RETRO MALAYSIAN RIDERS

sambil tu bleh test motor sekali mano yang best...
kalu berkonan terus boli yo.....hehehehe

RG250WE wrote:

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Salam Sejahtera.....

Saper2 adr tips2 yang boleh di kongsi bersama tentang 2 jentera hebat nie tak..? Dari segi....

1. Prestasi...
2. Aerodinamik...
3. Kepuasan pemanduan...
4. Alat ganti...

 

Semoga kita dpt bertukar pendapat dan pandangan2 yang bernas lagi power....

 

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 hehehehe....DALAM DILEMA KE BRO?????....lalalalalalalalalalayamahasuzukiyamahasuzukiyamahasuzuki

TENZ wrote:

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suzuki ada best...yamaha ada sport....HONDA  ADO RIDER

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Jangan lupa Kawasaki ada NINJA

-- Edited by RXK6856 at 22:58, 2008-11-13

reymi_r5 wrote:

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RXK6856 wrote:

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Jangan lupa Kawasaki ada NINJA

-- Edited by RXK6856 at 22:58, 2008-11-13

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 modenas ado kriss

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hah! reymi jejaka gersang camner pembelajaran ko mlm td pasal moto2 retro??.....ade ape2 soalan lagi x??..hakahakahak

aku sebagai org baru disni nak kongsi kepoweran motot nie

aku pernah pakai TZR250 tak sampai sebulan,pakai RGV250 pun tak sampai sebulan.

RGV250 vs TZR250
kelajuan-
motor nie kalo nak dibandingkan dengan tzr250,motor nie lagi laju la dari moto tu..
sebab tahun dier production pun tahun 90an.kalo tzr250 thn 80an lawan ngan thn 90an memang la takdinafikan.tapi kalau ikutkan memang sama2 lahir tahun 90 an pun,memang tzr250 tak boleh kejar rgv250 sebab dier buka 2 power valve.

Kemantapan
tzr250 dgn rgv250 kalo nak dikomperkan handling dia,masing2 ada cara tersendiri.ia juga bergantung pada org yg bawak motor tu juga.kalo bab handling nie aku rasa kedua2 motor nie boleh tahan sama gakkle...

Spare Parts
Tang spare parts plak.,..kena tanya otai 1kt...hehe...dier banyak stook...
kalau ikut betul2,spare part tzr250 nie boleh dapat lagi...kalo nak dihitung mcm 4/10 la...
kalo rgv nie spare parts bole masuk aprillia250...lagipun dia tahun 1990. kalo nak dihitung mcm nie 7/10 la...

bagi otai2 sumer kalo ader nak komen...sila la komen...itu berdasarkan pengalaman aku dalam bidang permotoran....

maaplere kalo slah tolong ajarkan hehe...

aku takde pengalaman ngan tzr atau rgv tapi boleh la nak menolong...

saiz...
rgv lebih kecil dari sp/spr...untuk rider yang tinggi macam aku memang tak kena la kalo pakai rgv..sp/spr lebih sesuai....riding position tu penting..takde la cramp nak membongkok

aerodinamik...
saiz rider jugak jadi faktor penting...contoh yang nampak....kocik kalo naik rgv memang ngam..sesuai sangat..tapi kalo naik spr nampak macam kocik sedang bertenggek kat atas motor tu....

handling...
dua-dua fork usd...handling memang best...faktor penting nak kasik lagik best adalah jarak dari seat ke handle bar dan juga jarak dari seat ke footrest....tu yang berperanan samada kaki selesa kepit tank mahupun kaki dok atas tank...tak pon body position bila tunduk atas tank...samada siku boleh lock dengan lutut atau tak pon penting untuk handling...

maintenance...
rgv boleh masuk barang aprillia rs250 pasal aprillia tiru enjin suzuki untuk keluarkan model rs250...ada jugak pomen malaysia masuk part ap 250 dalam rgf250...jadi takdela sangat isu sparepart takde..cuma mahal la sket..biasala...buatan itali....kalo tzr spr 3xv..setakat yang diketahui sakit sket pasal nak kena pakai barang ori gak..takleh nak kacuk barang lain..tapi tzr sp 3ma boleh lagik kacuk barang lain...isu sparepart memang leceh la sket...tapi masih ada kalo rajin mencari...sabar tu penting

ada tambahan lagik nanti kita tengok lagik....

