Yamaha F 350 AETX is a four-stroke outboard motor made in Japan. Compared to most of its classmates, this model is distinguished by its 32-valve design, eight cylinders and a displacement of 5300 cc. cm. This unit is designed for harsh operating conditions, and specifically for this it is endowed with high performance and considerable torque. A motor of this level is intended for installation in sea boats and full-size yachts. Clearly, the F350 AETX is a class leader, combining impressive performance, high torque and refined performance characteristics. In many ways, this motor meets all the requirements for high-tech marine vessels. Note the presence of electronic fuel injection, which contributes to efficiency and environmental friendliness regardless of engine speed and regardless of environmental conditions. There is also a PrimeStart system that ensures trouble-free starting on the first try. Digital electronic control allows you to clearly and quickly follow a given trajectory. At the same time, let’s pay attention to the stylish appearance with an aerodynamic and streamlined silhouette.
Characteristics
- Type – four stroke
- Working volume – 5.3 liters
- Cylinders, pcs. - 8
- Valves, pcs. – 32
- Valve arrangement - in-line
- Cylinder diameter – 94 mm
- Piston stroke – 96 mm
- Power – 350 horsepower
- Speed at full throttle – 5000-6000 rpm
- Lubrication – wet type
- Electronic injection system EFI - yes
- Transistor ignition TCI - yes, with microcomputer
- Electric start - yes
- Gear ratio – 1.73
- Transom height – 635 mm
- Oil sump volume – 6.3 liters
- Remote steering – yes
- Digital remote control - yes
- Electric drive for changing the trim and tilt angle of the motor - yes
- Generator parameters – 12V; 49A.
Japanese Java 350 – Yamaha RD350 (1973, 39hp)
But the Czech Javas could have been like that. but, alas, the Czechs cut everything that could be cut in the Java engine. But look at what the Japanese achieved in 1973 with a 350 cc two-stroke engine (see continuation)
The stock Yamaha RD350 has 39 hp (28.5 kW) at 7500 rpm.
I’ll immediately show you the most interesting thing - the engine (a slightly later version - 1984, already with dropsy) (impressive, isn’t it?):
Advantages
- Powerful eight-cylinder design and 32-valve layout
- Electronic injection system EFI
- Adjustable rotation speed for more comfortable fishing
- Engine synchronization
- Digital network devices with a lot of information about the motor status
- SDS shift damping and smoother transmission operation
- Y-COP system for outboard motor protection
- Wide range of adjustment of trim and tilt angle using electric drive
- Ion sensor for anti-knock protection
- Anti-corrosion protection of our own production.
Specifications Yamaha RD350 1973-1974 (2T)
- Engine: two-cylinder two-stroke, air-cooled; suction through plate valve
- Volume: 347 cc
- Bore and stroke: 64.0 x 54.0 mm
- Compression ratio: 6.8:1
- Carburetors: 2, Mikuni VM28 SC
- Ignition: battery, two coils, breaker contacts
- Lubrication: Constant flow oil injection
- Primary Drive: Helical Gear, 2.87:1
- Main drive: Chain number 530, 2.67
- Battery: 12 volts/5.5 amp-hours
- Front Brake: Single, dual-piston 267mm disc caliper
- Rear brake: single 178mm drum
- Front tire: 3.00 x 18 inches, Dunlop F7
- Rear tire: 3.50 x 18 inches, Dunlop K95
- Ignition advance/retard angle: 27.5 degrees/4.2 inches (106mm)
- Wheelbase: 52 inches (1321mm)
- Saddle Height: 31.5 inches (800mm)
- Maximum speed: 170 km/h
Owner reviews of the Yamaha F 350 AETX
- Dementy, Priozersk. Of course, I wish everyone to have such an engine. Such a miracle of technology will come in handy in every household that has lovers of watercraft and everything connected with it. In 2018, I became the owner of a Yamaha F 350 AETX engine, which simply works without whims. I gave him the command and he went. I mean that it is equipped with remote control. The gearbox is also remote, with three positions - forward, reverse and neutral. Gasoline consumption is quite high - around 100-odd liters per hour. I’ve been filling up with 92-grade gasoline—everything seems to be fine for four months now. There is no overheating, noise and vibration are minimal. The engine is adapted to heavy loads and is designed to transport heavy sea vessels. For example, I have a five-seater boat with a high carrying capacity. Any fishing luggage will fit into it. The engine will pull it out without any problems, because the power reserve is huge. Over time, I’ll come up with something new in which to test the 350-horsepower Yamaha.
