So when the chance came up to ride the very last version of the famous and successful TZ250 I couldn’t say no and just quietly I was quite looking forward to it. This bike was a little special though, it had come directly from the Garage 4413 team who campaigned it to the runner-up slot in the All Japan 250cc Championship. The bike’s current owner, Harry Danilidis, purchased it from the team two years ago, straight after the Championship.

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Harry chose it simply because, in his own words, ‘it was a pure race bike and the last of its breed’. Harry’s passion for the bike is evident when he lets us know that it only did one season and was never crashed so therefore the spares kit is still full. It made me feel quite privileged to be given an open pit lane, a clear circuit and a brand new set of soft compound Bridgestone slicks to use as I saw fit.

On the technical side, the bike is a kitted TZ250-5KE and the final evolution of the original TZ250. In standard trim the bike puts out a claimed 93hp but with the addition of the kit that is boosted significantly to 105hp. The cylinders are factory items but the porting is done in-house by the team. A few other parts are sourced from ‘The Japanese Tuning House for Yamaha GP bikes’.

The ignition system is Yamaha along with the dry clutch and the factory exhausts. Trevor Lusby of Scott’s MC was our mechanic for the day and looks after the bike. He mixed the fuel at a fairly conservative fuel/oil mix for us journos and has jetted the bike slightly on the rich side just to be safe and taking into account the cool morning temperature.

I had previously ridden a GSX-R750 earlier in the day testing some Pirelli tyres and that is usually considered a pretty nimble bike in terms of the big four-strokes so when I jumped on the TZ and accelerated out onto the private circuit more affectionately known as ‘The Farm’ I knew I was on the right bike. Anyone who has ridden at The Farm will know that there is absolutely no rest and corner after corner that includes a five-changes-of-direction chicane to give a grand total of 29 corners. If there was any bike you would want under you while negotiating 29 corners per lap then this little Yamaha is the one.

As I wound up to speed and got used to the two-stroke again, the brakes were the first thing that took me by surprise with their incredible stopping power. The Nissin calipers give great feel and that coupled with the Bridgestone front tyre soon pushed aside any concerns I had of stopping without the assistance of the engine braking that I have come to rely on. I simply just squeezed the TZ’s brakes a little harder and never missed an apex all day.

I have to mention the Bridgestones that Trevor had fitted for me because from the moment I went out and got the bike on my knee, they gave me great confidence and feedback. The front actually seemed to get better and better the harder I pushed it and although the rear started to slide on the corner exits towards the end it was very predictable and a lot of fun. This was typical of a soft compound tyre getting a little hot and starting to move around a little.

The engine pulls from as low as 6-7000rpm exiting the slow turns but builds revs really quickly as I went up through the gears all the way to the shift point about 12,500rpm via the quickshifter. It flattened a little right at the top but as Trevor mentioned earlier this was due to him going on the rich side with the jetting. This also made it a little rough on initial opening from closed throttle at low rpm.

The real reminder that you are riding a true race bike comes when going back down through the gearbox. Rushing into one of the turns in fourth gear then banging it down all the way to first reminds you how easy and quickly this is done on a two-stroke. I went down three gears while braking really hard with the rear wheel barely touching the surface and there wasn’t the slightest unsettling from the rear during the downshifts.

Initially looking at the bike I assumed it would feel very cramped and small with the high footpegs but once I was on the bike and lapping I had plenty of space in the turns and no problem getting tucked in down the two straights.

The TZ gives the feeling and response that I remember chasing on the four-strokes for years. The little Yamaha turns in very easily without being unpredictable and comes into an apex time after time and holds its line on the exit because it steers on the throttle.

Finally I have to bring up the five-corner chicane again because on most bikes you would be thinking, oh no not again but on the TZ you finding yourself looking forward to reassuring yourself that it really is that easy. Sadly though, these pure race bikes were built for one reason and are destined for museums, parade laps and passionate collectors. Very few will have the opportunity to sample these thoroughbreds, which is a shame.

