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Yamaha's TDM850 first raised its bug-eyed head in 1991. The mix of goggle-eyed looks, Delatbox frame, tall, town friendly stance and punchy parallel twin motor seemed perfect for the city and Britain's back roads.
The TDM850 was Europe's second-biggest selling 750-1000cc bike from 1991 to 2001, but it wasn't such a hit in the UK. On release the press praised it as a sports bike beater, then calmed down, tagging it 'Tedium'.
These two extremes hide one unalterable fact: the TDM is an underrated machine. The original 850 inherited a motor based heavily on the Super Tenere, which gave it plenty of punch and a 75bhp/130mph top end. Things changed in 1996 with smart new looks and a 270-degree crank which made the motor more V-twin-like. The importance of the TDM on the Continent led to an improved 900cc version in 2002. Whatever version you have, a sorted, well looked after TDM is a solid, versatile machine.
ENGINE
The TDM850 motor traditionally gives a little whinny at four-thou' before dipping at five, and then galloping up to its peak at around 7500rpm. The 900 has a little more of everything, but all-importantly it's as snatch free as a boys' prep school and better on fuel.
Problems? A couple of seized camchains have been reported, and gearbox sprocket oil seals can leak on the Mk 2 850s, but not all suffer from it. Engine service intervals are generally every 4000 miles. In the meantime use a normal semi-synthetic oil for topping up and the like.
TRX CRANKS
Mk 1 TDM850s (pre-1996) had 180-degree cranks. Some owners swapped to a TRX850 270-degree crank for a 'V-twin' feel. 1996 model-on TDMs had the 270-degree crank as standard. TRX motors fit fine in '96-on TDMs.
ENGINE FANS
Some owners have reported fans on 850cc model TDMs sticking on after problems with the thermostat or fan switch. Unplugging the connector at the top of the fan is a short-term solution; others have installed a switch in the wiring loom to bypass the original.
MISFIRES/POOR STARTING/FLATSPOTS
Pre-injection (1991-2001) machines can suffer from this. Sometimes fuel can leak into the inlet tract when the bike has been standing overnight causing the problem. Flat-spots can be caused by worn carburettors, which many TDM owners complain of - the
needles in the downdraught carbs start rattling around and wear their emulsion tubes. Best thing is to ride the bike, hear it running and ask if a Dyno-Jet kit or similar has been fitted.
BACKFIRING
Sometimes the exhaust can rot, leaving small holes in the system which cause backfiring. Check for this when buying.
FORKS Whatever model of TDM you have, chances are the forks are too soft. The TDM handles nicely and (on later models) has good brakes, which show up the soft forks. Owners report the best thing to do is go for heavier 15wt oil, or use linear fork springs (Race Tech from PDQ - www.pdq1.co.uk 01753 730043 - are a favourite for many). Others have dropped the forks 10mm through the yokes to speed up steering.
REAR SHOCK
Like the forks, the rear shock comes in for criticism for being on the soft side. Many owners change it. On www.carpe-tdm.net it seems that the Fournales shock is favourite, with the site doing a 7.5% discount off the £400 asking price for members .
BRAKES
From the 900 model on, ex-R1 brakes were fitted. These are superb, but
benefit from a clean-up every now and again.
TDM900 CLOCKS
If you want to change between KPH and MPH readings while abroad do this: with the ignition switched on, press and hold down the SELECT button for more than two seconds. The MPH reading changes to KPH, and the odometer and trips change to KM. Do the same again to change it back. Simple.
COMFORT
Many people quote this as a major reason for buying a TDM. It's tall and roomy yet not large and cumbersome like big trailies such as the Varadero, GS BMWs or Triumph's Tiger.
PAINT/FINISH
Owners have reported problems with the quality of paint on TDMs.
USED VALUES
With the TDM being around since 1991, there's one for every budget. Post-2002 bikes hold their value reasonably well, while 850 Mk1 and Mk2 prices are falling thanks to the desirability of the injected 900.
AFTERMARKET PARTS
The French tart up their TDMs with loud pipes, wide rims and stickier tyres, but in the UK the machine is more functional. High on the list are bigger screens (Givi and Vario are faves), heated grips, crash bungs and Scottoilers. Top boxes are preferred to panniers as the bike keeps its narrow profile for filtering. Loud pipes are seen on some TDMs, as are Power Commanders on the post-2002 injected bikes.
FUEL ECONOMY
Pretty good, with figures in the 50mpg bracket if the bike is used lazily. Even if you go for it you can still see high 40s which, coupled with a 20-litre tank (15-litre pre 1996), will see a 200-mile range. Economy will drop if the carbs are worn. Later injected 900s are the most miserly with the gas.
