Yamaha RT1

22 Апр 2015 | Author: | Комментарии к записи Yamaha RT1 отключены
Yamaha RT 360

We are privileged to test this the actual machine, the Yamaha which won the motorcycle section of the of Africa Rally in September. by Roy Linley of the Nomads Club of Town, this Enduro was at one time leading the rally and fourth overall behind cars in a field of approximately 80 included 11 motorcycles.

The Yamaha RT1 is a version of the 250cc DTI. It is a motorcycle with a single motor of 360cc capacity and is the in the current range of five machines designed for riding on the At the same time it is a standard is equipped with lights and can be on the road.

The RT1 has been produced in to a demand for a machine in the big class of competing with the British and singles in European and American events and in particular to take of the big demand for such bikes as a of the visits to the U.S.A. over the two years of leading British and Moto-cross men. There is a version of the standard RT1, as the RT1 M, for those whose interests lie with top-line competition.

The RT1 has eagerly awaited in this particularly in view of, first, the of the DTI and the 175cc CT1 in numerous trials and and secondly,

because of the victory of Roy aboard this machine in the of Africa. We were anxious to out if the RT1 was a worthy partner to its smaller Accordingly, we asked Roy if we could his machine.

He willingly agreed so test gives you not only an of the performance of the RT1 but an accurate idea of the of a famous motorcycle.

The RT1 we found to be a machine fully of performing any one of three jobs. It is a acceptable machine for everyday on the roads, riding to work, out on pleasure trips with or a pillion passenger. Secondly, it can with success in club of the more difficult sporting that is to say, scrambles and trials.

Thirdly, it makes an enduro machine for long riding off the tarred roads, for fun or in competition.

But to begin with, a of the machine. The engine is a piston-port cylinder of 351 cc (80 x 70 mm bore and …) has a two-plug cylinder head. In it was not originally designed so but had one plug and a a popular fitment in America and for trials. The second plug in place of the decompressor.

The make of incidentally is the NGK B9E which is the recommended although for running-in the B7 is preferred. The has the Autolube system, a constant system

whereby oil is pumped the oil pump to points in the inlet lubricating the engine direct the oil tank with oil un-mixed petrol. The compression ratio is a 6.3:1 and power developed is 30 bhp at 6 000

The frame is of strong steel construction with twin and twin top-tubes from the head back to below the It is extremely rigid. The front end compared with the frame of the DTI has strengthened. GEARS

There are gears, the first or lower are close and the top two are wide, the latter to easy comfortable touring on the open road and to send the along smartly where allow it on-the-rough. It is very to change the gear ratios by the cover (three Philips and one nut) over the gearbox drive sprocket and changing sprocket.


The RT1 has inherited the DTI clutch. clutch system combines with the robust gearbox and we the primary kick start, one can pull in the clutch lever and in gear should the machine on difficult ground.

The front has been made stronger in the yokes of the front forks are than on the DTI. These which are telescopic have action ideal for keeping the wheel on the ground at speed rough going.

They are not as on the DTI but are considered to be more reliable. The shock absorbers are also and adequate for all normal road and work.

The brakes are the usual of single leading shoe and rear. Wheels are of steel. The tyre is a 3.25 x 19 trials and the rear is also a trial* of 4.00 x 18. That is to say, tyres are of the heavy block pattern. There is a cush in the rear hub but this wheel is not detachable as on the DTI, which we as something of a drawback.

We do not know why the wheel has been dropped, but it was in the interests of weight reduction.

The electrics consist of a 6 volt system with flywheel and battery well protected and in under the saddle. There is a taillight, stop-light and indicators. The tank is small and holds 2.5

The saddle is comfortable and ideal for one but hardly big enough for two although it is to carry two and pillion footrests are The mudguards are short and the rear leaves adequate clearance to jamming of stones and mud packing; the mudguard is also brief but too close to the tyre.

For a semi-competition machine with a tread to its tyres it would been preferable to have a mudguard with the leading close to the tyre but the trailing well away so that etc. cannot jam between and wheel. The handlebars are high and and the controls perfect. We like the bar grips although these do not everybody.

