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Difference between revisions of "Yamaha TZ350"
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[[Image:1973-Yamaha-TZ350.jpg|right|thumb|1973 Yamaha TZ350]] | [[Image:1973-Yamaha-TZ350.jpg|right|thumb|1973 Yamaha TZ350]] | ||
[[Image:1973 Yamaha TZ350.jpg|right|thumb|1973 Yamaha TZ350]] | [[Image:1973 Yamaha TZ350.jpg|right|thumb|1973 Yamaha TZ350]] | ||
1973 saw the introduction of the bike which was about to transform the 350cc GP class worldwide, the incredible [[Yamaha]] '''TZ350A'''. The inclusion of [[water-cooling]] in addition to other slight improvements over the bike's [[air cooled]] predecessors, the [[Yamaha TR2|TR2]], TR2B and [[Yamaha TR3|TR3]], saw Yamaha's 350cc production offering fast becoming an almost unbeatable weapon in the hands of the right rider. This boosted horsepower from ~55 to 65 [[horsepower]], but most importantly it could sustain that power throughout the whole race. Internally the motor hadn't changed much from the previous model apart from the widths and angles of the transfers being altered to improve scavenging, though actual port timing remained as it was with the older model. Also the silicon content of the cylinder was lower compared to that of the TR3's separate hypereutectic units. The new bike produced a very respectable 60bhp @9,500rpm. | 1973 saw the introduction of the bike which was about to transform the 350cc GP class worldwide, the incredible [[Yamaha]] '''TZ350A'''. The inclusion of [[water-cooling]] in addition to other slight improvements over the bike's [[air cooled]] predecessors, the [[Yamaha TR2|TR2]], TR2B and [[Yamaha TR3|TR3]], saw Yamaha's 350cc production offering fast becoming an almost unbeatable weapon in the hands of the right rider. This boosted horsepower from ~55 to 65 [[horsepower]], but most importantly it could sustain that power throughout the whole race. Internally the motor hadn't changed much from the previous model apart from the widths and angles of the transfers being altered to improve [[scavenging]], though actual port timing remained as it was with the older model. Also the silicon content of the cylinder was lower compared to that of the TR3's separate hypereutectic units. The new bike produced a very respectable 60bhp @9,500rpm. | ||
Interestingly, there was no variable advance built into the Hitachi TIA02-01 [[CDI]] controller used on the 350. Whatever ignition advance the tuner set was the advance right through the rev range. ( This was not the case with the TZ 250 ). | Interestingly, there was no variable advance built into the Hitachi TIA02-01 [[CDI]] controller used on the 350. Whatever ignition advance the tuner set was the advance right through the rev range. ( This was not the case with the TZ 250 ). | ||