RECALLS
TDM900s were called back for changes/checks to the ECU on the fuel-injection system. Some 850s had clutch plates replaced at the dealer early on.
WHAT WE SAID AT THE TIME
"If you're in the market for a sports tourer try and have a crack on the TDM first. If there was a medal to be won for the decathlete of the two-wheeled world, the TDM would win gold." Bertie Simmonds, TDM900 launch, October 2001
"The seat is comfy, the screen does a decent job of keeping the worst of the weather off and it has practical touches such as a centrestand and fuel gauge. Even the mirrors work! Fancy that! If you're the kind of rider who wants a reliable bike to beat the jams then the TDM is just about perfect and I'd recommend one over a great many bikes. Personally I'd get something more exciting, but that's just me." Jon Urry, Cresta Run test, April 2006
HOW MUCH MISTER?
All our prices are sourced from trade and private ads in a variety of publications.
BIKE: Yamaha TDM850 (1991-1995)
COLOURS: black, red, blue/grey, dark green, violet
PRICE NEW: £5279 (1991)
PRICE NOW: £1200-£2000
COMMENTS: the original TDM. The overall look was almost a twin-pot urban motard, but the Super Tenere-derived motor provided respectable, if not uber-urgent thrust. Chassis was a sports-derived Deltabox-alike.
BIKE: Yamaha TDM850 (1996-2001)
COLOURS: silver/yellow, red/black, black, blue, red, yellow
PRICE NEW: £7299 (1998)
PRICE NOW: £1950-£3200
COMMENTS: first major update and the bug-eyes were replaced with Glynn Kerr styling and a smoother all-round look. The TRX's 270-degree crank is used, while the forks bulge to 43mm and the rad gets even slimmer. The exhaust system is also redesigned and the fuel tank swells to 20-litres. The only updates before the 900 arrived was space on the wiring loom for an alarm at the end of '96 and hazards fitted as standard from 1998.
BIKE: Yamaha TDM900 (2002-on)
COLOURS: yellow/silver, black/silver
PRICE NEW: £6799 (2002)
PRICE NOW: £3000-£4900
COMMENTS: in comes fuel-injection and a bigger 897cc motor as well as a host of improvements. The gearbox also gets an extra cog. Aluminium twin-spar frame is new, as is the swoopier bodywork. Instruments are now digital.
REAR SHOCK
Like the forks, the rear shock comes in for criticism for being on the soft side. Many owners change it. On www.carpe-tdm.net it seems that the Fournales shock is favourite, with the site doing a 7.5% discount off the £400 asking price for members .
BRAKES
From the 900 model on, ex-R1 brakes were fitted. These are superb, but benefit from a clean-up every now and again.
TDM900 CLOCKS
If you want to change between KPH and MPH readings while abroad do this: with the ignition switched on, press and hold down the SELECT button for more than two seconds. The MPH reading changes to KPH, and the odometer and trips change to KM. Do the same again to change it back. Simple.
COMFORT
Many people quote this as a major reason for buying a TDM. It's tall and roomy yet not large and cumbersome like big trailies such as the Varadero, GS BMWs or Triumph's Tiger.
PAINT/FINISH
Owners have reported problems with the quality of paint on TDMs.
USED VALUES
With the TDM being around since 1991, there's one for every budget. Post-2002 bikes hold their value reasonably well, while 850 Mk1 and Mk2 prices are falling thanks to the desirability of the injected 900.
AFTERMARKET PARTS
The French tart up their TDMs with loud pipes, wide rims and stickier tyres, but in the UK the machine is more functional. High on the list are bigger screens (Givi and Vario are faves), heated grips, crash bungs and Scottoilers. Top boxes are preferred to panniers as the bike keeps its narrow profile for filtering. Loud pipes are seen on some TDMs, as are Power Commanders on the post-2002 injected bikes.
FUEL ECONOMY
Pretty good, with figures in the 50mpg bracket if the bike is used lazily. Even if you go for it you can still see high 40s which, coupled with a 20-litre tank (15-litre pre 1996), will see a 200-mile range. Economy will drop if the carbs are worn. Later injected 900s are the most miserly with the gas.
RECALLS
TDM900s were called back for changes/checks to the ECU on the fuel-injection system. Some 850s had clutch plates replaced at the dealer early on.
WHAT WE SAID AT THE TIME
"If you're in the market for a sports tourer try and have a crack on the TDM first. If there was a medal to be won for the decathlete of the two-wheeled world, the TDM would win gold." Bertie Simmonds, TDM900 launch, October 2001
"The seat is comfy, the screen does a decent job of keeping the worst of the weather off and it has practical touches such as a centrestand and fuel gauge. Even the mirrors work! Fancy that! If you're the kind of rider who wants a reliable bike to beat the jams then the TDM is just about perfect and I'd recommend
one over a great many bikes. Personally I'd get something more exciting, but that's just me." Jon Urry, Cresta Run test, April 2006
How much, mister?