Make Model
Yamaha TZR 250R (3XV)
Year
1991
Engine
Liquid cooled, two stroke, 90° V-Twin cylinder, read valve induction
Capacity
249.7
Bore x Stroke 56 x 50.7 mm
Compression Ratio 7.5:1
Induction
2x Mikuni flatside carbs
Ignition / Starting
Microcomputer controlled / kick
Max Power
45 hp @ 9500 rpm
Max Torque
3.8 kg-m @ 8000 rpm
Transmission / Drive
6 Speed / chain
Front Suspension
39mm Upside-down forks
Rear Suspension
Monocross linkage
Front Brakes
2X disc 4 piston calipers
Rear Brakes
Single disc 2 piston caliper
Front Tyre
110/70 Z17
Rear Tyre
150/60 Z17
Seat Hieght 780 mm
Dry-Weight
126 kg
Fuel Capacity
16.5 Litres
Top Speed
112 mpg 180.2 kmh
Review bbb-bike.com



Led astray by the lure of wild powerbands and wilder tank-slappers we present: KR-1S, RGV250M, TZR250 and, just for old time's sake, RD350LC-F. We trundled them across the fens, hurled them up the Cat and Fiddle road (the A53 between Buxton and Mace), sat them in a traffic jam in Manchester and finally whupped them round the ultra-tight Three Sisters race track near Wigan. We even brought most of them back again.

YAMAHA TZR250

They wouldn't let it lie

Well, actually, they would've let it lie, but we wouldn't listen. The TZR is now out of production, and Yamaha aren't keen to push the remaining stocks. They would rather let them slip quietly away without any fuss that might detract from the almost certain 1992 launch of the all-new TZR.

It's a shame really, because there is life in the TZR yet as road bike. It may no longer be able to cut it on the track, but the combination of stable handling and reliable power means it can still keep up on all but the fastest roads.

For any model to survive so long virtually unchanged is testament to the soundness of the original design. Rupert: 'It's the perfect mix of race technology and practical useability.'

On the Cat and Fiddle and surrounding roads the TZR was probably the easiest to get the best from. Chassis, brakes and power harmonise so well that the rider can concentrate entirely on the road ahead, confident that the bike won't spring any nasty surprises. Stephen: 'I really don't think you can fault it - you can slam it into corners with the brakes full on and it'll still go round, with the only protest coming from the tyres.'

Where the RGV would sit up violently under mid corner braking, and the KR-1S felt as though the front wheel would tuck under, the TZR stayed gently on line until the rider decided what to do next. This is the sort of behaviour that can save your bacon on unfamiliar roads, especially when they are flanked by frightening drops.

On paper at least, the TZR is the slowest steering of the 250s, sharing its rake and trail figures with the 350 powervalve, and it may be this which helps give straight line stability that's no more than a dream for KR-1S owners. Cresting small rises on the Cat and Fiddle, or launching off yet another cratered bump on my ride across the fens to work, the TZR would lift its front wheel slightly, give just a little wibble, then smack rather satisfyingly back down to earth before continuing on its way as though nothing had happened.

On the same fen roads, the KR-1S would go from lock to lock before settling down, and meeting another bump before the steering had sorted itself out was a deeply distressing experience.

At Three Sistefs the TZR's tyres quickly became the limiting factor. Yamaha aren't doing themselves, or the bike, any favours by letting it out of the factory with tyres so far behind the rest of the bike. Trevor: 'The standard tyres are disgusting.' This was something we all agreed on, although Rupert was more polite: 'The tyres grip OK but offer nothing like the feel and grip of the RGV/KR-1S. Aftermarket stickies would improve things but it'll never quite be up to the latest standard. It'd be enough for most people though.' By all accounts a change to Avon AM22/23 rubber does the job nicely.

