luni, 29 august 2011

Yamaha TZR250

The Yamaha TZR250 is motorcycle manufactured and produced by the Japanese motorcycle manufacturer Yamaha between 1986 and 1996.
Yamaha produced road going 2-stroke motorcycle, loosely based on the TZ250 Yamaha racing bike. Parallel-twin, reverse cylinder and finally V-twin variants were produced. It evolved as a natural replacement for the popular RD 250/350 LC series of the 1980's. It has Yamaha Power Valve System (YPVS) which raises and lowers the exhaust port depending on the rpm of the engine, the YPVS servo motor starts to open at about 6,000rpm. In standard form 50bhp is claimed at 10,000rpm. Although mid 40's is more realistic, and will not rev much above 9,500rpm in standard trim owing to the restrictive standard exhausts and ignition boxes.

Racing

Still raced in the Yamaha Past Masters race series with the British racing club - BMCRC. Racing engines currently claiming circa 56bhp @ 11,000rpm. Racing pre-mix fuel ratios typically 1:30. Standard exhausts are difficult to improve on in terms of power and torque, but they are very heavy and impede ground clearance. Jolly Moto exhausts are popular replacements as they are lighter, produce similar performance, and allow better ground clearance.
In 1987 Matt Oxley was the first person to lap the Isle of Man TT course at over 100mph, riding this model. An F3 racing kit was produced for a few years which included ignition boxes, carbs and exhaust pipes, helping increase maximum revs, power and torque.

History

Production started in June 1986. At a cost of around $6,000 new on release it was seen as an expensive bike for a 250 cc, but given that places such as Japan and Australia had 250 licencing laws in place one can imagine the stir that something that could hassle 750's on a track caused. 2MA variant being the UK variant and the 1KT model being the domestic Japanese variant. Variations between these two models being minimal, i.e. wording on the brake master cylinder in English or Japanese. Lighting arrangements were also different, to comply with UK type approval regulations, particularly the indicators were mounted on stalks rather than faired into the bodywork.


Then came the reverse cylinder version 3MA, then the V-twins 3XV. The variants followed the configuration of motor of the racing TZ250 of the time. Manufacture of TZR250s stopped in 1996.

Yamaha FZ6

The Yamaha FZ6, also known as the FZ6 FAZER is a 600 cc motorcycle that was introduced by Yamaha in 2004 as a sporting middleweight sport bike built around the 2003 YZF-R6 engine. The engine is retuned for more usable midrange power. As a multi-purpose motorcycle it can handle sport riding, touring, and commuting. In 2010, the FZ6 was replaced in Europe and Canada by the FZ8 and FAZER8. As of March 2011 the FZ6 and FZ6R continue to be sold in other markets.
This bike is a popular choice for its half-fairing, upright seating position, and underseat exhaust. These features position it between a full supersport and a naked streetfighter (although in Europe and Australia, there is an available naked FZ6N option).

Model history

2010 revision

For the 2010 model year, Yamaha continued to sell the FZ6 Fazer S2 (half-faired) and FZ6 S2 (naked) in Europe. Both have full power (98 PS) and ABS. Reduced power models have been discontinued and replaced with the XJ6 Diversion (half-faired) and XJ6 (naked); both have optional ABS.
In North America, the FZ6R replaces the FZ6 in its second season on the market. The FZ6R in North America is similar to the XJ6 Diversion, except it is fully faired, and the ABS and electronic immobilizer are not included.

2009 revision

The 2009 model (introduced on September 8, 2008) is technically unchanged from 2008/2007 except for the addition of the FZ6R. The European model 'FZ6 Fazer S2 ABS' has ABS and electronic immobilizer as standard. It is also 5 kg heavier (Dry Weight 191 kg).

2008 revision

The 2008 model is technically unchanged from 2007. The only difference is in appearance of front cowling around the headlights, which is now black regardless of motorcycle colour. The European model 'FZ6 Fazer S2 ABS' has ABS and electronic immobilizer as standard. It is also 5 kg heavier (Dry Weight 191 kg).

