when was the first yamaha dirt bike made
8009704
Christian Sarron (born 27 March 1955 in Clermont-Ferrand, France) is a French former Grand Prix motorcycle road racer. Motorcycle racing career He began his career on a Kawasaki when he met French Grand Prix racer Patrick Pons. Pons helped him get his start in the international racing circuit. His first victory came in the rain in the 1977 German Grand Prix. He was injured in a 750cc race which would begin a trend of numerous injuries for the next few years. In 1982, he again won in the rain at the Finnish Grand Prix, cementing his reputation as an exceptional wet weather rider. He finished the 1982 season 8th in the 350 class and 10th in the 250 class. He would finish second to Carlos Lavado in the 1983 250 class with another Grand Prix victory in the Swedish Grand Prix. In 1984, he won three times on a Yamaha and captured the 250 World Championship. The following year saw him move up to the premiere 500cc division with the Gauloises-Yamaha team where he won again in the rain at the 1985 German Grand Prix. He finished the season in an impressive third place to Freddie Spencer and Eddie Lawson. In 1989, he again finished third in the 500cc championship behind Lawson and Wayne Rainey. Sarron's 500cc career occurred at a time when the bikes suited the sliding style of the Americans who had been brought up on dirt oval tracks, yet Sarron still managed to post respectable results. In 1994, he teamed up with his brother Dominique Sarron to win the prestigious Bol d'or endurance race. In 1995 he retired from competition to take on the role of team director for Yamaha's Superbike team. Grand Prix career statistics Points system from 1969 to 1987: Points system from 1988 to 1992: (key) (Races in bold indicate pole position; races in italics indicate fastest lap) References Sportspeople from Clermont-Ferrand French motorcycle racers 250cc World Championship riders 350cc World Championship riders 500cc World Championship riders 1955 births Living people 250cc World Riders' Champions
Christian Sarron
4634096
Ernesto Fonseca, also known as "El Lobito" and "The Fonz", is a retired professional motocross and supercross racer from Costa Rica. Background Born on September 3, 1981, in San José, Costa Rica, Fonseca began riding dirt bikes at the age of 5. By the time he was 12 years old, his talent on a motorcycle led him to the United States to race in mini classes. After much success, Fonseca decided to move up to the 125cc Pro class in Costa Rica, where the other top Costa Rican motocross racers, such as Adrian Robert, Rodolfo Peña had tough battles for the championship. At first, there was a little controversy since MotoClub de Costa Rica has a rule, that the minimum age to ride 125's was 17. In the end M.C.C.R. modified this rule and Fonseca was perfectly legal in the 125cc class. It was in his first exhibition race in la Guácima where Fonseca showed his talent by beating Adrian Robert. From here on, Ernesto and Adrian Robert were the fans favorites and the all time contenders for the 125cc & 250cc class titles, battling one each other race after race. Ernesto's dominance also gave him several 125cc Latin American motocross championships. Fonseca kept a busy schedule competing in winter Olympics and Loretta Lynn's amateur motocross championships where he met his long-time friend Ricky Carmichael. In 1999, Phil Alderton and Erik Kehoe of Yamaha of Troy would hire him to race the AMA Supercross Series East. It was just matter of time for Fonseca to step up to AMA motocross. AMA Pro Racing, and Yamaha of Troy (Y.O.T.), embraced him and made him feel at home. A confidence boost for Ernesto was also that he was understudy of names like Jeremy McGrath, Jimmy Button & others. That season he had certainly proven himself, winning the first five rounds of the series, and the championship. For this, Fonseca was named the 1999 AMA Rookie of the Year award and he went on to win the 125 East division championship (first championship for Yamaha of Troy as a Team) aboard a Yamaha YZ125. Ernesto's second season at Y.O.T. was full of struggles as he adapted from two to four-stroke bikes. In his third season, now accustomed to his four-stroke bike and the different riding it requires, he went on to win the west conference championship. He became the first rider to win both East and West division championships. As AMA rules state a rider must move to the 250cc Supercross class if they have won two 125cc Supercross championships, Fonseca joined the American Honda factory racing team in 2002 joining long-time friend Ricky Carmichael. At Honda, Carmichael helped Ernesto immensely, helping him improve in the outdoor motocross championship. This was reflected by Fonseca usually finishing in the top five. Fonseca's career came to an end due to a practice crash that broke cervicals C5, C6 and C7. Ernesto Fonseca, a tough rider, remains a Costa Rican motocross legend. Injury As well known
Ernesto Fonseca
2049934
The Yamaha YZF-R7 or OW-02 (often referred to simply as the R7) is a race homologation motorcycle made by Yamaha in limited production run of only 500 units worldwide. It was designed to compete in the Superbike World Championship and Suzuka 8 Hours endurance races. It has a , DOHC 20-valve (5 valves per cylinder) inline-four engine producing . Yamaha also produced two race kits for the R7, topping when the other, unused bank of fuel injectors is activated. A pipe and ECU update were also made. The R7 was built for racing 'out of the box', implied by the chassis, which was derived from information and geometry from the YZR500 machines of the period. It has Öhlins suspension components and titanium valves, titanium conrods, a shortened Deltabox II frame and dry weight of . Super Streetbikes magazine ranked the R7 eighth in its list, "The 10 Most Exotic Bikes Ever", due to its extraordinary price, "top-spec Öhlins race suspension and running gear", and that the bike, "looked utterly amazing: genuine two-wheeled sex", but said it was ironic that in spite of being the "most exotic R-series bike ever", it "actually turned out to be a bit of a lemon". The problem was that the bike as sold was hobbled, at only 100 hp, and that small teams could not afford the "thousands of dollars" of racing upgrades necessary to make the R7 competitive, and when they did, "the crankshafts failed". For the sake of simplicity and cost savings, Yamaha had chosen to detune the engines for bikes imported into all countries to meet the German market's maximum horsepower regulation, partially because whatever level it was detuned to was irrelevant, given that virtually every buyer intended to modify the bike from street-legal form in order to race. One such modification, popular with club racers, was to adapt the frame mounts of the R7 to accept an engine from the Yamaha YZF-R1, which was unofficially named the R71. UK based Harris Performance Products made a bespoke R71 frame that only sold in small numbers. When the R7 was announced in 1999, only 50 were slated to be imported to the US, ten of which were earmarked for Yamaha's factory team. The waiting list for the remaining bikes far exceeded supply. The difficulty in obtaining one prompted Cycle Worlds Don Canet to caution eager buyers, "Hey, whoah 'er down there, Mr. Trump. Having the cash is not always enough." In 2001, motorcycling journalist Roland Brown had a high-side crash riding the YZF-R7 of World Superbike racer Noriyuki Haga during testing at Circuito de Jerez, Spain. Cycle World, in a 2016 retrospective, had retired racer Freddie Spencer ride the R7 alongside five other famous racing bikes from the years 1986 through 2013. After riding earlier years' bikes and then moving to the R7, Spencer said, "We've just moved into the modern age. This is the first bike that needs a steering damper." Compared to the other racing motorcycles, the R7 looked "a bit
Yamaha YZF-R7
31319583
The Yamaha XT250 is a motorcycle made by Yamaha Motor Company. First generation Released in 1980, this dual-sport motorcycle has been a staple of back roads and farms. One was ridden by Rambo in the 1982 movie First Blood. It also featured in Season 4 of Knight Rider, as Reginald Cornelius III/RC3's bike. In addition, the XT500 was featured in multiple exciting stunt scenes used throughout the first half of the 1981 James Bond film For Your Eyes Only (film) Second generation Starting in 1984, this model had its top-end output reduced to 17 hp @ 7,500 rpm due to emissions control considerations. In addition, this model featured redesigned plastics and a more compact gasoline tank. Third generation Having been discontinued in 1991 in favor of the Yamaha XT350, this model was reintroduced in 2008, replacing the Yamaha XT225, due to increased popularity of the 250 cc class. The XT250 is branded the SEROW 250 in Japan. In 2013, the USA XT250 received a fuel-injected engine. In January 2020, Yamaha Japan released the Serow Final Model, discontinuing the little bike due to increasing emission requirements. This is its final year. Yamaha US has continued the model unchanged. (For the origin of the name, see serow.) References XT250 Dual-sport motorcycles Motorcycles introduced in 1980 ja:ヤマハ・セロー
Yamaha XT250
7656773
The Yamaha SR400 (1978–2021) and SR500 (1978–1999) are single-cylinder, air-cooled, two-passenger motorcycles manufactured in Japan by Yamaha Motor Company as a street version of the Yamaha XT500, with a standard riding posture and styling resembling the Universal Japanese Motorcycles of the 1970s. The two models differ by their engines: the SR400 engine has a lower displacement, achieved with a different crankshaft and shorter piston stroke and both models feature only kickstarting, i.e., no electric starter. The SR400 had been marketed in the Japanese Domestic Market (JDM) from 1978 to 2021 and was introduced to Europe, the Americas and Oceania in 2014. Its engine capacity complies with JDM 400 cc licensing restrictions. The SR500 was marketed in Asia and Oceania (1978–1999), North America (1978–1981); and Europe (1978–1983), and was not marketed in the Japanese market. The SR was originally developed under the design credo "easy to use", and when Yamaha's Technical Director wrenched his ankle while testing a prototype, easier starting became a priority—and Yamaha developed a decompression lever and sight glass system. The SR was styled by Atsushi Ishiyama with Yamaha presenting a pre-production prototype to US dealers in late 1975. Ishiyama said of the bike's styling: "Our choice was to design the new SR500 with a strong family image and a strong link to our first four stroke, the XS 650 twin, which was also inspired by British design." SR400 Yamaha has marketed the SR400 in the JDM since model year 1978, with a production hiatus for model years 2008–2009. Beginning with model year 2010, the SR400 had fuel injection and a catalyst muffler to comply with tighter emission restrictions. Yamaha began marketing the bike in Europe, Australia and the US in 2014. The SR400 has an air-cooled 4-stroke single cylinder SOHC 2-valve engine with a dry-sump, with the downtubes of the motorcycle's frame serving as the engine's oil reservoir and cooling system, thereby eliminating the need for an external oil cooler, reducing engine pumping losses, and allowing increased ground clearance as well as reduced overall width. The bike's semi-double cradle frame uses high-strength steel. The SR400 had a kick-starter and no electric start. To aid with starting, the bike had a sight glass on the right side of the cylinder head indicating the optimal cylinder position for starting, as well as a decompressor lever on the left handlebar. The fuel injection system has a throttle position sensor on the throttle body; O2 sensor in the top of the exhaust header-pipe; temperature sensor; thermo unit at the upper rear of the cylinder head; and a lean angle sensor to interrupt the fuel injection pump, in case, for example, the bike is on its side. The air filter is a disposable oil-coated paper type held in place by the airbox cover. The electrical system has an automatic cut-out to stop the engine when left idling longer than 20 minutes. The exhaust system has an exhaust pipe coated with a nano-film to prevent discoloration and includes a 3-way honeycomb-type catalytic converter
Yamaha SR400 & SR500
25615860
Yamaha BW200 "Big Wheel" is a dual purpose dirt bike which was produced from 1985 to 1989. It consisted of three different model lines; the BW80, BW200 and BW350. References BW200 Off-road motorcycles Motorcycles introduced in 1985
Yamaha BW200
36337413
Cleveland CycleWerks is a privately held motorcycle manufacturer that designs and assembles small displacement retro style café racers and bobbers at its headquarters in Cleveland, Ohio, relying on offshore manufacturing in China by CPI Motor Company of Taiwan for most components, including frames and the Honda-derived engine used on all models. The company was founded by Scott Colosimo, Jarrod Streng, and Curtis Ray in 2009, who sought partner factories in China after being turned away by US parts suppliers, and government seed money sources. The company aims to fill a gap in the motorcycle marketplace for inexpensive yet stylish motorcycles that riders find technologically accessible, easing customization and maintenance. Scott Colosimo Scott Colosimo grew up in Parma, Ohio, where he began making custom cars and motorcycles in his parents' garage when he was 15 years old. He attended the Cleveland Institute of Art, graduating in 2004 with a degree in industrial design. His first job after graduating from college was at Johnson Controls, where his "quest for perfection" was detrimental; Colosimo said "I couldn't just draw a door handle on a car when the whole car was screwed up. I'd want to draw the door and the seats and the dashboard, and then fix the whole company. It always got me into trouble when I worked for someone else." After Johnson Controls, Colosimo worked as a designer for Dirt Devil, together with his friend Jarrod Streng. While employed by the vacuum cleaner company, Colosimo built custom motorcycle parts surreptitiously after hours in the company facility, discovering that he could build a café racer style custom bike that attracted as many admirers as a "$30,000 Harley" for one tenth the cost. After Colosimo and Streng were laid off from Dirt Devil, they continued to pursue their interest in bikes. In 2008, Colosimo became an adjunct professor at CIA, teaching transportation design. Customization Colosimo's personal motorcycle is a custom motorcycle: a hardtail bobber he built himself, based on a 1954 BSA M21, a workhorse of a motorcycle with a "big, lazy" a single cylinder side valve engine, developed from BSA's World War II M20 military service bike. He had bought the 60-year-old machine sight unseen on eBay, and then rebuilt the unsafe and worn out bike, having to repair previous ill-conceived "chops", or customizations, of the frame. He removed the rear suspension, making it a hardtail, and installed Yamaha XS 650 wheels, a custom exhaust, forks from a Suzuki GSX-R1000, front disc brake rotors from a Suzuki GSX-R600 and a rear rotor from a Suzuki GSX-R750. The use of enormous sport bike brakes, designed to stop motorcycles with more than ten times the horsepower, and three times the top speed, was intended, Colosimo said, to create a visual "contradiction", explaining that, "you do a double-take to see what kind of bike sits behind the massive rotors. Let's just say it only takes one finger to stop this bike!" Colosimo said his custom M21, with nicks and scrapes, and some crash damage, is
