TZ350 and 250 Website TZ350 Specifications

3 Мар 2015 | Author: | Комментарии к записи TZ350 and 250 Website TZ350 Specifications отключены

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The TZ350.

The incredible a brief history.

1973 saw the of the bike which was about to the 350cc GP class worldwide, the TZ350A . The inclusion of water-cooling in to other slight improvements the bike’s air cooled predecessors, the TR2B and TR3, saw Yamaha’s production offering fast an almost unbeatable weapon in the of the right rider. Internally the hadn’t changed much the TR3 apart from the widths and of the transfers being altered to scavenging, though actual timing remained as it was with the model.

Also the silicon of the cylinder was lower compared to of the TR3’s separate hypereutectic The new bike produced a very 60bhp @9,500rpm.

Interestingly, was no variable advance built the Hitachi TIA02-01 CDI controller on the 350. Whatever ignition the tuner set was the advance right the rev range. ( This was not the case the TZ 250 ).

In 1974, the B model was released, very few changes to the previous A. As if wasn’t frustrating enough, TZ had to sit out 1975, waiting until the year for a new version. The wait was it.

The C model . of 1976 was another entirely. Here was a radical chassis and running gear from the earlier TZ’s. mono-shock (spring preload and damping only) rear combined with twin front and rear disk set the world on fire, with the new selling like hot-cakes Yamaha dealers worldwide.

The price of around #163 including a comprehensive spares kit was value for money and did no harm at all to The clutch basket boss was by changing it’s method of to a male / female spline from the previous model’s dog The exhaust header picked up an o-ring and a new mounting system.

jumped up slightly to 62bhp @

Picture: What is essentially a on display in the Macau Museum. bike has an F model top end, calipers and magnesium wheels. It has the gear shift foot fitted to the right hand of the bike indicating that a British rider may have it at Macau. (Photo provided by the Museum.)

The D and E models of the next two years a little disappointing from the point of view due to the fact very little was altered at the from the C.

Minor porting, and exhaust upgrades saw the peak output up by 2 to reach a claimed @10,500rpm. The factory also to fit an offset, angled plug with the D, in an effort to combat and piston distortion as well as raising the compression ratio. New chambers were now fitted the factory with removable

Small changes were made to items like the gasket, crank webs, end bearings, the gasket for the side oil bolt on the gearbox, carby and choke systems etc. widths were also from the factory though rim remained as per the previous model.

Not to say the TZ350 became uncompetitive the introduction of the D, quite the contrary, customer bikes winning races and domestic championships the non-USA world from through 1978. (America run a 350cc class but allowed bikes to run in other larger classes.)

The E had a new frame which some say the engine slightly more featuring detachable alloy plates and around 20 other bolts, nuts, washers as well. The swing-arm length as for the D as did just about everything apart from the rear engine mounting bolt was lengthened by 5mm.

(Picture of Mitsuo in Japan.)

The introduction of the F in 1979 saw, finally, and much anticipated improvements to the now 3 old TZ 350 C/D/E. Much to the relief of devotees, the factory made changes to the bike, some in time owners learnt were not. They

a) The provision of a new 6 port cylinder, subsequent improvement in rideability, an improvement in peak power to boot. Also new cross-over chambers to keep the muffler within FIM requirements length and a new piston. The F pistons were the of the short pin slipper type but the windows didn’t have the web running down the middle, and the sometimes pulled the edge of the down into the window .

Yamaha TZ 350

b) A new conrod, which was lighter, but out to be prone to failure ( due mainly has it, to the wrong silicon content in the causing them to wear and aluminium on the small end bearings them to fail and take the with them ), plus a new 3G3 to suit the new cylinder.

c) The inclusion of Powerjet Mikuni carburettors to enhance the new engine’s usability the ability to fine-tune the midrange more effectively and also the risk of seizure at high while actually contributing to the in peak output at the same

d) A new, revised, lighter frame, which had a bad tendency to around the headstock, which is why so of them were re-inforced in area, or had aftermarket frames the Yamaha items. (Click to read about aftermarket TZ )

e) A new box-section aluminium swingarm, body rear shock with adjustable preload and damping only).

f) New forks 3-way adjustable spring via. an external adjuster on top of fork tube, as well as fork internals designed to the front end patter being by a number of 350 riders.

g) A new fairing which dispensed the separate belly pan and was a sharper at the bottom-front (behind the front The fuel tank was now a tapered to match the sloping upper rails and the seat unit was to a more current shape.

h) changes included: the cylinder pipe, inner main circlip/washer, gudgeon pins, of an oil level dipstick and new ignition coils, exhaust mounts, cover and an additional o-ring was in the exhaust header to assist

Frame failures around the area were a common with the F model 350’s, for reason a large number of chose to ditch the stock and replace them with made by such manufacturers as Bakker, Bimota, Spondon, etc. Others chose to the stocker with additional such as that shown in the

1980’s TZ350 G was virtually the as the previous F apart from attempt at improving the conrod, back to the older E inner bearing circlip/washers, a revised silicon content as well as in the sides of the piston, and a different Another change was the way the ignition was bolted on to the crankshaft. The timing crank wheel had an external and nut, where the earlier had the standard 7mm internal thread.

Picture: A fine example of a from Joris van de Wiele.

The 350 G was really improved on, despite releasing another model, the H . was really just a case of the using up a lot of it’s stock of giving up further production of the TZ350 once the FIM dropped the World Championship class in

Yamaha TZ 350
Yamaha TZ 350
Yamaha TZ 350
Yamaha TZ 350
Yamaha TZ 350
Yamaha TZ 350

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