I should have purchased a new fuel line , i simply just didn't think of it .But the fuel line is still soft though , so it may be just the two little clamp's that aren't doing there job.

Thank's Andy for the info , i haven't heard of these guy's either.
I'll see if the two little clamp's are still available and if they are , i'll order the original fuel line and the two clamp's. I prefer not to have any more fuel leak's. I'm pretty well peeved off over the paint being damaged.

If the clamp's are N.L.A i'll go the way The Good Doctor recommended.I really do want to keep it original if all possible , this will last me out then.

 

Hi Andy. Can you supply a link please to Yamaha wizards in Australia. I cant find them. I must have been sniffing to much 98 octane.

 

Thanks Andy. I'm pretty sure that I don't need anything else , famous last words . But i might hang off and have a look over the bike just to make sure. Can't go for a ride anyway with the travelling ban in place. Can you send a link to the Yamaha wizards please , id like to see what there about as I've never heard of them

 

Hi Buddy. Nah , I always make sure I ask you what parts your after just in case. I still owe you big time for all of your help.
You should see what Mr Squirel has on it's way atm. But hang onto your G strings buddy , the next batch of goodies will blow your G strings off .
I don't think I'll get the bike out until everything goes back to normal. No trouble that way getting pulled over.
That would be great thank you , can you give me some advance before ordering. Thank you

 

Hi to all.
Bit of an update.

Well , finally getting some K's onto the engine , so far 656 k's has been done , but has taken many year's for that to be done.

For a 250cc single cylinder four stroke engine , it's preforming quite well.

It zip's up to 100k's really easily and want's to keep going , and not much throttle is needed either and that's only revving the bike to 6000 rpm through the gear's , so i'm way off the 10,500 rpm redline.

It seemed to have livened up recently , well that what it feel's like , and no , i haven't been sniffen 98 octane for a while.

No doubt the engine has loosened up after the full house rebuild , but also the huge 520 O ring chain fitted also must have loosened up.

I should have fitted a non O ring chain and a lighter chain on top of that , but I just went off what the factory recommended to fit via the manual.
I have no idea why it need's a huge 520 chain , even the FJ1100 is listed to use a 530 chain , and i think the FJ 1100 has a tad more HP than the SRX has.

Had some issue's today with the blinker's not flashing sometimes ( usually check the light's over before heading out ), what i thought would be only dirty contact's terminal's on the blinker relay was in the end , but on test , the blinker can just didn't sound right when switching inside , so look's like i'll have to purchase another blinker , for safety sake.
The blinker can fitted is an O.E unit , it was on the bike when purchased.
By the look's of the relay , it's been there a long time so it's done really well i think , surely it wouldn't be the original one fitted to the bike when it left the factory , who know's of the bike's history.

Anyway , that's it so far , C ya all

 

Hi to all.
Well , bit of an update on the SRX.

Never have been happy how the clutch lever felt when releasing the clutch on take off.

The clutch wasn't slipping at all , just didn't feel smooth enough for my liking , or what i expected / how it should feel.

Also I had issue's with the engine oil not staying clear , i suspected the friction plate's falling apart.

So operation fix the clutch was put into place.

I already had some Barnett kevlar friction plate's in my spare's box with some other N.O.S part's that i scored a while back , of course i found these friction plates after the bike was put back on the road , bad timing for me.

The only problem was that the part number on the bag related to a Yamaha FZR 1000 clutch and not to a SRX 250.

Via the local Barnett rep ( very helpful guy), the part number that was listed to suit the SRX 250 was a different part number all together and these friction plate's where nil stock at the moment , but where on there way from the US.

Have to admit the date of manufacture on the friction plate's i had where very old , hence the issue with the part number's , so can't blame the rep for not knowing , well unless he had Dr Who's tardis to go back in time to 2004 when these friction plates where made.

I asked for a price on the correct part number friction plate's to suit the SRX 250 , but since there where none in stock , i thought i'd do some snooping on what friction plate's i actually had.

I emailed Barnett USA for help / clarification , but had no reply for a few day's , so reached out to another forum member @ Alumascoupe since he's a native in the US , he was kind enough to ring Barnett USA for me and to find if they where correct to suit a SRX 250.
Thank's again for the assistance.
This is why this forum is so brilliant , helping each other !.

Since @Alumascoupe made contact with Barnett USA over my query for me , the USA rep has gone out of his way to help me as much as possible , very impressive customer service.

