Merci!

The minimum would have been to say thank you for the video !

Thank you for your nice comments!

Rubbish he's shortshifting. Wouldn't know a redline if one hit him

Poor mpg..very loud..no bottom end power.. abysmal oil consumption... rapid piston rings and cylinder wear.my buddy own a Yamaha 125zr 2 bangers and he said his wallet are holed by it.he latter gives it to his friend...and CRASHED.i also like a supreme 2monster like this...but I won't daily drive it.

...and you will never be late anywhere🤭

300 km/h. if the straight is long enough (full Mistral straight on this track liked used in the Bol d'Or). On the video I probably reached 260.

@@bolobulus How do you get parts for a bike that old? Crank, pistons, rings, gears etc.

Hi! Parts Indeed are difficult to find. There are some after market parts like pistons (Wiseco), conrods,etc and a few genuine parts still available at Yamaha. You also have an aftermarket specialist in UK: Mead

@@bolobulus - Hi Philippe - It's a lovely bike. I've seen them up close & racing. They do wear out parts very quickly. The barrels have chrome bores and I think that means changing with new barrels & no re-bores? I don't know how you get around that? I know someone who bought a TZ 750 in the late 1980s and it only did 3 laps in practice when it stripped 2 gears in the gearbox. I don't know how he fixed it. Also - the cranks can wear out after only 200km of racing. It was a bike built for a factory racing team with heaps of spare parts.

Hi@@Bobby-fj8mk . In fact it is pretty reliable as long as you make preventive maintenance-it means change pistons every 500 km plus a check on crankshaft bearings every 1500 kms and conrod change) Therefore maintenance is quite expensive (4 cylinders) I do not make it by myself but use the skills of an old TZ mechanic specialist. Very important is to use racing fuel and 3% of good oïl (Motul 800 two stroke road racing oïl.) The gear box is reliable and cluth discs available at Yamaha. Cheers

Thank you for bringing extra information to the commenters :) By the way Walter Kaaden is the right spelling. Excellent reference, thanks for bringing it up!

Thank you for your comment about my thoughts and memories. I usually refer to Herr Kaardan as Dr. Kaarden, as he was such a brilliant engineer. I can remember many years ago, when Suzuki had stolen the ideas of M.Z. on two stroke tuning. I stripped an Suzuki RGV GP motor for a friend so as to rebuild it. He asked,"What improvements have Suzuki made to this engine?" I measured it and replied, "None". The Japanese factories had infinate resources of funds and development: Dr. Kaaden, living in the East had very little. A lightweight, direct fuel injected two stroke motorcycle of 500cc would blow any current Moto GP bike off the track today. But this is just my opinion. Best Wishes

I guess you intended to write a 2-strike fires fuel on every second STROKE (not every second revolution), hence it's name.

Yes, English is not my first language and I make mistakes, but thank you for correcting me.

the 2 strokes bikes is harder to control because they have too much torque, they do this sound because they "explode" faster, they inject and compress at the same time, and then, explode the mix, a 200cc 2 strokes act like a 400cc 4 strokes,

and they are lighter than the 4 strokes, that make they faster and harder to control, is like a bicycle with a F1 engine

A 2 stroke has twice as many power stroke for the number of times the engine turns over - one revolution is one rpm or rev per minute. A 4 stroke has only one revolution where it produces power every four strokes, the other three are drawing in the gas, compressing it and after burning it removing it. Whereas the 2 stroke is more efficient, it uses the pressure below the piston to pump the gas around into the compression - top - side of the piston through ingenious transfer valves that are holes called ports connected to the space beneath. As the piston moves the mixture is pushed in behind it. The piston the blocks the hole and moves up, compressing the gas so it can be burnt at the top = the burned gas rushes out as the piston passes over and exposes another hole - the exhaust port. Because exhaust port is there, the cylinder has only a much shorter length to make power from the expanding gas before the gas escapes through the exhaust hole - or "port" - so it needs to rev faster to make up for it - the optimum is often quite high rpm. In a race bike, the rpm (engine speed) where full efficiency - and therefore power - is produced is pretty well-defined as the engine reaches a stage of optimum efficiency - or tune. One bikes like these that os pretty sudden and can be unexpected and throw you off, wheelstand of wheelspin. The difference is in how the valves admit and remove the fuel/air gas mix to the engine

lighter weight with a narrow powerband makes for a skittish ride. throttle control was paramount. and large testicles helped also.

To much Ego son !

Prog X ok I didn't read the title Sunday Ride ;p

Mud Sh-sh-shark Thats it, we don't want to crash these fine machines ! It's just track day fun.

Buenísimo

There you are dreaming again Lee...I almost feel sorry for you as you'll never experience a TZ750 in any shape or form. I have to say it's a very surreal experience to be pulling onto a grid with a TZ750 and it's defo a bike I might consider buying if the right one comes along one day!

That's not exactly the way you would do it on a race track. Before the turn, you should close the thottle completely, grab the front brake at the same time, and then release the brake progressively as you lean the bike over. You should have the brake fully released shortly before the apex (on a fast lap), then you pick up the throttle and turn it more and more as you're picking up the bike (with race tyres you can be full throttle way before the bike is fully upright). Also on a racing 2 stroke (such as a TZ) you can only let the RPM drop on a really big engine. However you will not be fast. On a race 250 or 350 for example, the engine will bog and you'll lose speed until you stall (if you didn't downshift), so it's not an option. Overall on a racing 2 stroke you have to be extremely progressive in everything you do; see this video: Eddie Lawson 500 GP Cagiva 1991 Qualifying

I've clocked in a few sessions at Killarney on my gixxer. But my bike's power delivery allows me to be quite lazy with the revs. There's a fair bump in power as soon as the needle hits 8 grand, but it wasn't nearly as vicious as the NS400 I owened briefly. I've been thinking about getting a dedicated 2-stroke track toy, but I don't have much experience with big engined 2 stroke bikes. Any suggestions?

I found with the TZ750, you really need to keep a high corner speed. If, somehow, I got off the start line first, it was a horizon job. Mostly the bike bogged down at the start. Getting stuck behind a four stroke in a corner is a disaster as the torque spits them out of a corner, leaving the two stroke rider to hit the powerband halfway down the next straight. Some 500cc GP guys could keep them on the pipe at all times and hats off to them. But they got highsided a lot. I never had the ability or guts to ride two-strokes like that.