Classic Motorcycle Mechanics

70s, 80s, 90s biking icons Ever ridden a two-stroke?

It’s a pertinent question for today’s bikers, really. I mean, can you imagine NEVER having ridden one? Maybe some of you haven’t? If you’ve only been a biker for so many years, the chances are even the tiddlers, the 125cc bikes, the 250s and even 300/400s have all benefited from a four-stroke powerplant.

For many of a certain age, it was a rite of passage that many of us had to go through before we got to the ‘hard stuff' – the bigger four-strokes.

For many, that passion for the twostroke never waned and – if possible – we moved up the power and capacity bands of motorcycling always seeking out the two-stroke option, which narrowed as the decades moved on, thanks to emissions and the overall worry for the environment.

So, many would eschew the fourstroke route during the 1970s, 1980s and 1990s… Jim would buy a fourstroke XS while Pete would plump for a GT750. Dave would always love his Yamaha two-strokes and go through various RDs, be they air- or liquid-cooled and end up on the holy grail – the RD500LC. And while Sid was on GSX-R diesels of different capacities, his mate John would be on a succession of RGs, leading to the square-four RG500…

Today, two-strokes are more collectible than before, prices are higher than ever and the passion and love for them is stronger than even back in the day. We recently tested two beautiful TZR250 Yamahas: the reverse-cylinder 3MA (1990) and the V-twin 3XV (1995). Both were the exotic SP/SPR race/homologation specials and the V-twin was probably worth around £15,000.

Wow. Me? Well, I had 125cc twostrokes and bought an RD350 F2 Powervalve like many of us did, but then found four-strokes. Hmmm… but maybe something is calling me back? It’s the smell, the blue smoke and the instant hit of acceleration.

Time to re-mortgage, methinks…

Riding these two bikes – the Yamaha TZR250 3XV V-twin SPR and the TZR250 3MA SP ‘reverse-cylinder’ (as the name suggests the pipes route backwards under the seat, ‘grand prix’ style) – I rediscovered that road bikes could handle with a combination of stability and agility that’s rare indeed. The engines are highly strung, but with six close ratios, can be kept spinning in a sweet zone of twistgrip response that matched the pace with ease.

The V-twin SPR has a 90-degree V-twin engine with a (restricted for Japan) 45bhp, but these bikes have a potential for more than 75bhp… The chassis spec is good too, but it’s the sheer lack of heft that surprises. At normal speeds the SPR feels dull. It’s when the engine’s singing above 6000rpm, which is easy to maintain with the closeness of the ratios, that it comes to life with a response to the quick-action twistgrip that’s a joy. The surprise was that with just 45bhp on tap, the SPR felt so quick – especially at 11,000rpm…

I’m of a certain age, so – while for many ‘older gits’ the Triumph Bonneville, or maybe the Norton Commando are their idea of ‘Best British Bike Ever’ this is mine… the circa 1997-2004 Triumph Speed Triple.

Now, I do also love the modular T300-based Speed Trip from 1994,

Compared to the cramped 3XV, the TZR250 3MA parallel twin is an armchair. Again, you’ve got 45bhp, but this one has been upped to around 55, thanks to jetting mods. The bike is flickable beyond belief and I was also surprised at how smoothly the engine delivered power with the straight-cut drive gears singing up to the red line at 11,500rpm.

Both bikes are amazing, but – for me – I’d go for the 3MA parallel twin, simply because if you’re going for something hard core, don’t hold back!

‘‘ Fo r ma ny of a ce rt ai n age, it was a rite of p assage that many of us had to go through before we got to the ‘hard stuff’ – the bigger four-strokes.

but this is a much better machine and was refined constantly before the not-so-nice-to-look-at short and stubby 2005 bike came out.

So what’s to love? Firstly the colour schemes: how do ‘Nuclear Red’, ‘Roulette Green’ and ‘Lucifer Orange’ sound? Ok, Nuclear Red looks pink and Roulette Green is more of a ‘Neon Bogey Crush’, but if you ignore Triumph’s ‘poncey, pretentious palette’ these bikes are cracking machines to buy and ride, and the models from around two decades ago are perhaps the best of the breed.

First of all these bikes are comfier than the later bikes (especially for a pillion) and people do tour on them. But it’s the motor that’s the shining star of the show. Whether it’s the 885cc motor (in the T509 of 1997-1998) or the 955cc triple from then on until 2004, you’ve got between 100-108bhp at the back wheel delivered in such a glorious fashion: this has more grunt than a 1970s porn film. You can trickle along

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at 3-4000rpm if you so desire, but then from around 5-6000rpm things begin to get interesting and it positively howls to around 9000rpm when the fun begins to tail off.

It handles (firmly), it brakes (sharply), it’s a bona fide British classic and you can get a good ’un for between £2000-£3500!