Cleveland CycleWerks
8303738
Kelvin Carruthers (born 3 January 1938) is an Australian world champion Grand Prix motorcycle road racer and racing team manager. After his motorcycle riding career, he became race team manager for world championship winning riders Kenny Roberts and Eddie Lawson. Motorcycle racing career Carruthers, as the son of a motorcycle shop owner, learned how to work on bikes from a young age, started riding at 10, and entered his first race at 12. By the early 1960s he had won the Australian 125 cc, 250 cc, 350 cc and 500 cc National Championships. In early 1966, he moved to Europe with his family to compete in British and International short-circuit races, including Grand Prix World Championship events riding a Drixton Aermacchi, and for early 1969 season riding bikes for the Aermacchi factory. Halfway through the 1969 season, he was offered a ride with the Benelli factory and won the Isle of Man 250 cc TT race. After the Isle of Man TT, Aermacchi released him from their contract to continue as a factory rider with Benelli and, he went on to win the 1969 FIM 250cc road racing world championship after a tight points battle with Santiago Herrero and Kent Andersson. After the 1970 Grand Prix season, he accepted an offer from Yamaha to race in America. Yamaha asked him to tutor a young American dirt track racer named Kenny Roberts. In 1973, Carruthers became the manager of Yamaha's American racing team. Under Carruthers’ guidance, Roberts would win the 1973 and 1974 Grand National Championship for Yamaha. When it became apparent that Yamaha didn't have a bike able to compete with the dominant Harley Davidson dirt track team, they decided to send Carruthers and Roberts to Europe to compete in the road racing world championships. With Carruthers tuning the bikes and offering guidance, Roberts went on to win three consecutive world championships in 1978, 1979, and 1980. Carruthers also managed Eddie Lawson to a 500cc World Championship in 1984. Carruthers went on to work for several Grand Prix teams through to the 1995 season. In 1996, he took a job with the Sea-Doo watercraft factory racing team, helping them win several national and world titles. He returned to motorcycling in 1998 running a Yamaha satellite motocross team. In 1985, Carruthers was inducted into the Sport Australia Hall of Fame. He was inducted into the AMA Motorcycle Hall of Fame in 1999. Grand Prix motorcycle racing resultsKel Carruthers Isle of Man TT results. Iomtt.com. Retrieved on 14 July 2014. Points system from 1950 to 1968: Points system from 1969 onwards: (key) (Races in bold indicate pole position; races in italics indicate fastest lap) References External links Kel Carruthers Interview at superbikeplanet.com 1938 births Living people Motorcycle racers from Sydney Australian motorcycle racers 125cc World Championship riders 250cc World Championship riders 350cc World Championship riders 500cc World Championship riders Isle of Man TT riders Sport Australia Hall of Fame inductees 250cc World Riders' Champions
Kel Carruthers
1770938
Phazer is the name of a model of snowmobile produced by the Yamaha Motor Company. Introduced in 1984, it became a popular model for Yamaha and spawned several follow-up models (such as the Phazer II, Phazer Deluxe, Phazer Mountain Lite, Phazer FX, and Phazer GT); its design features were also incorporated into other models (such as later-model Exciters as well as the Venture Lite). Of particular note on the Phazer is way in which the headlight is directly connected to the handlebars so that the headlight follows the direction of a turn. This feature was certainly new among Yamaha models when it was introduced in 1984, and Yamaha claims that it and other features 'began a new era in snowmobiling'. The Phazer was always known for its sharp handling, free-revving 485cc fan-cooled engine, solid reliability (most notably on Phazer II), light weight, and most importantly, value. Ride quality akin to most of the snowmobiles of that era. Snowmobiles under the original Phazer name appeared until 1989; new models such as the Phazer II, Phazer Deluxe, Phazer SS etc., were sold until 1998, when it was revamped to the more traditional looking snowmobile and was known as the Phazer 500 (1999-2001). For the 2002 model year the Phazer nameplate was axed, where it would take a five-year absence. Yamaha released a bold new snowmobile under the Phazer name-plate for the 2007 model year. The snowmobile featured a radical new design which is inspired from the YZ250F motocross bike. The new Phazer is powered by a new 80 hp 499cc fuel-injected liquid-cooled four-stroke twin which makes its peak power at 11,000RPM. The engine is based on Yamaha's highly successful and dependable YZ250F dirt bike engine. With a 487-pound estimated dry weight, it is one of the lightest production four-strokes. The 2007-era Yamaha Phazer was discontinued at the end of the 2018 model year amidst Yamaha's restructuring of their model lineups for 2019. References External links 2009 Model Homepage from the Wayback Machine Phazer Snowmobile brands Vehicles introduced in 1984
Yamaha Phazer
32914296
A motorcycle transmission is a transmission created specifically for motorcycle applications. They may also be found in use on other light vehicles such as motor tricycles and quadbikes, go-karts, offroad buggies, auto rickshaws, mowers, and other utility vehicles, microcars, and even some superlight racing cars. Manual gearing Most manual transmission two-wheelers use a sequential gearbox. Most motorcycles (except scooters) change gears (of which they increasingly have five or six) by a foot-shift lever. On a typical motorcycle, either first or second gear can be directly selected from neutral, but higher gears may only be accessed in order – it is not possible to shift from second gear to fourth gear without shifting through third gear. A five-speed of this configuration would be known as "one down, four up" because of the placement of the gears with relation to neutral, though some motorcycle gearboxes and/or shift mechanisms can be reversed so that a "one up, four down" shifting pattern can be used. Neutral is to be found "half a click" away from first and second gears, so shifting directly between the two gears can be made in a single movement. Automatic Fully-automatic transmissions are far less common on motorcycles than manuals, and are mostly found only on motor scooters, mopeds, underbones, minibikes, and some custom cruisers and exotic sports bikes. Types include: hydraulic automatic transmission, continuously variable transmission, and dual-clutch automatic transmissions. Semi-automatic Semi-automatic transmissions on motorcycles are also referred to as auto-clutch transmissions, or sometimes, clutchless manual transmissions. They function in the same way as a conventional fully-manual motorcycle with a sequential gearbox, except they utilize a fully-automatic clutch system, or sometimes torque converter, but still require the rider's input to manually actuate change gears. They are much less common than motorcycles with conventional manual transmissions, typically use a centrifugal clutch, and are mostly found on smaller motorcycles, such as minibikes, underbone (step-thru) motorcycles (e.g., the Honda Super Cub), smaller dirt bikes (such as pit bikes), and various (mostly older) mopeds and motor scooters. Semi-automatic transmissions are often erroneously called "automatic" transmissions, which is only partially correct but not fully correct, since the rider's input is still required for switching gears, and these transmissions will not automatically change gears by themselves. Other applications of semi-automatic transmissions on motorcycles include the Yamaha FJR1300AE sport-touring motorcycle, with the YCCS automatic clutch system, Honda's range of 2- and 3-speed Hondamatic semi-automatic transmissions, used on various motorcycles throughout the 1970s and 1980s, and the three-wheeled BRP Can-Am Spyder Roadster motorcycle, with its SE5 and SE6 range of transmissions. Some high-performance sport bikes also use a trigger-shift system, with a handlebar-mounted trigger, paddle, switch, or button, and an automatically-operated clutch system. Quickshifters are electronic devices that allow for clutchless upshifts (and usually downshifts) on high-performance motorcycles with a standard manual transmission. An ECU works in conjunction with a sensor and a microcontroller (CPU) to cut the ignition and/or fuel injection momentarily, so the rider can switch gears. Bi-directional quickshifters are technically considered semi-automatic since clutch
Motorcycle transmission
3397846
The Yamaha YZF-R6 is a sport bike, produced by Yamaha as a 600 class from 1999 to 2020. From 2021, production availability is limited to race-only specification in most global markets, causing race organisers to realign their engine eligibility criteria to encourage other manufacturers having larger than 600 cc displacements to enter road-race competition from 2022. Race organisers wanted to provide scope for alternative machinery to move away from established tradition of the Yamaha R6 being the dominant marque in Supersport racing. History The YZF-R6 was introduced in 1999 as the super-sport version of YZF-R1 super bike, and as a companion to the more street-oriented YZF600R sport bike, which continued to be sold alongside the R6. The motorcycle featured Yamaha's completely new engine design capable of producing over while stationary. The R6 was the world's first 600 cc production four-stroke motorcycle producing over in stock form. The YZF-R6 has been revised several times since its introduction. Starting with the 2003 model, when the R6 became fuel injected. The 2006 model year was a significant upgrade with a new engine-management system featuring the YCC-T ride by wire throttle and a multiplate slipper clutch. The 2008 model incorporated the YCC-I variable-length intake system to optimize power at high engine speeds and an improved Deltabox frame design. 2006 tachometer problem 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. The true maximum engine speed was limited by the ECU to 15,800 rpm. In February 2006, Yamaha admitted the bike's true engine redline was more than 1,000 rpm lower than what was indicated on the tachometer and had been advertised, and offered to buy back any R6 if the customer was unhappy. Motorsport Chaz Davies helped Yamaha to win both the riders and manufacturers title during the 2011 Supersport World Championship season. The bike also won the super-sport category at the 2008 North West 200 Races. 2017 update The updated R6 has improved aerodynamics with styling inspired by the R1, as well as its 43 mm inverted front fork and front brakes, new rear shock, a new aluminum fuel tank, magnesium subframe, ABS brakes, riding modes, and traction control. The new aerodynamics are claimed to reduce drag by 8% over previous models. The engine is unchanged, with rear-wheel power still at about 120 hp. Body is similar to MotoGPs 2005– YZR-M1. The 2017 update comes with an OBD port. Unlike previous models, this R6 does not have the same diagnostic mode option. To retrieve the diagnostic codes, an adapter that plugs into any OBD-II scanner is needed. Specifications Notes References Yamaha Offers To Buy Back YZF-R6 Streetbikes Over Redline Claims Road Racing World Yamaha R-Series 10th anniversary site Descriptions of all Yamaha R-series bikes up to 2008 models Yamaha R6 review Road tests of every Yamaha R6 model since 1998 Yamaha R6 Year-model comparison External links YZF-R6
Yamaha YZF-R6
47207684
The Yamaha YD1 was Yamaha's first racing motorcycle, built for participation in the 2nd Asama Highlands Race in 1957. Description The YD1 was equipped with a 247 cc air cooled two-stroke mounted in a double-cradle frame. Two different versions were produced, the YD-A and YD-B with stroke ratio specifications of 54x54mm and 56x50mm respectively. The light weight of the bike made it very formidable in terms of handling and acceleration compared to rival bikes of the era, such as the Honda RC71. In 1957, the YD1 won 1st-3rd place at the 2nd All Japan Autobike Endurance Road Race (Asama Highlands Race). Yamaha decided to differentiate itself from its previous YA1 design by creating a new engine with two in-line cylinders, 2 strokes, and 247 cubic centimeters, cooled by air. This innovative approach signified Yamaha's entry into the 2.5 cubic centimeter category, hence earning it the title “the first two and a half for Yamaha.” References YD1 Grand Prix motorcycles
Yamaha YD1
54045176
The Yamaha TT-R230 is a trail bike that Yamaha produced from 2005–present. The TT-R230 is Yamaha's successor to the TT-R225. The names TT, TT-R, and XT have been used for semi off-road and street versions in different markets and in different eras. The TT-R230 is a mid-range dirt bike for beginner to intermediate riders, kids or teen. It is mainly used for family recreation and off-road trails. It has a soft suspension, wide seat and high ground clearance. See also Yamaha TT-R125 Yamaha TT-R225 Yamaha TT-R250 Yamaha XT225 References External links TTR230
Yamaha TTR230
62683717
