Added: Amanda Luu - Date: 21.12.2021 16:03 - Views: 33329 - Clicks: 9051
Up till the early 80s Yamaha was much like every other Japanese maker and then, from out of nowhere, we had the 20v FZ, the V4 RD, curiously-framed FJ and loony tunes V-Max all in the space of 18 months. The TDR was and remains an absolute one-off and, in my opinion, it is still probably the most enjoyable motorcycling experience you can have.
That means it has enough bottom end power to potter through town except no one ever potters on a TDRa fat midrange that in reality is just getting you Temptation bodywork review for the teeniest spurt of concentrated power that lights up your life at rpm and lasts through five snappy gear changes till you and your micro-motorcycle are doing speeds in excess of not-that-many mph, but the rate at which you got there makes it feel like at least a million. Resisting the temptation to build a trail bike was the icing on the cake though.
While every other manufacturer got the supermoto thing wrong by using long travel off-road suspension, lumpy single cylinder motors and puny brakes, Yamaha got it bang-on by using firmly damped short-travel suspension, the same brakes and flexible-but-rapid and tuneable motor as the TZR racer and small wheels that steered quickly.
But in low-medium speed corners you use the wide bars, lack of mass and that off-key weight distribution to plant the front tyre in a corner fully confident that it will stick every time. Knowing this allows you to take huge Temptation bodywork review in traffic, safe in the knowledge that wherever you expect to end up the TDR will get you there.
Riding a good TDR through town is an exercise in balance and invincibility that no other bike quite manages. Most old bikes disappoint because they simply feel like worse versions of the latest models. But 30 years after it first arrived the Yamaha still feels exciting and relevant because there has never been anything else like it and a good Yamaha two-stroke is sublime - like when Honda take the time to make a proper inline four.
Back in the biggest one was that no one in sportsbike Britain knew or cared what a TDR was. So few were sold. The engines were superb, but everything else might as well have been built by British Leyland. Wheels corroded, spokes broke, indicators fell off, brake discs warped, bodywork cracked and suspension linkages seized.
By there were no good TDRs left. They were saggy, rusty, badly-fuelling, horrible pieces of tat. When our local dyno operator ran mine he reckoned a typical example was lucky to make 24bhp. By there were a few examples of Japanese-spec bikes coming in as grey imports. These days there are more decent examples about because a whole load of riders who ignored them when new have finally realised what they were missing and those tidy grey imports supplied plenty of parts Temptation bodywork review put tired bikes back on the road.
The blue bike in our photos was imported in summer by West Coast Imports in Minehead and has just km on the clock. Common problems are often down to lack of use. Ethanol in petrol rots ancient rubber seals and fuel pipes. Turns out that the blokes at the Yamaha factory did know a thing or two about bolting bikes together — more so than you or the bloke who rebuilt it last year. But, when the shakedown is finished and you reach the second summer your TDR will be as good as all the write-ups suggest.
They really are that good. Yes, beyond belief. Uncomfortable too, uneconomical, unreliable and expensive to run. F 41mm air-assisted forks with preload adjustment. F Single mm disc, four-piston caliper; R mm disc, single-piston caliper. Bennetts Insurance for your classic bikes. Not anymore. Bennetts insurance for classic bikes could offer all these benefits on newer modern classics, as well as vintage models.
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