The speedometer is calibrated in and like the rev counter is mounted in over the front forks in a where it can be seen at once. The air is an oil-impregnated foam unit

is good for wet conditions but for dusty a paper element would be In dusty conditions the foam requires frequent cleaning; its in the centre below the saddle is


Now we come to the interesting — the handling of the RT1 on the rough. The riding is excellent and gives one immediate The seat is comfortable and handlebars are and cause one to adopt the straight-backed from which it is easy to up on the footrests.

The footrests themselves are safe, and although the rubbers may be off when travelling at speed on the the rests themselves will not as they are designed to hinge and backwards when striking an in the modern approved manner. The of the rests and the handlebars combined the long well-damped movement of the make it easy to ride over rough ground.

The frame being strong and gives the bike good characteristics. The swinging arm is one inch than the DTI which in effect the engine mass Vi forward. has no detrimental effect on cornering, the was pleasantly light when it to navigating quickly over the and turns of a dirt road or country.

Allied with the swinging arm, the back absorbers, as we have said, are than the DTI but it is considered that for scrambling, a heavier spring give better damping as the present action is not stiff and the shocks don’t recover enough.

That is to say, the doesn’t push the plunger out during a series of repetitive with the result that the goes further in until the is almost solid. The layout of the gave it no vices. The tail end is and can be brought round smartly

in a slide on gravel on tight with the engine power at anything between 2 500 and 5 500 rpm.

The in this sort of way was always and consistent.

Yamaha RT 360

The tyres gave a grip on all types of going on sand, but sand is a law unto and the bigger and fatter and softer the within reason the better the one gets.


The brakes for work are no more than but on the rough are good. They are designed for the job.

One characteristic of the which we liked and which was out to us by Roy was this. Everything is so designed should you drop the bike, the damage is done. Everything is well out of the way, the footrests, as we said, are collapsible and the gear-change is of malleable iron. Should you it, it is easy to straighten again

This is an important consideration for the rider. ON THE ROAD

We have that the RT1 is perfectly suitable for use as an machine on the road, and we found it was a very pleasant mount for and country riding on the tar.

The is excellent, and up to about 55 mph you can hold own with any two- or four-wheeler those vehicles in the top performance After 55 to 60 mph the acceleration tails off the maximum speed of 78 mph is soon The engine revs freely and it is to exceed the maximum revs of 6 500 up through the gears and particularly in top on a downhill section.

The bike is and the high riding position excellent control under all wet or fine, town or country. Its breeding makes it highly and in this respect it is better at work than many machines.

Apart from the of weather protection it is in many an ideal commuter’s bike, and the handling characteristics are appreciated by the it can be motored up to the limits of its performance on the tar with comfort and safety. The holds only 2.5 gallons bat for its is neat and compact. Mileage per varies between 43 and 53 according to and riding methods, so a full will carry one between 90 and 140

The petrol tap has a reserve position.

The supply is sufficient for 12 miles. The of course is strictly sporting. We that the front mudguard have been longer detracting in any way from the machine’s

As it was, mud was thrown up into the and under the tank among the and wiring.

For those who would to obtain more performance, a kit (Genuine Yamaha Tuning) is It is a factory spare. This kit pushes the power of the RT1

up from 30 bhp (s 6 500 rpm to 36 bhp 7 000

The RT1 is easily converted for scrambles or foot-up trials as all electrical have snap connectors — taillamp, indicators and battery.

To we consider that the RT1 is an excellent between a scrambles machine and a bike, that is to say, it is an enduro mount. The whole gave the impression of a well-designed, taut and business-like job which was satisfying to ride in any conditions but on those long open stretches.

Roy Linley’s bike was a and well-cared-for specimen and in spite of its if brief career to date, it was extremely well. We are confident the RT1 will find many owners in this country conditions for its use in all their variety are so •

Yamaha RT 360
Yamaha RT 360
Yamaha RT 360
Yamaha RT 360

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