Thankfully , the friction plate's i had where correct , the local Barnett rep had steel clutch plate's and the compression spring kit in stock , so they where ordered.

Side note:
I compared O.E prices to the Barnett price's.
As most of you know me pretty well , i prefer to use O.E part's when / if possible.
The Yamaha friction plate's where a lot cheaper than the Barnett friction plate's , but the Barnett friction plates are Kevlar made so no doubt dearer to manufacture.
The steel clutch plates and the compression spring's from Barnett where a lot cheaper than O.E part's.
But since i had Barnett friction plate's , i chose to use all Barnett product's.

At this stage i've already ordered a new side cover gasket / already have spare O.E oil filter's / oil etc.

I ropped in my local good mate to help me , i've never changed a wet clutch before , so having a knowledgeable guy there was a huge bonus and peace of mind to make sure that it went back together properly , with all of the bolt's etc torqued up to spec.
He also brought along other tool's and a rattle gun , just in case the old clutch basket had to come off.

Anyway , all went really well with the rebuild , there where no damage / wear on the clutch basket or clutch boss , that was a surprise , but there where fine scratches on the pressure plate , nothing horrendous. There where no wear ridge's at all , just light scatches

But since i had a new pressure plate in the spare's box , a new one was fitted.

The oil filter mesh showed no sign's on friction plate particles that i could see , but i still suspected the original friction plates making the oil go dirty to fast.

Finally have done a road test ( few day's later ) after the rebuild , WOW , what a difference it's made , the clutch is so smooth in operation , really happy with it.

The difference under load is mind blowing , wonder if the O.E friction plate's would feel the same over the Barnett kevlar made friction plates.

The clutch lever is also slightly harder to pull in , not much though , i expected the Barnett compression spring's to be a lot heavier being a performance made product's.

The clutch lever takes up a lot sooner also , but that's to expected as everything is new again.

Have been on two ride's , so far the engine oil is still crystal clean , happy about that especially what the cost of the oil.

Anyway , everyone like 's picture's and without picture's it never happened , so here they are.

I 've also took a picture of the Barnett clutch pack , this may help other owner's in the future.

The first picture is the clutch pack fitted.

The second and the third picture's are the old clutch pack and the wear / scratches that was on the pressure plate.

The fourth and the fifth picture's are the new clutch pack and the new pressure plate that was fitted.

 

Hi to all.
Has been a very long time since i've posted any more updates on the SRX 250.
Finally took the bike out for a good ride , well comparing to just going into town and back.

So far , i've only have done 1260 K's in around six year's , so it's about time i unleashed some tyre shredding HP out on the highway.

Took the bike off to Inverell ( next town along ) for a good run , i think the bike was in shock being taken out of the shed , where it's always covered over and in the dark.

The old bike performed pretty well for an air cooled 250cc single , coughed and spluttered a fair few time's though , but that cleared up , thankfully.

The bike easily cruised at 100kph , along the straight's it was easy going , but those long hill climb's it was another matter.
The bike is geared up though on the rear ( 14 F & 40 R , O.E Rear is 43T ) , so no doubt that wouldn't have helped with the hill climbing.

Have to admit , i've mainly ridden big CC twin bike's for a very long time , so , i just have to use the gearbox as needed , and of course watching the rev's.
Should look into what other ratio's rear sprocket's are available , the 40T rear sprocket was supplied with other old part's purchased , as i wanted to lower the rev's down.

Anyway , as mentioned along the straight's etc all was well , i even over took a car and walked away for it ( yes the car was moving and not parked on the side of the road ).

I did pick up some fuel for the trip home (full tank when left home) , servo only had 91 and 98 , so used 98 ( usually use 95 , was informed that 98 is waste in the older carb feed bike's ? ) , but should have taken note how much it used just out of curiosity , i think around 3 ltr's , around $5.00 odd it cost to refill.
The fuel tank only hold's around 10ltr's , so no long distance hauler.

Next trip over that way , ill take better note's to see what it really used for future ride's to catch up with other forum member's.

One of my many old bike magazines on this model bike , read's that around 200k's out of a full tank (this would be super fuel back in those day's) , not sure if that's achievable with this fat arse /weight on it.

Anyway , got home ok and beat the storm that was predicated , but never happened.

Time to clean everything down via dead bug's , wow they make a mess !.

Anyway , that's it for now , C ya all.