Yamaha TR1 — Classic Motorcycle Review — RealClassic.co.uk

7 Июн 2015 | Author: | Комментарии к записи Yamaha TR1 — Classic Motorcycle Review — RealClassic.co.uk отключены

Yamaha TR1

Yamaha TR1

Keith Bennett was for classic bike which Japanese reliability with the of an old Brit. He thinks he’s it.

Way back in the dim and distant past well, 1980, anyway, the of motorcycling had never had it so good. Or so it on the surface. We saw power levels flat-out performance becoming ballistic and, finally, that handling and braking starting to enter the design of those inscrutable Japanese.

The to produce the fastest, biggest and superbike had just been much won by Suzuki with GSX1100, which made use of a chassis and a 16-valve powerhouse to become the fastest, and probably useable UJM ever seen. The didn’t really move on until the new wave of sportsbikes watercooling, beam frames and suspension arrived.

Until though, we had the UJM. Universal Motorcycle. Across the frame cylinder engine, twin increasing complexity and mass, home serviceability and fuel that was getting more and like that of a car.

this time of marching though, there were a few who felt that the major were losing the plot in their multi-cylindered arms They wanted something and lighter, something they service themselves, something would return a few more to the ever-more-expensive gallon, a bike some of the ‘old values’ a long production life and of useable low-down torque less emphasis on top-end

‘We don’t need all top speed, outright performance with all the extra weight and that’s the American market pandering to’, we said. us a nice simple bike!’

‘Be careful what you for’, the old saying goes.

TR1 — Yamaha publicity

Mitsui, the European Yamaha were listening to the feedback were getting. In 1981, gave us what we’d for. Enter the one litre TR1 and its cousin, the XV750. They sported a 75-degree V-twin, longitudinally (well, transversely — Guzzis are longitudinal it’s all about the crank. say fore-and-aft) and a stressed member non-existent frame, a la Vincent.

One uninteresting feature of the Yamaha was that the engines ran ‘backwards’, in order to feed the vibration the back of the frame. Probably I believe it had rather more to do eliminating a shaft from the keeping the wheelbase to a manageable

The John-Mockett styled TR1 was the European ‘sports tourer’, with a lean-forward riding position and and side panel styling reminiscent of the RD250 and 350LCs, its smaller sibling was in the ‘US mould, with high handlebars and a stepped seat. The 750 was to do well in the states, whilst the bike was the one intended for European

Yamaha TR1

Logically, the TR1 should sold like hot cakes: it was what we’d been for — loads of low-down a comfy riding position and of day-to-day practicality, with weight and a low centre of gravity to it easy and undemanding to handle. was also a fully enclosed drive as opposed to the XV750’s

It was quite cheap, too. the TR1 was also initially burdened rather dodgy styling. It like the designers got as far back as the of the dualseat and said ‘Oh, do, let’s leave the rest to the line. ‘ There was no — just an alloy with a strange little rack — far too small to carry anything.

Yamaha made much of brand-new cantilever rear — the first time on a — never mind Vincent HRD had used a very design starting way back in the In fact, the TR1 could be said to be close in layout to the classic twins.

It shared a few characteristics, in the barrels appeared loosely on that of the SR500 single weren’t; they were a new which just looked ‘doubled up’, just the popular legend which has Irving, Philip Vincent’s and chief designer, accidentally two drawings of the 500cc single Comet engine to come up the V-twin. It’s debatable it actually happened that but it’s a good story!

The TR1 unusually for a Japanese machine, had a split crankcase, just the old British bikes. There was no frame in the conventional sense, the instead relying on a pressed spine, which bolted the top of the engine to support the headstock, and swinging arm.

They unfortunately saddled it with ‘first’ — the first era ‘hugger’ rear mudguard. It like it had been added on at the minute with no attempt to it with the look of the rest of the The overall result was a bike looked ungainly at the rear, was never going to help

Kawasaki made a similar with their GT range of driven Zeds, but in their it was far less hideous, just a bit and they sold fairly albeit mostly to despatch

Early TR1 road tests favourable: for once, a Japanese had listened to what we non-Yanks So it was natural that nobody one. Yamaha did improve the end styling immeasurably with a and conventional mudguard from, I 1982, which tidied up the balance nicely, but the damage was

We talked a lot about not needing that could top 150mph, but the of the numbers proved too much, and the old TR1 was left behind in the renewed for starship levels of performance.