2007 revision

In October 2006, Yamaha announced an updated FZ6 for the 2007 model year.The FZ6 received optimized fuel injection (FI) system mapping, redesigned fairing and windscreen, new instrument cluster with analog tachometer and digital speedometer (similar to the FZ1), new four-piston monoblock brake calipers for the front brake, alumite-finished front forks with revised damping, a three-way catalytic converter

2006 revision



The FZ6 in 2006 has a revised engine, frame, subframe, grabhandle, rear swingarm and wheels are painted in black. It had a metal honeycomb type catalytic converter satisfies EU2 and CARB emissions standards, and optimized fuel injection (FI) system mapping to increase torque at lower engine speeds.

Yamaha YZF-R125

The Yamaha YZF-R125, introduced in 2008, is a sport bike manufactured by Yamaha Motor Company. The 125 cc engine produces 11 kW (15 hp), making it learner-legal in many countries with a tiered system. The design is very similar to the other R-series motorcycles like the YZF-R6 and YZF-R1.

THE R-SERIES START HERE

With its distinctive R-series styling, sporty performance and handling, the YZF-R125 is the perfect introduction to supersport riding.
Its liquid-cooled, 4-stroke, 4-valve, single cylinder, SOHC engine is tuned to deliver free-revving performance. And like all R-series bikes, it features a lightweight Deltabox frame. Linked to a cast aluminium swinging-arm, this gives the R125 class-leading handling.
Lightweight 5-spoke wheels help to minimise unsprung weight and deliver impressive roadholding, while effective stopping power comes from a large diameter 292mm front disc and 230mm diameter rear disc.

 

Details


Free-revving, fuel injected 4-stroke engine
Aggressive R-series styling
6-speed transmission
Deltabox frame and aluminium swinging arm
Sporty mid-ship muffler
Large diameter disc brakes

duminică, 28 august 2011

Yamaha YZF-R6

Yamaha's YZF-R6 is a 600 class sport bike[1] motorcycle, first introduced in 1998, updated in 2001, 2003, 2006, 2008 and revised in the years in between.

History

The Yamaha YZF-R6 was introduced in 1999 as the super sport version of Yamaha's Yamaha YZF-R1 super bike, and as a companion to the more street-oriented Yamaha YZF600R sport bike which continued to be sold alongside the R6. The motorcycle featured Yamaha's completely new engine design capable of producing over 108 hp (81 kW) while stationary. The R6 was the world's first 600cc production four-stroke motorcycle producing over 100 hp (75 kW) in stock form.[2]
The YZF-R6 has been revised several times since its introduction. Starting with the 2002 model, the R6 became fuel-injected. The 2006 model year was a significant upgrade with a new engine management system featuring the YCC-T fly-by-wire throttle and a multi-plate slipper clutch.[3] The 2008 model incorporated the YCC-I variable-length intake system to optimize power at high engine rpm and an improved Deltabox frame design.

Controversy

In 2006, Yamaha advertised that the R6 had a redline of 17,500 rpm. This is 2,000 rpm higher than the previous R6 model and was the highest tachometer redline of any 2006 production four-stroke motorcycle engine. It was widely reported that the 2006 YZF-R6's motor did not actually have this engine rpm redline level and was closer to around 16,200 rpm, but because of a deliberate tachometer error of about 8%, it read 17,500 rpm on the tachometer. In February 2006, Yamaha admitted the bike's true engine redline was more than 1,000 rpm lower than displayed on the tachometer, and previously advertised, and offered to buy back any R6 if the customer was unhappy.




   