Jeffs Thoughts
I’ve wanted to ride a proper late model 250GP forever. Having raced 250 proddies for years and being part of a top running Honda team in Japan that ran 250 GP bikes (I was riding 600s and 1000s), I’ve always drooled over 250 GP machines. But a few things stopped me ever racing one – mainly money and my fat arse! 

The first thing that grabs me is the size. I’m 25kg heavier than I was last time I rode a 250… Once I squeezed in I was OK. And after the initial amount of clutch slip and rpm took me a second to get used to after so many years of four-stroke riding, I was off up the chute. The bike was hot and the tyres too so I wasted no time. I put my head down and ran the bike through to 12,500rpm. I like to do that – rather than ease into a shock of power just get the shock over with! Once I had a feel for the powerband and throttle I was off.

I’ve done a million laps of The Farm and never been fully satisfied on any bike I’ve ridden on the challenging layout. There is always a section that doesn’t suit a bike in some way. But not this time. The TZ250 is perfection.

The bike was jetted on the rich side so it was a matter of rolling off the throttle very gently mid-turn to lean the bike out then it would snap into its powerband and that sticky rear Bridgestone would step out. So much fun! The gearbox actuation was incredible and the quickshifter sensational.

But the big thing for me was the performance of the front-end – the tyre, brakes and forks all worked together to give feel and accuracy that I simply have never felt before. No chance of running wide or missing an apex whether on or off the brakes. The chassis was inch perfect everywhere and the most amazing section, the Famous Five Esses, was a dream on the 100kg 105hp pure racer.

The bike was so well presented and it was a real honour to ride it. I can honestly say I’ve never had so much fun on two wheels. It’s over and above the ride on John Kosinski’s Cagiva 500 or Broc Parkes’ ZX-6R. It was just a dream come true for this boy racer!

2009 Yamaha TZ250 5KE SPECIFICATIONS 

Price: N/A
Power: 105Hp
Wet weight: 95kg

Engine: Yamaha 5KE 250cc two-stroke GP engine, SJK internals
Bore & stroke: 54 x 54.5mm 
Displacement: 249cc
Compression: 7.2 – 7.7:1
Fuel delivery: Keihin flatslides
Exhaust: Yamaha Racing
Gearbox: Cassette-style adjustable ratios
Clutch: Dry
Final drive: Chain

Chassis: Aluminium, hand made
Wheelbase: Variable
Rake & trail: Variable
Suspension: Front: Showa; Rear: Showa
Brakes: Front: Nissin/Brembo Rear: Nissin
Wheels: Front: 2.75 x 17 Magnesium Rear: 5.50 x 17 Magnesium
Tyres: Bridgestone slicks

2009 Yamaha TZ250 5KE Gallery

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Riding a real racebike is always a good reminder of how great a motorcycle can be and all true racers have one thing in common ­– lightweight and good geometry. One bike high on my bucket list to test has always been the Pierobon X60R, a super lightweight, compact, GP-style racer with a grunty Ducati Evo motor thrown in.

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The X60R has been around for a while, closer to a decade than not and to be honest I never thought I’d see one in Australia. When I built my Aprilia RSX550 F3 BEARS racer, on which I won a championship and set some lap records, I dreamed of owning a Pierobon X60R. That would have made life that much easier and given me a chance to run with the big guys… I at least wanted a spin on one…

Years passed, my Aprilia went, and I forgot about the X60R… Until Simon Galloway, the multiple Australian FX Pro Twins Champion, started to race one here for the Australian Pierobon importer, Evo Racing, who brought the first Pierobon X60R into Australia and promptly began to set lap records, win races and ultimately the FX F3 Championship with Simon at the handlebars. He also set lap records at Phillip Island, Lakeside and SMSP on the bike, as well as winning three out of four races in the Vic Titles. Not a bad effort at all…

“The Pierobon is such a sweet bike to ride,” says Simon, “It’s so different, a real challenge to get the best out of it and run with the more powerful F1 bikes. It is so raceable, I can carve through the field on the bike, taking advantage of the nimble nature of the bike and the broad, flat torque curve. It’s as though it has built in traction control.

