I was just getting nicely into my post-Christmas blues, when the 'phone rang. "Do you still want an RD250LC?" was the question. I had been looking for a new project for some months, but the supply of rough Elsies had all but dried up. I could find plenty of restored 'bikes on offer, but I wanted something to keep me busy. The bike as you see it in the pictures, is a lightly crash damaged, but otherwise complete, RD250LC of 1981 vintage. Editor Bob shares my enthusiasm for a 'bike which many youngsters, rode, raced, thrashed and crashed in the early eighties. Even our Formula One world champion to be, Damon Hill, raced one in his early years. It also looks as if Classic Mechanics' own Steve Wong will also be campaigning an LC in '95.
Over in Grantham, I discovered that Len Thompson's son, Neil, had crashed the LC early in '93. Little damage was done to the bike, but Neil's motorcycling enthusiasm was dealt a knockout blow. Father and son were going to do the bike up themselves, but were soon distracted by other interests. Neil has since taken up Kart racing and Elsie's engine narrowly missed a career on four wheels.
Len was keen to get the 'bike out of his garage to make more room for his own passion, vintage Army and RAF radio sets. I hadn't expected to take the bike straight home with me, but our combined enthusiasm soon resulted in feverish spannering in the hope that the machine could be persuaded into the back of my car. With the RD250's front and back wheels off, I still had to remove a rear seat from the trusty Maestro before we could shoehorn the lightweight 250 into the car. Eventually, with bits and pieces crammed in every available space, I was able to shut the tailgate. Money changed hands and I was on my way back to Derby.
Laying
the bits out on the back lawn at home, I was pleased to find that
the Yamaha still had its original air box and silencers; usually
the first items to be chucked in favour of go-faster parts. There
were quite a few stainless fasteners on the bike, too. That should
save a pound or two later on, as will a brand new Dunlop tyre
on the front. The petrol tank had been dented, but Len has had
it partially filled with lead, in a couple of places.
Handlebar switches and levers have suffered with gravel rash, and some of the plastic parts are split and abraded. The 250LC uses a great deal of plastic. Mudguards, radiator surround, sidepanels, tail fairing, airbox and some engine covers are made from the lightweight material. Along with the general wear and tear of a 13 year old motorcycle, there is enough to keep me busy for quite a few months. Currently the 'bike is finished in a non-standard black/red/gold colour scheme. I haven't decided what to do yet, but I think that black is only acceptable if it's really, really shiny. With black engine, frame and pipes, Elsie can look a little dull. Fortunately, there is very little chrome on the RD250LC, so restoration costs should not be astronomical.
Back in 1980, when it was introduced, the liquid cooled RD250 was a revelation, answering the prayers of countless youngsters after a racer on the road. Yamaha had built their reputation on two-stroke road-racers, but their roadsters, although good performers, displayed little of that racing heritage. With a water-cooled reed-valve two-stroke twin housed in a mono-shock frame having an obvious link with the racing TZ250, Yamaha had pulled off a marketing coup. Producing 35.5 BHP the 250LC could trounce its quarter-litre rivals in the performance stakes. A top speed of 95 mph and a 1/4 mile time of 15.29 seconds put it head and shoulders above its contemporaries. The combination of water cooling and capacitor discharge ignition added genuine reliability to the hot-shot 250.
Over
the coming months, I will be rebuilding XFC 543X into a usable
fun machine for summer evenings and weekend outings. As a motorcyclist
more attuned to economical commuting drudgery, I could never justify
buying an LC when they were new. Now, in 'born again teenager'
mode, I fully intend to find out what I missed, all those years
ago, when the 'bike is running, later on this year. If the fancy
takes me, a little bit of tuning might be interesting. Editor
Bob said he wants first refusal if I decide to sell the finished
project, but he doesn't know how strongly I get attached to my
rebuilds. I'm sure we could come to some arrangement if he lets
me have a go on his stonking XS650!
The last few days have been spent sending off for road test reprints and reading any literature that mentions the RD250LC. Mick Walker's book on Yamaha is a good read, with some excellent pictures, but what's this about Kenny Roberts winning Yamaha's first 500 GP title? Didn't Agostini do that in 1975, after defecting from MV Agusta? A trip to Mick Bull's in Derby immediately turned up some new plastic covers for Elsie's battered instrument console, but, unfortunately, his Alladin's cave did not hold any other surprises.
Next month, I will be dismantling
the bike ready for a proper inspection, prior to getting the frame
and swingarm blasted.
Graham Curtis 20 Feb 2000
If you need reference material for a project, the following books are available from Amazon
Yamaha 250-400cc Piston Port, 1968-76
Yamaha RD350 & 400 Performance Portfolio 1972-1979