Hi everyone!. I'm new to this forum and TR1 world. My question is about details of the European and US models. What are the differences exept the cylinder bore dimensions? What about parts availability of both models? Is it reasonable to buy US model living in EU?
Thank you very much.
Greetings from Estonia.

Hi Sakit, hi everyone,

first of all, welcome to the V-twin world of the TR1 family. Within that family, the XV 920 R (chain drive, no shaft drive) can be considered as "the most similar model", compared to the TR1: The concepts of both machines (roadsters with some talents for sports as well as for touring) are nearly identical. And luckily, most of the parts are interchangeable (body, seat, chassis, electrics...).

Imho, the major differences are:

• The XV 920 R has a bore of 92,0 mm, whereas the TR1 has 95,0 mm. The availability of bore-related parts (gaskets, pistons, cylinders, heads...) could be a challenge in the EU. (As only very few 920 R models have been shipped to the EU. In those days, they have been called "parallel/grey imports", e. g. to customers in germany and the netherlands.) So, you might have to order those 920 related parts in the US. As an alternative, you could upgrade the engine by installing two TR1 cylinders, piston sets (and heads optionally). Or, even better, the XV 1100 cylinders, because they allow to install "regular" cylinder head gaskets instead of the "very special" thin gasket rings of the TR1 that are not known for great reliability. (By the way, the bore upgrade will not have major influence on the engine power: The XV 920 R has 65 hp nominally, whereas the TR1 should nominally have 70 hp. In reality, both engines can be expected to provide 60...65 hp only.)
  
• The starter clutch mechanisms are different: The starter clutch mechanism components of the XV 920 R are similar/identical to the early XV 750 SE models (model code 5G5). Unfortunately, those mechanisms can be regarded as "even more unreliable" than the TR1 ones. And furthermore, the component assemblies are not interchangeable (-> no option for upgrades by swapping the components). Details of the 920 R components can be found here for example: https://www.cmsnl.com/yamaha-xv920r-virago-1981-b-usa_model8838/partslist/B-12.html You can of course solve the starter clutch mechanism issue by swapping the complete engines (920 engine of the R -> 981 engine of the TR1).

Other than that, concerning the general availability of new spare parts, currently, there is "nearly nothing" available any more at regular Yamaha dealers. Exceptions: The later Virago models have some identical or similar engine parts, and some of those components are still available (valves, cam shafts, gaskets, electric starters...). For all specific parts of the chain driven roadster style models, you will have to look for second hand parts. (As both bikes are out of production since 1982.)

Some years ago, two guys here in the forum were so kind to donate their "left over parts" to me after they had finished the restauration and modification work on their machines. So, if you (or anyone else reading this) are looking for some second hand parts, just feel free to ask me. Maybe I can help you. (Most of those old parts have their cracks and dents already of course. But if they have at least "less cracks than yours", I would be happy to help you ;-).)

However you decide (XV or TR), I wish you a lot of fun with your ride. Greets to Estonia,

Triwinger

Hi
Thanks for response.
So nothing comparable with Yamaha SR500 service I'm used to. I suspected that to be honest. TR1 is too old to have parts available and too young to have wide aftermarket production like 40's 50's classics. I own wartime BSA aswell that is quite well covered with replica parts altough quality is quite poor sometimes.
There is one XV920R for sale in my region but I havent seen it yet. I tend to prefer Eurpean version. Could it be bossible that petrol tank is bigger on TR1 or there is mistake on that website:
https://www.motorcyclespecs.co.za/model/yamaha/yamaha_XV1000%20TR1%2081.htm
https://www.motorcyclespecs.co.za/model/yamaha/yamaha_xv920r%2081.htm

Hi Sakit,

fine to hear that you are familiar with the SR 500. Such a bike was my first motorcycle (starting in 1983), and I still own and ride that old lady with pride. Concerning the engine (top end at least), the XV/TR1 family is quite similar to the SR 500: Some valves, valve seats, valve gaskets etc. are identical, as well as oil filters and the concept of the oil system. And therefore you can also be optimistic that SR/XT 500 focused workshops will be able to help you with the TR1 family bikes, too. (Concerning refurbishing of cylinder heads etc.)

For me at least, it was just the similarity of the SR and TR1 concepts that lead me to the TR1. (My idea was: "A bike quite as simple as an SR 500 should be repairable under nearly all circumstances." And when german motorbike magazines began to describe the TR1 as "two times an SR 500" in their first tests, I decided: "Okay, this V-twin should be my bike sooner or later..."  

So, maybe we should wait for Greg's opinion. He owns an SR 500, too, and will hopefully be able to give you a comparison between SR, XV 920 and TR1 from his perspective.