The Cagiva C593 was a racing motorcycle made by Cagiva, which was used in the 500cc class of Grand Prix motorcycle racing during the 1993 season. The name is formed by an amalgamation of words and letters, namely the "C", "5" and "93". The "C" stands for the company (Cagiva), the "5" stands for the class the company races in as well as the engine capacity (500) and the "93" stands for the season the bike raced in (1993). The bike replaced the C592 model used in 1992 and was replaced by Cagiva's last model, the C594. Description This bike had respectable characteristics, such as the various titanium expansions (which were reduced in thickness) and the carbon silencers (which allowed a reduction in weight), also as with the previous model, this one adopts a distribution of the outbreaks called the "Big Bang" (introduced during the creation of the previous bike), but it is increased in maximum power compared to previous year's bike even if it loses slightly in linearity of progression where there is an irregularity when opening the electronically controlled CTS valves, requiring a use at higher engine speeds. With this bike, Cagiva tried two different layouts for the air intakes and the swingarm: The first was put on the bike used by John Kocinski and was placed by the central position grip on the front fairing and the carbon fiber swingarm while the second, put on the bikes of Doug Chandler and Mat Mladin adopted the side grips on the sides of the bike, similar to the C592, while on this version of the bike the aluminum swingarm with upper reinforcement truss of the previous model is used. Season progress Just like last year, the Cagiva riders continued to be competitive, despite not being as strong as other manufacturers like Yamaha, Honda or Suzuki. Doug Chandler frequently rode the machine into the points and managed to score a third place podium, even battling with Wayne Rainey's Yamaha for second, at the season opener in Australia. The high point however, came when John Kocinski joined the team late in the season after the 250cc Factory Suzuki team had fired him and went on to win Cagiva's first and only race of the season at the 1993 United States Grand Prix as the rivals on the seemingly better machines crashed out. Mat Mladin, replacement rider Juan Garriga and wildcard rider Carl Fogarty scored a decent haul of points as well, the team scoring a total of 199 points and getting two podiums - one of which was a win. Specifications See also Honda NSR500 Aprilia RSW-2 500 Suzuki RGV500 Yamaha YZR500 ELF 500 ROC Sabre V4 References C593 Grand Prix motorcycles Motorcycles introduced in 1993 Two-stroke motorcycles
Cagiva C593
51102551
The Yamaha MT-10 (called FZ-10 in North America until 2017) is a standard motorcycle made by Japanese motorcycle manufacturer Yamaha in their MT motorcycle series, first sold in 2016. It was introduced at the 2015 EICMA in Milan, Italy. It is the flagship member of the MT range from Yamaha. The crossplane engine is based on the 2015 YZF-R1 but re-tuned to focus on low to mid-range torque. It features a number of significant technical changes including newly designed intake, exhaust and fueling systems. It produces a claimed @ 11,500 rpm and @ 9,000 rpm. It replaced the fourteen-year old FZ1 as the flagship bike in Yamaha's sport naked range. The bike had non-functional V-Max-like air scoops from 2016 until 2021; however, with the 2022 redesign, they became functional ram-air scoops. In October 2016, Yamaha released the MT-10 SP (for Europe only), which includes some upgrades such as Öhlins electronic racing suspension derived from the YZF-R1M, full-colour TFT LCD instrument panel, and an exclusive color scheme. For 2018, the bike is now designated MT-10 in all markets. Related Models Shun Miyazawa said buyers are moving away from the supersport bikes, adding, "(Yamaha) aim to create an older and younger brother and cousins (to the MT-09) - maybe the same capacity, but a slightly different concept". This was translated into the creation of the MT-07 (FZ-07 in North America), the XSR700, the XSR900 and the MT-10 (FZ-10 in North America). The MT-10 is using the same engine from R1, albeit detuned from the factory. References External links Building an MT-10 scale model MT-10 Standard motorcycles Motorcycles introduced in 2015
Yamaha MT-10
50048033
The Kawasaki KX 500 is a two-stroke single motocross motorcycle made by Kawasaki from 1983 until 2004. The Kawasaki KX500 was developed as an air-cooled 500cc motocross bike for competition in the 500cc and Open-Class of motocross. At the time of its release, several top manufactured sported entries in this class, including Yamaha, Suzuki, Honda and the class-leading Maico. Kawasaki developed the bike on an annual basis through the 80's. The addition of liquid cooling in 1985, a new frame with improved suspension in 1987, engine updates in 1988 and reversed forks in 1990 highlight these revisions. Kawasaki would take several years to produce a competitive bike, and when it finally did, would find the KX500 winning in events for which it was not initially designed for. Its first victories came in 1986, when Donnie Griewe won two National Hare and Hound events. These only foreshadowed Kawasaki's dominance in distance and desert racing that exploded in the 90's. In 1989 Kawasaki captures its first National MX championship on a KX500, repeating in '90 and '92 before the series was discontinued at the close of the '93 season. But that would not be the end of the KX500's racing legacy. Beginning in 1992, the KX500 took the victory in every Desert Nationals race through 1995, and continued to win the Desert Nationals Championship every year though 2001. It further cemented its legendary dominance in desert racing by being the victors bike at the Baja 1000 from 1988 through 1996. First generation (1983–84) The first Generation of KX500's were air cooled, and remembered for their suspension more than overall performance. The air cooled engines were poorly reviewed in publications at the time, with Dirt Bike magazine most famously calling the bike "unridable" in their June of '83 issue. Kawasaki responded by lower compression ratios to make the bike more manageable and reliable, but would ultimately design a new engine from the ground up for the '85 model year. Second generation (1985–1986) In 1985, Kawasaki released their first liquid cooled iteration of the KX500. The bike, with its highly praised multi link suspension and newly designed power plant, is considered the first truly competitive 500cc Kawasaki, yet failed to win a National championship. In 1986 Kawasaki added the KIPS power valve system to the KX500 becoming the first power-valved production 500cc motocross bike. This feature along with improved performance in nearly all areas over the 1985 model allowed the 86 to win the Motocross Action Magazine 500 shootout. This was against the cartridge forked, liquid cooled, more powerful but harder to ride Honda CR500. Third generation (1987 KX500C) In 1987 Kawasaki released their third revision of the KX500, designated KX500C. The cycle featured an 8.5:1 compression ratio with an 86mm piston that carried a single compression ring. This bike would be the most powerful of the KX500 series, thanks to the higher compression ratio and lighter piston, producing 65 hp. Future models would lower the compression ratio to 8.4:1 and add a second
Kawasaki KX500
4743655
Pat Hennen (April 27, 1953 – April 7, 2024) was an American professional motorcycle racer. He competed in AMA dirt track and road racing competitions from 1971 to 1975 and in the Grand Prix motorcycle racing world championships from 1976 to 1978. Hennen is notable for being the first American to win a 500 cc World Championship Grand Prix race when he won the 1976 500cc Finnish Grand Prix. His career ended prematurely after he suffered serious injuries from a crash while competing at the 1978 Isle of Man TT race. Hennen was inducted into the AMA Motorcycle Hall of Fame in 2007. Motorcycle racing career AMA racing Hennen was born in Phoenix, Arizona, and grew up in the San Francisco Bay Area, where he first became interested in racing motorcycles at the age of 15. After spending four years developing his riding skills in regional races, he entered his first professional event as a novice at the end of the 1971 season. Although his results in dirt track racing were promising, Hennen chose to focus his attention on road racing after meeting Suzuki factory road racer Ron Grant. He began to work for Grant by helping him prepare motorcycles out of Grant's home garage. In 1973 he competed in 250cc Junior Class road racing events riding a Suzuki X6 borrowed from Grant and modified by his brothers, Chip and David Hennen. Grant subsequently became Hennen's racing mentor. Grant prepared a Suzuki T500 for Hennen to race, then built him a race bike using a Suzuki GT750 engine in a Rickman Brothers chassis. In 1974, Yamaha introduced the Yamaha TZ700 and Hennen was fortunate to be one of the few Junior Class competitors to receive one of the potent new motorcycles through his sponsor, Grant. The new Yamaha would dominate the 750cc class during the 1970s. Hennen scored the first major victory of his motorcycle racing career in 1974 at the Daytona International Speedway when he set the fastest qualifying time and won the Junior Class event aboard the TZ700. Hennen went on to win the Junior Class races at the Loudon Classic, Laguna Seca, and Talladega to become the 1974 AMA Junior road racing champion. Hennen gained his first international exposure in 1974 when Grant took him to compete in the New Zealand Marlboro Series run over the Christmas/New Year period. Riding an underpowered Suzuki TR500, Hennen won the Marlboro Series, earning him a letter of recommendation to the Suzuki factory from Rod Coleman, the Suzuki importer for New Zealand and former Grand Prix racer who won the 1954 Isle of Man Junior TT. Coleman's opinion was highly respected by the Suzuki factory hierarchy, and his recommendation led the Suzuki factory to offer Hennen a contract to race for U.S. Suzuki's factory road race team for the 1975 season, replacing multi-time AMA National Champion Gary Nixon, who had suffered serious injuries while testing a Suzuki in Japan. Along with Ron Grant, Coleman would be instrumental in helping further Hennen's
Pat Hennen
1148126
Shannonville Motorsport Park is a motorsport road course circuit in Canada. It is located east of Belleville, Ontario, roughly midway between Toronto and Montreal, Quebec, near Highway 401 and along the former Provincial Highway 2. It has many configurations, and its tight layout with much run-off space makes it a very good venue for race testing. Many race teams from Toronto and Montreal test at Shannonville in preparation for events held on street circuits, as the Shannonville raceway shares a lot of the same characteristics. The raceway first started off as a dirt oval, with bedrock for a front straight. Much later, the "Nelson" circuit was built, named after the late John Nelson, owner of the circuit at the time. From there, the "Fabi" circuit was built north of the Nelson, and the two were linked to form the , 14-corner "Long Track". The Fabi circuit was named after Bertrand Fabi, a young Canadian driver who died while testing a Formula 3 car in England. The Fabi circuit has a long backstraight that now doubles as a drag strip. A link was then made after the first corner on the Nelson circuit to the seventh corner of the Long Circuit, creating the "Pro Circuit" layout. Currently, the Canadian Touring Car Championship makes an annual visit to the facility, as well as auto-racing body CASC (Regional Road Races). Drag racing is also heavily featured there. Lap records As of September 2023, the fastest official race lap records at the Shannonville Motorsports Park are listed as: Fatalities On May 21, 2000, Glenn Schauble was killed, mid-pack, after losing control during a celebratory wheelie, while crossing the finish-line. This was his second Superbike race as a professional. He flipped over backwards at the checkered flag on the front straight, fell off his bike, a Yamaha YZF-R1 1000, and was hit by several riders following in a tight pack. Schauble suffered fatal head and neck injuries. The accident happened at the end of the Pro Superbike race, during a R.A.C.E. (Racing Associates Canada Events) Ontario Superseries meeting held at Shannonville. A computer sciences student, Schauble was in his first year as a pro racer. He had been promoted to pro status after winning championships in two of the three classes in which he competed in 1999 (Amateur Formula Race and Amateur open). On September 24, 2000, Schauble's "best friend" Frank Wilson, Jr., also crashed at Shannonville on his regular Yamaha R6, in what he had intended to be his last race after seeing his friend Schauble die earlier that year and contemplating retirement. With the Canadian title already locked up for that season prior to that race, Wilson succumbed to his injuries at Kingston General Hospital. The incident happened after Wilson exited the pits for the 600 class warm-up lap. He crashed in Turn 2 of the Pro track in a single bike situation presumed to be due to highsiding on cold tires. On June 11, 2023, Jose Azevedo fatally crashed during a sanctioned
Shannonville Motorsport Park
34554507
Dilip Rogger is an Indian superbike racer. He is the first Asian to compete in the German National Championship Endurance Race. In 2009 he qualified as one among 18 racers, selected from a lot of 62 riders, Race - 42. He rode the KTM RC 8 R 1190 cc version of the LC8 bike. He is also a hardware, software and multimedia professional. Early life Rogger was born on 26 October. He completed his bachelor's degree in Computer Science at Binary College (affiliated with Sunderland University) in Malaysia. Rogger’s interest in bike racing started at age 13, when he rode a Yamaha RX 135, at Sriperumbudur racing track, Chennai. At 16 he raced at the Silverstone Circuit and Daytona Park, London, where he passed the qualifying test. Career Rogger’s break came at 18, when he participated in the Pirelli Supersports Novice Category of the Malaysian Super Series 2004 (Grand Prix). The championship consisted of 7 rounds and 14 races. He made it to the podium for all the races and finished first in 5 races, second in 8 races and third in 1 race. he rode a Honda CBR600 F4i bike. He won the Championship Title with a total tally of 97 points. Rogger rode a race-spec Yamaha R6 (2005) in the Malaysian Super Series Championship (Open Class) Superbike Category (14 races) in 2005, placing second twice, third twice, fifth twice, and seventh once. He also participated in the FIM Asian Road Racing Championship (Round One) in China at the Zuhai Circuit and placed sixth. Rogger was the only private rider to place in the entire championship. Rogger came back in 2009 Open Class Supersports Category, winning fifth place twice and sixth place twice, competing with five Asian FIM GP riders from PETRONAS Racing, Malaysia and the Yamaha Hong Leong Malaysia (Factory teams) as a privateer. Rogger acted in films such as Udumban (2012) and Viraivil Isai (2015). Filmography Awards ROLON National Road Racing Championship 2009 Winner of Race 1 & Race 2 of UCAL Rolon National road racing championship Super Bikes held at Kari Motor Speedway in Chettipalayam, Coimbatore, India 7–8 June 2008. Winner of Race 1 and Race 2 of JK Tyre National Racing Championship Super Bikes held at Sriperambatur, Chennai, India 9–10 February 2008. Award for Best Privateer Maintenance Team for year 2007 FIM Asian GP championship. First Privateer standing in 11th position for the year 2007 FIM Asian GP championship. References Superbike racers Living people Year of birth missing (living people)
