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Post by Deleted on Dec 9, 2021 9:04:38 GMT 1
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Post by muttsnuts on Dec 9, 2021 9:09:57 GMT 1
yep, that's a D, or even a late registered C made to look like a D ! - defo not an E so worth a fair bit less as well - someone is going to be disappointed if they think they are buying and E
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Post by shaunthe2nd on Dec 9, 2021 9:14:38 GMT 1
Clocks look like D type.
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Post by steve63 on Dec 9, 2021 13:53:33 GMT 1
yep, that's a D, or even a late registered C made to look like a D ! - defo not an E so worth a fair bit less as well - someone is going to be disappointed if they think they are buying and E If someone buys it as an E then they don't know much about RD400's. I know very little about the AC RD's but I know the main difference between an E and a D. I guess what I mean is that to spend £10,000 plus on one you would expect the buyer to know at least as much as me  Unless they are buying it just to make money on. If that's the case then I don't mind them being disappointed. |
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Post by steve h on Dec 9, 2021 17:32:44 GMT 1
Main difference between D and E is the D had brakes, the E calipers are better used with a piece of rope and thrown off the bike long before your braking point for a more efficient stopping system.
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Post by reedpete on Dec 9, 2021 21:03:36 GMT 1
If you want to make a significant purchase…take someone you trust who knows there stuff.
As all you good folks have said…. That isn’t a E … seems strange that even the trader doesn’t know either…cause any sale is going to come bouncing strait back if a buyer bought in good faith.
LCs are bad enough but the AC bikes are worse, every model year was different, and the Uk bikes had substantially different builds than continental or North American, far more so that the LC.
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Post by dusty350 on Dec 9, 2021 21:15:34 GMT 1
Same firm are selling a 400e too - 13k !!  |
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Post by reedpete on Dec 10, 2021 14:30:35 GMT 1
🙈 13K…In spite of that being a bit tongue in cheek, it’s interesting to see the trends. 2R9 prices moved very rapidly upwards 3 years ago, then settled back but now appear to be ‘testing the ceiling’ again. 2R8s are selling for noticeably more too.
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Post by steve63 on Dec 11, 2021 11:28:30 GMT 1
Main difference between D and E is the D had brakes, the E calipers are better used with a piece of rope and thrown off the bike long before your braking point for a more efficient stopping system. Yamaha have made a few odd decisions over the years. Going from twin piston fixed calipers on the D to sliding calipers on the E is one. Going from disc rear on the 250/400 AC to drum on the LC is another. At the time using a lot of black plastic on the LC in place of chrome and plastic in general was said by some to be a backward step (not by me BTW). Using the R7 name on a poxy underpowered twin is a bad move in my opinion. Imagine Imagine owning a RC30 and Honda brought out a 50cc four-stroke scooter and called it an RC30? I Suppose they've already de-valued the letters CBX. |
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Post by reedpete on Dec 11, 2021 17:40:42 GMT 1
The brake topic has an explanation. The original design was licensed to yamaha from lockhead , that had the patent for the hydraulically linked opposed pistons, but they couldn’t agree a new deal in 1977 so yamaha had to try design something themselves…the rest is history.
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Post by dusty350 on Dec 11, 2021 18:35:39 GMT 1
The use of plastic on the Lc meant is saved approx 50lb in weight over the 400, even after the addition of water cooling components. Surprising that Yamaha didn't lose the lbs earlier, considering how weight plays such an important part in racing. Dusty |
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Post by chrisg on Dec 12, 2021 21:45:15 GMT 1
Ive just looked and im guessing he has amended the ad. It now says DX model ?. There were some promotional pics of DX bikes and the implication was it had disc brakes, but yamaha have never made a 400dx. You are correct with the calipers and foot pegs and thats the biggest giveaway. 2R9 is the magic number that should be on the frame,cases, carbs and cylinders. |
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Post by steve63 on Dec 16, 2021 14:04:02 GMT 1
The brake topic has an explanation. The original design was licensed to yamaha from lockhead , that had the patent for the hydraulically linked opposed pistons, but they couldn’t agree a new deal in 1977 so yamaha had to try design something themselves…the rest is history. Ah, interesting. Never knew that. I wonder what happened to make them go back to the twin opposed piston again on the F1/N1. I wonder if the patent had ran out by then. They get slated a lot these days but I never had a problem with the 4L0 brake set up on my new LC. I thought they were the best brakes I ever used with so much power and feel I never wanted anything better. I often wonder if people are just jumping on the band wagon and repeating what they read elsewhere or maybe using brakes that need a good overhaul but think they are just poor brakes? I guess when mine is back on the road I'll find out if it's rose tinted glasses or not |
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Post by reedpete on Dec 16, 2021 18:37:37 GMT 1
No idea about the priority date for the patent but you get 20 years from that. So maybe it fell by the wayside or they did another deal.
Think the memories about the brakes on the 4L0 are correct but the thing is LC brakes get compromised heavily by wear in pretty much every component, I expect brand new callipers with no movement where there should be and free movement where there should be plus new tubes lines were much better than you average LC brake. Plus we all probably weighted about 4 stone lighter…
However, when we were proddy racing , braided lines and a 4L1 master cylinder on the twin disc setup was a definite step up.
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Post by steve63 on Dec 20, 2021 13:46:57 GMT 1
No idea about the priority date for the patent but you get 20 years from that. So maybe it fell by the wayside or they did another deal. Think the memories about the brakes on the 4L0 are correct but the thing is LC brakes get compromised heavily by wear in pretty much every component, I expect brand new callipers with no movement where there should be and free movement where there should be plus new tubes lines were much better than you average LC brake. Plus we all probably weighted about 4 stone lighter… However, when we were proddy racing , braided lines and a 4L1 master cylinder on the twin disc setup was a definite step up. The 4 stone bit is spot on to the pound in my case  although one of those stones is from the last year  I never heard the 4L1 master cylinder thing at all until very recently. Certainly was never mentioned in the group of reprobates I was involved in at Auto 66. I only changed to Goodridge brake lines because everyone else did really. I always thought that less lever travel decreased feel rather than increased it but "fit braided brake lines to increase feel" was said and still is in all the bike magazines. |
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Post by steve63 on Dec 20, 2021 13:57:05 GMT 1
The use of plastic on the Lc meant is saved approx 50lb in weight over the 400, even after the addition of water cooling components. Surprising that Yamaha didn't lose the lbs earlier, considering how weight plays such an important part in racing. Dusty I think they were just in that transition period from having chrome for people to polish who were maybe accustomed to British bikes. I remember people slagging LC's off for having loads of black on them and no chrome. Mind you one of them doing it had a Z650 that he had the brake and clutch levers chromed on. |
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Unless they are buying it just to make money on. If that's the case then I don't mind them being disappointed. 
although one of those stones is from the last year 