Yamaha YZF-R1

The Yamaha YZF-R1 is an open class sport bike,[1] or superbike,[2][3][4] motorcycle manufactured by Yamaha Motor Company since 1998.1998–1999
Yamaha launched the YZF-R1 after redesigning the Genesis engine to offset the crankshaft, gearbox input, and output shafts. This "compacting" of the engine made the total engine length much shorter. This allowed the wheelbase to be shortened significantly, resulting in much quicker handling and an optimized center of gravity. The bike had a compression ratio of 11.8:1 with a six-speed transmission and multi-plate clutch.
Early models were subject to a worldwide recall for a clutch problem. Yamaha today describes the launch of the R1 as the true value of "Kando".
The 1999 R1 saw only minor changes, apart from paint and graphics. Notable improvements were a redesigned gear change linkage and the gear change shaft length being increased. Fuel tank reserve capacity was reduced from 5.5 to 4.0 litres (1.2 to 0.9 imp gal or 1.5 to 1.1 US gal), while the total fuel tank capacity was unchanged at 18 l (4.0 imp gal; 4.8 US gal). A second worldwide recall was issued for 1998 and early 1999 models, to change a coolant hose clamp under the fuel tank which could come loose under hard use.
Motorcycle Consumer News tests of the 1998 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.96 seconds and 0 to 100 mph (0 to 160 km/h) of 5.93 seconds, a 14-mile (400 m) time of 10.19 seconds at 131.40 mph (211.47 km/h), and a top speed of 168 mph (270 km/h), with deceleration from 60 to 0 mph (97 to 0 km/h) of 113.9 ft (34.7 m).[1] For the 1999 model year, Cycle World tests found a 0 to 60 mph time of 3.0 seconds, 14-mile time of 10.31 seconds at 139.55 mph (224.58 km/h), and a top speed of 170 mph (270 km/h).2000–2001
In 2000, Yamaha introduced a series of changes to improve the bike, and minor changes to the bodywork to allow for better long duration ride handling. Yamaha's main design goal was to sharpen the pre-existing bike and not to redesign it. Even so they instituted over 150 changes in hopes of making an already light, sleek motorcycle even lighter and sleeker. For example, even with the addition of the new air induction system, which weighed four pounds, the overall weight of the bike was down five pounds to 414 lb (188 kg) dry.[7]
At 127.8 bhp (95.3 kW) at the rear wheel,[7] top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power. The bodywork was still unmistakably R1, although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery, and the windscreen was reshaped for better rider protection. These redesigns changed the bodywork to a large enough degree that previous years' bodywork will not fit the 2000 model.
The seating area was also updated. The fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide for a better rider feel. The seat extended further towards the front of the tank and the new, steeper, seating position put additional weight on the front end. All of this was aimed at improving weight bias and offering sharper cornering and more stability.
Mechanically, the carburetors were re-jetted in an effort to improve throttle response, especially in the low end, all the way up to the bike's 11,750 rpm redline. The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise. The gearbox received a taller first gear, a hollow chrome-moly shift-shaft with an additional bearing and a completely redesigned shift linkage and foot pedal. These changes were aimed at eliminating problems with the transmission in earlier models, and to help to seamlessly transfer the R1's power to the tarmac.
2002–2003
A new fuel injection system was introduced for the 2002 year, which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2000-2001 bike, the engine was remained largely the same. One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized heat induced distortion, reducing oil consumption. Also in 2002, Yamaha released the newly developed "Deltabox III" frame,[8] which, with its hydro formed construction, dramatically reduced the total number of frame welds. These changes improved the frame's rigidity by 30%. The cooling system was redesigned for better performance and compactness. The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was updated and streamlined with a LED taillight. This allowed for very clean rear body lines when choosing one of several common after market modifications, such as removal of the turn signal stalks and stock license plate bracket; and replacing them with assorted available replacements that "hug" the body or frame. Also, front end lighting was improved in 2002, between the higher definition headlights and also side "parking" lights within the twin-headlight panel, giving a more angular appearance. This also gave additional after market possibilities, such as to remove the front blinkers and utilize these front lights as directional or hazard markers while stopped. For 2003, the only change was fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running.
In 2002, Cycle World reported fuel mileage of 38 mpg-US (6.2 L/100 km; 46 mpg-imp), a 0 to 60 mph (0 to 97 km/h) time of 2.9 seconds, a 14-mile (400 m) time of 10.32 seconds at 137.60 mph (221.45 km/h), and a top speed of 167 mph (269 km/h).[9

2004–2005With the competition advancing, Yamaha made some major changes to the model. This included style updates, like an under seat twin exhaust, and performance upgrades including radial brakes, and, for the first time an R1 Ram-air intake. Furthermore, the tendency for wheelies by earlier productions was reduced by changing the geometry of the frame and weight distribution. The all-new engine was no longer used as a stressed member of the chassis, and featured a separate top crankcase and cylinder block.
The 2004 R1 weighs 172 kilograms (380 lb) dry. The conventional front brake calipers were replaced by radially-mounted calipers, activated by a radial master cylinder. A factory-installed steering damper was also added this year. Combined with the changes to the frame, this helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or deceleration on less-than-perfect surfaces (aka "tank slapping").Motorcycle Consumer News tests of the 2004 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 3.04 seconds and 0 to 100 mph (0 to 160 km/h) of 5.42 seconds, a ¼ mile time of 9.90 seconds at 144.98 mph (233.31 km/h).[1