Dilip Rogger
2545295
Randy Mamola (born November 10, 1959) is an American former professional motorcycle racer and television sports presenter. He competed in Grand Prix motorcycle racing between and . A 13-time Premier Class race winner, Mamola was one of the most charismatic Grand Prix road racers of his generation, becoming a favourite because of his interaction with race fans both on and off the track as well as his aggressive and spirited riding style. Over the span of his thirteen-year 500cc world championship road racing career, Mamola finished runner-up in the championship four times in , , and . Mamola's 13 wins and 54 podiums in the Premier Class makes him one of the most accomplished riders to not win the 500cc World Championship. He was inducted into the AMA Motorcycle Hall of Fame in 2000. In 2018, Mamola was inducted into the MotoGP Legends Hall of Fame by FIM. After his racing career, he became involved in philanthropy, helping to found the Riders for Health charity organization and more recently Two Wheels for Life. Mamola currently works as a television sports commentator. Motorcycle racing career Born in San Jose, California, Mamola grew up interested in a career as a musician, playing in a band at the age of 10. However, when he turned 12 his interests turned to motorcycle racing, idolizing fellow Northern Californian motorcycle racer, Kenny Roberts. He began competing in dirt track racing in Northern California and earned sponsorship from Yamaha when he was 14. Mamola then focused on road racing with coaching from former racer, Ron Grant. He gained his first international exposure in 1977 when Grant took him to compete in the New Zealand Marlboro Series where, Mamola made a positive impression. In 1977, Mamola graduated from high school and began competing professionally in the AMA 250cc road racing championship, finishing as runner up to David Emde in the final standings. In his second year, he won the 1978 AMA 250cc road racing title and began drawing similarities to Kenny Roberts, earning the nickname, "Baby Kenny". His performance earned him a place on the American team for the 1979 Transatlantic Trophy match races. The Transatlantic Trophy match races pitted the best British riders against the top American road racers on 750cc motorcycles in a six-race series in England. As a 250cc rider, Mamola wasn't expected to be a challenger on larger 750cc motorcycles however, he surprised observers by finishing the series as the second highest points scorer behind fellow American Mike Baldwin and ahead of former world champion and top British scorer, Barry Sheene. Mamola entered the 1979 250cc Grand Prix road racing world championships competing on a Yamaha powered Bimota race bike but, after having a difference of opinion with his Italian sponsors, he switched to a Yamaha TZ-250 sponsored by Serge Zago. When Zago's 500cc rider, Mike Baldwin became injured, Mamola took over the team's Suzuki RG 500 at mid-season. Despite competing in only half of the 500cc races, he scored a second place at
Randy Mamola
14243543
The Yamaha DT is a series of motorcycles and mopeds produced by the Yamaha Motor Corporation. Models in the DT series feature an engine displacement of . The first DT model, the DT-1, was released in 1968 and quickly sold through its initial 12,000 production run. The DT series was created by Yamaha in the late 1960s when the United States motorcycle market was down. Market research by Yamaha indicated that, despite slow motorcycle sales, there was a largely untapped market for off-road motorcycles. At the time, only a few specialty European manufacturers such as Bultaco and Husqvarna made motorcycles specifically for off-road use. Instead, many owners purchased road motorcycles and modified them for off-road use, typically by raising the muffler, adding braced handlebars, and fitting a bash plate under the engine . Such modifications were commonly known as creating scramblers. The first DT model, the DT-1 trail bike, was released in 1968 and quickly sold out. DT-1 With the introduction of the DT-1, Yamaha essentially defined a new market for motorcycles. A Dual-sport motorcycle built for off-road riding, the light and slim DT-1 was equipped with block-pattern tires and had sufficient ground clearance. Its design put it at the cutting edge of off-road bikes at that time. It had a 250 cc, single-cylinder, 5-port engine based on a motocross design, and Ceriani-type front suspension. The Society of Automotive Engineers of Japan , included the 1968 Yamaha Trail 250 (aka DT-1) as one of their 240 Landmarks of Japanese Automotive Technology. A monoshock rear suspension system was introduced starting in 1977 giving rise to the "MX" suffix on model numbers. Models in the DT series DT50LC DT50M DT50MX DT50R DT50X DT80MX DT80LC DT80R DT100MX DT100R DT100E DT125 DT125LC DT125MX DT125R DT125X DT125RE DT175 DT175MX DT DT180 DT200R DT230 Lanza DT250 DT250MX DT250R DT350LC DT350R DT360 DT400B DT400MX References DT-1 Motorcycles introduced in 1968 Two-stroke motorcycles Off-road motorcycles
Yamaha DT
25615437
The Honda TR200 series of bikes was produced only in 1986 and 1987. The engine was a four-stroke OHC single linked to a five-speed transmission and automatic clutch. It featured lever actuated drum brakes on both wheels. This bike was unique in that it used two ATV-type tires. Presently complete bikes are quite uncommon, though replacement parts are readily available as they interchange with other Honda ATCs. Sources Big Wheel Showdown - Yamaha BW200ES vs. Honda TR200 Fat Cat Dirt Bike Magazine TR200 Motorcycles introduced in 1986 Off-road motorcycles
Honda TR200
4571832
A dual-sport motorcycle is a type of street-legal motorcycle that is designed for both on and off-road use. The terms all-road, on/off-road, and dual-purpose are also used for this class of motorcycles. Dual-sports are equipped with street-legal equipment such as lights, speedometer, mirrors, horn, license plate mounting, and muffler and can, therefore, be registered and licensed. Evolution of dual-sports The concept of a versatile motorcycle equally at home on dirt and pavement is as old as motorcycling itself. Most roads were still unpaved when motorized bicycles first appeared around 1900. In a sense, all motorcycles at that time were dual-sports, intended to be used on dirt as well as pavement. Advertisements well into the 1920s depict motorcycles on dirt roads, raising clouds of dust. By 1940, most roads in developed countries were paved and motorcycles had become heavier and more oriented to the street. In the 1950s and 1960s British manufacturers such as Triumph and BSA offered versions of their relatively light street motorcycles with high exhaust pipes, and called them scramblers. Yamaha is credited with rekindling popular interest in dirt worthy motorcycles that could also be ridden on the street. In 1968 they introduced the hugely successful DT-1 based on a 250 cc two-stroke engine. Other manufacturers soon followed with similar models called "enduros". These light weight machines were good on trails and adequate on pavement. Some manufacturers approached the trend from the opposite direction, beginning with a street motorcycle and modifying it for adequate off-road performance. For instance, the Honda CL350 Scrambler was a variation on the Honda CB350 street motorcycle with high exhaust pipes, a larger front wheel, dirt-oriented tires, and lower gearing. As a partial response to Yamaha’s success with the DT-1, in 1969 Honda produced the SL350 K0. Considered Honda’s first real production Dual Sport, the SL350 still borrowed heavily from the CB350 platform. By 1971, the Honda SL350 K1 and the later K2 had been completely transformed from a heavy, unyielding, unpredictable, unequipped off-roader into a nimble, user friendly, trail champion. This line of Dual Sports continued to evolve into the popular XL series of Honda Dual Sports. BMW changed the game with the introduction of the R80 G/S in 1980, the first large dual sport machine and the ancestor of the adventure sport category that is so popular today. Modified versions of the R80 G/S won the gruelling Paris Dakar race four times in five years between 1981 and 1985, and Helge Pedersen rode one for 10 years and 250,000 miles in an around-the-world journey that helped cement the G/S's place in motorcycling history. Over the next 20 years, manufacturers began producing heavier and less dirt worthy enduros based on four-stroke engines, as they searched for better combinations of weight, power, durability, performance and comfort. The heavier machines were less popular with “real” dirt riders, who began modifying them to create lighter and more competent trail machines. Suzuki introduced the DR350 in 1990 and promoted it as a DualSport or “dirt bike with
Dual-sport motorcycle
11214440
The Yamaha YZ450F is a four-stroke racing motocross bike built by Yamaha Motor Corporation. It was the successor to the previous YZ426F which was discontinued in 2003. It is credited by Cycle World and Dirt Rider magazines as the bike that started the four-stroke dirt bike revolution. The 2006 YZ250F and YZ450F were the first production motorcycles equipped with titanium suspension springs. The WR450F is the enduro version of the YZ450F. Introduction For many years, the motocross world almost exclusively used two-stroke engines. AMA racing classes had three classes: 125 cc, 250 cc, and 500 cc with no provision for four strokes. Later on in 1993, The AMA rules had changed where the gigantic 500cc liquid-cooled engines were no longer able to race. Most riders considered four-stroke engine technology to be largely utilitarian and uncompetitive, relegated solely for trail riding. In 1996, the AMA changed racing rules to allow 450 cc four strokes to compete in the same racing class as 250 cc two-strokes. Yamaha engineer Yoshiharu Nakayama first came up with the idea of creating the first competitive four-stroke race motocross bike. The Yamaha YZ400F was developed to fit into this category. It solved the power dilemma by borrowing superbike technology and giving the YZ a five-valve head, liquid cooling and a 12.5-1 compression ratio. In 1997, Yamaha rocked the motocross world with the introduction of the YZ400M prototype, a concept motorcycle which borrowed much technology from road racing. The YZM was far ahead of all competition among four-stroke motocross bikes. Doug Henry piloted the YZ400M to its first victory in 1997 at the Las Vegas Supercross. This was the first time any four-stroke had won an AMA event. The YZ400M was the predecessor of the production YZ400F, which was released the next year. First generation: YZ400F 1998–1999 Yamaha introduced the YZ400F in production in 1998 after a successful AMA season in 1997. It was "the first modern production four-stroke motocrosser that was directly competitive against two-strokes." Initially, Yamaha targeted a dry weight of 233 pounds (106 kg) (on par with the 250 two-strokes of the time), but by production, the bike weighed 250 pounds. The bike had an 11,600 rpm redline power and torque close to its 250 cc two-stroke rivals. It benefited from engine compression braking, which allowed the engine to slow the bike down during deceleration, giving the brakes a rest. The 1998 YZ400F was the first bike to come stock with a Keihin FCR carburetor. In 1998, Doug Henry won the AMA National Motocross Championship aboard the YZF, becoming the first rider to win a championship on a four-stroke motorcycle. This victory is considered by some to be the major turning point in the motocross world—for the first time, four strokes were considered a competitive racing machine. Second generation: YZ426F 2000–2002 In 2000, Yamaha updated the YZ400F, increasing the displacement to 426 cc for greater power and throttle response. In addition, the carburetor and jets were updated to ease the YZ400F's starting woes. The next
Yamaha YZ450F
34485265
The Yamaha V series are two-stroke step-through motorcycles made by the Yamaha Motor Company. There were a number of different engine capacities to suit different sections of the market. The bike was primarily released to compete with the ever-popular Honda Super Cub. It is also very similar to the Suzuki FR50. Model V overview In order of engine capacity and model: Yamaha V50 Yamaha V50P Yamaha V50M Yamaha V70 Yamaha V75 Yamaha V80 Yamaha V80M Yamaha V90 The Yamaha V series was advertised as an inexpensive and reliable moped/motorbike that was easy to use. The V series actually started in the early 1970s with the initial line up of the V50, V70 and V90. Then branched out to different variations in the mid 1970s with the V50p (to replace the V50) and V75 and then in the late 1970s added the V80. In early 1980, Yamaha discontinued the V70, V75, V90 and the original V80 models and introduced two new models, the V50M and the V80M. Thus reducing the number of models to two. The M in the name was to differentiate them from the earlier models In 1985, the V range of step-through motorbikes were discontinued completely, being replaced by the Townmate series of Yamaha step-through motorbikes which carried on selling until some time in the early to mid 1990s in the UK. Differences between the V50s Throughout the V series' lifetime there were three different variations of the V50. The reason for the different models was that Yamaha needed to change the moped to comply with changing laws on the 50 cc moped in the UK. V50 This was the first Yamaha V50 and was one of the first models to be sold along with the V70 and the V90. The original V50 had a two-stroke engine with a three speed semi-automatic gearbox and could reach speeds of about . The problem with this model was that in the UK in the early 1970s to ride a 50 cc moped on a learner licence the bike needed to have pedals. So Yamaha decided to change the V50 model to the V50p, so it could be ridden on L-plates (in the UK). V50P The P in Yamaha V50P stood for pedals and was released in the UK in 1975, now that it had pedals it could be bought and used on L-plates. The bike itself was almost exactly the same to the original V50 but instead of having the standard footrests it had pedals that could move the bike when the engine was off. It still had the same engine with the 3-speed semi-automatic gearbox and still able to reach speeds of around 35–40 mph. In 1977, the law changed in the UK on what a moped was, so Yamaha released the next model of V50 in 1980. V50M The V50M was the last revision of the V50. It had a slight redesign with a different faring, a square headlight and a new speedometer with built in fuel gauge.