Lousy tyres aside, the TZR feels totally at home at the track, though it rapidly runs out of ground clearance - if you don't hang off as far as possible it feels as though the footrest is about to dig in and lift the whole bike off the floor. The braking lacks some of the awesome ability of the newer 250s - 'Plenty of power, plenty of feel. But the KR-1S and RGV have even more.' - Rupert. It is easier to use all that's available, though, and a panic application doesn't necessarily spell disaster. Trevor: 'The single disc works fine, but requires further clenching of the fingers after the initial grab.'

Stepping onto the TZR directly after the RGV, it's easy to see the Yamaha as crude and unsophisticated, but the fact is that the basic package is so good it doesn't need frills. Stephen, commenting on the suspension options, pointed out: 'There's not much adjustment because it's not needed.' The best thing to do with a TZR is to set the rear preload to suit your own bulk, then get on with riding it.

Ten minutes in town and the TZR shows the other side of its character. Apart from some mild clucking between 5 and 6,000 revs, when the powervalve can't decide whether to open or close, the motor is utterly docile in traffic. It puts up with extended low-speed running without complaint, all the controls and switchgear are sensibly designed and easy to use, and the well-shaped seat and relatively upright position make it easy to trickle through jams where the Kawasaki and Suzuki produce a wrist-heavy weave.

Trevor summed up the joys of long-term TZR ownership: 'More friendly than the others. Starts first time, the mirrors are useable and the seat is comfortable up to the first tank refill' If that doesn't sound very far, bear in mind that the other 250s were probably designed by an unemployed set designer from a Japanese TV game show specialising in personal humiliation. Stephen added: 'The TZR is easy to clean, good pillion seat, luggage can be carried, lasts for ages. Bought by sensible people.' Except for you, Stephen.

If all this seems to be singing the TZR's praises rather too loudly, then I apologise, but Trevor was its loudest critic, and the worst comments he could make were to suggest that it was under-geared (hitting peak revs long before the timing lights at Bruntingthorpe), and to point out a grabby clutch. The TZR is dead. I wonder if the new one will live as long.

YAMAHA RD350LC-F

A.Syamim wrote:

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manggo wrote:

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TENZ wrote:

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suzuki ada best...yamaha ada sport....HONDA ADO RIDER Vespa ado Super

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cantik...bro memang hebat bikin ayat....hahahahaha

 

v4 semput mmgla rgv bole mkn...cuba kena yg tiptop tgk....mmg mimpila rgv tu...v2 vs v4..dr segi pikap mmg rgv boleh pegi dlu sbb rgv lbh ringan(faktor power 2 weight ratio). tp bila dh topspeed..sndri pikirlah..250 vs 500...kalo nk diikutkan,mane bole nk compare antara 2 model ni..masing2 berada dlm kelas yg berlainan..rd500 vs rg500 barula btul..kalo ikut bike review zaman dlu2,mmg rg500 menang topspeed berbanding rd500,tp rd500 menang dr segi styling dan handling..hehehe..

kalo v4 x sempot bley naik bpe erk???

223kmh= 138mph

1kt xde sidestand switch,2ma ade..that mean wiring loom adela sikit beza....panel meter,monoshock,sidemirror,colour scheme......bla bla bla..pendek kate tula serba sedikit beza antara 1kt/2ma....

rgv aku leh 180kmj je..SP version..hehe..xpower pun..

ni spec enjin aku yg br beli aritu ::



Japanese Model Information


VJ22A models -Dry Clutch

The VJ22A bikes came in a number of different specifications, The models being the FL,FNL,FM,FNM,FN,FNN AND FP.

Rgv250 FL Close ratio gearbox,22d20 sapc unit, Miukuni 34mm carbs and produce's 45hp.Frame number VJ22A-100066~

Rgv250 FNL Standard gearbox,22d40 sapc unit, Mikuni 34mm carbs and produces 45hp.Frame number JJ22A-100717~

Rgv250 FM Close ratio gearbox,22d70 sapc unit, Mikuni 34mm carbs,45hp bike. Frame number VJ22A-108084~.

