Some Package Deals To Help You Choose

I presume that everyone has clicked the 'Specials' button? You will need to read the specific pages regarding the table contents. Just use the navigation menu at the top of this page. The shipping listed is for domestic US; international will be calculated on an as-requested basis. A pair of heads or cylinders is about fifty dollars to ship; seventy five if both. We ship UPS or USPS Priority; whichever is cheapest. Transit time is three to five days domestically.

Note well that all figures for cylinders, heads, and cams are exchange. Rockers, too. And if you are getting new pistons for a 750 or 1000 I want your old ones. If you are getting forged pistons we want your old pins. Same with valves for 700s and 750s. If you are getting the full treatment on your heads, just leave them assembled and I'll take care of all the work. We try to re-work valves and have worn out rockers welded up and reground. Holed rockers I can sell if they are not ruined. You'll get back everything that I don't use or find salvageable.

Thousand and eleven hundred heads will have their 'rebreather' ports tapped and plugged unless you instruct us otherwise. Also, these models may not need their rockers replaced. As we said on the Rockers Page, good rockers were deployed randomly, but they are more common on the late model big bikes. The rockers included on the smaller bikes' heads are unworn Gen 1 (holed type) rockers. These bikes will subject them to much less stress. If you want a wilder cam set, we will have to make adjustments; and you will probably not be ordering from that model's page's table.

All piston kits come with complete gasket sets (Athena) and four of those $%*&@ dowels that you have to ruin to separate the heads and barrels. Refurbished on the 700 and 750; new on the bigger models. We ream the holes in the heads and cylinders to allow a slip fit as these are for alignment, not to provide structure.

Exchange heads and cylinders will be as perfect as we have. If something has broken fins, we attempt to repair it and send you pictures; and probably offer you a discount. If you have to have your originals back, the work will be done on them - no problem. If it comes out of my inventory: a lot of pieces still have their original Yamaha Silver paint intact. We'll ask if you want that, silver epoxy, gloss black, or blasted and shot clear for a sandcast look. Very racerish. Any paint that we apply will be heat treated and will not smoke when you first start up. We're kinda partial to gloss or matte black with the fin edges sanded to expose the aluminum. All threaded holes will be chased and repaired if necessary.

You might wonder why these specials do not include big bore high compression pistons for the 700 and 750. The answer is simply that the connecting rods don't appear to be up to much additional stress. The material above the rod eye (where the piston pin slides through) is extremely thin and may well streatch and break with the addition of a lot of power. If you want a fast bike, we counsel swapping to 920/1000/1100 rods and running one of their kits (you'll have to enlarge the case spigots to acommodate the larger sleeves), or buy and modify a larger bike. Indeed, to gain about 30% more power would cost you more than buying an engine out of a larger model. Maybe that's a better way to go?

A couple of carburator kits are in development for the 1004cc and up packages. Nothing is finalized. If you want to get in on the ßeta phase of TM38-85 or FCR41 kits, we would be willing to share costs with you. A quick guestimate is $650 for the Mikunis; two grand for the Keihins. Finalized kits will be somewhat more. Both will utilize the stock air cleaners; after-market cables, flanges, and possibly throttles. If serious about this possibility ask for a preliminary quote via the contact button.