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Testing at Lydden, 24th Feb 97
Lydden was damp, and I pussy-footed around for the first few laps. The new power was showing already, the front didn't want to stay down! This worried me, and we tried finding ways to reduce it. I'm crap with suspension, but the workshop suspension guide recommended increasing shock preload.This reduced the wheelie tendency, but made the rear grip less, and break away more often. I was pleased, though, that I was able to feel the difference. We reset the suspension, and I started to learn to live with the wheelies instead. It's amazing, but so long as you don't back off the throttle, you don't need to have your front wheel on the floor as you exit the bend still cranked over.
There was some detonation in the third and fourth sessions. At first I thought it was the noise of the clutch, reflecting off the track mid-bend. Graham suggested a larger needle-jet, which solved the problem, fortunately before any but the tiniest pitting had started. It takes about ten minytes to strip and refit the head on a TZ, by the way.
Getting used to the race (upside-down) gearchange was tricky. For last year's only race, I'd had it road way up. I didn't feel that I was doing full justice to the bike - but still managed low 46's. That's good enough to win a Formula Junior race on a cold day.
The competition present on Honda RS-250s were Formula Junior champ Darren Thomas, Ronny Ross (up from winning the TZR class) and ex Formula Junior super-Novice Lawrence Hooper. The two Johnson Brothers were on TZs. All were putting in fast rides, though none were consistently pulling away, except Darren, who was on slicks.
It's going to be a close match at Brands. Any one of us could turn out to be the fastest - or the slowest!
First Meeting - Bemsee Round 1 at Brands Hatch, 1st March 1997.
Which class?
My choices were a CBR600, or an open class Yamaha TZ250. A "diesel", or a pukka racing bike.After my RGV, big bikes seem like hard work on the track, so the TZ had the edge. And anyway, when I give up racing, I can always get a 600 - or ride my FireBlade - for track days. This might be my last chance to ride a true racing bike.
A TZ doesn't make much more power than a tuned RGV, around 76 against maybe 72 hp, which says a lot for the RGV engine. But the TZ is much lighter, and handles and stops far better.
But the frame of the B is different, limiting carb and airbox
upgrades. So I wanted a D (there was no C), or later.
Initially, I wasn't impressed by the bike. The paint job was nasty,
and showed signs of scuffs and scrapes. Othewise, it was pretty clean,
and came with spare wheels (but no disks), newish spare cylinders,
crank, and lots of new gaskets, pads and stuff. But it didn't look
new, so my initial instinct was to leave it.
Then I phoned Graham, and he thought it was a good buy,
especially if I knocked a bit off the price.
It was up at £4950. I offered four and a half. Rob checked some
papers, and said "Could you go to four six?". The deal was done. Rob
Mitchell was at Brands and was really
pleased to see me do so well on it. "We only sell quality", said his
Dad. If you're looking for a TZ, give Rob a call on 01635 269047.
It was a bit of a risk buying a bike with a totally unknown history, but
it looks like it's paid off. Graham File has taken
a look at the engine, and reckons it's mint. Looks like it has hardly
been used.
At £4600, I'd have been OK if I'd needed to replace everything in the engine.
As it is, it looks like it will be a real bargain.
We've put it on Dynotech's dyno, and it's making
a strong 74hp. It's the best untuned TZ they've seen. It certainly didn't
seem slow at Brands!
TZ 250 Model History
The V-Twin TZ has been going since 1991 with the TZ250B. Before that
were the reverse cylinder TZ250W and TZ250A's. Most V-twin components
can be upgraded - separately or together - for the latest versions.
Bargain
I've bought a TZ250E, 1993 model, which was imported direct from Japan
by Rob Mitchell (01635 269047) supplied by Kiwi racer Sean Harris.
Preparation for 97
The bike will be stripped from the ground up, and everything renewed
for next season. The suspension will go off to Maxton (01928 740531) ,
the engine to Graham File, New Dennis Trollope
bodywork will be bought and sent with the amazingly
light - but rather battered - original bodywork to Brucie Baby at Body
Care (01273 329191).
The shopping list looks like this
Work
- Engine Tune
- spare crank rebuild
- spare cylinders tuned
- damaged spare head reworked
- Paint: tank, fairing & seat x 2, wheels x 4.
- Polish swing arm
Parts & Tools
- Fairing, seat unit (Dennis Trollope)
- front disks (EBC) rear disk (Spondon)
- Handlebars
- Screens x 2
- Brake, Clutch Levers x 2 and brackets x 1
- Top & Bottom Fairing brackets, 2 x each side
- Footpegs x 4 and hangers x 2
- Silencer end-cans (alloy)
- Brake, gearchange pedals
- pistons etc. (top end kit) x 2
- master cylinder
- mains
- oil seals
- head bearings
- swing arm bearings
- wheel bearing set
- clutch springs, 3 heavy duty
- clutch cable
- power valve cables (set)
- manual (English!)
- Castrol R30 (gearbox) 2 litres
- spark plugs, NGK, as used in F-model x 4
- dial gauge
- clutch holding tool
- low 1st & 2nd, high 6th gears (possibly!)
- cts quick-change (secondhand)
- chain x 2 (from B&C)
- sprocket - 40 tooth (B&C)
Tyres
- Dunlop KR364 intermediates
- Wets (Bridgestone)
