Last of the Air-Cooled Racers: 1972 Yamaha TD-3 for Sale
Racebikes tend to have an unmistakably spare aesthetic, a mechanical pragmatism sadly hidden behind often garishly-painted plastics. And the endless march of progress sees older machines facing obsolescence continually updated, evolving to meet the threat of newer, faster machines. That’s the case with this 1972 TD-3, the last of Yamaha’s air-cooled, two-stroke production racebikes before the TZ series was introduced. Yamaha actually pulled their factory 250cc World Championship machines out of competition after 1969, but the smaller machines were well supported by incentives and popular among privateer racers.
The TD-3 replaced, naturally, the TD-2 as Yamaha’s production 250cc racebike. Introduced in 1971, the bike featured a new dry clutch, lightweight frame, and six-speed gearbox. Slightly less oversquare bore and stroke of 54mm x 54mm matched the 247cc of the previous bike, with revised inlet and transfer ports to increase power. Producing almost 50hp, with just 231lbs dry to drag around, the TD-3 was plenty quick, with a top speed of over 140mph, depending on gearing and, of course, the rider’s weight…
From the original eBay listing: 1972 Yamaha TD-3 for Sale
This is a 1971 or 1972 Yamaha TD-3. The production racer years of production were not very accurate, but the TD-3 replaced the TD-2 in Motorcycle Grand Prix racing in 1971. By 1973, the TZ came out, which was a TD-3 with liquid cooling. This is a beautiful race bike which I raced for about 10 years. From about 1997 to 2006. I won the WERA Mid-Atlantic Championship with this bike in 2002. I have the trophy as proof! After 2002, work got in the way of racing and I could only participate in 3-4 races a year, so I was not able to garner enough points to be a contender, but the bike was very competitive. In 2006 I started the season, I only did a pre-race practice at Summit Point and decided to hang up my leathers. I had gained too much weight so that I did not fit comfortably in my leathers and was too heavy for a 250 class bike anyway. But, I had prepared the bike for the season in 2006 with new race compound Avons and I had put in next size new pistons and had lowered the ratios with a slightly smaller pinion as I felt that I was not getting enough power out of slow turns and my top speed was as high or higher than the Honda 4-stroke 350cc twins that were the main competition. Note: This was and probably still is a WERA Vintage 2 class race bike. The motor has chrome cylinders and the rebuild consists of installing the next size pistons and rings. I have a new pair of pistons and rings for the next size which I will include. A set of pistons and rings for this bike probably go for a pretty penny these days, if you can find them. This bike was racing relatively recently, so there have been class legal improvements made that the original race bikes did not have. It has a Penton PVL magneto ignition system which replaced the original Hitachi system, which I think I still have laying around. The bike does not need a battery. It has Works Performance rear shocks and an Italian Laverda SF front drum brake (Super Freno or Super Brake in English) and additional frame gusseting (to stiffen it) compared to the original. You will see a “MyLaps” lap timing transponder on the left fork leg which I think can be assigned to a new racer. The TD-3 has a dry clutch which you can see in the photos and a new set of friction discs were installed in 2006 and are unused except for a practice lap. As with most racers, the oil pump has been removed and it runs on mix. I have always used Silkolene Castorene. It will need a carburetor cleaning as the mix in the bowls will have varnished up, but it is out of the box ready to race. I have notes regarding jetting and the last jetting was for high humidity summer racing in the Mid Atlantic region. It has been stored in a dry trailer.Mileage is unknown but an estimate is 10 laps at 3 miles for 6 average races a year = 1,800 miles plus practice = 2,500.
While it is sad to see consumables being… consumed, it’s also great to see machines designed for racing actually being raced, instead of hidden away in garages. Racing a vintage motorcycle is obviously more about the sense of community and history than outright speed, since there are much cheaper ways to go fast. But if you’re looking to spend some time on track and like to tinker, a machine like this could be a lot of fun.