Yamaha TZ — Classic Motobikes — Bike Reviews

5 Май 2015 | Author: | Комментарии к записи Yamaha TZ — Classic Motobikes — Bike Reviews отключены
Yamaha TZ 250

Yamaha TZ

Every now and then a comes along that the racing world by the scruff of its and opens up a whole new range of for the private racer. Inconceivable in times, during the 70s, it was possible to afford and buy a competitive from your local and, with a little be the owner of a machine capable of a club race or grand alike.

This machine was the TZ twin, evolving from the TD3/TR3, these buzzy two turned out to be competitive, cheap to run and reliable. The basic engineering meant the TZ was a doddle to work on

The TZ all but dominated the racing the globe throughout the 70’s and very lifted a few world titles keeping many other honest as they did so. The crankcases and layout of the TZ is very similar to of an RD but that is just about the bloodline ends. A six-speed ratio gearbox forms the and this was fed its vicious power via a dry clutch and straight cut gears for energy transfer efficiency.

The are a one-piece liquid cooled allowing all of the tuning lessons during the sixties to be put into use. The 250 was good for a reliable in standard trim while the versions of the 350 could put out well 70bhp making them handy tools to have

The TZ story begins for real in when air-cooled factory bikes first appeared four lugs already on the front down tubes, which the radiator could be as and when required. By the end of that the first prototype water-cooled top end was in ready for the start of the 1972 These were used to effect by several favoured that season, but none effectively than Jarno who clinched the 250cc championship year, and finished a close in the 350cc class behind and the MV Agusta.

By the end of 1972 the Yamaha factory was to start production of the water-cooled race machine, the TZ350 A. loosely upon the R5 roadster, no to make it eligible for US competition, was some notable differences, the gears provided the drive for the pump, and the barrels were a design enabling the transfer to be larger than with cylinder castings.

Power for the over-the-counter machine was a unprecedented at 9,500 revs and it cost a reasonable £1200.00. For this you also got a comprehensive spares kit a whole seasons racing further expense, providing you on it that is. This package, no viable alternative, was enough to the favourite mount for a multitude of from club level all the way to GP’s.

Once the power was mastered the bikes were easy to ride, the 350 being the flexible than the 250. gave the new water-cooled machine the launch by taking one to the USA, the established Superbikes of the time to win the Daytona 200.

The 250cc of the TZ followed the bigger machine the dealer’s showrooms midway 73 and was once again a great for the privateer. Many riders that working on them was so they only had the one machine, to change over the top ends races, thus competing in classes with little expense but with a potential in income should success be had in races.

For the early TZ, the A/B, the was lighter but virtually identical to the RD for the necessary lugs etc used side stands and suchlike. The tubing of the TZ frame was much but even so the RD chassis made a conversion into a pukka machine. The Maxton range of TZ racers incorporated many of the bike cycle parts, discs etc in their TT and GP winning

Yamaha placed great on their race successes these RD based machines the 70’s, but in reality they did officially win the 250 championship as a factory After the initial flurry the bikes launch, Saarinen’s in 72 and the one further privateer title in 73, Dieter Braun took the victory, albeit with points scored on his air-cooled the 250, TZ or OW never again the crown.

The TZ350 faired better with one world when Jon Ekerold clinched with the Bimota framed, TZ Solitude. In between those only the factory 350cc OW ever won a world championship and were wildly different the customer version.

The OW 16 and, its capacity sibling the OW17, seen in 1973, looked like the TZ from a distance, but eyed observers soon the fairings were much and higher off the ground; this was the engine was a fraction of the size of the TZ. The OW where largely fabricated out of and other lightweight materials so, at (60lbs) lighter, they the scales far lighter than any TZ.

The rotated backwards, enabling inlet ports without damage and the drive was then to the clutch via a jackshaft taking its from the centre of the crank, in a way to the TZ500 and 750 fours. Power was well into the high and this was enough to give the factory riders Agostini, and Cecotto, the title in 1974 and 75

They missed out on any title in 73 due to the untimely … of Jarno and the subsequent withdrawal of the Yamaha for the remainder of the season. The Monoshock was first seen on Agostini’s OW bikes towards the end of 1974 becoming available to the public in with the TZ C model.

Cecotto his 74 championship season with a TZ, but the midway point of the year, it looked like he could the crown, Yamaha provided him factory support, and with it the OW16. That was to be the last championship for the factory twins, Katayama did become champ in 77 but was achieved largely using the developed 350 triple, based on one and a TZ250 engines utilising a … via TD2 crankshafts, to achieve the capacity.