2006For 2006, the swingarm was extended by 20 millimetres (0.79 in) to reduce acceleration instability. In this year, Yamaha also released a limited edition version in original Yamaha racing colors to celebrates its 50th anniversary. The model (LE/SP) featured a Kenny Roberts front and rear custom Öhlins suspension units developed by the same team as the YZR-M1 MotoGP bike. Custom forged aluminum Marchesini wheels specifically designed for the LE shaved nearly a pound off the unsprung weight. A back torque-limiting slipper clutch, and an integrated lap timer rounded out the package, making the LE virtually a production racer. Only 500 units were made for the United States with another 500 units for Europe.

2007–2008
An all-new YZF-R1 for the 2007 model year was announced on 8 October 2006. Key features included an all-new inline four-cylinder engine, going back to a more conventional four-valves per cylinder, rather than Yamaha's trade mark five-valve Genesis layout. Other new features were the Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper-type clutch, all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air ports in the front fairing. There were no major changes for 2008. Power was 152.9 hp (114.0 kW) @ 10,160 rpm.[2]
Motorcycle Consumer News tests of the 2007 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.94 seconds and 0 to 100 mph (0 to 160 km/h) of 5.46 seconds, a ¼ mile time of 9.88 seconds at 145.50 mph (234.16 km/h).
  
2009–2010
2009–2010
In late 2008, Yamaha announced they would release an all new R1 for 2009. The new R1 takes engine technology from the M1 MotoGP bike with its cross plane crankshaft, the first ever production motorcycle to do so. Crossplane technology puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. The idea of this technology is to reduce variations of internal crankshaft speed, thus giving the new R1 a more linear power delivery. Yamaha claims the bike would give the rider 'two engines in one', the low end torque of a twin and the pace of an inline four. As with previous incarnations of the R1, the 2009 model keeps its YCC-T (Yamaha Chip Controlled Throttle).
Another advancement included on the 2009 model was D-Mode Throttle Control Valve Mapping, which allows a rider to choose between three distinct maps depending on the rider’s environment. Each mode of operation controls YCC-T characteristics, changing how the R1 reacts to driver input. The first mode is Standard Mode, which delivers performance for a wide variety of driving conditions. The second mode is "A" mode which will give a rider more available power in the lower to mid RPM range. The third mode is "B" mode, which is a dial back of the previous mode, designed to soften throttle response in inclement weather and heavy traffic. D-Mode throttle control is controlled by the rider through a forward mode button near the throttle. The instrument panel is more comprehensive than previous models, and the 2009/2010 Yamaha YZF-R1 model now features a gear indicator as standard.
Overall handling of the R1 was improved through several changes to frame and suspension. A new sub frame was designed for the 2009 R1, consisting of magnesium cast in a carbon fiber mold. This new subframe offers a superior strength-to-weight ratio, while helping keep mass closer to the center of gravity, and subsequently gives the bike greater handling performance. The rear shock absorber on the 2009 offers variable speed damping, as well as an easy to tweak pre-load via a screw adjustment. The rear shock now connects underneath the swing arm through a different linkage; a change from previous years' models. Front suspension takes its cues from the M1 as the left fork handles compression damping while the right controls the rebound duties. To improve overall handling and safety, this is the first year Yamaha developers included an electronic steering damper on a production R1.
The overall look of the R1 has changed drastically. In a side by side comparison between the 2007 and 2009 models, the 2009 looks much more compact and could be compared to the size of the R6r. The center-up exhaust on the 2009 is significantly larger compared to previous models, due to changes in emissions controls. The front has the same classic R1 shape, though the air intake location and headlamp design have been revamped on the 2009 model; utilizing only projector lamps, and using the new-found design space within the nose cone to reroute ram air tubes next to the lights.



Testing the 2010 model year, Motorcyclist magazine reported a 14-mile (400 m) time of 10.02 seconds @ 144.23 mph (232.12 km/h), an indicated top speed of 165 mph (266 km/h), and fuel consumption of 25 mpg-US (9.4 L/100 km; 30 mpg-imp).