Concerning the petrol tank, I'm pretty much convinced that the "motorcyclespecs"-people have had "something different in mind" mentioning the 14.5 liters for the XV 920 R. The TR1 tank has a nominal volume of 19 liters. And as far as I know, the XV 920 R tank is an identical part. (Only the colour design ist different, the XV having a silver base with black top and red stripes. Or that candy apple red metallic.) The shaft driven cruiser models on the other hand (XV 920 K and J, XV 750 SE and so on) have had smaller tanks, due to the tear drop shape.

Cheers,

Triwinger

Hi there,

even though admittedly the aftermarket support for a XV920R or TR1 is nowhere even remotely close to what you can get for the SR/XT500 series, the situation is not quite as dire as Triwinger made it look. But admittedly you may end up buying some spares "for later use" every now and then, just because they pop up. That being said, I personally wouldn't shy away from a 920R, just because it's not an original EU-bike. That being said, the cylinders and pistons are different to the TR1, which at first glance is a bad thing, but also a good one, because there's 1.5mm more room for the headgasket and I've heard a lot less about leaking headgaskets on 920ies from my mates in the states than in this forum with TR1s. (No worries there's fixes for that as well, but still...) The starter system of the 920 sucks. It's as simple as that and now, drumroll please, in all honesty, so does the one for the TR1, compared to other bikes of the era. With that out of the way, starter gears are still available, which are usually pretty chewed up and new heavy gauge cables and proper batteries go a long way to turn the whole situation from why won't it start into, meh those starter gears sound awful but it starts every time. Also: if you insist you can convert a 920R to the later TR1 (or even better late XV1100) starter system, which with a good power source and a well adjusted carb actually starts like any other bike.

If you go through this forum and look at the kind of stuff that's being posted and which questions are recurring items, you'll get a pretty good idea that there's nothing fundamentally wrong with this bike and they can still be dailied. A couple of typical good upgrades include: Overhauling the brakes (stainless steel brake pistons are available) with some steel braided brake hose and going for a 14mm brake master, fitting a different rearshock (various options) as the original one is a bit mushy once the air-bladder is broken, wider bars improve the handling a lot and yep that's pretty much it... (I'll leave out the recommendations for various consumables.)

Hope this helps a bit
Greg

Hi
Thanks for all answers. But I have endless flow of questions still to come.
I like my SR500 very much but it's bit painful for longer rides with passenger and camping stuff etc. How is the TR1 compared to SR500? Seat, room for two riders etc. Is there much less vibration than on SR?
How much the enclosed chain setup allows gear down the sprockets? I prefer smoother ride and usually take off few gears from the rear and/or add to the front.
Regarding the XV1100 conversion what is the latest model, whose barrels and heads fit to the TR1/XV920?  I noticed that stroke is longer. Is this only crank and piston matter?
I definitely will go and see the XV920R that is for sale despite its heavily over priced. Just to get impression of the bike.
Best Regards

Hi there,

once you stand in front of it, it will become apparent where the "double SR500" comparison comes from. Yes, it is a physically much larger bike and yes, it is A LOT more civilized than the old thumper. (I ride a SR500 sidecar during the Winter months and the difference is quite staggering.) All XV1100 years will work as far as cylinder, crank and pistons are concerned. Just be aware that they are usually pretty worn, so if you plan to do a more substantial amount of miles, plan for having the cylinders rebored to the first/next oversize as from the factory the cylinders were bored very close and sometimes over the wear limit right from the get go.

You can also go with XVS/BT1100 cylinders, pistons and rotating assembly, but this will come at the cost of substantially more work* to make them fit.

*some of it being boring the engine cases for thicker liners and making you own spacers for the camchain tensioners, etc.

with regards to gear down the sprockets - if you want to keep the enclosed chain I would say there is no space in the front for a bigger sprocket, but in the rear at least one tooth less is possible. I'm driving it since 1983.

Jürgen

Hi Jürgen. That is a long time. I was 9 years old on 1983. How many TR1-s you have consumed during the period?
What is the rpm to speed relation on top gear with one tooth less on the back?

Oh yeah, you asked about the closed chain - well my last set lasted 160.000km. The chain is still like new (and so are the sprockets), but the company is no longer willing to provide the correct chain-lock and thus I had to buy a complete new chain.

Regarding gearing: I ran a slightly longer 5th gear for a while in my (tuned) TR1 and ended up shifting back into 4th a lot. To be honest, the stock gearing is very well suited for normal road riding. It could be slightly longer on the Autobahn, as at 130kph you rev' rather high. That being said, even in 5th gear I run out of steam, before hitting the red line, so going with a longer gearing is probably not the way forward.