XV on eBay Right Now.

The bike for me, then. I’ve been keen on the tingling and frantic, revvy feel of a and the maintenance demands of an old Brit well overtax my limited in the workshop. The same applies to of the Italian stuff I like.

So the TR1 was the I’m currently on my third My impressions have always of a friendly all-rounder.

Smooth, roomy; I’ve found a good TR1 will cruise on the at around the ton, blast the like a thoroughbred (of its day — you expect it to compete with a sportsbike), then potter little single-track lanes an M21 or a Panther sloper.

Yamaha TR1

Yamaha TR1
Yamaha TR1

speeds on the motorway aren’t the you’d expect with no as the seat places the rider low and you sit ‘in’ the bike, with the fairly high in front of so there’s less windblast you might think. Being a it feels relaxed. A four feels busy to me; as though should be another gear, but a feels like it’s over at lower revs it’s actually spinning at, I like.

It’s not turbine smooth there’s always a feeling someone’s juggling with big lumps of metal down — but it’s never

My current example has a German BSM which looks stock but a bit rortier and seems to liberate a few donkeys — it certainly harder than either of my ones. It always starts on the although if it’s been outside for a few weeks it tends to on one pot at first. The second gets after a few seconds and fires a deafening bang, but as I said, only happens after stood for a while.

On the subject of there is often a good of pops and bangs on the overrun and at but to me that’s the old (ish) girl to me. How many post-80 Jap bikes you say that about? The chap I her from is, unlike me, a competent and he says the original exhaust was designed the way it was to prevent such from manifesting itself.

The is helped by the low centre of gravity students of physics, ‘mass’, if it makes you feel better. ) and it in well for such a long and feels surprisingly ‘chuckable’ and It does like to hold a but will change direction a fuss. The whole plot stays in shape much than pretty much any of the UJMs it would have showroom space with in the eighties.

The gearbox is miles than any Harley or contemporary BMW the TR1’s real target — and covering distance is a chore. I’m a pretty big — 6’1, and broad it, and I’ve found the TR1 to be the comfiest I’ve owned. I just the mirror stems were so I could see more of the road and less of my arms and shoulders.

OK, it’s not going to break any lap at Donington or Cadwell Park, but not what this big softy’s Part of the fun is to be found in utterly the ego of the occasional spotty chav in his French hatchback with its huge spoilers and the trans-Siberian exhaust, without appearing to made any effort at all. I won’t have.

I have riders of much sportier, modern bikes just by on the torque, wafting away in a gear while they’re on their gear levers, but this is a bike for folks who need to scream from the about how fast they are it’s quick enough to be sharp enough not to be scary you are having fun, and cheap and to maintain.

It’s all the bike I I also like that so bikers and ex-bikers keep up to me and saying ‘Nice bike what is it?’ Or ‘I remember that model!’ Or my ‘Now that sounds a real bike!’ You can do a lot of shows, toy and egg runs without ever another one, so if you’re an who’d rather not have to at number plates in a bike in order to identify your the TR1’s made for you!

TR1 — Period technical sheet

If you want one, were a few problems with exhausts (the rear exits the cylinder, then into two, and as it’s out of Yamaha saw no reason to chrome starter clutches — for there is a fix; and head on the earlier models — on later ones. The only is finding one. If you’re be careful — you don’t to step in the rocking horse you’ll probably find They’re not what you’d numerous.

As I said at the beginning, no-one them, so that long life didn’t materialise or did it?

Well, the 981cc V-twin did go on. It a handful of horses, gained a drive (shame, that chain really is good) and a lot of glitzy gold bits and the basis for the XV1000 and 1100 cruisers and the basic engine reappeared more recently in the Bulldog, so Yamaha did eventually get money’s worth! (By the way, the weighs more and has less than the original TR1 — and power has to find its way to the road a less efficient shaft — better not tell who’s shelled out a few thousand for one, eh?)

Yamaha even recycled the name on slightly more sporty, bike in recent years too they’ve simply dropped the Their little joke,

Yamaha TR1
Yamaha TR1
Yamaha TR1
Yamaha TR1
Yamaha TR1

Interesting articles

Tagged as:

Other articles of the category "Yamaha":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.