From our Old Bike Archives – Issue 96 – first published in 2021.
Story: Jim Scaysbrook • Photos: Yamaha-Motor Australia, OBA archives
Thirty years ago, “retro” wasn’t a commonly used term for motorcycles. The design trend that is now so prevalent was then more likely to be applied to fashion apparel or interior décor.
Yamaha saw a niche market here, given the swell of interest in the ‘sixties style Café Racers. However rather than opt for a big single a la BSA Gold Star or Velocette Thruxton, or a twin of the parallel variety (think Triumph Bonneville or Norton Atlas) or even a big V-twin (Vincent, naturally), they chose the lower end of the displacement scale – a 250. In their range, Yamaha already had a donor motor that could be plucked straight from the rather naff but undeniably popular XV250 Virago – a sort of mini Harley cruiser. The XV250 was in a fairly mild state of tune, so this is the first aspect that was addressed back in Iwata.
More power was called for, so the XV engine underwent some tweaking. With a very under-square configuration of 49mm bore and 66mm stroke, the XV mill wasn’t really designed as a revver – more a plodder with plenty of torque in keeping with its Learner target market. The SRV however, while still learner-legal in Australia, was pitched at a more discerning market, and the engineers in Japan managed to extract an extra six horsepower without destroying the pleasant character of the engine. In fact, the SRV was possessed of a surprising turn of speed. In place of the XV’s single BDS26 Mikuni carb, there were two such carbs, a sportier camshaft, different ignition timing and slightly lower final gearing. For some reason, the compression ratio dropped from 10.0:1 to 9.5:1. In real terms, the SRV developed almost 30% more power than the XV, with 20% more torque. By necessity, the SRV tipped the scales a few kilos (4.8) heavier than the XV – a larger fuel tank, twin instruments and so on contributing to the weight gain.
But what set the SRV apart was not the performance per se, but the package, beginning with the styling. In the eyes of many a motorcyclist, nothing looks worse than a clumsy attempt at imitation, and in the Café Racer clique, there had been many disasters. Not so the SRV. Here, Yamaha’s designers had got it spot-on; it looked right from every angle. The frame had a distinctly Norton Featherbed look about it, wrapped tightly around the little twin which had an exhaust pipe and muffler on each side, rather than a Siamesed system. The finely sculptured fuel tank could have come from Varese or Mandello, hugging the top frame rails and tapering to a neat droopy section at the intersection with the seat. That seat was a conventional dual person job, but was just screaming out for a racy single spot with a hump back, and that very quickly became available from several after-market suppliers. It was interesting that nowhere on the motorcycle did ‘250’ appear; it’s as though Yamaha wanted people to make up their own minds. The sidecover stickers differed in various markets. Japanese market models carried the wording “Soulful V-twin”, while Australian models were “Sports V-twin”.
Suspension, while hardly state-of-the-art, was nonetheless light years in advance of that on the XV250, as were the brakes – a dual piston stopper on a 280mm disc at the front and a drum rear, both laced to anodised alloy rims and shod with quite reasonable tyres. Despite a relatively short 1390mm wheelbase, the SRV’s handling captivated every road tester who straddled it, all praising the precise steering and the stability. Corners could be attacked as if they were not there, lines changed in the blink of an eye.
A late starter
The XV250 had been such a success (and a runaway leader in the Learner category) in the Australian market that Yamaha Australia was initially unconvinced of the need, or the viability, of the SRV250. Indeed, the model went on sale in Japan and some other markets as early as 1992, but it was early 1995 before the Australian distributors decided to go ahead with importation of the SRV250G model. There had been an SRV250 on display at the Sydney company’s headquarters for some time and eventually, the model was added to the line up. In fact, the XV250 had done a considerable job in convincing the buying public that a 250 was no longer a wheezy little side-valve from the British Midlands, but a machine that could be ridden almost anywhere. True, there were shortcomings, but the SRV250 went a very long way in addressing those.
Although the standard of finish was well up to what was expected from Yamaha, one thing that did polarise opinion was the colour-matching of the frame to the cycle parts. The model was available in either red or green (a dark blue version was also sold in Japan), and many opined that the frame would have done the overall décor a service by being painted black. Thankfully, Yamaha had avoided the temptation to add lumps of chrome where it was not needed. Some found the gearbox to be notchy and selecting neutral a little hit and miss, but the ratios were well spaced, with a low first gear and close gaps between second, third and fourth, with an overdrive top to keep the revs down on the highway.
