Yamaha RD350LC YPVS

File:Yamaha-RD350 84 3.jpg
Yamaha RD350
Manufacturer	Yamaha
Also called	RD350 (6-speed), RD 350 (6-speed), RD350 (5-speed), RD 350 (5-speed), RD350LC YPVS (reduced effect), RD 350 LC YPVS (reduced effect), RD350LC YPVS, RD 350 LC YPVS, RD350 (reduced effect), RD 350 (reduced effect), RD350F (reduced effect), RD 350 F (reduced effect), RD350N (reduced effect), RD 350 N (reduced effect), RD350N, RD 350 N, RD350R YPVS, RD 350R YPVS, RD350LC, RD350F, RD 350 LC, RD 350 F, RD350B, RD 350
Production	1983
Engine	Two stroke, parallel twin cylinder
Compression ratio	6.2 :1
Top Speed	117 mph / 188.2 km/h
Ignition	Flywheel magneto CDI
Transmission	6 Speed
Frame	Tubular mild steel, double front downtubes
Suspension	Front: 32mm stanchion tube forks Rear: Single shock cantilever 5-way adjustable spring preload
Brakes	Front: 2x 267mm disc 1 piston caliper Rear: Drum
Front Tire	3.00-18
Rear Tire	3.50-18
Wheelbase	1365 mm / 53.7 in
Seat Height	785 mm / 30.9 in
Weight	143 kg / 315.2 lbs (dry), 149 kg / 328 lbs (wet)
Recommended Oil	Yamalube 10w-40
Fuel Capacity	16.5 Liters / 4.3 US gal
Manuals	Service Manual

It could reach a top speed of 117 mph / 188.2 km/h.

Engine

The engine was a Liquid cooled cooled Two stroke, parallel twin cylinder. The engine featured a 6.2 :1 compression ratio.

Drive

Power was moderated via the Wet multiplate.

Chassis

It came with a 3.00-18 front tire and a 3.50-18 rear tire. Stopping was achieved via 2x 267mm disc 1 piston caliper in the front and a Drum in the rear. The front suspension was a 32mm stanchion tube forks while the rear was equipped with a Single shock cantilever 5-way adjustable spring preload. The RD350LC YPVS was fitted with a 16.5 Liters / 4.3 US gal fuel tank. The bike weighed just 143 kg / 315.2 lbs. The wheelbase was 1365 mm / 53.7 in long.

Photos

Yamaha RD350 Yamaha RD350 Yamaha RD350 Yamaha RD350

Overview

Yamaha RD 350LC YPVS

RDLC is abbreviation of: Race Developped Liquid Cooled.

It might have produced less than 50bhp . and had a top speed of not much more 'W^ than 100 mph (I6lkm/h). but for many riders Yamaha's brilliantly raw. racy RD350LC was the high-performance bike of the 1980s - or any other decade, come to that. Certainly, few machines can have brought so much fast and furious enjoyment to so many people, so cheaply, as the liquid-cooled two-stroke twin that Yamaha unleashed in 1981.

The LC's pedigree was impeccable, as it was a descendant of the string of outstanding air-cooled strokers with which Yamaha had established an unmatched reputation for middleweight performance. Models such as the YR5. RD350 and RD400 had kept the tuning-fork logo to the fore through the 1970s, while on the racetrack Yamaha's all-conquering air-cooled twins had been superseded by the liquid-cooled TZ250 and 350. with equally spectacular results.

For all the Race Developed nature of this latest in the RD series, the LC's 347cc engine owed more to that of the RD400 roadster than to the TZ350 racer. The water jacket maintained a constant temperature and allowed the engine to be in a higher state of tunc without loss of reliability. Liquid cooling also helped make the 47bhp motor cleaner and quieter than its air-cooled predecessor; important for environmental reasons although not enough to satisfy US emissions regulations.

Race-bred monoshock The LC's other race-developed feature was its cantilever rear suspension system, which featured a single shock unit mounted diagonally under the seat, instead of the RD400"s twin shocks. Chassis layout was otherwise conventional, with a twin-downtube steel frame, non-adjustable front forks, slightly raised handlebars, attractively rounded styling and a twin-disc front brake.

One ride was enough to get most speed-happy motorcyclists addicted to the Yamaha's exuberant performance. Below 6000rpm it was ordinary; starting easily (with a kick), idling reliably and feeling docile. Then the motor came to life with a scream through its twin pipes, and a burst of acceleration that was as thrilling as it was sudden. With its rider's chin on the tank the LC was good for 110ph (177km/h), but it was the fierce way it got there that made this bike so special.

The Yamaha really handled, too. Its forks were slightly soft, particularly when the powerful front brake was used hard, and the front end could feel decidedly twitchy when the bike was accelerating out of a bend. But the frame was strong, the rear suspension worked well and the LC could be flicked around with the ease and precision of a race-bred machine weighing just 3311b (150kg) with fuel.