- David, Ryazan. Yamaha F350 AETX is a motor for all occasions, endowed with unsurpassed performance characteristics. This is a real flagship of the Yamaha lineup, and even compared to its closest competitors. I'm serious, because I compared my Yamaha with other engines of similar power - for example, with Honda and Suzuki. Each has its pros and cons, but the Yamaha seems more balanced. Yes, it is gluttonous - it consumes 100-110 liters of gasoline per hour. You need a huge gas tank, at least 300-350 liters, or even more. Remote control was beneficial, as was the build quality along with anti-corrosion protection. The trim and angle of the engine can be changed using an electric drive, and not manually, as with some competitors. I will also note the function that allows you to raise the motor when the water level is low. Thus, this will protect the propeller from obstacles “hidden” under water. Unfortunately, there is no escape from noise and vibration, given the eight cylinders and large displacement.
- Andrey, Lipetsk region. Best motor I've ever owned. It has one drawback - high gasoline consumption. The rest is beyond praise. The ergonomics of the arrangement of instruments and switches inspires respect. And in general, by many criteria, the 350-horsepower Yamaha looks better than its analogues, which are not much cheaper. Therefore, it makes sense to overpay for a high-quality and functional product, equipped with a set of useful options. The engine is equipped with an electronic start, which allows you to start on the first try. I’ll also pay attention to the transistor ignition and fuel injection system. There is also a DOHC twin camshaft system and 32 valves. The displacement is 5.3 liters and the power is 350 horsepower. The torque is huge and available from low speeds - almost like electric motors. Actually, the engine has enormous potential. That is why I use it together with a large yacht; there is plenty of power. Gasoline consumption is 108-110 liters per hour.
- Maxim, Moscow region. My fishermen friends and I chipped in and bought this miracle of technology. The Yamaha F350 AETX is a versatile engine with extensive functionality and unlimited performance. But seriously, the power of 350 horses must also be used wisely. The motor capabilities are enough for all four users. In addition, there is plenty of work on a huge boat. The Yamaha F350 AETX is a very expensive motor and a powerful motor, but it is now our source of income. Its power reserve is enough to “dive” far away to the middle of the lake or sea to make a solid catch. We not only have fishing gear, but also underwater equipment. There are many things, and the possibilities have increased thanks to the 350-horsepower Yamaha. By the way, it consumes 110 liters per hour of 92 gasoline.
Legendary motorcycles of the 70s: Yamaha RD350
| Source: | motorcyclistonline.com |
| Translation: | Drom.ru |
| author: |
When reprinting, a link to the sources of text and translation is required!
Before people knew about the many dangers contained in triple cheeseburgers, saturated fats and two-stroke exhaust fumes, there was the RD350. Dirty, smoking, damn fast and relatively inexpensive, it was (and still is) the best motorcycle of its time.
An advertising picture from a popular motorcycle magazine from 1975 looked like this. The stunned racer holds a mug of beer in his hand. The advertising slogan underneath offers ambiguous consolation in the form of a sip of beer from a mug in the rider’s hand: “Don’t be upset, you’re not the first 750 rider to be beaten by the Yamaha 350.”
Let's go back to those blessed times when there was no political correctness yet, to America in the 70s. Every teenager of the time knew that from the very first RD350 in 1973 to the last one released in 1975, Yamaha's “pocket rocket” simply put all three- and four-cylinder machines to shame, doubling its 347cc displacement. And there was no equal to it either on race tracks or on country roads around the world.
In those days when flares were considered cool, not Harleys, any large-capacity motorcycle was easily done by a Yamaha in a straight line. Horsepower was cheap and any fool could twist the throttle. And only Yamaha relied on the ability to truly control a motorcycle.
On the street and on the track, everyone worshiped RD. For the proletarian, shelling out $3,000-plus for a 1974 Ducati 750SS or even $1,995 for a very fast, very large Kawasaki Z-1 was unrealistic. And the Yamaha RD350 sold for only $908: cheap and cheerful. Racing for the masses!
In 1973, thanks to new reed (reed) valves and some other technical improvements, the 347 cc two-cylinder RD produced 35 horsepower at 7,500 rpm.
Of course, the Yamaha RD350 was not a dragster. With a full tank it weighed 160 kilograms. In Motorcyclist's road test, it completed the quarter mile in 14.48 seconds at just 145 km/h, while Cycle's RD350 completed the same distance in 14.12 seconds at 149 km/h. These figures are not at all impressive compared to the 12 seconds of Kawasaki's three- and four-cylinder monsters.
Despite this, the lightweight, simple and reliable Yamaha RD350 could take you to work every day and only required periodic cleaning of the dirty B8HS spark plug. It was comfortable enough for long trips, but quite voracious: the 12-liter fuel tank was enough for 112 kilometers before reserve, about 2 liters of oil flowed through the lubrication system every 800 kilometers. But if you increase the fuel supply, fuel consumption will also increase significantly.
In a time when fuel and thrills were inexpensive, Yamaha's minimalist approach to motorcycles made sense. The engine and frame encouraged corner-licking enthusiasts to ride along winding streets. These units were born on the track from TR2 models in the 750cc class. While maintaining the track geometry of the frame, it was made more massive for the urban version.