The TZ, although not as successful as our memories like us to think, was the tool to for the privateer, as with little or no it was good enough to grab the odd win here and there and score in the overall standings. Many a racer relied on the good old TZ to his keep, every machine in the top ten of the 350 of 1975 was a Yamaha twin, factory or private, a testimony to the ability.

Everywhere the race looked, whether it was at a club or international event, the Yamaha were prodigious. There was little you could do to tune without seriously affecting the so riders knew that stood an equal chance at level of racing they

The Yamaha engine was generally tolerant of all kinds of abuse and featured conversions enabling the use of the 350 in the 500 where, in the absence of other available machines, it was a force the lower rankings during the and mid seventies. The common mod was the fitting of an crank pin increasing the … by a millimetre, and with it the capacity to enough to let it into the premier GP

Very little was done to the TZ the ten years of continued production, the most drastic change in 1976 when, to bring it in with the 1975 factory the C was introduced with radical suspension and the single disc used on both the front and wheels. This replaced the shock suspension and the massive leading shoe brake of the previous models and at £1500 for the was met with great enthusiasm by the fraternity. For the first two years of its the TZ had been modified in such a way by a of specials builders like and Spondon so Yamaha were giving the public what it needed.

Pretty soon every top in the UK had a C model, and the outdated drum bikes were either to a disc set up, using mainly RD or consigned to club level.

The D and E models were little from the C only minor modifications, like revised timing, was deemed necessary. For the the most important improvement have been a new design of the front end pattered under but nothing much was ever about by the factory, it being to the suspension specialists to cure. The and final, transformation came in 1979 when the F model was

This was a development of the machine Kenny Roberts and his team had in readiness for his assault on the 250 world in 1978. Once again the machine bore little to the commercially available version its extensive use of machined down and trick parts.

Roberts had a trick TZ in a GPs some four before (Actually the yellow and bike seen here) he endured a one off ride at Assen, the race by a good margin stepping off towards the end of the race and to finish 3rd. That was also very nearly the end of the GP hopes, Kenny recalls I remounted to finish third and as on the rostrum I just kicked off the amount of money I had just won for a GP and believe me it was a pitiful amount, I easily have earned in the US club racing! So when the man the microphone came around and it in front me, instead of praising my I carried on with the rant the clowns paying to work in the

It may well have been but it went down like the lead balloon with the so much so that when and his team left that it was made quite clear, it would be some time he would be allowed back the GP’s. Luckily he did return.

Yamaha TZ 250

The design of the F “Lowboy” layout the impression of a shorter wheelbase, in actual fact it was 5mm longer the previous models, with the sat well into the frame and much effort made to weight. Manoeuvrability was addressed via a head angle and, on at least, the bike had the makings of a

The F model was well received but it became apparent it was little than the previous E version, the end still pattered terribly and the tubes cracked. This carried over into the G and became so bad that Yamaha had to all of the TZ frames, most of them English built Harris or replica items.

The 350 F suffered piston wear, thanks to an in inlet port area, the 250 was a poor performer against the Rotax powered machines were starting to be developed to effect. Yamaha’s immediate was the TZ250G, this featured an in bore size giving a of 249cc, and whopping 8mm removed the rear of the piston skirt, saw the up by 4bhp.

To calm down the of power the power jet carburettors the 350F were used to midrange. By now the price of a new TZ had doubled the price of the 1976 C model and little improvement was becoming not a good proposition. The forks were made thicker, and re-valved internally, in an attempt to the patter, but in reality this worked and the bike disappeared without trace into a sea of powered inline twins.

The following year, 1981, and for the litre class anyway, the TZ story was over. Yamaha had the TZ250 H, complete with a increase to £4500 but it really was of the factory OW48 racer, its power valve exhaust separate crankshafts, and pressurised to the gearbox.

Despite its short and the up coming end of world championship for the capacity, the TZ 350G was a success, and the chassis problems were perhaps, the best they made, continuing to be a favourite for many a future star, carrying on unchanged into the eighties with the 350H In 1982 the 350cc GP class was forever and with it came the knell for this little at world level.

They did on however with many chassis being robbed for the Formula two series and a new series, The 350 class, to be run a national level in the UK the remaining TZ’s operational. The boys also had a use for the twin engines using it almost in the F2 championship until the 600 four-… caught on and subsequently took

Yamaha TZ350A Specifications

— liquid cooled, cylinder, two-…, piston

Bore/… — 64 x 54mm

— 64bhp @ 9500rpm

— 35ft-lb @ 8200rpm

— 34mm Mikuni

Transmission — 6-speed dry chain final drive

Yamaha TZ 250
Yamaha TZ 250
Yamaha TZ 250
Yamaha TZ 250
Yamaha TZ 250


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