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We are in the middle of the '70th in the USA. Even though the twostroke DT range was on of the company`s dirt bike success stories, Ymaha responded to the market forces which indicated that the days of „polluting two strokes„were limited. The reality of the minimal enviromentl damage created by a comparativly small number of two stroke dirt bikes did not even equation. Yamaha opend to build a new four stroke flagship for the dirt. One which would take over wher the XL350 Honda signed of.



October 1975, the American magazine Cycle World publishes the following test report: "One of the things that has made it so easy for the ring-dings to surpassthe thumpers in the play bike field is that for along time thumpers made no progress. Then Honda realized that it could easily capitalize on a four-stroke marketthat was in virtual hibernations, introduced the XL line, starting with the mild XL250 and eventually developed the very potent 350. Handa was successfull with its thumpers for several reasons. First, they were easy to start. For the most part, old BSA„s, Matchless and AJS were a cantankerous lot. No waiting while 10 of the 12 parts you neede where orderd from an out-of-state-distributor and the other two parts were on the ocean, somewhere between the factory and the U.S. coast. And finaly the machines where light, for production four-strokes. If you fell off, it didn„t take three men and a boy to right the bike."

Yamahas plan was a 'full sized' four stroke singel, more akin in nature and performance to traditional long stroke British designer rather than anything which Honda had produced. It would be aimed primarily at tha recreation rider but would be clean sheet of paper design exercise. Their new bike would have no more in common with the English single than the muted rumble of its exhaust and a few favourite cliches. Like other Japanese manufacturers, Yamaha had long followed a policy of developing a trail bike and from that creating a maretable competition model. The factory broke its own traditon in late 1975 with the lanch of the 138kg road / trail XT500C..."

That„s where the TT500 comes in, equipped with a 500 ohc a four-stroke engine. The "monstroese mill" is fed with a 34mm MIKUNI carburetor. Start of 1975 the first concept Skitzen new a cylinders of the Viertakters in some American magazines appeared. They showed \"Yamahas first areas Viertackter \ "the YR400. The appearance reminded clear of styling influences of Honda and was equipped with a high exhaust and \"Strassenscheibenbremse


As all Japanese manufacturers also Yamaha had to date the opinion represents, sufficiently a Trial motorcycle was to be developed and from this sales and competitive Model to be closed. Yamaha broke its own tradition and brought in the late autumn ' 75 the 138kg heavy roads/Trail XT500C and only one month later the abgespeckte \"funbike \ "version, the TT500C on the market. The renouncement of the road configuration provided the TT a weight advantage of 15 kg opposite the XT and looked like a pseudo Motorcrosser with competition number describing and a klobigen exhaust.


The TT500 was however no competition machine, but it was also always intends more than one fun motorcycle zusein and Yamaha tried also unterschwellig this concept into each TT advertisements flows permits. While the TT's got the image of the \"Erben large a cylinders \ "seemed it, as if would have Yamaha nevertheless some from the errors from the other page of the Atlantiks learned. The dry sump lubrication permitted a low overall height of the engine and a simple two-valve heading was everything which one needed around a sufficient force development to achieve. There was a dekompressionshebel to facilitate even around starting. Even if the XT were heavier exhaust system, than which had built Honda ever to a XL350, then also those was the TT not much easier. Rather the pot reminded at a Relikt from the days a BSA B50T. even if Yamahas financial ways further on the low elbow union pounded, then it were nevertheless one of the first modifications at the Nachfolgemodel.

Main components were exchanged proper between TT and XT, but the XT on the whole always kept the larger brakes and the road configuration, did not draw however on the other page always the advantage from the smaller

Now it was to be sawed thus possible 350ger XL's hopelessly and it seemed the most popular pastime of TT drivers to become. The decisive characteristic was, which already loose-rammed it from the lower number of revolutions tape to up to 5500u/min like a course. It seemed literally inexorable in each driving conditions. Driving reports had warned of it, that the 123kg, the TT a much heavy heaps of iron in Endurorennen would already make and only \"maddogs \ "and some few to begin hardsimmered \"Englishman \" the natural boundaries with a TT in engine CROSS running would test. Thus it became a type challenge of the TT owners at the natural boundaries zufeilen. The accessory market followed fast the demands and before the TT could celebrate their first birthday, the owners had the possibility from a rich supply like sharp cam shafts, carburetors, larger cylinder kits, to equip final pots and shock absorbers of your TT's. Already to the second birthday there were special frameworks for Enduro -, deserts even CROSS running. Suitably one could buy forks and aluminum box rockers. Meanwhile Yamaha with its evolution without resuming RH drove


Many of the configuration components were either inspired from MX or from YZ sections, or directly from these models were transplantiert. Completely the vorderradbremse produced in the Yamaha YZ handle and the fork equipped with 195mm spring travel originated directly from the YZ125C. additional got the TT owner still another easier rear wheel suspension, magnesium a brake anchor plate, easier, so-called \"Heavy Duty \ "aluminum braking and kupplungshebel as well as aluminum a tank. Yamaha used large efforts on it to get straight, which did not concern it with the TT a rennmaschine, but around a \"fun dirt bike \ "to coin/shape with an appropriate, in addition, more than sufficient performance and above all the ability a long, broad Grinsen into the faces of young and alto equally.