Yamaha V50 (motorcycle)
17182897
World Championship Motorsports (WCM) was a Grand Prix motorcycle racing team formed in 1992 by American Bob MacLean and British Peter Clifford. The team ran Yamaha motorcycles from to and was called Red Bull Yamaha WCM. Competition history Early years (1992-1996) The partnership began in when Yamaha made it possible for independent teams like WCM to purchase the YZR engine. The frames were built by ROC, Serge Rosset's company (the motorcycles the team entered were listed as ROC-Yamaha for this reason), and Peter Goddard was the first rider that WCM signed. In the next five seasons riders like Niall Mackenzie, Andrew Stroud, Neil Hodgson and James Haydon rode the ROC-Yamaha bikes for WCM. Yamaha support team (1997-2002) In the team had a single ROC-Yamaha bike with Kirk McCarthy as rider. However, after the first three races the Promotor-Yamaha team withdrew from the championship. Yamaha invited WCM to take control of the team with two factory-spec YZR500s and riders Luca Cadalora and Troy Corser. WCM gained a Red Bull sponsorship and the team was rebranded as Red Bull Yamaha WCM. In the 1998 Grand Prix season, WCM rider Simon Crafar scored the only victory of the season for a manufacturer other than Honda, when he won the 1998 British Grand Prix at Donington Park. The following year, WCM rider Régis Laconi won the 1999 500cc Valencia Grand Prix riding a Yamaha YZR500. The team experienced its greatest success in 2000 when rider Garry McCoy won three Grand Prix races; however inconsistent results relegated him to fifth place in the final standings. For when the rules changed to allow 4-stroke engines up to 990cc, WCM remained with the old 500cc 2-stroke motorcycles. Garry McCoy and John Hopkins raced for the team. Independent team (2003-2005) Following the team's poor performance during the 2002 season and a lack of customer engines available to lease out, Yamaha pulled their support for the 2003 season. Peter Clifford would seek a customer version of Honda's potent RC211V V5 engines, and proposed that the team pair them with a Moriwaki chassis. However, Red Bull rejected the plan and left the team to sponsor KTM in the 125cc World Championship, instead. Left with no title sponsor and no machinery, WCM joined forces with Harris Performance Products and renamed the team as Harris WCM. The new team quickly built their own 4-stroke MotoGP racer with an engine based on the Yamaha YZF-R1 engine. After initially talking with Regis Laconi, Steve Hislop, Jose Luis Cardano and Jay Vincent, the team eventually announced Chris Burns and Ralf Waldmann as their riders for the upcoming 2003 season. Waldmann quickly left the fold, following a single test session, citing difficulties in adapting to 4-stroke motorcycles. José David de Gea was later named as Waldmann's replacement. The team experienced a shaky start to the season. After being forced to sit out the Japanese GP due to engine-related issues, the FIM found that the motorcycle was not in conformity with the championship technical regulations the following
World Championship Motorsports
1182972
AMA Superbike Championship is an American motorcycle racing series that has been run every year beginning in 1976. For most of its existence it has been considered the premier motorcycle road racing series in the United States. It is sanctioned by the AMA American Motorcyclist Association since its inception, and the promotion of the series has been licensed to several organizations over the years. Since 2015 the series has been run and promoted by MotoAmerica, who also manage several other AMA professional road racing championships, including the popular 600cc Supersport class. The AMA Superbike Championship was created in 1976 as a new motorcycle road racing series taking advantage of the newest large displacement production road-going motorcycles of up to 1000cc's that were increasingly popular with American riders. The series was initially called "Superbike Production" and was initially modeled on a regional series that had been run in California in the previous years. Up until this the most prestigious racing series in the United States was the AMA Grand National Series which required competition in five different formats 1/4 mile, 1/2 mile, 1 mile and TT courses, which were all run on dirt ovals, and pavement racing. Europe, under the guidance of the FIM, or Fédération Internationale de Motocyclisme, had a much more developed motorcycle road racing world championship, but it didn't include any American venues in the series. In 1986, the AMA recognized the changing nature of motorcycle racing by making the Grand National Championship into a dirt-track-only series; road-racing rounds were branched off into a separate championship which was named the AMA Superbike Championship. The fact that the rules were set up to compete using the same large displacement production bikes that people saw in the showrooms quickly made the series popular with fans, racers and after several seasons motorcycle manufacturers took a direct interest and began sponsoring teams and riders. History 1976 to 1982: The 1000cc era At the inception of the series there was stiff competition between the more experienced teams racing European twin cylinder bikes, which included the BMW R90S, Ducati and MotoGuzzi motorcycles and the teams racing the more powerful Japanese inline fours from Kawasaki, Suzuki, Honda and Yamaha. While the Japanese bikes produced more horsepower, the European bikes tended to have superior handling. The inaugural series in 1976 was won by rider Reg Pridmore on a BMW R90S owned by Team Butler and Smith. European machines won every race in 1976 and the first half of the 1977 series, but after two seasons of work the Team Racecrafters Kawasaki KZ 1000, again piloted by Reg Pridmore, won the first race for the Japanese. With the advent later that year of the better handling Suzuki GS 1000, the less powerful twin-cylinder European bike's race domination was over. As the series gained more and more attention in America the factories took note, and in 1980 Honda entered the series with a factory team and brought a top rider from their stable, Freddie Spencer, to compete on
AMA Superbike Championship
72301647
Yamaha DT250 is an enduro or a Dual-sport motorcycle with a Two-stroke engine. The motorcycle was introduced by the Yamaha Motor Company in 1971 and was produced until 1982. Specifications The motorcycle was made for both on-road and off-road. In 1976 Yamaha motorcycle advertisement claimed the bike had torque induction intake, thermal phase shock absorbers and built in oil coolers. The bike also used the monoshock rear suspension which had been successful on Motocross machines. In 1976 the motorcycle was offered for $798. The motorcycle was outfitted with a 250cc air-cooled two-stroke, single cylinder engine which was ready to use on dirt roads. The bike had several off-road features including: an aluminum skid plate under the crankcase, Serrated Footpegs, turn signals with supported by rubber mounts. History The Yamaha DT250 was proceeded by the 1968 DT-1. The DT250 began production in 1971 and was produced through 1982. Other models produced in the DT250 group were the DT250F and DT250MX. The DT250 was released three years earlier than the Yamaha DT125. The DT250 was one of the leading dual-sport machines in the 1970s. References External links Yamaha DT250 1974 advertisement Yamaha DT250 DT250 1971 introductions Two-stroke motorcycles Off-road motorcycles
Yamaha DT250
18875662
Yamaha Libero G5 is a 106 cc, single-cylinder four-stroke motorcycle manufactured by India Yamaha Motor. Its predecessor was known as just Yamaha Libero. Unlike Libero G5, Libero had tachometer and round headlights but lacked fuel gauge. However, Libero G5 came with a sporty headlight and fuel gauge, but lacked the tachometer. A new set of air scoops with a honeycomb grille do dual duty; directing airflow over the engine block and also neatly covering the gap between the engine and the fuel tank. The Libero G5's frame continues to be the tubular dual-cradle type. Yamaha has introduced a compulsive pressure wet sump lubrication system in the 106 cc engine of the Libero G5. This new system works on a constant pressure build-up that is generated by the engine itself thus enables the engine oil or lubricant to flow evenly over all the engine components, unlike conventional lubrication that works more on gravitational forces thus may not perform as effectively. Yamaha Libero G5 was, particularly, made for Indian market. However, in Bangladesh, Yamaha Libero G5 was also popular. Ground clearance is comfortable 173 mm, enabling the bike to take on speed-breakers and potholes with greater confidence. Yamaha released an upgraded Libero G5 model with alloy wheels and electric starter in 2007. Like most Indian motorcycles, this bike came with a saree guard to increase the safety of female pillion riders. A less sporty-looking version (with same engine) of this bike is marketed as Yamaha Alba. A bigger cousin of this bike with 125 cc engine is Yamaha Gladiator. Some similar/competitor bikes are Hero Honda Splendor, Bajaj Platina, Bajaj CT 100. India Yamaha Motor stopped manufacturing Yamaha Libero G5 in the year 2010. Technical specification Technical specifications below as reported by the manufacturer.Engine type: Air-cooled, 4-stroke, SOHC, 2-valveCylinder arrangement: Single-cylinderBore x stroke: 49.0 x 56.0 mmCompression ratio: 9.0:1Starting system: Kick start/Self starter (from 2008 models)Lubrication: Compulsive pressure wet sumpCarburettor: Variable venturi typeIgnition system: Capacitor discharge ignition (advanced micro processor), Magneto dependentBattery type: 12 V, 2.5 A·hClutch type: Wet multiple-discTransmission type: Four steps of regular engagement formula advance. 1 down, 3 up; toe-heel shifterGear ratios: 1st=3.000, 2nd＝1.688, 3rd:=1.200, 4th=0.875 Primary / Secondary reduction ratio 3.722 / 3.214Frame type: Double cradle typeCaster angle (degree): 26.4° Suspension type: (front/rear) Telescopic/swing armHeadlight: 12 V 35/35 W halogen bulb (HS1)Top speed: +/-87 km/h (54 mi/h) (with 80 kg payload) Fuel efficiency:''' +/- 100 km/2 liters of gasoline References Libero
Yamaha Libero (G5)
5142295
James Desmond Ellison (born 19 September 1980) is an English motorcycle racer. After two seasons (2017 with McCams and 2018 with Tag) on a Yamaha R1, Ellison expected to retire at the end of 2018, but in 2019 again competed in the British Superbike Championship series aboard a BMW S1000RR, before parting company with his team half-way through the season in August. He then joined another British Superbike team for the remainder of the 2019 season, starting from the September event at Oulton Park, on the ex-Danny Kent machine, previously an ex-Leon Camier 2016 MV Agusta F4. After racing during 2013 with Milwaukee Yamaha run by Shaun Muir Racing in British Superbikes, for 2014 Ellison joined Lloyds British GBmoto team, and rode a Kawasaki ZX-10R alongside veteran Chris Walker. Ellison is a double European Superstock champion, World Endurance champion and has previously participated in World Supersport, MotoGP, and the American AMA Superbike series. His brother Dean is a former motorcycle racer. Career Early career Ellison started racing motorcycles at the age of 15, riding 80 cc machines. After racing in junior championships such as Superteen, he entered the European Superstock series in 1999, winning the title in 2000 and 2001. In 2002, he raced in the Supersport World Championship, before winning the Endurance World Championship in 2003. British Superbike Championship (2004) For 2004, Ellison switched to the British Superbike Championship. He rode a Yamaha YZF-R1 for the privateer Jentin team. He finished 11th overall, and won the privateer cup for independent riders. As well as the British Superbike Championship season, he received two wild-card entries in the Superbike World Championship, at Silverstone and Brands Hatch. Notably, Ellison finished fifth in the second of two races at Brands Hatch. Towards the end of 2004, Ellison was asked to race for the WCM MotoGP team after their regular rider, Chris Burns, was injured. He finished 13th at Qatar, and the team signed him for the full 2005 season. MotoGP World Championship (2005–2006) In 2005, he scored seven points whilst riding an underpowered bike, but impressed with his attitude and ability. For 2006 he switched to the Tech 3 Yamaha team. At Philip Island he made history as the first rider to switch bikes mid-race, onto a bike with wet weather tyres. He later finished 16th and out of the points-scoring positions. He said that he was "disappointed" with the balance of the Yamaha M1 bike that season, and that his bike lacked a chassis modification to cure chatter, which the three other Yamaha riders had been riding. AMA Superbike Championship (2007) Ellison's contract with Tech 3 Yamaha was not renewed for following season. He then made the move across the pond and raced in AMA Superbike in the United States for the Corona Honda team in 2007. He had a best finish of 5th at the wet Daytona circuit, in what was a difficult season in the AMA. Return to British Superbike Ellison returned to British Superbikes for 2008, with the Hydrex
James Ellison (motorcyclist)
27953521
The Yamaha XT660Z Ténéré is a dual-sport motorcycle manufactured from 2008 to 2016 by Yamaha. It featured a single-cylinder engine manufactured by Minarelli, which was also used in the XT660R, XT660X, MT-03 ( 2006–2014), Jawa 660 Sportard, Jawa 660 Vintage and Aprilia Pegaso 650 Trail (post 2007) models. Though not sold in the US or Canada and some 40 kilos heavier than the original, air-cooled Ténéré from the early 1980s, many fans saw the 660Z as a return to form for Yamaha, following the demise of the air-cooled Teneres and the less popular 5-valve iteration which replaced them. The low-rpm electronic fuel injection glitches present in previously listed machines using the same, 660 engine were ironed out and the 660Z could reliably average 4 L/100km (72mpg Imperial, 60mpg US)""user averages closer to 55MPG imperial"". which equated to 600 km or nearly 400 miles on a single tank. Other notable qualities included its strong rear subframe, 23-litre tank and effective fairing. At the EICMA 2016 the concept bike T7 was unveiled – a dirt-oriented enduro, and an official press release indicates additionally the coming of a more street oriented supermoto. Yamaha further developed the T7 into the Ténéré 700 World Raid Concept and finally released the finished buyable Ténéré 700 in 2019. References External links Chris Scott – Yamaha Tenere XT660Z 5000-mile review XT660Z Super Tenere Dual-sport motorcycles Motorcycles introduced in 2008
Yamaha XT660Z Ténéré
2172575