Very soon, there were SRV250s buzzing around the place with humpy single seats, louder two-into-one exhaust systems, clip-on handlebars, flyscreens, stickier tyres and other little tricks. Like its brethren, the SRV250 proved to be almost bulletproof, which was a commendable trait given that the majority of its purchasers were less than skilled home mechanics. One irritating problem was the tendency for the rear exhaust pipe to snap the flange retaining studs into the cylinder head; the repair simple enough but necessitating the engine to be removed from the frame. The problem was caused by the throbbing v-twin engine’s tendency to jiggle about in the frame, and the solution was to improve the rubber mounting of the pipe to the frame.
Australia’s late start in importing the SRV also meant a short lifespan, because the original model ceased production in 1996. It was immediately replaced with the Renaissa, which in every respect except the styling, was identical to the SRV250. Visually, the main difference was the all-black engine unit, with a black frame and black steel side panels. Some models also had black-chrome exhaust pipes and mufflers, and Japanese models were also sold with unpainted engines as on the original SRV250. Reduced in capacity to 11 litres, the fuel tank on the Renaissa was reshaped to a flatter style, with a moulded plastic seat pan holding a scalloped single seat. The headlight, headlight brackets and single speedometer (replacing the paired speedo and tacho) gave the front end a lighter look. Most of the Renaissas came in either yellow or silver.
If there was an impediment to the sales potential of the SRV250, it was the price, which was nearly $1200 more than the XV250 in Australia and up there with some 500s and 600s. These days the model (and the Renaissa) is a sought-after classic with its chic retro styling and ease of maintenance. Virtually everything for the engine and gearbox can be found from specialists around the world, and Yamaha also still lists many parts. What is difficult to find are cycle parts such mudguards, seats, instruments and especially exhaust pipes and mufflers. Regrettably, many of these motorcycles have been butchered to produce ugly and impractical machines that masquerade as Café Racers but are often stripped of many of their original components to create the currently fashionable grunge look. It is a cruel fate for such a superbly styled and practical lightweight.
Life after the foyer
The green SRV250 that came to Yamaha-Motor Australia in 1994 was perched in the foyer of the company headquarters in Sydney for some months where visiting dealers would give it the once-over. The reaction was overwhelmingly positive and the decision was taken to add the model to the local range for 1995 – a decision thoroughly vindicated by healthy sales. Once it had done its rounds of displays, the original green SV250 was shifted to the dark confines of the Yamaha warehouse, where it sat gathering dust for several years.
One day Sean Goldhawk, now National Marketing Manager for Yamaha-Motor Australia, was walking through the warehouse with the company’s long-time Managing Director Steven Cotterell, who queried the large inventory of apparently redundant motorcycles. Pointing at the SRV250, he said, “That one for instance. Why is that still here?” Sean lost no time in replying, “Well if you want to get rid of it, I’m interested.”
And so the SRV250 gained a new owner and home, but there was one small matter to solve first. “Because it was a factory prototype, it had no engine or frame number, so it couldn’t be registered,” says Sean. “So we went back to the factory and worked out what the numbers would have been in the series, and had them applied to the bike correctly. Then I got it registered and have been using it ever since. I count that six young people, including my kids, learned to ride on that bike.”
The ravages of all those novice riders have taken their toll on the little green machine, but it still has only 25,000km on the clock and runs perfectly. Naturally it has the odd oil leak and scuff marks, but is otherwise as you would expect a 27-year-old motorcycle to appear and this one has never been restored or refurbished. It is poignant that in 2024, which is not that far away, it will be eligible for Historic registration in New South Wales.
A regular rally-goer
At the 2019 VJMC National Rally held on the Gold Coast, Lyn Munday took out the Best Original/Unrestored award for her 1995 Yamaha SRV250. The little red machine came into Lyn’s ownership 16 years ago as a 50th birthday present from husband Alan, himself a very keen rider and restorer. “It came from Canberra Motorcycles (where I worked for a while), and was very original and tidy, so it had been well cared for. It has now done 65,000km and the motor has never been apart. It uses no oil and the only problem I have had was the vacuum fuel tap leaking, which is a common complaint and difficult to fix. I replaced the needles and seats in the carbs so it no longer floods. I have also raised the gearing from a 15 tooth front sprocket to 17 and it now happily sits on 6,000 rpm at 105km/h.
“The bike has been to all the recent VJMC National Rallies in Canberra, Tamworth and on the Gold Coast, but unfortunately Lyn contracted Viral Encephalitis in June 2020 and has sadly had to stop riding, so the SRV250 will probably be sold.”