“Top speed is just 235km/h, however, at Phillip Island it is just fantastic to ride, the flowing nature really suits the bike. The engine is like a Merlin plane motor, it just pulls from bottom to top and plays a sweet tune. We have worked hard on set-up and got it right for me now. I would usually have it even steeper than it is as you ride it but the ‘bars need more meat to clamp to on the top of the forks. Overall I love riding it, I am going to miss it this year as I just had an ACL reconstruction, but hopefully I will ride it again at some point…” He fnished.

“Top speed is just 235km/h, however, at Phillip Island it is just fantastic to ride, the flowing nature really suits the bike.”

When Evo Racing owner Nick Byrne offered me a ride on the bike at the end of the season, I really didn’t have to think twice. As quickly as I could, I lined up some time at our proving ground, the ultimate place to test such an amazing bike.

The test was a special one for me, being an F3 class bike, a true racer and a rare machine. Those are the things that really get me excited about motorcycling and a special bike like this deserves a thorough test on the best strip of tarmac in Australia, if not the world…

I rode the bike exactly as it came from the Lakeside round, which is good as Lakeside is similar in flow and speed to our proving ground, only a lot shorter. I was also glad to ride the bike as ridden by Simon, who happens to be an old friend of mine from when I was a 17-year-old screaming around on my TZR250 up the Old Road.

Simon was in my riding group and was one of the fastest guys up there, who thrilled us all of a Sunday doing all-gear wheelies along Peats Ridge straights on his 1993 Fireblade… He is a naturally fast, very talented rider and a polite, quietly spoken person off track but a fierce competitor when the visor comes down.

THE EVO RACING PIEROBON X60R
Nick Byrne has a bit of a sickness for Euro bikes particularly of the Italian origin. Pierobon is one of the most unique, rare and sought-after of the Italians and as the Australian dealer for Pierobon, it made sense that Nick build an X60R to get the brand out there in Australia and to put some trophies in the cabinet.

As Nick says, “The idea of putting an ancient two-valve engine in a cutting edge chassis and maybe beating four-valve twins was too good to resist. And don’t forget that stunning two-valve sound…”

The kit used is a 2017 X60R frame number 077. It cost around the 25k mark and includes the 6.3kg 7020 alloy frame and hand made 21-piece swingarm, weighing just 3.6kg, a stunning 3.48kg handmade brushed alloy tank, featherweight front and rear alloy sub-frames, stunning carbon-fibre bodywork, stylish racing seat, adjustable billet CNC alloy triple-clamps, adjustable rearsets, everything except the engine, suspension, electrics, wheels and exhaust, which are left to the owner to choose.

The frame kit can be either made for a Supersport, Hypermotard or Sportclassic donor engine/airbox, this one was built using the Hypermotard as a donor engine.

The engine was up-spec’d to produce 115RWHP (standard is 98hp). The cylinder-heads were ported, flowed and 47mm (IN) / 41mm (EX) valves fitted. Camshafts were replaced with Kaema items, pistons with high-comp Pistal slugs, conrods with Pankl Ti units and the crankshaft, which spins in stock cases, was lightened and balanced.

Comp is bumped to 12.5:1, the gearbox is Hypermotard sans top gear set, which is from a 999, and the clutch is an EVR CTS slipper unit with sintered plates and Brembo control. Fuelling is by stock throttle-bodies and PCV, ignition standard and exhaust the ultra-trick Pierobon Termignoni. Sean at D-Moto built the engine, while tuning was taken care of by Mark Carlsson from Serco in Brisbane. A reverse quickshifter is fitted as well. There is no TC or any rider aids.

Nick says the bike went together easily, like a grown-ups Meccano set… “The bike was built in a month or so. The kit is really well thought-out with only a handful of tricks, parts or shortcuts to learn before it is ready for testing. Keeping the rear-cylinders cool is always a challenge, hence the double-coolers and carbon side-scoops”.r, Woodcraft ‘bars, Ohlins FGRT203 43mm forks running 9.0kg springs, an Ohlins DU235 shock with 8.5kg spring and the 7020 box-section swingarm with progressive cantilever.