All our prices are sourced from trade and private ads in a variety of publications.
BIKE: Yamaha TDM850 (1991-1995)
COLOURS: black, red, blue/grey, dark green, violet
PRICE NEW: £5279 (1991)
PRICE NOW: £1200-£2000
COMMENTS: the original TDM. The overall look was almost a twin-pot urban motard, but the Super Tenere-derived motor provided respectable, if not uber-urgent thrust. Chassis was a sports-derived Deltabox-alike.
BIKE: Yamaha TDM850 (1996-2001)
COLOURS: silver/yellow, red/black, black, blue, red, yellow
PRICE NEW: £7299 (1998)
PRICE NOW: £1950-£3200
COMMENTS: first major update and the bug-eyes were replaced with Glynn Kerr styling and a smoother all-round look. The TRX's 270-degree crank is used, while the forks bulge to 43mm and the rad gets even slimmer. The exhaust system is also redesigned and the fuel tank swells to 20-litres. The only updates before the 900 arrived was space on the wiring loom for an alarm at the end of '96 and hazards fitted as standard from 1998.
BIKE: Yamaha TDM900 (2002-on)
COLOURS: yellow/silver,
black/silver
PRICE NEW: £6799 (2002)
PRICE NOW: £3000-£4900
COMMENTS: in comes fuel-
injection and a bigger 897cc motor as well as a host of improvements. The gearbox also gets an extra cog. Aluminium twin-spar frame is new, as is the swoopier bodywork. Instruments are now digital.
YAMAHA'S TDM850 FIRST raised its bug-eyed head in 1991. The mix of goggle-eyed looks, Delatbox frame, tall, town friendly stance and punchy parallel twin motor seemed perfect for the city and Britain's back roads.
The TDM850 was Europe's second-biggest selling 750-1000cc bike from 1991 to 2001, but it wasn't such a hit in the UK. On release the press praised it as a sports bike beater, then calmed down, tagging it 'Tedium'.
These two extremes hide one unalterable fact: the TDM is an underrated machine. The original 850 inherited a motor based heavily on the Super Tenere, which gave it plenty of punch and a 75bhp/130mph top end. Things changed in 1996 with smart new looks and a 270-degree crank which made the motor more V-twin-like. The importance of the TDM on the Continent led to an improved 900cc version in 2002. Whatever version you have, a sorted, well looked after TDM is a solid, versatile machine.
ENGINE
The TDM850 motor traditionally gives a little whinny at four-thou' before dipping at five, and then galloping up to its peak at around 7500rpm. The 900 has a little more of everything, but all-importantly it's as snatch free as a boys' prep school and better on fuel. Problems? A couple of seized camchains have been reported, and gearbox sprocket oil seals can leak on the Mk 2 850s, but not all suffer from it. Engine service intervals are generally every 4000 miles. In the meantime use a normal semi-synthetic oil for topping up and the like.
TRX CRANKS
Mk 1 TDM850s (pre-1996) had 180-degree cranks. Some owners swapped to a TRX850 270-degree crank for a 'V-twin' feel. 1996 model-on TDMs had the 270-degree crank as standard. TRX motors fit fine in '96-on TDMs.
ENGINE FANS
Some owners have reported fans on 850cc model TDMs sticking on after problems with the thermostat or fan switch. Unplugging the connector at the top of the fan is a short-term solution; others have installed a switch in the wiring loom to bypass the original.
MISFIRES/POOR STARTING/FLATSPOTS
Pre-injection (1991-2001) machines can suffer from this. Sometimes fuel can leak into the inlet tract when the bike has been standing overnight causing the problem. Flat-spots can be caused by worn carburettors, which many TDM owners complain of - the
needles in the downdraught carbs start rattling around and wear their emulsion tubes. Best thing is to ride the bike, hear it running and ask if a Dyno-Jet kit or similar has been fitted.
BACKFIRING
Sometimes the exhaust can rot, leaving small holes in the system which cause backfiring. Check for this when buying.
FORKS
Whatever model of TDM you have, chances are the forks are too soft. The TDM handles nicely and (on later models) has good brakes, which show up the soft forks. Owners report the best thing to do is go for heavier 15wt oil, or use linear fork springs (Race Tech from PDQ - www.pdq1.co.uk 01753 730043 - are a favourite for many). Others have dropped the forks 10mm through the yokes to speed up steering.
