- Racing motorcycle for the road
- 78 hp at 98 kg
- Battery instead of alternator
- Slide start and special stand
- Tropic like an ocean liner
In the 1990s, the Honda RS250R was a hot topic in the 250cc Grand Prix class.
In 2018, two Thai entrepreneurs converted one of them for road use.
Behind the company are the two British exiles Paul Pearmain and Matt Patterson.
The two usually form racing bikes with their parts from street motorcycles, the way with the project TYGA Street NX-5 RS250R-S ran exactly in the other direction.
Here, a real GP machine was supposed to be turned into a street legal motorcycle (in Thailand). Why? Just for fun.
The starting point was a 1993 RS250R (NX5) in miserable condition without fairing and attachments.
There are LED headlight elements in the front panel.
The footrest system was newly made.
LED mini indicators indicate the direction of travel.
Newly adapted seat hump of an NSR.
An LED rear light has been integrated into the rear.
Final drive without shock absorber.
The fork and brake system are from a current GP bike.
The ancient magnesium racing rims have been replaced by new forged aluminum rims.
Retrofitted indicator lights in the cockpit.
Nothing with lead-free.
Rear with LED indicators and license plate holder.
Fuel tap from the 3D printer.
Indirect instrument lighting in front of the steering head.
A retrofitted bicycle speedometer shows the speed.
The carburetors were embedded in an air box with a filter element.
Expansion tank attached to the fork bridge.
The side stand was placed next to the engine.
It was articulated on the front swing axle.
Even an ignition breaker was thought of.
The battery as an energy source is located under the driver’s seat.
In order to fold the side stand out or in, the side panel must be loosened.
Retrofitted on-board electrics.
The handlebar fittings come from the Honda shelf.
The two-stroke engine has around 78 hp and a dry weight of 98 kilograms.
Hand-welded stainless steel exhaust system.
Kevlar rear silencer.
Retrofitted steering damper.
Remote-controlled choke on the racing carburettors.
TYGA Street NX-5 RS 250 R-S
Racing motorcycle for the road
In the 1990s, the Honda RS 250 R was a very hot topic in the 250 Grand Prix class. In 2018, two Thai entrepreneurs converted one of them for road use.
TYGA Performance resides in Thailand and sells motorcycle and motorsport parts through its online shops worldwide. Behind the company are the two British exiles Paul Pearmain and Matt Patterson. And because both of them are also ex-racing drivers, they love old GP bikes.
78 hp at 98 kg
The two usually form racing bikes with their parts from street motorcycles, the way with the project TYGA Street NX-5 RS 250 R-S was exactly in the opposite direction. Here, a real GP machine was supposed to be turned into a street legal motorcycle (in Thailand). Why? Just for fun.
The starting point was a 1993 RS 250 R (NX5) in miserable condition without fairing and attachments, i.e. not a motorcycle that would make a collector sweat. The output of the quarter-liter two-cylinder unit is around 78 hp, which in the two-stroke engine only weighs 98 kilograms dry.
Battery instead of alternator
The conversion for the street should be minimalist and reversible. It quickly became clear that a second cable harness would be drawn in for the necessary additional electrics.
Instead of an alternator: battery under the seat.
Because the entire lighting is based on economical LED lights and the TYGA Street NX-5 RS 250 R-S was also not intended to be a long-distance bike, it was decided not to adapt an alternator. A lithium-ion battery under the driver’s seat must be sufficient as an energy source. The handlebar fittings come from the Honda standard kit, an ignition lock has been completely omitted. There is a horn and a cockpit display that has been expanded to include a bicycle speedometer, indicator lights and indirect instrument lighting.
The carburettors, which were otherwise allowed to breathe in without a filter, were integrated into an airbox with a filter element for reasons of engine durability. A choke remote control and a modified fuel tap were also required. The small parts built in for this were created in the 3D printer.
Slide start and special stand
For a visit to the ice cream parlor, however, a plain side stand is also essential. Due to the lack of articulation points on the frame and the single-sided swing arm on the front swing arm axis, it is adapted to lie next to the engine when at rest. Even an ignition interruption when the stand is folded out has been thought of. If the stand is folded in or out, however, a quick release fastener on the side panel must be released.
The side stand sits next to the engine.
Matt and Paul are still unsatisfied with the start-up procedure. Because a kick starter interferes with the engine housing and an electric starter requires a lot of weight and a larger battery, the classic push start is the same.
The USD fork together with the Brembo radial brake system comes from a current GP machine. The clamped steering stub and the milled fork bridges have been adapted to this. The hindquarters are cushioned and cushioned by an Ohlins strut. The 25-year-old magnesium racing rims have been replaced by forged aluminum wheels measuring 3.5 x 17 at the front and 5.5 x 17 at the rear. Numerous titanium screws and bolts keep the weight in check.
Tropic like an ocean liner
A hand-welded stainless steel exhaust system with Kevlar dampers reduces the GP sound to a tolerable level. The missing fairing was replaced by a mix of Suzuki RGV 250 parts and Honda NSR components made of carbon fiber-kevlar laminate.
After a first test drive, the makers were enthusiastic. Hard as a board, absolutely direct – just like a GP machine. What is really annoying, however, is the slight steering angle, which makes turning maneuvers impossible even on a two-lane road.
By the way, those who want to do the conversion can find all the parts in the TYGA shop.
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