Motorcyclists are geeks, We talk in riddles and secretly and we love it. There are of course levels of geekdom in the hierarchy and the absolute top of the podium is reserved without question for followers of Yamaha V twin TZR 250. Yamaha produced eleven different versions of the V-twin TZR 250 between 1991 and 1999, To most of us they all look identical but to those in the know there are significant differences that make a big difference in value too. Knowing the difference between an R, RS, SP, SPR or any of the annual updates in between won’t get you more girls or increased wealth, but it does mean you’ll be on a level with the salesman when you buy one and smarter than the chancer trying to sell you his on eBay. Trying to pick the best early 1990s two stroke 250 GP replica is a bit like deciding whether to have your lottery winnings in £20 or £50 notes. They’re all brilliant, make that absolutely brilliant And they are all special in their own ways. Suzuki’s RGV 250 has the poise and the package, Honda NSR 250 has the gloss, the build quality and the class. Kawasaki’s KR 1S has the speed and Yamaha’s V-twin TZR 250 R has the handling, the brakes and the featherweight agility. Japanese 250s were restricted to 45 brake horsepower and 160 kilometers per hour, Yamaha made the most of the restriction by packing out the TZR midrange to make it drive hard out of corners and use everything the beautiful chassis had to give. 29 pound feet of torque doesn’t sound much, but is 10 to 20 per cent up on the TZR competition. Derestriction was difficult and expensive 25 years ago when the bikes were new, Now there is plenty of knowledge out there, but not much hope because it involves fairly extensive parts swapping. Yamaha claimed that the V-twin TZR crankcases were identical to their 250 GP bike, Clearly they had their fingers crossed behind their backs at this point, but we understood their point. Bore and stroke measures were similar to Suzuki’s RGV 250 of the time and Yamaha designed the TZR around the 45 brake horse power restriction by tuning it for low end power and midrange, rather than building a screamer and lopping off the top end. The built to race SP version has different cylinders, heads, exhausts and electrics to enable it to make serious power, but you still have to derestrict it to find that power.
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21 авг 2024