Apart from such parts as the dry clutch and extended transmission input shaft, the crankcase and crankshaft on the 1973 RD350 were identical in performance to the liquid-cooled TZ350 (which was basically a variant of Don Vesco's famous TR350, which won in 1972 against the Daytona 200 and two other Yamaha TRs). ).
A little tuning won't hurt
From their birth until the introduction of the Yamaha FZR400 in 1988, Yamaha's 350cc two-stroke motorcycles seriously dominated the 400 class. In the hands of guys like racer, team owner and combustion engine major Don Vesco, cheap interchangeable parts and proper TR tuning /TZ made this bike ideal for motorcycle racing. Moreover, it’s cheap!
After pumping the exhaust into the expansion chambers, raising the exhaust ports, opening the intake ports, widening the exhaust ports, opening the intake ports, widening the boost ports, inserting a 5/8-inch expander between the reed valve block and the cylinders (more air, guy.), replacement With stock 28mm carburetors and possibly pistons, heads re-bored for more compression and the addition of split tie rods, the packaged RD made 50-plus horsepower. “With these gadgets, you can make them run as fast as the TZ,” says Vesco.
And this man knows what he's talking about. In 1970, he drove across the Bonneville Salt Flats in an 18-foot streamliner powered by twin TR2 350cc racing engines. at a speed of 405 km/h.
Even without all these bells and whistles, no one could round a corner faster than a resourceful RD rider. Motorcyclist magazine's November 1974 RD350B test read, “. in all but a complete lack of acceleration, the Yamaha 350 will probably outperform almost everyone on the market in terms of tuning.” We grumbled about the stiff handles, too much engine vibration and footpegs that rusted quickly. In every other way RD was excellent.
Despite the Autolube's unrestrained oil pump, increased fuel consumption and thirsty clutch, Cycle magazine was fascinated by its first test of the RD bike.
Brakes? The 10.5-inch front disc and rear drum proved to be the most effective braking system the magazine has tested. “The little 350 produces enough braking force to make your eyes pop out of your head—without having to push hard on the lever,” the magazine says. How's the management? The answer was like granite fragments: “. this bike can climb rollercoasters and round corners like few in its class and few in any other class.”
And now?
Even the first example of this tribe (such as the 1975 RD350C) is unlikely to delight connoisseurs of modern four-stroke sports machines. But many of the "old guys" still appreciate the lightweight two-strokes, even despite their emissions (“To hell with the ozone hole, step on the gas!”). Ecology aside, this is actually a fast little beast for active driving.
RD looks tiny these days because he is. Despite this, the nice, straight steering wheel and seat ensure a comfortable ride for the 200 kilometers (or so) between fill-ups. The twenty-year-old suspension is felt. well, she's 20 years old. The little 350 can still ride on rails, despite bouncing and scraping from the low suspension even at relatively low lean angles. But keep revving the typically smooth six-speed transmission between 6,000 and 8,000 rpm, and in less than four seconds the RD will be cruising at 60 mph. Even with standard mufflers, the exhaust sound is heavenly.
But be careful, some things never change. With the bulk of the bike's 160 kilograms of weight resting on the rear wheel, the horizon line appears before your eyes at full throttle.
The RD was the official motorcycle of the twisty road connoisseurs in the mid-70s. As Yamaha product designer Ed Bourke says, “The RD was an iconic motorcycle if ever there was one.”
But all good things come to an end. Neither the cleaner, more civilized 1980 RD400F nor the liquid-cooled RZ350 of 1984 could win the war against the faster, more complex four-strokes.
Riders demanded bigger and faster bikes. Environmentalists wanted cleaner motorcycles. The RD350 gave way to the RD400 in 1976, and by the end of 1980 the 400 series also disappeared from Yamaha showrooms.
Technical characteristics of Yamaha RD350: Engine: two-cylinder, two-stroke, air-cooled; intake via reed valve Volume: 347 cc Bore and stroke: 64.0 x 54.0 mm Compression ratio: 6.8:1 Carburetors: 2, Mikuni VM28 SC Ignition: battery, two coils, breaker contacts Lubrication: constant flow oil injection Primary drive : Helical gear, 2.87:1 Main drive: Chain number 530, 2.67 Battery: 12 volt/5.5 amp hours Front brake: Single, two-piston 267mm disc caliper Rear brake: single 178mm drum Front tire: 3.00 x 18 inch, Dunlop F7 Rear Tire: 3.50" x 18" Dunlop K95 Ignition Advance/Retard: 27.5 degrees/4.2" (106mm) Wheelbase: 52" (1321mm) Seat Height: 31.5" (800mm) Top Speed: 170 km/h Best Acceleration ¼ mile: 14.48 seconds at 144 km/h