Maicowerk A.G., known by its trading name Maico () is the name of a family company in the Swabian town of Pfäffingen near Tübingen. Founded in 1926 by Ulrich Maisch as Maisch & Co, the company originally manufactured 98 and 123 cc Ilo two-stroke engines. After World War II, they began producing their own unit construction two-stroke engines, selling complete motorcycles. Maico made a brief foray into the automobile business with their own line of microcars in the late 1950s. Maico have also made go kart engines. The road motorcycles were named after winds... "Blizzard", "Typhoon" etc., but the company was better known for its purpose-built motocross and enduro machines, and for its 'Maicoletta' motor scooters, all of which sold in higher numbers than the road motorcycles. Maico racing motorcycles Maico motocross (MC) and enduro (GS) racing models proved very successful in both European and American competition throughout the 1970s. While lacking the financial capital and big money race-team backing like that of the Japanese factories of Honda, Yamaha, Suzuki, and Kawasaki, Maico riders such as Adolf Weil, Åke Jonsson and Willy Bauer proved to be serious challenges to the Japanese factories and produced numerous top-three finishes in the Motocross World Championships. The firm also experienced some success in Grand Prix road racing competitions with rider Börje Jansson winning three 125cc Grand Prix races between 1972 and 1973. American publication Motocross Action called the 1981 Maico Mega 2 - 490cc the greatest open-class motocross bike of all time. One of the largest contributions to the world of motocross suspension technology came in the 1974 season when the Wheelsmith Motorcycles team in the US and the Gunther Schier teams in Europe forward-mounted the rear shocks on the Maico factory-backed motorcycles, immediately increasing the travel and ability to best the competition. This initiated a frantic effort on the part of factory teams and privateers alike; chopping up their frames in a desperate attempt to remain competitive. Maicowerk AG filed for bankruptcy in 1983, but continued to produce small numbers of motocross and enduro models (re-badged as M-Stars in the United States due to legal issues) through 1986. Subsequent manufacturers have purchased the brand name and applied it to their own limited production motorcycles. Modern open-class dirt-bikes are still being produced under the Maico brandname. The ATK Intimidator dirt-bike (reportedly the most powerful production two-stroke motorcycle available aside from Maico's own motorcycles) features a Maico motor. After the company went out of business in 1986, it was sold to Lorenz Merkle who manufactured the bikes under the Maico name until the mid-1990s. The plastics for Maico went from Red to Blue during this time but this was not Merkle's doing. In 1986, when Maico sent the new bikes to the UK, Bill Brown the distributor was impressed with the bikes but disappointed that they looked the same as the previous year. So he ordered them naked and bought blue plastics for them. Several changes to the motorcycles occurred during these years. In 1992-93,
Maico
1831039
Timerider: The Adventure of Lyle Swann is a 1982 science fiction Western film directed by William Dear and starring Fred Ward as Lyle Swann, a cross country dirt bike racer in the 1980s who is mistakenly sent back in time to 1877. The film was scored, produced and co-written (with director William Dear) by Michael Nesmith. Plot Lyle Swann is a well-known dirt bike motorcycle racer who is in the desert competing in the Baja 1000, a multiclass vehicle cross-country race. Swann has a reputation for being a great rider but is plagued by technical problems from the high-tech gadgetry he incorporates into his C and J framed XT500 Yamaha. When Swann accidentally goes far off course, he stumbles across a time travel experiment that utilizes "maser velocity acceleration" to send objects (in this case, a simian subject by the name of Esther G.) back in time. Swann rides through the field and gets sent back to November 5, 1877. The scientists in charge of the experiment soon realize what has happened, but Swann rides off, unaware of what has happened to him, before he can be returned to the present. While taking a swim break in a local pond, he runs into a gang of outlaws led by Porter Reese, who becomes obsessed with stealing Swann's motorcycle, and the outlaws pursue Swann into the small village of San Marcos, but his red suit and dirtbike scare the local Mexicans, who think he is 'El Diablo' (Spanish for 'The Devil'). There, he meets a beautiful woman, Claire Cygne, who gives him a safe place to hide, and who severely wounds one of Reese's men Carl Dorsett. The village priest compels them to withdraw, but Reese continues to plot the capture of Swann's dirtbike. In the village, Swann is seduced by Claire (at gun point) and sleeps with her, but she is later kidnapped by Reese's henchman Claude Dorsett as revenge for her shooting and wounding his brother Carl. They also manage to capture the dirtbike, leading to a series of hijinks, while Swann gets help from a posse of two U.S. Marshals, Potter and Daniels, who are trying to capture or kill the gang. Potter has a personal vendetta against Reese, for Reese killed Potter's son two years previously. Swann manages to retrieve his dirtbike and rescue Claire. Potter is killed by Reese in an ambush, and Daniels is mortally wounded and dies later. In a final showdown, Reese's band of outlaws faces Swann, the last survivor of the posse, and Claire atop a plateau. When a helicopter shows up (sent by the builders of the time travel experiment to take Swann home), Reese's men run away in fear, but Reese stays behind and fires at the helicopter, killing or wounding one of the pilots. The helicopter begins spinning wildly as the co-pilot tries to maintain control, knocking the dirtbike off the side of the plateau. Reese is killed by the helicopter's tail rotor. The helicopter manages to land on
Timerider: The Adventure of Lyle Swann
304325
Wayne Wesley Rainey (born October 23, 1960) is an American former Grand Prix motorcycle road racer. During the late 1980s and early 1990s, he won the 500cc World Championship three times and the Daytona 200 once. He was characterized by his smooth, calculating riding style, and for his intense rivalry with compatriot Kevin Schwantz, between 1987 and 1993. Racing history Rainey began his career racing in the A.M.A. Grand National Championship, a series that encompassed four distinct dirt track disciplines plus road races. In 1981, he finished the Grand National season as the 15th ranked dirt track racer in the country. Following his success in the Novice 250cc roadrace class, Kawasaki hired him to compete in the 1982 AMA Superbike Championship as a teammate to the then defending National Champion Eddie Lawson. The following year, Lawson moved to the Grand Prix circuit and Rainey took over the role of leading rider, earning the 1983 National Championship for Kawasaki. In 1984, he accepted an offer to ride for the newly formed Kenny Roberts Yamaha racing team in the 250cc class of the Grand Prix World Championship. A less than successful season (1 podium and difficulty push-starting the bike) saw him returning home in 1985 to join the Maclean Racing team in U.S. 250 and Formula 1 classes, and then on to the American Honda team from 1986 to 1987 where he raced Superbike and F1. It was during the 1987 Superbike National Championship that his intense rivalry began with Kevin Schwantz as the two battled it out for the title. Rainey won the Championship, but the fierce rivalry between the two competitors was just beginning. So intense was their rivalry that they continued their battle during the 1987 Transatlantic Trophy match races in which they were supposedly teammates competing against a team of British riders. In 1988 Rainey returned to Europe, again joining Team Roberts Yamaha, this time in the premier 500cc division riding the YZR500. His arch-rival Schwantz followed him to Europe, signing to race the 500cc class for Team Suzuki. The two would continue their rivalry on race tracks all across Europe, driving each other to higher levels of competitiveness. In 1988, Rainey won his first world championship race at the British Grand Prix. Also in 1988, he and his Team Roberts Yamaha teammate Kevin Magee won the prestigious Suzuka 8 Hours endurance race in Japan. In the 1989 campaign, Rainey finished second overall behind Eddie Lawson, winning three races and placing on the podium in every race that he finished. From 1990 to 1992, Rainey hit his stride earning three consecutive 500cc crowns for Yamaha. Rainey was involved in a hard-fought campaign with Kevin Schwantz while seeking his fourth-consecutive title in 1993. He was leading the championship by a margin of 11 points over Schwantz, and leading the GP when he suffered his career-ending crash at the Italian Grand Prix in Misano. He slid into the gravel trap at high speed, breaking his spine against the raked surface
Wayne Rainey
8667374
The Yamaha YZ125 is a motocross racing motorcycle with a two-stroke displacement single-cylinder engine made by Yamaha since 1974. It is available to the public. For the first two years it was made with dual rear shocks, then changing to a monoshock. The YZ125 has been ridden to five AMA National Motocross Championships, and multiple AMA Regional Supercross Championships. In 2001, Yamaha released a bike designed to complement the YZ125, the four-stroke YZ250F. The two bikes shared a rolling chassis and are eligible to compete in the same racing class. The YZ250F has a slight horsepower advantage. The YZ125 has a reed valve-inducted two-stroke engine. It was air cooled from 1974 to 1980, and liquid cooled since 1981. It has a Mikuni 38 mm TMX series carburetor. The engine produces . The YZ125 has been built with five- or six-speed manual sequential gearbox depending on model year. The 2005 model has a constant-mesh, wet, multiple-disc coil-spring clutch. From 1973 through 2004, the YZ125 had a single backbone frame made from steel. It generally averaged from . For the 2005 year, Yamaha switched to a single backbone frame constructed from an aluminum alloy. This frame material change dropped the dry weight to . For 2008 models, the wheel assemblies and front fork suspension were redesigned, yielding additional weight savings, making wet weight, no gas sub-200 lb. Aluminum-framed YZ125s are notably "flickable" and sometimes this trait is seen as a drawback since they tend to become more difficult to control on rough surfaces. The YZ125 used a conventional telescopic fork tube through 1988, then in 1989, added the first upside-down fork. A very well knows the amount of riders have chosen this as their go-to bike, such as AMA Champ Dom Barbuto and his brother Nick Barbuto, and X-Games medalist Kyle Ford. Also, 11-time Nationals winner and rival of Eli Tomac, Richard Rich References External links YZ125 Off-road motorcycles Motorcycles introduced in 1974 Two-stroke motorcycles
Yamaha YZ125
67359301
Don Castro (born December 28, 1949) is an American former professional motorcycle racer who is an inductee of the AMA Motorcycle Hall of Fame. During his career he was a works rider for Triumph and Yamaha' and a privateer on Triumph, Montesa, Yamaha and Kawasaki machines. Castro's life was the subject of the 1990 film Learning Curve. Early life Castro was born in Hollister, California on December 28, 1949. As a teenager he was often in trouble for racing around Hollister on his Honda 90cc motorcycle. His father brought him a Triumph 500cc motorcycle on the condition that he would only ride on tracks and not on the road. On the Triumph Castro won the first race, a dirt race, that he entered. Whilst he was still 16 he entered a race at Chowchilla Fairgrounds but was thrown of the bike in the race and run-over by other competitors. He broke his sternum, ribs, leg, ankle and an arm. His recovery took six months and during this time he had doubts about motorcycle racing. Racing career Castro moved up to Expert Sportsman class in 967 and turned pro novice in 1968 Moving up to the Junior category in 1969, Castro was doing well until he broke his ankle playing football with Gary Nixon and Dick Mann at the Triumph factory which side lined him for four nationals. In his rookie year Castro won seven Junior Nationals and came 2nd to Dave Aldana for the Junior of the Year title. This prompted Triumph racing boss Pete Coleman to sign Castro for a factory ride in 1970. Starting in the Expert category in 1970, Castro rode for Triumph in both dirt and road racing events. In the first rode race he had competed in, the Daytona 200, Castro finished third on a 750 cc racing triple. He finished his rookie season in 5th place. Castro and his BSA/Triumph teammates David Aldana and Gene Romero were known as Team Mexican, a tongue-in-cheek reference to their Hispanic roots. In 1971 Castro was a member of the American team that participated in the 1971 Anglo-American Match Races. He finished ninth in the AMA standings that year. Triumph's road bike sales were suffering with the introduction of superior Japanese machines and the factory cut back its racing budget. Castro and Gary Nixon were cut from the race team at the end of the season. Riding as a privateer in 1972, Castro started competing on Triumph and Montesa machines until his van and the race bikes were stolen on his way to a race at Houston Astrodome. He contacted K&N, who lent him a spare Yamaha and he rode for their them for the rest of the season. Although he had his race bikes stolen, he did have a Red Line framed 750 cc Triumph twin in his garage. With the help of Tracy Nelson of The Fiberglas Works in Santa Cruz, California, Castro converted the bike into a streamlined dirt racer. The combined seat, tank and
Don Castro
20700349
The TX750 is a two-cylinder standard motorcycle built by Yamaha. The bike was released in 1972. Significant reliability problems affected the engines in early bikes. Yamaha made several changes to solve the problems but the bike was withdrawn from most markets after 1974 and production stopped in the home market after 1975. Chassis and suspension The TX750 had a double-cradle frame of tubular steel. Front suspension was a hydraulically-damped telescopic fork with of travel and coil springs with a rate of . There were no gaiters on the standpipes. A vane-type steering damper was fitted. At the rear was a steel swing-arm that rode in plain bearings. Springing and damping were provided by dual shock absorbers and progressively wound coil springs whose rate varied from and provided of travel. The rear-shocks were five-way adjustable units. The TX750 was the first Yamaha road bike to have aluminum wheel rims. The rims were copies of Akront valanced rims made by DID. In Europe the TX750 had dual front disc brakes with dual expanding pistons on discs. In Japan, the United States, and other markets the bike had a single disc, although the lugs needed to mount a second disc were in place. On all bikes the rear brake was a drum with an internally expanding single leading shoe. The front wheel mounted a 3.50 - 19 - 4PR tire while a 4.00 - 18 - 4PR tire was on the rear. The bodywork was finished with a metal-flake paint. Engine and drivetrain Unlike Yamaha's earlier vertical XS650, the TX750's engine was a forward inclined air-cooled parallel twin with a 360° crankshaft, a chain-driven single overhead cam, and two valves per cylinder. The engine was aluminum with a horizontally split crankcase and steel liners in the cylinder bores. The intake system was fed by two 38 mm Mikuni Solex carburetors. New features in this engine included a positive crankcase ventilation system, hardened valve seats suitable for unleaded fuel and a balance tube in a cast manifold that connected the two exhaust ports together on the front of the engine. The balance of the 2-into-2 exhaust system were dual up-swept pipes with megaphone ends. The engine used automotive-style plain bearings for the major rotating components. Three bearings were used for the crankshaft and two for the camshaft. The choice of bearings necessitated the use of a high-pressure lubrication system, which in the TX750 was a dry-sump system with two Eaton-type trochoidal pumps; one for pressure and one for scavenge. Yamaha claimed @ 7500 rpm and @ 6000 rpm. The engine had a more restrictive exhaust in the German market, which lowered output power to and torque to . Some reviews of the bike report other differences, such as 8.4:1 compression ratios and 32 mm carburetors, but it is not clear whether these were changes for specific markets or running production changes. Yamaha designed the engine with a unique oil-filter located in an unusual location. Replacement filters are difficult to find, and adapters that allow
Yamaha TX750
72397981
The Yamaha PW50 is a commercially available two-stroke mini dirt bike, designed, developed and produced by Japanese manufacturer Yamaha since 1980. References PW50
Yamaha PW50
44285935
