Menus
- Samba Sambias !
- Discovery
- In the saddle
- In the city
- On the road
- On the highway
- On circuit
- Braking
- Consumption
- Engine technology
- The Saga Sambiase (with photo B)
- In case of purchase
- Coast side
- Conclusion
Samba Sambias !
What avid biker has never dreamed of owning and riding a Grand-Prix motorcycle approved for riding on the open road? The Sambiase brothers, Claude and Patrick, have allowed a handful of owners to fulfill their fantasy by revamping the already successful Yamaha RD 500 LC and by marketing a replica of GP of yesteryear, the 500 Sambiase ….
Discovery
A rarity, perfection, exception, top-of-the-range sportiness, hand-stitching, the French flagship. Stripped of its original frame, this Yamaha RD 500 LC is equipped with an all-aluminum double-cradle chassis of barely 7 kilograms, the design and construction of which are signed by the Sambiase brothers. Wrapped in a perfectly fitting Yamaha 1000 FZR Exup fairing with an aggressive look and Kenny Roberts colors, the crisp Sambiase makes no false notes and looks like a factory motorcycle. A rare motorcycle too, since only 8 examples were produced. This bike has chassis No. 02.91.2, for February 1991 and second frame produced by the designers.
Beautiful, racy, feline…. the fairing of the Exup perfectly dresses the Sambiase in a sporty and aggressive style.
The swingarm with this huge reinforcement is a unique piece of the Sambiase brothers. Admire the details and welds.
The all-aluminum frame supports the plate of the constructor brothers. We can’t help but stroke our index fingers on these magnificent welds.
The superb curve of the seat backrest (very inspired ZXR line) encloses the two upper exhausts.
Such a motorcycle deserves a superb painting "Kenny Roberts".
In the saddle
Installed on board, the Sambiase is far from a punishment. The legs are well wedged against the tank and the bracelets are placed high enough not to strain the wrists. The position is perfect and relatively comfortable for a (almost) competition machine !
The instruments are borrowed from the 1000 Exup. The triple tree cut in the mass is acronym Yamaha and Sambiase.
The V4 snorts on the first kick in the characteristic two-stroke soft growl and is gently brought up to temperature before giving out its full voice in mind-boggling metallic "wiiinnnngs".
In the city
A racing motorcycle has nothing to do in town…. If not to be admired by dumb onlookers (and somewhat inconvenienced by the fragrant aroma of 4 legs / 2-stroke). Maneuvering is difficult due to the steering angle reduced to its absolute minimum and the steering made rather heavy by the shock absorber.
The light weight of the Sambiase and the 100 horsepower of the V4 lift the front of the bike without a problem, despite the first long.
On the road
A few kilometers are enough to notice the vitality and precision of the 500 Sambiase, with its overall rather healthy and reassuring behavior. From 4000 to 8000 rpm, the V4 moves smoothly, but beyond and up to the red zone, the heavy cavalry tumbles, the one that teases the hindquarters. The cycle part is lively at the time of mass transfers and super stable when pressing down on the front. The rear axle remains very healthy and does not flinch during go-arounds. Lightweight, powerful, precise, easy to change angles, imperturbable in curves, you can quickly enjoy your handlebars. With its aggressive look, the Yamaha 500 Sambiase is certainly a redouble weapon on the road, as on the track. Bluing and pelletizing the tires shouldn’t be a problem. !
The Sambiase is thus reassuring and docile on an open road at a reasonable pace..