All in all the RD350LC was a magical motorbike: fast, reliable (at least when standard), agile, reasonably practical, tuneable, raceable, and most of all brilliant fun. Over the years it was updated several times, notably in 1983 to produce the RD350 YPVS, whose exhaust power valve added mid-range power; and three years later with a full fairing to create the RD350F2. All shared the same key assets: irresistible performance and unbeatable value for money.

Source of review: Fast Bikes by Roland Brown The RZ350 Yamaha Sport Plaza (YSP) for JAPAN

It might have produced less than 50bhp . and had a top speed of not much more 'W^ than 100 mph (I6lkm/h). but for many riders Yamaha's brilliantly raw. racy RD350LC was the high-performance bike of the 1980s - or any other decade, come to that. Certainly, few machines can have brought so much fast and furious enjoyment to so many people, so cheaply, as the liquid-cooled two-stroke twin that Yamaha unleashed in 1981.

The LC's pedigree was impeccable, as it was a descendant of the string of outstanding air-cooled strokers with which Yamaha had established an unmatched reputation for middleweight performance. Models such as the YR5. RD350 and RD400 had kept the tuning-fork logo to the fore through the 1970s, while on the racetrack Yamaha's all-conquering air-cooled twins had been superseded by the liquid-cooled TZ250 and 350. with equally spectacular results. For all the Race Developed nature of this latest in the RD series, the LC's 347cc engine owed more to that of the RD400 roadster than to the TZ350 racer. The water jacket maintained a constant temperature and allowed the engine to be in a higher state of tunc without loss of reliability. Liquid cooling also helped make the 47bhp motor cleaner and quieter than its air-cooled predecessor; important for environmental reasons although not enough to satisfy US emissions regulations.

Race-bred monoshock

The LC's other race-developed feature was its cantilever rear suspension system, which featured a single shock unit mounted diagonally under the seat, instead of the RD400"s twin shocks. Chassis layout was otherwise conventional, with a twin-downtube steel frame, non-adjustable front forks, slightly raised handlebars, attractively rounded styling and a twin-disc front brake.

One ride was enough to get most speed-happy motorcyclists addicted to the Yamaha's exuberant performance. Below 6000rpm it was ordinary; starting easily (with a kick), idling reliably and feeling docile. Then the motor came to life with a scream through its twin pipes, and a burst of acceleration that was as thrilling as it was sudden. With its rider's chin on the tank the LC was good for 110ph (177km/h), but it was the fierce way it got there that made this bike so special. The Yamaha really handled, too. Its forks were slightly soft, particularly when the powerful front brake was used hard, and the front end could feel decidedly twitchy when the bike was accelerating out of a bend. But the frame was strong, the rear suspension worked well and the LC could be flicked around with the ease and precision of a race-bred machine weighing just 3311b (150kg) with fuel.

All in all the RD350LC was a magical motorbike: fast, reliable (at least when standard), agile, reasonably practical, tuneable, raceable, and most of all brilliant fun. Over the years it was updated several times, notably in 1983 to produce the RD350 YPVS, whose exhaust power valve added mid-range power; and three years later with a full fairing to create the RD350F2. All shared the same key assets: irresistible performance and unbeatable value for money.

Source of review: Fast Bikes by Roland Brown

Year	1983
Engine Type	Two stroke, parallel twin cylinder
Displacement	347 cc / 21.1 cu-in
Bore X Stroke	64 х 54 mm
Cooling System	Liquid cooled
Compression	6.2 :1
Lubrication	Autolube
Induction	2x 26mm Mikuni slide-needle carburetor
Ignition	Flywheel magneto CDI
Starting	Kick
Max Power	59 hp / 43.9 kW @ 9000 rpm
Max Torque	40.2 Nm / 4.1 kgf-m / @ 8000 rpm
Clutch	Wet multiplate
Transmission	6 Speed
Final Drive	Chain
Frame	Tubular mild steel, double front downtubes
Front Suspension	32mm stanchion tube forks
Front Travel	140mm
Rear Suspension	Single shock cantilever 5-way adjustable spring preload
Rear Travel	95mm
Front Brakes	2x 267mm disc 1 piston caliper
Rear Brakes	Drum
Front Tire	3.00-18
Rear Tire	3.50-18
Dimensions	Length 2080 mm / 81.8 in Width 750 mm / 29.5 in Height 1090 mm / 42.9 in
Wheelbase	1365 mm / 53.7 in
Seat Height	785 mm / 30.9 in
Ground Clearance	165 mm / 6.4 in
Dry Weight	143 kg / 315.2 lbs
Wet Weight	149 kg / 328 lbs
Fuel Capacity	16.5 Liters / 4.3 US gal
Consumption Average	43 mpg
Standing ¼ Mile	13.5 sec / 99.4 mph
Top Speed	117 mph / 188.2 km/h