Yamaha SR500 parts come out of the same listing we keep for the SR400, because the two machines are close enough that most of it suits either. What differs is the age of the bike in front of you, and that changes which half of the list you end up ordering from.
One listing for two machines
Our SR pages were written as a single classic-bike range covering the SR400 and the SR500 together. Fenders, top bridges, headlight holders, swingarms, rims, exhaust pipes, foot pegs, oil level gauges, covers and the small lock rubbers were all listed once, for the SR, rather than twice.
That is not a shortcut. Outside the engine the two are the same motorcycle, so a café fender, a top bridge adjuster or a swingarm bought for one fits the other. Where the listing does split a part, it splits it by production period rather than by capacity: an early SR and a late SR can want different versions of the same item, and the machine’s age tells us more than its badge does.
The listing was explicit about two of those splits. Steering ball assemblies were carried in a 1978 to 2000 version and a 2001 to 2008 version, and top bridge bolts were divided the same way, the earlier one shared with the XS650. Most SR500s sit on the early side of that line, but we would rather you told us the year than let us assume it.
Say SR500 when you write and we will treat it as an SR500. Tell us the frame number as well and we can be certain rather than nearly certain.
Yamaha SR500 parts around the starting drill
The SR is kicked, and a good part of what we supply exists because of that. The listing carried a valve lifter lever and a valve lifter cover, a valve puller, a camshaft marking cover and cam chain setting nuts, including one with a clear lens so the timing mark can be seen. There are kick arm rubbers, and cables cut for the valve lifter as well as for the clutch, brake, speedometer and tachometer.
A decompression starter cover was listed alongside them, machined in aluminium like most of that group. The material grades were named in the listing: AL7075 for the covers, bushes and bolts, AL6061 for the stud bolt sets. These are small-batch machined parts, not generic accessories, which is why individual patterns appear and disappear over the years.
On a machine that is started by hand every time, those are consumables rather than accessories. They are also the parts owners abroad tell us are hardest to find locally, which is why they come up in most SR emails.
Where the larger engine changes things
The SR500 is the bigger of the two and it stopped being built a long time before the SR400 did. Practically, that means two things. Engine internals are the place where the two models genuinely diverge, so anything going inside the cases is quoted against a part number or a frame number and never guessed from the model name. And an SR500 has usually had more owners and more winters than an SR400, so the gaskets, seals, bushes and rubbers matter more than the styling parts do.
That second half of the listing is the unglamorous one. Clutch cover and rotor cover gaskets. Swingarm bushes and swingarm seals. Seat lock, tank lock and kick arm rubbers. Fork dust rubbers and dust protectors. Rear brake shoes and lever, gear arm levers, key lock plates, tank stoppers, battery trays, an under-seat wire harness tray, drum brake locks and hub caps. None of it is interesting to look at, and all of it is what keeps an old single usable.
We do not publish fitment tables. If you are unsure whether a listed part is one of the shared ones, ask before ordering rather than after.
Bodywork, fork and styling parts
The custom side of the range is shared with the SR400 in full, so an SR500 owner is choosing from the same shelf. It runs from fenders in three cuts — a café profile, a short tracker profile and a long one — and a fibreglass tank cover in the Norton style, through the whole fork and steering area, to swingarms, rims, sprockets and the cockpit fittings. Aluminium rims were listed as a 17 inch pair and an 18 inch pair, and the alloy sprockets came for 428 chain and for 520, so gearing is settled by chain pitch before anything else.
The one place to be careful is the top of the fork. Top bridges came machined and cast, adjusters with or without the damper hole, and headlight holders in several fork diameters, the aluminium ones listed at 35, 36, 37 and 39 mm. Those are worth confirming rather than ordering on the model name. Several of these fork and steering parts also fit the XS650, and the same classic listing carried fenders and top bridge parts for other machines of the period, including the CB750 and the W650.
Exhaust and engine covers
For the exhaust there were curved and straight pipes to work with the standard silencer, long and short megaphones, a megaphone exhaust, a stainless system, a standard manifold and an end cap for a SuperTrapp-style silencer. A chain cover was listed with them.
Around the engine: valve setting covers, oil filter covers and caps, rotor covers, oil level gauges in silver and black, an oil tank cover, oil hose and hose adapters, an eccentric crankshaft bolt, an engine protector, an engine holder and stud bolts. An air horn for an FCR carburettor was stocked for bikes that have been carburetted differently.
Ordering and shipping from Thailand
Nothing on this site is sold from a live catalogue. You describe the machine and the part, we check the supply source in Thailand or in Japan, and we reply by email with availability and a price in Thai Baht. A photograph of the part, or of where it fits, settles more identifications than a paragraph of description does. The order policy covers payment, packing and what we can and cannot do about returns.
Payment is by bank transfer, by credit card through a secure link, or by PayPal, and a CIF price is the parts price with shipping added. Once an order has shipped we cannot take it back except where there is a manufacturer’s fault, and nothing can be returned to Thailand at all — on a bike whose parts split by year, that is the argument for getting the identification right first.
Genuine components ordered through Japan are normally available in about four working days when the factory is not backordered; parts from Japan explains that side of the supply. Postal EMS runs four to seven days and air parcel about two weeks where EMS does not reach; a swingarm or an exhaust usually goes by courier or air cargo instead. Duties and taxes are charged on arrival in your country and are yours to pay.
Ask for a quotation
Send the part number, or the part name together with your frame number, and tell us the destination country and the quantity. The year of the machine is worth adding on an SR. A photograph helps. We answer by email with availability and a price.
Request a quote for SR parts, or open one with genuine parts already selected. Look through the wider range in shop by model, or see whether one of the overseas shops on our dealer list is closer to you. There is no account to open and no obligation.