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Yamaha TZ 750
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Yamaha TZ 750
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The Yamaha TZ 750 came, saw and won. Their toughest opponents were the officials of the racing associations
"Much enemy much ore." Either way one could describe the story of the Yamaha TZ 750. The Formula 750 had developed from a US racing series in which originally modified road machines were launched. But at the beginning of the 1970s, disguised factory machines displaced the road cuttings. Although the 750 three-cylinder from Kawasaki and Suzuki were based on the production models, they had heavily modified engines and completely independent chassis. In addition, thoroughbred Yamaha TZ 350 racers made the 750s more and more contested for victory. The 350s were allowed to start because they had been built more than 200 times.
But Yamaha had long since decided to develop a production racer for the 750cc class: the TZ 750 appeared in 1974 and promptly won its debut under Giacomo Agostini in Daytona. This promptly called on competitors and officials to the scene: Although the 200 units built met the most important homologation hurdle, as a thoroughbred racing machine without an electrical system, it contradicted a passage in the original set of rules. After all, its designers had developed a motorcycle for one purpose: to win races. They drew on their experience with their two-cylinder racing machines and built the engine on the crankshaft and cylinder dimensions of two 350 series engines lying next to one another. That’s why the first TZ 750, like our photo model from collector Rolf Eisenmann, had 695 cm³.
It was not until the TZ 750 C that the capacity limit was reached with a bore that was enlarged from 64 to 66.4 mm. Many crankshaft components came from the TZ 350, but the cylinders were fundamentally different. The 350 was slot-controlled, the 750 had membrane inlets. For the TZ 750 A, Yamaha gave a restrained 90 hp on the rear wheel, after the increase in displacement 105. The chassis was completely redesigned; the brake system alone, with three 296 mm discs, relied on the steel two-piston fixed calipers of the RD series machines. The exhaust system caused problems from the start. Due to a lack of space, the expansion chambers were not round, but flat and often tore during operation.
On the TZ 750 D, a completely different installation solved this problem. For just under 20,000 marks, every private driver could buy a TZ 750 including a spare parts kit. A lot of money back then too; measured against a TZ 350 for 13,000 marks but cheap and compared to the TZ 500 from 1979 for 44,900 marks a bargain price for the most potent and fastest racing motorcycle in the world.
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