For the TT one accessed 500 D deeply into the IT section crate, which appeared 1977 and is called from today's view for many TT owners most beautiful Model. With its polished aluminum tank, the contrasting strip and the suitable shields looked not only easier \"D \ ", it had also some serious improvements. The lighter exhaust completed aluminum Retro handle and help to new clearance from now 230mm. however unfortunately shrank at the same time with the lighter final muffler also the output of 28.5 on now 26,9 HP. Additionally it got aluminum a protective relay for motor. Yamaha took the wake back on a more conservative 30° angle and used the easier IT front wheel and their brake unit. Yokes and feathers/springs originated also from the IT and in the back help longer Kayaba gas shock absorber to a 20 mm longer spring travel.


Only some few modifications made at the TT 500 E, apart times from the cosmetic ones over the new Model fairly to zuwerden and unite modifications at spring damping. In the late autumn ' the entgueltige advancement, \"F \ "from the tape, rolled 78 with new, allegedly lighter framework and a more rigid fork and a naturally new appearance.


But above all new aluminum box rocker should help the TT to new sales impacts. For ironical way however the weight of the new remained the same \"F \ "and the TT turned out under printing. Not only of the \"alten \ "XL350 and Hondas of new 500`ter, but now also of Suzukies SP370 and the later FR 400.




In November ' 80 the American magazine brings to DIRT RIDER a doubling report of the HONDA XL 250/500 S: before we continue to talk, leave them us all cards on the desk to put soda them everyone see can. Without doubt the new HONDA XL is 500 S the best, largest, four-cycle general-purpose motorcycle on the market to the present point of view.... Neither SuzukiesSP400 nor Yamahas XT 500 know the XL the water are enough...... Further in the XT/TT 500 test: to the initial, romantic time of the Schwaermens for the TT 500 one came to some fundamental pointingnesses. It was too heavy! Enough, it and the spring elements was only equipment of type of status was simply not agile. Briefly after this "goldenen age" the time of the Tuning came kids for the TT. The market flooded of hot cam shafts, carburetors and final pots. It was simply the TT sufficient performance zuenlocken around rationally thinking humans groundlessly to frighten


To this time the period did not come "runs" now the thing such as Schmitz cat however goes unfortunately yet through the curves…\". This age was also extensively well-known as the age"Gewichtsersparniss ". Now the attention turned away from the Motortuning and Federungsspetialisten, to the framework farmers. Now aluminum box rockers and fork changes flourished prevented that the heavy monster by the curve went like \"betrunkener Seeman \ ". over all the years brought out YAMAHA the \"neue \ "TT500 small little differently than the Vorjahresmodel. In another lacquer and the labels on another place. Even the modifications in \"F \ ", with the new fork, the forced axle and that


Aluminum box rocker were considering the riesiegen accessory market only slight innovations. The Interresse seemed to sink completely as the new XR 500 raus came..... Is not retrospective to denials, which were the XT and TT extremely important developments. Even if they will belong soon to the old iron, then to have them nevertheless the boom, the large Viertakter released. Nobody would maintain seriously these two machines is the best in its class. But this could be one the letzen Changen, itself a large old Singel too ergattern.


\"G \ "and \"H \" thus no further modifications brought times apart from the exterior. The TT had to now finally admit colour. Yamahas of engineers showed, what they had still in stocks with the XT250G and their new mono squatting suspension and the completely new two-valve engine, but the TT unfortunately turned out ever for more the offside and with \"G \ "and \"H \" models came no more innovations. It was to be seen at the time, which was more \"Thumper the motorcycle of which Yamahas school of the modern \ ", now to the committee should belong. During the whole development and the so-called renewals the weight of the TT did not fall under 123kg, the performance never remained the the same and it literally gave modifications in the translation as well as in serious engine components. Was not nothing broken and thus modified to Yamaha also nothing


While the TT's in the Spaetsiebzigern the earth beherschten, were however still different developers acces. Those widens going development and into limited number of items built development was probably the Albergs Replika, the HL500. This HL 500 had its name of resounding man and Lundin, both Sweden and former Moto CROSSES world champions, who have the section developed and built, driven and codevelops world champion, therefore also the name Aberg_Replica from Bengt Aberg, also former Moto CROSS, because the available model of the HL 500 was almost an exact Replica of the model, which the Aberg used 1978 in the Moto CROSS world championship. 200 pieces 1978 were manufactured, 200 pieces of 1979. It was probably to be help to Yamahas most skillful market course of the TT to the legend. Only unfortunate the Yamaha did not make this development course - the ultimative refinement of its own greatest \"playbikes \ ".



... by the way!!!

Main differences to the XT:

- all TT of models had 34 ' ger Mikuni a carburetor in contrast to the XT, which had a 32'ger Mikuni.
- rear shield was from plastic and the mounting straps at the framework is thus also different.
- the TT rear wheel did not have jerk absorbers under the gear rim
- the support rod for the rear drum brake was from a punched aluminum plate
- the front wheel had a smaller drum brake 130mm (XT had 160mm) and no Tachowellenantrieb
- the tank was from Aluminium(with the XT only starting from Bj.79)
- the steering wheel was installed, thus direct jerk without any jerkiness on the fork bridge.
- the air cleaner box had shorter intake rubbers
- no battery, no instruments and no lighting
- only starting from Bj. YAMAHA supplied 78 alternatively a lighting system with a Tacho and a drive on the right page of   the front wheel
- the TT had never a tachometer, the wave opening was locked however for a tachometer intended
- the headlight came from the TY250
- the TT did not have Zuenschloss, only a Kurzschlusknopf on linken(!) Page
- the final muffler starting from Bj. ke had 77 (the "D" Model)