Daytona cranks

[Daytona1]

I've never had my 2vo and a1a cranks side by side to compare but seems like past reading left me to believe the 2vo cranks had advantages (lighter) over the a1a cranks but broke so not recommended. How about the Canadian Daytona's. I know they have the different taper for Cdi but are they lighter also and do they break? Thanks jimmy.

[bitzz]

I raced RDs with 3J7 cranks for 20 years and never broke one.
Allows you to run RZ/Banshee ignitions too

[Daytona1]

Thanks for the reply bitzz. Now Im curious how many different 400 cranks are there and why? I mean I get the bastard 2vo with points but why more than 1 cdi crank? And which is the best.

[SoCal250]

FWIW, the Canadian 3J7 crank used in the RD400F/G was assembled with 2R9 components, so it is the same as the crank assembly used in the 2R9 RD400 in Europe and in the 3M4 RD400 in Australia/N.Z.

The US RD400F is the only model that used 2V0 crank parts, so it is unique in the Yamaha crank world.

[bitzz]

If you plan on using RZ/Banshee ignition, you gotta know that the RD400's keyway is 90 degrees off the RZ.

[Daytona1]

Thanks for the reply guys. So there appears to only be 2 cranks for f and g engines. Wonder why they went thru the expense of making the 2vo cranks and didn't just use earlier crank? Also how many different cylinders did they make for f and g engines and which is best one for performance?  Thanks jimmy.

[Daytona1]

Ok guys I kept digging and saw the write up by E.E about the evolution of these engines and it answered the cyl questions. Still tripping that Yamaha spent the money on the 2vo cranks for just shy of 5000 units. Does the 2r9 crank use the lead weights? And does 2r9 have any advantage over the 1a1 crank other than ability to run the factory Cdi's? Thanks jimmy.