Each end rolls on trick Magnesium Marchesini wheels wearing Pirelli slicks and braking is partly adopted from the Panigale, with Brembo M50 radial-mount calipers up front squeezing MetalGear rotors via Brembo Z04 pads and a Brembo RCS radial-pull master-cylinder. The rear rotor is by Braking, with a small Brembo caliper and master-cylinder. Fluid is delivered by Hel brake lines.

The bodywork is Pierobon X60R fibreglass kit with carbon-fibre tail, along with the seat unit and the tank as mentioned is the stunning brushed alloy handmade kit one. I have to admit, it is one stunning racebike and I have actually enlarged one of our high-res shots and printed it for my shed wall!

THE RIDE – EVO RACING PIEROBON X60R
F3 class bikes are some of my favourites, if they are proper racers or custom made hybrids. My RSX550 hybrid (RS250 chassis, SXV550 engine) was a beast and the Pierobon X60R takes that type of bike to the next level thanks to the bigger engine and super-trick chassis. I knew the ride would be good, particularly given Galloway’s results and the experience from the team at Evo Racing.

We took the bike to our proving ground, as mentioned, as it has a perfect mix of fast and tight, flowing and sharp corners and a long enough chute for the 1100 to stretch its legs. After a quick look over and a run down from Nick, which as he pointed out, there was nothing too fancy to worry about, I hopped on the tall, narrow X60R and immediately feel the raceful purpose of this Italian thoroughbred.

The racer in me comes back immediately and I start to feel butterflies in my stomach as the loud Termi booms crack after crack of high comp piston and big cammy large valve combustion explosions. It sounds as mega as it looks and feels a tad intimidating initially.

The racer in me comes back and I start to feel butterflies as the loud Termi booms crack after crack of high comp piston and large valve combustion explosions.

I pull in the firm Brembo controlled dry clutch, pop it up to first with a thud and roll out onto the tarmac, short-shifting my way into my out lap… I reckon that the torque is monster and flatter than the Simpson Desert. Definitely no need for traction control, it’s built into the engine delivery…

Nick has warned me that the brakes are, in his words, ‘retina detaching’ and I take heed of his warning, as the first time I use them, as I brake hard into a left hairpin, I almost go straight over the clip-ons, landing on the edge of the tank and that was one finger. Jesus it has big anchors…

I spew a little in my mouth, re-focus and then start to get in a groove. Just as I start getting a little cocky, I almost lose it again as I brake into a left-hand downhill off-camber blind entry. The bike is deceivingly quick thanks to the flat power and those brakes got me again, this time with the rear of the bike about a foot in the air (it’s OK Nick, you couldn’t see this happening)…

The Pierobon was telling me to calm down and give it some respect and a bit of space. I was already trying to grab it by the ‘bars and lead it around my way but this is not the right way to ride this bike. I soon settle into a rhythm, slow down to speed up and before I know it I’m in the zone and truly appreciating this motorcycle.

The engine is so sweet and throttle pickup is spot on once we remove the noise-limiting bung from the muffler. Whether cracked from low or high rpm on run-in, it picks up and doesn’t unsettle the bike at all. Also, the monster torque is delivered in such a way that is forgiving on the balance of the bike and on me, the rider, as I’m not even getting tired.

Shift is hit and miss, while the ignition kill of the quickshifter too broad, making for clunky progress on the way up the gearbox, so at some points of each lap I am shifting old style. I don’t notice the gear ratio changes that have been done but do find the gearing and the gear ratios right through to top to be really nice and the engine just keeps pulling.

On the way down, I’m becoming addicted to the sound of the bike blipping down the ‘box and I’m grinning each lap I enter the esses. It sounds awesome. Engine braking, for my liking, is a little overly engaged and I experience some speed hindering rear wheel hop into turns, no doubt due to my extra weight on the front of the bike and the way I am seated being a lot taller than Simon.

As the forks go through their stroke, my weight is shifting forward and lifting the back. Too many up-sized KFC meals I’m afraid… One of the rare A-Grade racers with a double-chin and proud of it!

“On the way down, I’m becoming addicted to the sound of the bike blipping down the ‘box and I’m grinning each lap I enter the esses.”