On the highway
After the gloomy boredom of the legal pace, the 500 Sambiase, in tidal wave of the red zone, is delighting its pilot. Its chassis, with splendid welds and multiple judiciously placed reinforcements is particularly neat. It has been studied specifically to meet the constraints of the 2-stroke V4 engine. The unique banana-type Sambiase swingarm, also all-aluminum, is admirably crafted with a large section, generous reinforcements and in-house profiling. It is lengthened by 25 mm to increase the wheelbase. The frame / arm assembly, weighing only 8.5 kilos, is exceptionally stiff and contributes greatly to the formidable efficiency of this machine in handling. Rear buckle, footrest plates, triple clamp (cut in the mass), engine oil tank, various supports, all these elements are made of the same material and are worthy of goldsmith’s pieces. All the elements embellish the competition. As evidenced by the Ohlins brand fork, from a Grand Prix machine, with devilish rigidity and precision. The rear shock absorber, on the other hand, is fitted with a leveling control. Thus armed, this exceptional half-liter devours the motorway more than it suffers..
On circuit
On the circuit, his favorite playground, the 500 Sambiase can express its full potential ….
Braking
Braking is provided at the front by two drilled France Equipment discs 320 mm in diameter clamped by two 4-piston Brembo calipers directly cut from the mass and a single 220 mm disc with Brembo double-piston caliper at the rear. The front brake master cylinder is also of the same brand. Enough to have bite and progressiveness to stop the 170 kg of the beast. Superb Marvic magnesium rims and Pirelli Dragon Super Corsa tires provide excellent bonding to the ground.
The marriage of France Equipement discs and Brembo calipers give exceptional bite and progressiveness when braking.
Consumption
Two-stroke engine, 100 horsepower, four cylinders, 230 km / h…. The ogress demands his share of the fuel. About 9 liters of unleaded 98 to cover 100 kilometers of fun! Concerning oil, 0.8 l per 1000. Separate lubrication.
Engine technology
Didier Daumin, president of the V4 500 RD Club de France, has been appointed to review and prepare the V4 of this 500 RDLC, yet already full of life. If the displacement is unchanged, the cylinder heads are changed at the level of the squich height, which also changes the compression ratio. This is reduced compared to the original, but the value kept secret. The transfers and conduits are enlarged, adjusted and aligned for better filling of the cylinders. The YPVS (variable exhaust valve) system, invented by Yamaha, is managed by a Zeeltronic programmable electronic box, just like the CDI box. The electronics make it possible to modify the power and the torque according to the engine speed according to the requested use. The four original Mikuni VM 26 carburettors are replaced by Keihin 28mm diameter bored to 30mm. The Sambiase expansion jars are fitted with Jolly Moto silencers. The wet clutch is standard, but will soon be replaced by a dry clutch. The gearbox ratios are modified to obtain a first at 40%, the rest of the gears being judiciously stepped, with a reduction of 14×38. This gives the whole an engine with an output of up to a hundred horsepower, a long first and short gears. The engine is very expressive, suitable for the track, while maintaining the legendary reliability of the V4 RDLC as well as the flexibility of use to operate the machine on the road. The mechanics are a marvel of precision, in perfect harmony with the cycle part ….
The Saga Sambiase (with photo B)
From 1971, Claude and Patrick Sambiase modified Kawasaki 500 H1: aluminum tank, saddle, frame and engine completely revised…. One thing led to another, they multiplied the prototypes based on Suzuki T 250 and Ossa SPQ 250, the frames of TZ house, the special rear arms for the Yam OW 31. In 1979, Patrick distinguished himself on the handlebars of a 250 TZ with Sambiase chassis by securing the second fastest time in practice (in national) out of 130 entered at Magny-Cours. The following year, the brothers founded the Moto Technic workshop where they studied and manufactured chassis and special parts for competition, but also repaired and straightened frames. From 1982, Sambiase began manufacturing aluminum frames for the 250 TZ, 750 H2, 350 RDLC and produced the frame for the 250 Pernod. The Sambiase brothers also donate in various fields such as off-road rallying, endurance, enduro and Supermoto. The 1990s were devoted to the manufacture of eight examples based on the Yamaha 500. Today, the page is turned. Claude passed away in 2013 at the age of 60. Through their know-how, the two brothers will have left indelible traces in the world of motorcycles..