The Yamaha Tricity is a tilting three-wheeler motor scooter made by Yamaha Motor Company. It is part of Yamaha's LMW (Leaning Multi Wheel) offering along with the Niken. Three Tricity models have been developed: 125, 155, and 300cc models. The 125 model was first introduced in Thai markets on April, 2014 and then in Japanese markets in September 2014. The vehicle was also made available in other Asian countries along with Australia and New Zealand. The scooter reached the European market in 2015. The 155 was introduced to Europe in September 2016 A second generation, the 300 model was introduced in the 2019. The new model addressed the criticized areas of the first model. It had a larger engine and allowed drivers to ride with a car license in most countries. The improvements led to the doubling of the price, when compared to the 125 model. Development The Tricity was developed by the Yamaha development team in cooperation with race engineer Kazuhisa Takano. The goal was to create an easy to ride machine to attract everyday commuters who were traveling by car, but who were considering a switch to a motorcycle. The Tricity is Yamaha's first three-wheeler, and was developed due to success of the Piaggio MP3. Due to patent rights, Yamaha was not able to use the MP3's car-like suspension, opting for a simpler double fork system. This brought the two front wheels too close together for the Tricity to be registered as a three-wheeler. This meant riders could not ride on a car license under general EU regulation. This caused the Tricity to miss out on the market of car license drivers looking for a motorcycle, except those that allow a 125cc bike to be ridden on a car license. Nevertheless, Yamaha proceeded with this vehicle's design and has produced several models that are sold in different markets around the world. The first model was released with UBS brakes, and in 2015 it was upgraded with optional ABS braking. The 2016 model is identical to the previous one, but a 155cc version was displayed at the 2016 Osaka motorcycle show along with the promotional offer "Try Tri Before You Buy Tri". In all EU countries a 155cc model will require a motorcycle license, but will be allowed to drive on all European roads. Reception Online reviews of the Tricity are generally positive. The model is credited for its stability and ability to stay untroubled by poor road surfaces. As well as its brakes, which are considered unusually good for a 125cc bike. Some reviewers have given negative feedback for the engine, which they consider to be underpowered and a bit noisy with too frequent service intervals. Market reception So far, the Tricity has not met the success Yamaha was hoping for. It failed in the Thailand market and also was not very successful in Japan. It sold better in the Philippines, where 125cc or less bikes have a larger part of the motorcycle market. Sources differ when it
Yamaha Tricity
7097365
Douglas Howard “Doug” Henry (born September 6, 1969) is an American former professional motocross racer. He competed in the AMA Motocross Championships from 1988 to 2006. He is a three-time AMA motocross national champion. Henry was inducted into the AMA Motorcycle Hall of Fame in 2005. Early career Henry was born in Milford, Connecticut and grew up on his parents' farm in the White Hills section of Shelton, CT. The rural area with extensive winding dirt roads was conducive to him learning the sport he would master. He attended Shelton High School. Henry had his first major success in 1993 as a member of Team Honda, where he claimed the 125 East Supercross and the 125 National Championship. In 1994, he repeated as champion in the nationals, beating riders such as Steve Lamson and Ryan Hughes while battling a severe stomach ailment. He later appeared on Fox's first motocross movie Terrafirma. He moved to the premier 250cc division for 1995, where he was immediately competitive, winning Supercross mains and outdoor overalls, before a devastating injury at Budds Creek, Maryland ended his season. Henry was slipping off the back of the bike on the face of a hill, inadvertently applying full throttle, launching him off the hill, causing him to fall from nearly 80 feet in the air to flat ground. Henry's back was broken, but he did not become paralyzed. Henry raced Southwick every year to earn national points and keep his trademark national #19. He regularly finished in the top-5 on privateer Yamahas. Comeback Henry fought back and wanted to race again. He slowly worked his way back into shape, and Team Yamaha took a chance on him for the 1996 season. By the end of the Nationals, Henry was winning motos once again and had regained his form. For 1997, Yamaha approached Henry with the idea of riding their prototype YZM400 four-stroke in competition. He accepted the offer. While he raced and led the early part of the 1997 Supercross season on a YZ250, Henry complications from a hand injury forced him to withdraw during the middle of the series. He came back riding the four-stroke full-time, and posted top-5 finishes at the first few Nationals, which was unprecedented for a four-stroke machine. Henry raced the bike at the final Supercross in Las Vegas, Nevada, and won the race in the prototype bike's first and only start. Tragedy would strike Henry yet again that summer, as he suffered two broken wrists at Budds Creek, mere feet away from the jump where he had his earlier injury. But Henry would battle back again. Henry would race the production version of the prototype four-stroke, the YZ400F, for 1998. This machine started the four-stroke revolution in motocross. He battled through a strong but unspectacular supercross season where he finished 7th overall. The outdoor season would be Henry's chance to show the bike's true capabilities. After a win at his home track of Southwick, Henry followed up with a triumphant win in
Doug Henry (motocross)
22663672
The Dirt Bike Kid is a 1985 film directed by Hoite Caston, written by David Brandes and Lewis Colick, and starring Peter Billingsley, Stuart Pankin, Anne Bloom, Patrick Collins and Danny Breen. The film tells about a boy who discovers a magic dirt bike that has a mind of its own, with part of the film's story inspired by Jack and the Beanstalk. Plot Jack Simmons (Peter Billingsley) lives with his widowed mother (Anne Bloom). She sends Jack to buy groceries with their last $50. Jack notices a Yamaha YZ-80 two-stroke racing motorcycle and buys it from Max (Gavin Allen). Jack quickly notices that the motorcycle is self-aware. His mother is furious that Jack spent her money on a dirt bike, and promptly confiscates the bike and sells it to a local shop owner named Mr. Zak (Al Evans), thus recouping her $50. However, the bike returns in the middle of a baseball game to visit Jack. Jack tells this to Mr. Zak, who says Jack can work off his debt by having himself and the bike make deliveries for him. Jack also plays on a Little League team sponsored by the Doghouse, a hot dog joint owned by Mike (Patrick Collins) who was a lifetime friend of Jack's father and is trying to look out for Jack in the wake of his father's death. The Doghouse is experiencing serious financial problems and is being sought to be demolished by the town's banker Mr. Hodgkins (Stuart Pankin) in order to make way for a second Hodgkins Bank. One of his tellers is Mazie Clavell (Sage Parker) who is also a coach of the rival Little League team. She later quits when she sees Hodgkins as a ruthless businessman who advocates getting ahead at all costs, and begins dating Mike, whom she sees as an honest business owner who faces adversity squarely. Jack and his friend Bo (Chad Sheets) use the bike to help uncover why Hodgkins is after the Doghouse, especially after hacking into the bank's computer they learn that the Doghouse's land would not make a very good location for Hodgkins' bank and that Mr. Hodgkins' personal account is not as sizable as the community is led to believe. Hodgkins learns of Jack's attempt to save the Doghouse and enlists the aid of Max (who is a player on his Little League team) who brings in a biker named Arthur "Big Slime" (Weasel Forshaw) and his biker gang who encountered Jack before. When Mr. Hodgkins converges on Jack's house, Mr. Hodgkins calls in the local police force led by its chief of police Salt (John William Galt). Chief Salt orders his police officers to impound the dirt bike in exchange for Hodgkins not foreclosing on Salt's overextended mortgage at Hodgkins' Bank. However, Mazie and Mike come to Jack's aid by paying the impoundment fee for Jack to get his dirt bike back. When the groundbreaking ceremony on the bank's construction is set to begin by having a bulldozer raze
The Dirt Bike Kid
3385282
The Yamaha YZF600R (Thundercat in European markets) is a sports bike made by Yamaha from 1996 to 2007. Overview The YZF600R Thundercat was introduced to Europe in 1996 as a replacement to the FZR600R. During the 1997 European 600 super sport championship season, the YZF600R Thundercat was the only four-cylinder motorcycle to win a race against the dominant Ducati 748. It retained major mechanical components such as the engine, transmission, suspension components, and steel Deltabox frame. In 1998 Sport Rider magazine said the YZF600R is "More fun on the racetrack than we ever dreamed, brakes that embarrassed the rest of the field. Consensus: Best middleweight street bike on the planet." Motor Cycle News describes the YZF600R as more suited to sport touring than aggressive sport or road racing., while the fully adjustable Kayaba suspension and Sumitomo "Blue Spot" mono-block calipers, later used on the R1, R6 and other models, also make it a good choice for track racing. Yamaha sold the YZF600R Thundercat in Europe from 1996 to 2003, and in the United States and Canada until 2008, with little more than periodic aesthetic changes after 1997 when the exhaust system and wiring loom were updated. References YZF600R Sport bikes Motorcycles introduced in 1994
Yamaha YZF600R
7755629
The Yamaha WR450F is an off-road motorcycle made by Yamaha Motor Company. It currently has a liquid-cooled single-cylinder engine. First offered in 1998 at 400cc, it shared many components and design concepts with the YZ400F motocross model. It is basically the racing YZ450F detuned slightly for more controllable power, with a headlight and lighting coil, softer suspension, a kickstand, lower noise specifications, larger radiators and lower emissions. The WR in the name indicates a wide-ratio gear box common to most enduro or trail bikes and stands in contrast to the close-ratio gearbox essential to a motocross racer. Over the years the WR has benefited from the advances made in the YZ motocross version gaining displacement and advancements such as an aluminum frame and improved suspension. Over much of its life the weight of the WR450F has remained fairly constant ranging from 244 to 249 pounds dry weight. First generation (WR400F, 1998) Yamaha introduced the WR 400F in 1998. The 400F is a four-stroke off-road motorcycle produced for three years, beginning in 1998 and ending in 2000 (only the YZ was upgraded to 426 cc in 2000). The WR400F is related to the YZ400F, a motocross model. Like the YZ400, it was considered to be a groundbreaking model in motorcycle history, ushering in the four-stroke era which ended the dominance of two-stroke engines in motocross and offroad racing. While many modern performance four-stroke dirt bikes have been criticized for excessive rebuild costs and short motor lifespans, the Yamaha WR400F has an impressive record of reliability, often attributed to its steel valves and generous oil capacity. Second generation (WR426F, 2001) In 2001 the WR400F's became the WR426F, increasing the displacement to for greater power and throttle response. A beefier YZ style clutch basket and plates than those on the WR400 improved clutch performance. Frame geometry was identical to the 2002 YZ250 and YZ426F with a 58.7 inch wheelbase and 14.7 inches of ground clearance. This was the last WR to make use of a manual compression release for starting. Third generation (WR450F, 2003) For 2003, the engine displacement was increased to , the fuel tank was reduced to 2.6 gallons and an electric starter was added as standard equipment. The 2005 WR weighed in at 244 pounds dry, the seat height was reduced to 38 inches and the fuel tank was decreased to 2.1 gallons. The 2006 WR weighed in at 249 pounds dry and produced 42 horsepower. A limited production version of the WR450F was the WR450F 2-Trac, which featured 2-wheel drive. The gearbox output sprocket drove a short, fully enclosed chain to a pump, which in turn pushed the oil to the front hub via the pipe and back via the parallel pipe. A maximum of 15% of the power was transmitted to the front wheel at any time. Yamaha planned on building 250 2-Tracs in 2004, but only a few were built, which were used for enduro racing. 2006 was the last year of the steel frames. The 2003
Yamaha WR450F
5587884
The Yamaha XS750 and XS850 was a line of inline three cylinder motorcycles produced by the Yamaha Motor Corporation from 1976 to 1981 for the worldwide motorcycle market. It was publicly-voted by readers as the 1977 Motorcycle News Machine of the Year, ousting the sitting-winner of four-years, the Kawasaki Z1. Released in Japan in 1976 as the GX750 fitted with wire wheels (as opposed to cast alloy in all other models) the XS750 became the name for the export model. The last model year of manufacturing was 1981. These motorcycles were fitted with shaft drive, and can be referred to as "triples" because they have three cylinders. During the first four model years, the engine displaced 750 cc. This was increased to 826 cc for the final two model years, but was referred to as an 850. There were various changes made to the model over the years. 1976 XS750 “C” Very few of these bikes seem to have been made and even fewer survived. The cast wheels were in an unpainted finish and the decals were in a distinctive stripe design on the tank and side panels. This bike had a 3-1 exhaust system, and Mikuni “Mark I” carburetors. The air box assembly was different from later years. The air filter could be changed by opening the seat. This model had triple contact breaker points making timing adjustment complex. Also featured was a separate regulator and rectifier. The seat has a short tail piece this year. This bike received good reviews in Cycle World, who called it a "Bargain BMW" and rated it one of their top 10 bikes in the world in 1976. 1977 XS750 “D” and “2D” A number of these made it out to export markets in late 1976. This bike was pretty much the “C” with a paint job. The tank now sports the familiar piping around the contours picking out the detail. Problems with reliability led to a further release in 1977. A particular problem was with 2nd gear. This had a habit of dropping into neutral under load. Canny riders would short-shift from 1st to 3rd gear; the engine had enough torque to support this technique. The Yamaha fix tended to be temporary, so not worth doing. The "D" had the same tail piece as the "C" and early GX750. Released to return confidence to the model the 2D with some modifications to the “D” model. The bike now had 3 into 2 exhaust system with silencers on both sides of the bike, and improvements made to the engine to improve reliability. Fitted with electronic regulator/rectifier unit. This bike has a different seat from the "C" and "D". The tail piece is longer and doesn't fit the early seats. 1978 XS750 “E” and “SE” The now popular “2D” was upgraded to keep up with the market. Yamaha added electronic ignition this year but retained the mechanical timing advancing unit. They also replaced the carburetors for Mikuni “Mark II” CV models. These offered easier
Yamaha XS750
11500145