Back to the brakes. I’ve figured out by now that if I raced this bike I would crash on lap one, the moment I got into a battle and lost a bit of my smooth style. Simon is a calm type of person. I’m a hyper mental case.

We grab brake levers differently so for this test, I am just taking a calming breath and ‘easing’ the lever in a bit earlier than normal, being careful as to not smash the forks through the ground with reckless grabbing at the lever. It works and honestly the stopping power is up there with the Cagiva 500 I rode. It’s sh*t scary… I love rear brakes and I’d usually be doing my best to burn these pads up on the Pierobon, however, with the engine braking I’ve hardly touched the rear lever.

Handling is absolutely sublime, a large step above most current production bikes, with lightweight agility, high-end Ohlins, magnesium wheels and lots of sticky Pirelli on the tarmac it is a match made in heaven when all tied together with the sweet Pierobon frame and swingarm.

I’m not privy to Evo Racing’s geometry setup on the bike but it’s purposeful and racey. Initial turn-in is fast, accurate and effortless on or off the brakes, fall-in is predictable and neutral enough given the layout of the bike and once on its side, line holding is superb.

When pushing at full lean through the esses, the front did want to push, or be driven wide, by the rear but it is predictable and there is plenty of confident feedback through the ‘bars and shape of the tank. The rear of the bike hooks up amazingly and is controlled and also inspires confidence, with loads of grip from the fat rear Pirelli slick.

As I pulled up after my test I was grinning and felt honoured to have had the opportunity to ride a Pierobon, particularly the X60R. For a bike chassis that is close to 20-years young now, it sure does perform well. The big factories haven’t caught up yet… What a ride, it’d be the ultimate track day tool. As soon as I got home, I picked the scab off a cold tinnie and reflected on a test that is a definite highlight for me.

ABOUT PIEROBON

Pierobon is an Italian chassis manufacturer that has been supplying components at elite level since 1952. As well as box equipment Pierobon specialise in frame kits, bodywork, fuel tanks, triple-clamps and swingarms and just about any racing solution required, working closely with and supplying to MotoGP and WorldSBK teams.

EVO RACING PIEROBON X60R SPECIFICATIONS

ENGINE: Ducati Hypermotard 1100 Evo (2010 – 2013), 98 x 71.5mm bore x stroke, 1078cc, 12.5:1 compression ratio, Pistal high-comp pistons, Pankl Titanium conrods, lightened and balanced crankshaft, Kaemna camshafts, 47mm (IN) and 41mm (EX) valves, Kaemna ported and flowed cylinder-heads, standard crankcases, 1198 oil cooler with additional Earls 13-row upper cooler with oil supplied to heads via cam covers, standard ignition, Power Commander V tuned by Serco on 98 PULP, 996 bellmouths, MWR filter, custom Termignoni exhaust system, stock Hypermotard gearbox with lower top gear, race pattern with reverse quickshifter, 15/39 gearing as tested, EVR CTS slipper clutch with sintered plates, Brembo RCS slave / master-cylinder.

CHASSIS:2017 Pierobon X60R frame, Pierobon triple-clamps, billet alloy headstock and swingarm pivot points, box-section alloy Pierobon swingarm, Ohlins DU235 shock with progressive cantilever and 8.5kg spring, Ohlins FGRT203 43mm forks, 9.0kg springs, 150mm oil height, standard internals, Brembo M50 front calipers, MetalGear rotors, Brembo Z04 brake pads, Brembo RCS master-cylinder, Hel brake lines, Braking rear rotor, Brembo caliper and master-cylinder, Marchesini Magnesium wheels – 17 x 3.5in (f) and 17 x 5.5in (r), Pirelli SC2 slicks, Woodcraft 57mm handlebars, Pierobon fairing kit in fibreglass, carbon-fibre tail, handmade aluminium fuel tank, Pierobon seat.

PERFORMANCE: 115whp, 136kg dry, over 235km/h top speed.