Rgv250 FNM Standard gearbox,22d80 sapc unit, Mikuni 34mm carbs,45hp bike. Frame number VJ22A-108094~

Rgv250 FN Close ratio gearbox,22d70 sapc unit, Mikuni 34mm carbs,45hp.Frame number VJ22A-114645~

Rgv250 FNN Standard gearbox,22d80 sapc unit, Mikuni 34mm carbs,45hp.Frame number VJ22A-114725~

Rgv250 FP Close ratio gearbox,23d40 sapc unit, Mikuni 34mm carbs,40hp.Frame number VJ22A-120223~




VJ22A model - Wet Clutch

The 5 jap wet clutch bikes are the Rgv250 L,M,N,P and R.

Rgv250 L Standard gearbox,22d00 sac unit, Mikuni 32mm carbs,45hp.Frame number VJ22A-100056~

Rgv250 M Standard gearbox,22d60 sapc unit, Mikuni 30mm carbs,45hp.Frame number VJ22A-108074~

Rgv250 N Standard gearbox,22d60 sapc unit, Mikuni 30mm carbs,45hp.Frame number VJ22A-114635~

Rgv250 P Standard gearbox,23d30 sapc unit, Mikuni 30mm carbs,45hp.Frame number VJ22A-120119~

Rgv250 R Standard gearbox,23d30 sapc unit, Mikuni 30mm carbs,40hp.Frame number ?




specifications of japanese domestic models

VJ21A 3 types: FJ, FK, FAK EU version: L restricted and 12C61 carburetor

VJ22A all these models have dry clutch and 34mm carburetors

FL close ratio gearbox 22D20 SAPC VJ22A-100066~ 45 LE

FNL normal gearbox 22D40 SAPC VJ22A-100717~
45 LE

FM close ratio gearbox 22D70 SAPC VJ22A-108084~ 45 LE

FNM normal gearbox 22D80 SAPC VJ22A-108094~
45 LE

FN close ratio gearbox 22D70 SAPC VJ22A-114645~ 45 LE

FNN normal gearbox 22D80 SAPC VJ22A-114725~ 45 LE

FP close ratio gearbox 23D40 SAPC VJ22A-120223~ 40 LE

L 32 mm normal gearbox 22D00 SAPC VJ22A-100056~ 45 LE

M 30 mm normal gearbox 22D60 SAPC VJ22A-108074~ 45 LE

N 30 mm normal gearbox 22D60 SAPC VJ22A-114635~ 45 LE

P 30 mm normal gearbox 23D30 SAPC VJ22A-120119~ 45 LE

R 30 mm normal gearbox 23D30 SAPC ? 40 LE


example for the close ratio gearbox
First Gear 2,454 (SP: 1,875)
Second Gear 1,625 (SP: 1,470)
Third Gear 1,277 (SP: 1,222)
Fourth Gear 1,090 (SP: 1,040)
Fifth Gear 1,000 (SP: 0,925)
Sixth Gear 0,925 (SP: 0,840)





p/s :: jangan beli yg spec JAPAN aka SP [SPORT PRODUCTION]..japan market punye..HP rendah gile..CDI aka SAPC restict.

-- Edited by Kamm Matt on Sunday 24th of January 2010 08:44:52 PM

xpower pn..ko cr yg pakai M model vj22a taun 1990..yg tu power 3sirip..cam moto lamo aku..hihi

40hp ni lebih kureng cam cagiva mito aku je..mito 35+hp cmtu..bile compare power to ratio..

-- Edited by Kamm Matt on Sunday 24th of January 2010 08:49:09 PM

mantop!!!

saya bukan otai VJ22....saya otai GJ...

kalo soket wayar sama boleh je pakai..kalo soket tak sama potong wayar tu sambung je...

effect dia kat enjin ngan elektronik lain tak tau pasal tak penah try..effect yang konpem mesti ko rasa poket dah nipis sket...

meletop ckit2 je bang...xdela kebabom mcm bom tu..huhu

otai_1kt wrote:

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ni kalau nak cite panjang......kena datang kodai pak sarip...order milo ais + nasi paprik....baru lentuk.
hahaha....

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sye nok teh beng...huhungan nasi tomato.hhaha..