Dale Charles Buggins (1961–1981) was an Australian stunt motorcyclist who had built a national and international reputation by the age of 20. At 17, Buggins broke a world record previously held by American stuntman Evel Knievel when he jumped 25 cars with a Yamaha dirt bike, in 1978. Early life Buggins was born to parents Jan and Ken in Carmarthen, Wales, and immigrated to Australia with his family at the age of 7 months. His interest in motorcycles began at the age of nine, when his father gave him a small motorbike powered by a lawnmower engine. In just a few years he was riding an XR75 Honda and doing jumps off car bonnets like the others at the local dirt bike track, known as the "Dude Ranch" near Umina on the Central Coast of NSW. A schoolfriend recalls: Any given afternoon when school had finished, and on weekends there would be all kids blasting around kicking dirt up. Buggo to us, or Dale would be going hard, wheelies, jumps, big power slides, it was something to see. Dale was a school friend of mine at Woy Woy South Primary School, and Woy Woy High where he did very well in all subjects. I have pictures of Dale in our Rugby team. In 1976 he moved with his family to Wyong where he honed his jumping skills on a farm jumping cars. Dale became a sensation with his stunt shows, the rest is history. Career Buggins's work pre-dated Freestyle Motocross and the Crusty Demons by 10-plus years. In that sense, at least in Australia, he was a stunt motorbike pioneer like his idol, Evel Knievel. On 28 May 1978 Buggins broke Knievel's world record by jumping over 25 cars at the Newcastle Motordome and by 1979 he was touring the U.S. in the "Evel Knievel Spectacular". In 1980 he visited Seattle in the United States to perform with American stunt motorcyclist Gary Wells. Jumping everything from cars to buses, Buggins also created a unique motorcycle high wire act with his sister Chantel. He toured the "Dale Buggins Spectacular", in the States and Australia, appearing at the Sydney Royal Easter Show and others around the country. A documentary made with Buggins, Mud Sweat and Gears, by Douglas Stanley and Nomad Films was never released in Australia but can be found on YouTube. Buggins's record has since been broken by fellow Australian FMX stunt rider Robbie Maddison. Death and memorial Buggins died by suicide on 18 September 1981 in the Marco Polo Hotel in Melbourne, by shooting himself in the chest with a rifle that he purchased the previous day. Buggins had just returned from touring the U.S, with his sister Chantell, and was in Melbourne for the Royal Melbourne Show where he was scheduled to appear. His father and younger sisters, Chantell (who subsequently quit showbusiness) and Emma, appeared in the Channel 9 special in 1997. The National Motorcycle Museum in Nabiac in NSW, Australia, has a section of wall devoted
Dale Buggins
24604452
Robert L. Morales (born December 7, 1963) is a former freestyle BMX rider turned promoter, designer, inventor and business executive. He is the founder of DYNO Bicycles, the American Freestyle Association (AFA), Auburn Cycles, KORE Bicycle Components, Morales Bicycle Co., Carlsbad Motocross Racing (CMXR) and ASV Inventions. He is currently president and CEO of ASV Inventions, Inc. History Morales began riding motorcycles at the age of 7, then racing motorcycles at the age of 11. His father bought him a Yamaha YZ 80 to compete in motorcycle races. He won over 20 dirt biking trophies by 1976. He took up BMX bike racing at the age of 13 when his parents could no longer support his motorcycle racing because of a divorce. Around 1977, he got into BMX racing by competing in a local BMX race where he met fellow racer R.L. Osborn and they became good friends. R.L. Osborn's father was the founder of BMX Action magazine and became a pioneer in the sport of BMX and Freestyle BMX. Through the Osborns he met Bob Haro who would later pioneer the sport of Freestyle BMX. At age 14 Morales started his first business and named it BME which stood for Bob Morales Enterprises. BME sold BMX brand stickers and apparel as a vendor at BMX tracks and through mail order advertisements in BMX magazines. BME eventually became DYNO Design in 1983. In 1980 Bob Haro asked Morales to join him on a national tour to promote the new sport of Freestyle BMX. They traveled on tour together performing shows all over the Midwest, Eastern United States, and parts of Canada to enthusiastic crowds. In 1982 Morales began promoting Freestyle BMX competitions and formed the Amateur Skate Park Association (ASPA), which would later become the American Freestyle Association (AFA), to promote events in this fast-growing sport. At its peak in 1986 the AFA hosted a BMX Freestyle competition at Madison Square Garden in New York City with over 5,000 spectators and a large cash purse for the competitors. Morales joined friend and fellow freestyle rider Eddie Fiola and formed the founding BMX Freestyle teams for Haro Bikes (1980), Kuwahara (bicycle company) (1982), and GT Bicycles (1983). In 1982, Oakley, Inc. founder Jim Jannard asked Morales and Fiola to perform at the AMA Supercross at Anaheim Stadium in front of 40,000 spectators. Jannard also invited Morales & Fiola to perform at an Oakley, Inc. "Factory Pilot Nite", an exclusive Oakley athlete party at Oakley, Inc. headquarters which were located in Lake Forest at that time. Jannard and his company Oakley, Inc. have been a lifelong inspiration for Morales and his product designs. Morales stopped riding professionally in 1985 to concentrate on his two businesses: the American Freestyle Association (AFA) and DYNO Design which has made BMX accessories since 1983. In 1985 he sold DYNO Design (which later became DYNO Bicycles) to GT Bicycles and went to work for them as a designer. He was awarded his first patent while working at
Bob Morales
27478326
Antonio Maeso (born 1 January 1979) is a Spanish motorcycling racer who was born in Madrid but moved to live in Almería, Andalusia as a child. Career Antonio Maeso's motorcycling career started when he was just four years old and his father bought a small dirt bike for him. Although he started off-road racing very young, it was not until he was 15 that he entered his first road race. He participated in the 50 cc, 80 cc, and 125 cc categories until 2002, winning 4 county championships. He then moved to Superbikes, racing a Yamaha R1. Twice Spanish winner of the R1 Yamaha Cup, Maeso has also veen contesting the National level Superbike championship (called Extreme in Spain). In 2007 he was a newcomer to the Isle of Man Tourist Trophy races, getting two finishing medals. He competed in the TT races between 2007 and 2017, taking part in 20 races overall, with an overall best of 5th place at the 2017 TT Zero on a University of Nottingham bike. His best result in an internal combustion class was a 17th at the 2009 Senior TT. Personal record height: 173 cm weight: 68 kg Studies: High Technician of International Trade and Marketing and in Business Management & Marketing, Commercial English Technician. List of victories From 1995 to the present, Maeso has achieved victories in all national categories − 50 cc, 80 cc, 125 cc, in the Superbikes Regional Championship, and the Yamaha R1 Spanish Championship. He was the first Spaniard in more than 30 years to race in the Isle of Man, competing in the TT races there. 2007 Formula Extreme Spanish Championship 2006 Formula Extreme Spanish Championship 2005 Formula Extreme Spanish Championship 2003 Yamaha R1 Challenge Cup National Final Champion Champion of the Andalucía Fam Series Championship (1000c.C.) Champion of Challenge Yamaha-Cepsa Andalucía R1 2002 Champion of the Almería Supermotard Championship Champion of the Almería Scooters 50 C.C. Championship 2001 Champion of the National Final of Yamaha R1 Challenge Second Classified of the Fórmula Campeones cat "Motociclismo Superseries" Champion of the Andalucía Fam Series Championship (600-1000c.C.) Champion of Challenge Yamaha-Cepsa Andalucía R1 2000 Champion of Challenge Yamaha-Cepsa Andalucía R1 Champion of Regional of Murcia De 80 C.C Scooters Second Classified of Regional De Murcia Automatics 50 C.C. 1998 Champion of Regional De Murcia 125 C.C. Production Second Classified of Trofeo Interautonómico Castilla La Mancha-Murcia 125 C.C. Production 1997 Champion of the Open 125 C.C. Production Champion of the Castilla La Mancha 125 C.C. Production Second Classified of the Regional of Murcia 125 C.C. Production Second Classified of the Regional of Murcia 250 Gran Prix 21 Clas. European Championship 250 Gran Prix 1996 Champion of the Murcia 125 C.C. Production Championship 1995 Champion of the Andalucía 125 C.C. Production Championship References External links Web of maeso34 Motorcycling Dyno Official web TT Isle of Man Pictures of Maeso Spanish motorcycle racers Living people Motorcycle racers from Madrid 1979 births
Antonio Maeso
40623466
The Yamaha R5 is a motorcycle made by Yamaha for production years 1970 (R5), 1971 (R5B) and 1972 (R5C). It was the first iteration of a new generation of horizontally split crankcase two strokes that also included the RD350 and culminated in the RD400. The engine platform also included the 250cc variants (DS7/RD250). Two earlier generations of sporting 250cc and larger displacement air-cooled two strokes preceded the R5 dating back to 1959. History Yamaha began producing air-cooled "sport tuned" 250cc twin cylinder roadsters in 1959. Development led to increased capacity in 1965 to 305cc (YM1) and in 1967 to 350cc YR1. These are the ancestral predecessors to the 1970 350cc R5 and represent two different generations of engine evolution and design. The 1967 YR1, 1968 YR2 and 1969 R3 (YR3) directly preceded the R5 and were Yamaha's first publicly available 350cc capacity air-cooled, two stroke twins. The R5 was superseded by the 1973-1975 RD350 and 1976-1979 RD400. Several technical changes were made to the RD platform, the most significant of which being the six-speed transmission and reed valve induction. Though different in appearance the R5 basic architecture lived on in the RZ350 (American market) and RD350LC (Euro market). The main difference being the cylinders became water-cooled. The engine cases are similar enough that, with modifications, they can be interchanged. Identification The two-stroke era In the early 1970s, a engine was considered large for a two-stroke engine. Two-stroke street motorcycles from Yamaha, Suzuki and Kawasaki collectively developed a reputation as "giant-killers". Even though four-stroke motorcycle engines (not chassis) were being developed rapidly, during the 1970s, two-strokes were able to beat them in straight-line performance at times. Because of the lighter weight of the engine and chassis, two-strokes were typically dominant on curved roads. During the '70s, the two stroke developments were between Kawasaki, Suzuki, and Yamaha. At this time, Soichiro Honda was alive and active in his company. He did not personally like two-strokes, so Honda stayed focused on four-strokes. As the decade went by, Suzuki added displacement, cylinders, and water cooling, culminating in the GT750, a touring bike. Kawasaki added cylinders and displacement, ending with the infamous H2 750 Mach IV. By default, Yamaha became the bantamweight, maxing out with a twin, still air-cooled. Racing In the early days of the Yamaha racing team, factory race bikes were not as specialized as they are now. In fact, they were hand-built versions of the production street bikes. Beginning with the basic parts of an R5, the racing TR3 model was built. References R5 Two-stroke motorcycles Motorcycles powered by straight-twin engines Motorcycles introduced in the 1970s
Yamaha R5
21536661
The Yamaha FZ16 (called Yamaha Byson in Indonesia) is a standard motorcycle made by Yamaha since 2008. The FZ16 is modeled after the FZ1. The FZ16 is primarily sold in India, and other markets such as Indonesia, Colombia, Argentina and Malaysia. In 2014, the fuel-injected version, called FZ FI, went on sale in India. Its engine displacement was reduced to from , resulting in less power and torque from the carburetted version, but lower fuel consumption. In 2015, the Indonesian Byson FI went on sale. According to Yamaha, the bike has 91 different components from the version that sold in India. Yamaha FZ25 (FZ250) In 2017, Yamaha launched the FZ25, a 250 cc derivative of the FZ series. It also has an air-cooled, 2-valve, fuel-injected engine. Yamaha said the FZ25 is aimed at existing Yamaha owners. MotorBeam tested the FZ25 and found it to offer "smooth performance" with "excellent engine refinement". The bike is also sold in Brazil as the Fazer 250. In 2019, the third generation model of the FZ and FZ-S was introduced in India. FZ16 Fazer The FZ16 Fazer or FZ16ST is the semi-faired version of the FZ16, similar in manner to the FZ8-S and FZ1-S Fazer. It has twin headlights instead of single, and the riding position has slightly altered to accommodate long distance riding. FZ-S The FZ-S is launched after FZ16 with an aerodynamic windshield and additional 45mm in height, both of which are very successful bikes in India. FZ-S FI The new FZ series, which consists of the FZ FI and FZS FI models, is powered by a 149 cc, fuel-injected, BS-VI engine that is lighter and has a side stand engine cutoff switch.The body's weight has been decreased from 137 kg to 135 kg, making it easier for riders to navigate and improving their handling comfort. The FZS FI variant also includes the Bluetooth-enabled "Yamaha Motorcycle Connect X," which, among other features, offers various features including "Answer back," "E-lock," "Locate my bike," and "Hazard" alert. References External links FZ16 Standard motorcycles Motorcycles introduced in 2008
Yamaha FZ16
8908966
Anthony Keith West, (born 17 July 1981 in Maryborough, Queensland), is an Australian motorcycle road racer. He most recently raced in the 2019 Brazilian Superbike Championship for the Kawasaki Racing Team. West was suspended from participating at any FIM sanctioned events for 24 months due to testing positive for banned substances from 8 July 2018 to 14 September 2020. In 2018 he competed in the Supersport World Championship, aboard a Kawasaki ZX-6R and in the Asia Road Race SS600 Championship, aboard a Yamaha YZF-R6. During 2017 he has raced in the Supersport World Championship (600 cc) and the Asia Road Race SS600 Championship initially aboard a Yamaha YZF-R6 followed by a Kawasaki ZX-6R, and also selected events in the Superbike World Championship on a Kawasaki ZX-10R as a stand-in rider for Puccetti Kawasaki. West has won two races in Grands Prix, the 2003 Dutch TT in the 250 cc class, and the 2014 Dutch TT in the Moto2 class. He is known as "The Rain Man" because of his ability to ride well in the extreme wet, which he attributes to a dirt track racing background. He currently races in the Australian Superbike Championship. Career 500cc World Championship In 2001, he was a 500cc rider for the Dee Cee Jeans Racing Team, scoring minor points in 12 of the 16 races to place 18th overall. In 2002, he had a year away from motorcycling as he could not gather enough sponsorship to secure a factory Aprilia ride. Return to 250cc In the 2003 and 2004 seasons, West rode for the Italian Abruzzo Racing team, running a privateer Aprilia both years. 2003 was the more successful of the years, he won a race and achieved three additional podium places. 2005 was supposed to be his big break, but a factory deal with KTM saw him miss three quarters of the season due to a lack of development and several mechanical failures. However, West rode the KTM to a podium place on debut, placing second in the rain soaked British Grand Prix at Donington Park. Early in the 2007 season, he rode in the 250cc World Championship on a semi-factory, LE Aprilia run by Matteoni Racing. A disappointing start to the season saw West unable to match the times he set on the Kiefer Bos bike in 2006, with a best result of ninth after the fourth round of seventeen, leading him to quit the team. However, West enjoyed more success when, at the Monza round of the 2007 World Supersport Championship, he rode through the field from 18th on the grid to finish 3rd, while substituting for injured compatriot Kevin Curtain on his first visit to the track, on his first race aboard the Yamaha. Then, in the following World Supersport round at the historic Silverstone circuit, West secured victory in a wet race. He repeated this feat again at Misano. He finished the championship in ninth place, despite only contesting three of the thirteen rounds. Return to MotoGP Following the
Anthony West (motorcyclist)