![]() Ten minutes in town and the TZR shows the other side of its character. Stephen, commenting on the suspension options, pointed out: 'There's not much adjustment because it's not needed.' The best thing to do with a TZR is to set the rear preload to suit your own bulk, then get on with riding it. Stepping onto the TZR directly after the RGV, it's easy to see the Yamaha as crude and unsophisticated, but the fact is that the basic package is so good it doesn't need frills. Trevor: 'The single disc works fine, but requires further clenching of the fingers after the initial grab.' It is easier to use all that's available, though, and a panic application doesn't necessarily spell disaster. But the KR-1S and RGV have even more.' - Rupert. The braking lacks some of the awesome ability of the newer 250s - 'Plenty of power, plenty of feel. Lousy tyres aside, the TZR feels totally at home at the track, though it rapidly runs out of ground clearance - if you don't hang off as far as possible it feels as though the footrest is about to dig in and lift the whole bike off the floor. It'd be enough for most people though.' By all accounts a change to Avon AM22/23 rubber does the job nicely. Aftermarket stickies would improve things but it'll never quite be up to the latest standard. Trevor: 'The standard tyres are disgusting.' This was something we all agreed on, although Rupert was more polite: 'The tyres grip OK but offer nothing like the feel and grip of the RGV/KR-1S. Yamaha aren't doing themselves, or the bike, any favours by letting it out of the factory with tyres so far behind the rest of the bike. On the same fen roads, the KR-1S would go from lock to lock before settling down, and meeting another bump before the steering had sorted itself out was a deeply distressing experience.Īt Three Sistefs the TZR's tyres quickly became the limiting factor. Cresting small rises on the Cat and Fiddle, or launching off yet another cratered bump on my ride across the fens to work, the TZR would lift its front wheel slightly, give just a little wibble, then smack rather satisfyingly back down to earth before continuing on its way as though nothing had happened. On paper at least, the TZR is the slowest steering of the 250s, sharing its rake and trail figures with the 350 powervalve, and it may be this which helps give straight line stability that's no more than a dream for KR-1S owners. This is the sort of behaviour that can save your bacon on unfamiliar roads, especially when they are flanked by frightening drops. Where the RGV would sit up violently under mid corner braking, and the KR-1S felt as though the front wheel would tuck under, the TZR stayed gently on line until the rider decided what to do next. Stephen: 'I really don't think you can fault it - you can slam it into corners with the brakes full on and it'll still go round, with the only protest coming from the tyres.' Chassis, brakes and power harmonise so well that the rider can concentrate entirely on the road ahead, confident that the bike won't spring any nasty surprises. On the Cat and Fiddle and surrounding roads the TZR was probably the easiest to get the best from. Rupert: 'It's the perfect mix of race technology and practical useability.' It may no longer be able to cut it on the track, but the combination of stable handling and reliable power means it can still keep up on all but the fastest roads.įor any model to survive so long virtually unchanged is testament to the soundness of the original design. It's a shame really, because there is life in the TZR yet as road bike. They would rather let them slip quietly away without any fuss that might detract from the almost certain 1992 launch of the all-new TZR. The TZR is now out of production, and Yamaha aren't keen to push the remaining stocks. Well, actually, they would've let it lie, but we wouldn't listen. We trundled them across the fens, hurled them up the Cat and Fiddle road (the A53 between Buxton and Mace), sat them in a traffic jam in Manchester and finally whupped them round the ultra-tight Three Sisters race track near Wigan. Led astray by the lure of wild powerbands and wilder tank-slappers we present: KR-1S, RGV250M, TZR250 and, just for old time's sake, RD350LC-F. Monoshock adjustable rebound, compression and preload.ĭiff.ru/manual/files/Suzuki_RGV250_Service_Manual.zip
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