Airhead

I know many, some are legal ones Mine passes MOT every year no problem There are always plenty of used spares on ebay, just bide your time, they will come along

This is not good, you wont be able to ride it on cbt will you? as its not a 125, I know, i know its not very powerful, but you might have to convert it to 125, thats not gonna be easy, you dont see many 125 barrels and heads around!!

Hi col68, welcome to the forum, so did you have one of theses when you were younger ? I dumped my indicators many years ago, You do realise that there is no legal requirement for them dont you...Hand signals and all that

I didnt say it did, but the gauze in the tank is a 'filter' and on a bike thats nigh on twenty years old and also been standing and showing these symptoms, its where i'd go first Yes as gaz said, it accelerates fine to 50 - 60

Check the fuel filter and if it has a breather pipe on the tank, check it isnt trapped or kinked

Be nice to think so yes, But he says he has fuel not he's getting fuel, That might just mean he's got fuel in the tank...He doesnt actually say. But an engine that wont start will need the switch in the prime position anyway because there may not be enough vacuum developed to open the fuel supply from the tap (petcock)

Great news chug, Enjoy your new bike, dont get salt on it in the coming winter though..

Ok. The case for my bike...For many years the best mass produced small trail bike If ever there was a case of the right bike at the right time it was the Yamaha DT175MX. In 1978, everyone had a baby Yam in their garage because they were dirt cheap and the greatest biking bargain ever. They were also idiot proof and maintenance consisted of adding petrol and oil. Best of all, the DT was all things to all men. Learners passed their test on them (Yes you could ride up to 250cc then). Road riders commuted on DTs, and enduro riders thrashed them like thoroughbred race bikes. The early twin shock DTs were desperately ordinary bikes and sales were not impressive. But after Yamaha had pioneered long travel, monoshock rear suspension after taking Belgian Lucien Tilkien’s novel idea to production things were set to change. The system revolutionised motocross and Yamaha won the 1973 250cc World Motocross championship with the first monoshock racer. It was about to have the same impact on trail bikes. It was one of, if not the first bike for the masses to have this monoshock suspension, and mine although thirty years old this year, still has the original damper fitted. The DT’s reed-valved motor, and six-speed gearbox were also lifted from motocross technology. In 1978, Yamaha put all their racing expertise into a trail bike package - and then added everything needed to make the machine fully road legal. The bike was revolutionary and re-wrote the standards for dual purpose motorcycles. Newcomers to motorcycling just loved the DT. It could be started hot or cold with one half-hearted prod of the kick-start and all the controls were feather light and utterly non-threatening. The 173cc engine needed a good handful of revs to make any power and beginners found this very comforting. Best of all, everything worked on the bike. The gearbox was so sweet that the clutch never needed touching for upward changes, by standards of the time the drum brakes were powerful and waterproof, and the lights actually had some (Edit...Slim) chance of showing you the way. But there was another side to the bike too. It had astonishing performance when ridden hard and was capable of taking unimaginable abuse without complaint. Almost as soon as it was launched, DTs began appearing in serious enduros. Many an expert, riding a thoroughbred enduro machine, was humbled by a youngster hurtling past on his DT with the throttle nailed to the stop. In fact, the DT was so good that a number of motocross racers had their first taste of competition aboard this incredible little trail bike.

Have you got a workshop manual / Wiring diagram ?

Looking good Darren, some serious luggage boxes there, drop that bike and its the road that will need repair bet the best equip was the add on Gel seat though, and the little noz bottle for that extra BOoosST

Hi Heath, welcome to the forum.

Do you want one as well then?

Why mess about, buy the right one, theres one Here or keep watching to see how often they come up for sale

Guys, I have seen several post over gearchange problems with this bike, myself I think they will get better as more miles are done, but i can say that lots of inexperienced riders just seem to clunk through the gears when changing down to lower gears, my daughter does this and it makes me cringe!! If you think about it as you change down and let your clutch out...the engine revs increase, so pull the clutch and give a little blip on the throttlle while its pulled (just a quick blip mind) and at the same time knock it down a gear, you will find your down shifting is much much smoother and the dreaded 'Clunk' will be gone! (Only do this when down shifting) Have a look at this post Here, Theres quite a bit on the subject there.

Its easier if you move through the gears while youre still moving, Gradually change down and just before you stop select neutral. It is also a new bike so everything will be tight untill its done a few miles.

If its been stripped down, you will need to use the 'prime' position on the fuel tap for initial starting attempt

Hello and welcome, Do you have to wait a while before it starts again? If so check the fuel filter, It may be in the fuel tap

GUNS...What guns..Oh yes, Guns!

Hi and welcome to the forum, Its a simple bike so shouldnt be too difficult, But youre going to need a manual at least Here This one will post worldwide. The problem might be if you need to buy things, You will know more about that than us though, If you do decide to have a go, people on this forum will help if they can with advice. Good luck if you go for it.

Mmm yes...look at all those principles

Why are you having trouble, Are you using a puller Like This If you get a puller, make sure its suitable for your model before you buy

Sorry to hear this, I'm sure we'll all miss you mate but it seems to be a worthy cause and like they say...A mans got to do and all that, so see you in a year...Good luck mate

I wouldnt want to go over 3000 rpm in first, Whats all this 6000 rpm stuff and wheels spinning out? Have you considered riding lessons?

Hi Sebastian and welcome to the forum, Great choice of bike you made there As for spares, The obvious place is ebay and There are a few DT owners on here that will no doubt offer you help with any questions Get yourself a Haynes manual like This One

Difficult to answer when you cant see it but i'd guess that you will have to drill the head off the bolt then remove the retainer thats not fixed properly any longer, Soak the etainer and headless bolt in penetrating oil for a day or so then try to remove the bolt shaft. When (If) it comes out wash all the penetrating oil off and araldite it back where it belongs,,,Sounds easy does'nt it...