In case of purchase
The Yamaha 500 Sambiase was built by Claude and Patrick in only 8 examples between 1990 and 1996. These bikes were delivered complete with or without Sambiase swingarm, but always with extreme care and finish. This is a French motorcycle, the registration document must attest to this. Like all motorcycles with two-stroke engines, special care must be taken on the 500 RDLC. Respecting the warm-up time, careful maintenance and the quality of the oil will contribute to the reliability of the engine. This needs very good and frequent carburetion adjustments in order to avoid breakage or tightening. The V4 engine is nevertheless recognized as very reliable. The whole has aged quite well. Some RDLC body parts were no longer found such as cylinders, cylinder heads, crankcases and mufflers. Sambiase pieces being unique, an identical remanufacturing will be necessary.
Coast side
No rating is established. With an exceptional machine, an exceptional value. A price cannot be set without taking into account the equipment of the motorcycle (fork, brake, engine preparation, etc.).
Conclusion
High-end and hand-sewn, this 500 Sambiase looks great. And then it belongs to the prestigious club of French motorcycles! An exceptional machine, whose qualities, combined with its rarity, make it an icon that has already entered the motorcycle pantheon ….
Strong points
- GP Motorcycle Replica
- Aesthetic
- Unique and exceptional motorcycle
- Weight / power ratio
- Mythical V4 engine
Weak points
- Object of lust
- Rarity of parts
- Priceless price
- Meticulous maintenance
- Odorous and polluting fumes
The technical sheet of the Yamaha 500 Sambiase
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Tried a few years ago for a cushy thing to go to work and small walks, but by the very nice face, it is not at all adapted to current traffic. Unless you have a bowl helmet and an oiled cotton jacket, she really behaves from another era..
I went my way not at all convinced of the interest of the thing. On the other hand, I liked the new 650 recently tested. A machine with much more modern behavior and whose engine is not anemic. For having tried a W800 a few years ago, the RE interceptor is otherwise less outdated in its performance.
For the price difference, there’s no picture, I vote for the 650 with both hands.
Hello everyone,
Thank you for this new test which, as usual, makes me salivate, because I am completely ripe for this peaceful philosophy of the motorcycle (already riding on Kawa W 800 among others). The real concern for me with RE is to find a real serious and passionate dealer. Which is not the case near my home. Not long ago, I discovered with amazement (and joy?) That a scooter griddle also distributed REs and offered tests, 20 km from the house … Well, why, let’s leave them a luck, neither one nor two I go there to see the thing. Discussion with the seller, I do the moron and ask about the maintenance intervals. Answer: "boah it’s like a Japanese, after the 1st revision at 1000 km, a small oil change every 6000 km that’s all" … Ok you put me really in confidence there … The weather is nice , in the parking lot of the store, almost new motorcycles available for testing are lined up like a parade. Small close examination: gloups … scratched chrome on one tank, damaged paint on another, pitted rims and screws, poor scotch in the process of getting the hell out on the wiring harness, obvious leak at the lower level of the primary transmission housing (including the chain tension should normally be monitored regularly) … These machines had suffered from so much neglect and disrespect that I did not have the heart to start one for a test … Too bad for I will wait to find a dealer who knows and loves the motorcycles he sells … Beacon call. Dwitch
Hello Dwitch,
Thank you for this testimony which, alas, goes beyond the RE brand alone. Imagine that one day, I myself bought a new Honda from a dealer with a storefront (belle, the street, between the Arc de Triomphe and the Porte Maillot), and that this machine was delivered to me without license plate (they had forgotten to fit it) and with the dashboard clock not on time (the mechanic told me "it is not on time, so you will adjust it yourself). On the other hand, they had cashed in 250 euros (dogs!) For “commissioning.” So, alas, we have to sort it out. But there are still a number of passionate RE dealers. You are in which region ?
Philippe
Good evening Philippe,
I am a country man from the southern Paris region, and to make matters worse, rather agoraphobic. Thank you in advance if you have an address to recommend.
Dwitch
You have a PM.
Philippe