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Set off a wave of imitation games! YAMAHA “TZR250/R” pioneering a new generation

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※The “first time” mentioned in this article refers to the “first time” of “commercial motorcycles that can be ridden on general roads”. In addition, the definition of “first time” may be different.


1985 TZR250: A revolutionary car that set off a trend of imitation racing

In order to be able to compete with high-performance two-stroke imitation racing models such as SUZUKI’s RGV-Γ and HONDA’s NS, YAMAHA launched the TZR250 in November 1985. Yamaha has completely improved the previous generation RZ, which was originally an iron frame, and added a parallel twin-cylinder engine with the same basic design as the commercially available racing car TZ and an aluminum alloy surround frame (DELTABOX). Its characteristic is that the appearance is exactly the same as the racing car.

With epoch-making riding performance and a lightweight and streamlined body, although it is only a two-stroke engine, it has easy-to-handle horsepower output characteristics and handling performance, which directly announces the arrival of a new era. This car showed its strength in SP events, and its popularity even turned the game into a standard event. The hot sale of TZR has also ignited the fighting spirit of other motorcycle brands, which has also accelerated the development of NSR and RGV-Γ.

▲【1985 YAMAHA TZR250】■Car weight 126kg (dry weight) Water-cooled two-stroke parallel two-cylinder Case reed valve 249cc 45ps 3.5kg-m ●At that time, the price in Japan: 549,000 yen

▲The engine is reduced and the fixed position is moved forward to achieve a 50:50 weight balance. The aluminum alloy embracing frame (DELTABOX) in which the triangle platform and the pivot are connected in a straight line is a technology transplanted from YZR and TZ. Both high rigidity and light weight and exquisite chassis equipment adopts the front and rear 17-inch specifications, announcing the end of the era of 16-inch front wheels.

▲As with YZR and other models, a new parallel twin-cylinder engine with Case reed valve is adopted. Equipped with a φ28mm flat valve carburetor that is 2mm larger than the RZ and an electronically controlled variable exhaust valve = YPVS, allowing this car to have both a sharp increase in speed and spacious power. Range (Power band).

▲[I feel like Eddie Lawson]Eddie Lawson, who replaced Kenny Roberts who retired in 1983 as YAMAHA’s ace racer, earned him the nickname of “steady Eddie” with YZR500, and succeeded in 1984, Won the annual championship in the 1986 and 1988 seasons. And TZR came out in such a heyday. YAMAHA launched a limited edition of YZR’s symbolic Marlboro painting in October 1986, which added to the popularity of this car.

1989 TZR250: The rear exhaust system was modified as boldly as the TZ

TZR underwent a minor revision in 1988 after experiencing the first generation, and launched the second generation 3MA (commonly known as saury) in February 1989, a comprehensive update. This car adopts a design that is completely opposite to that of ordinary motorcycles, that is, the carburetor is set in the front of the car body and the expansion chamber is in the back.

The innovative technology added from the 1988 style of the racing car TZ250 turned the originally meek first generation into the Peaky feature of the two-stroke. In addition, although it is not easy to present the results of setting adjustments, it has mixed reputation, but this car has also won the hearts of many knights because of the special resonance and shape of the expansion chamber.

▲[1989YAMAHATZR250]■Car weight 136k (dry weight) Water-cooled two-stroke parallel two-cylinder Case reed valve 249cc 45ps 3.8kg-m ●At that time, the price in Japan: 618,000 yen

▲The advantage is that the intake air is not easily affected by thermal energy, the linear exhaust also helps to increase the horsepower output, and the forward-leaning engine is beneficial to low center of gravity. The car body has also improved rigidity, and the front wheels are also equipped with dual disc brakes.


1991 TZR250R: The highly anticipated V-engine, amazing completion

Since the launch of YDS1 in 1959, YAMAHA’s two-stroke 250cc parallel twin-cylinder engine has finally matured after long-term continuous improvement. In order to regain market share from other competitors, the third-generation TZR is the same as NSR and RGV-Γ Both are equipped with a 90-degree V twin-cylinder engine with a single crankshaft. The very rare balance shaft in the two-stroke 250cc at that time used the technology of the factory car YZR250. The ignition/intake and exhaust systems are all electronically controlled.

▲【1991 YAMAHA TZR250R】■Car weight 126kg (dry weight) Water-cooled two-stroke V-type twin-cylinder engine Case reed valve 249cc 45ps 3.8kg-m ●Current price in Japan: 629,000 yen

▲The DELTABOX is developed using the technology of the commercially available racing car TZ250. The STD version is different from the SP version in several details. The front fork is an inverted front fork inherited from the later version of 3MA.

▲In order to make the length of the intake pipe the same, the front and rear carburetor and air filter are completely different from NSR and RGV-Γ, which are unique features of the third generation TZR. When the SP kit is installed, the horsepower can reach 74ps.

▲The “ㄟ”-shaped rocker arm curved on the right was the mainstream of the two-stroke imitation racing model at that time. By the way, the first Japanese model to adopt this structure is YAMAHA’s 1988 YZR500.

▲In 1991, TZR also launched STD version and SP version for sale. Although YAMAYA added the RS version between the STD version and the SP version from 1992 to 1993, a total of 3 versions were released, but it was unified into one version of SPR after 1994. By the way, the SPR version uses the ultimate exhaust device Triple YPVS.

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“WEB-young machine” exclusive license
“Webike Taiwan” editorial department compiled

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