OWNER: Nick Bryne – Evo Racing, Sydney, Australia

EVO RACING PIEROBON X60R Gallery

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2018 MV Agusta F3 675 RC Tech Talk 

The F3 675 RC offers 128hp (94kW) at 14,500 rpm with 71Nm of torque at 10,900 rpm, with the most significant technical redesigns on the 2018 models concerning the balance shaft, the primary gearing, the intake cam profiles and the valves.

The gearbox has undergone a complete overhaul to make shifting easier and reduce clutch lever effort. Exhaust manifolds have also been redesigned, while the F3 RC silencer – supplied by the SC Project in the Race Kit – derives directly from the unit used by the Racing Department that significantly increases the power.

The F3 675 RC control platform, developed through racing, is based on the MVICS (Motor & Vehicle Integrated Control System). Key developments on the 2018 models include improved Ride By Wire performance, now with personalised mappings. Parameters on the eight-level traction control have also been fully revised to enhance effectiveness and fluidity. The EAS 2.0 electronic shifter has also been optimised for smoother shifting.

A new frame mount point for the three-cylinder engine ensures increased overall rigidity and the tubular steel trellis frame, closed off with aluminium alloy plates, is designed to offer maximum handling performance, as is evident from the wheelbase of just 1380mm, despite the long 576.5mm single-sided swingarm.

Each of the 350 limited edition F3 RC bikes comes with a top-drawer kit that boosts bike performance even further, effectively making it identical to the race version in terms of equipment and appearance. In just a few simple steps, the kit can be used to transform the F3 RC road bike into a perfect track day machine. The titanium exhaust system, with carbon fiber silencer, is supplied by SC Project and comes complete with carbon-fibre heel guard and aluminium silencer support brackets.

Also included in the kit is the electronic control unit with a dedicated mapping to maximise the increase in performance (133hp at 14,570rpm on the F3 675 RC and 153hp at 13,250rpm on the F3 800 RC).

The rear seat cowl (for single- seat use) adds a touch of style, as do the machined from billet brake and clutch levers. The included rear sprocket is for race track gearing, while the rear stand and bike cover are for maintenance purposes. As proof of its uniqueness, each RC comes with its own certificate of origin.

2018 MV Agusta F3 675 RC Specifications

mvagusta.com.au

PRICE: $28,590 Ride Away
Warranty: Two-year, unlimited kilometer, two-year roadside assistance
Colours: Red/Pearl RC White/Green
Claimed power: 94kW[128hp]@14570rpm
Claimed torque: 71Nm[52.4ft-lbs]10900rpm
Dry weight: 173kg
Fuel capacity: 16.5L

Engine: Liquid-cooled, three-cylinder, four-stroke, 12-valve, DOHC, 675cc, 13:1 compression, 79mm x 45.9mm bore x stroke, MVICS, six-injectors, Mikuni RbW, ride maps, TC, EAS Gearbox: Six speed, cassette style Clutch: Wet, multi-disc slipper clutch

Chassis: ALS Steel tubular trellis frame, aluminium alloy single-sided swingarm, Rake: N/A, Trail: 99mm
Suspension: Marzocchi 43mm USD forks, rebound, compression and preload adjustable, 125mm travel, Progressive Sachs shock, rebound, compression and preload adjustable, 123mm travel
Brakes: Bosch 9+ ABS with Race Mode & RLM, dual 320mm floating front rotors, Brembo radial Monobloc four-piston calipers, 220mm rear rotor, Brembo two-piston caliper
Wheels & TYRES: 10-spoke aluminium alloy, 3.50 x 17in, 5.50 x 17in, 120/70 – 17, 180/55 – 17, Pirelli Rosso Corsa

Dimensions:
Wheelbase: 1380mm
Seat height: 805mm
Overall length: 2060mm
Overall width: 725mm

Instruments: Digital multifunction display

Racing Kit Parts: SC Project exhaust silencer; Power unit for SC exhaust silencer carry-over (with special mapping and traction control for race mode); Anodized aluminum mirror caps kit; Billet aluminum Brake/Clutch levers; Billet aluminum Foot peg kit; Fiberglass rear seat cover; “Sport”License Plate holder; Dedicated bike cover; Rear paddock stand; Rear sprocket Z43; Certificate of origin.

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