Cycle News - Archive Issues - 1980's

Tek. e good look 'ceuse you won't ... meny of these, et 1eest not on the streets of Am.rice. The RD350H is e blest to ride, though. Yamaha 8035GB The Le, a cult fantasy come true By Mark Kariya There exists in American today a cult of sorts. While posing no threat to society really, its members nonetheless cling fiercely to one creed - keeping the two-stroke street racer alive. In years past, there have been more than a few bikes which would qualify. But with the demise of the breed on today's market, 28 thanks to ever-tightening EPA restrictions, cult memben look longingly to foreign shores where some examples still thrive. Probably the largest branch of this cult is comprised of Yamaha twin enthusiasts, the RD freaks. Yamaha's Daytona Special, the RD4OOF, was the last real street legal ring-ding psuedoracer available on these vaporrecovered, catalytic-convened shores. It was the last bike made for the U.S. market on which you could emulate the scores of racen aboard their eminently successful Tls_ Sigh. To make matten worse, Yamaha last year introduced the RD350LC, though only to foreign markets. A water-cooled, monoshock twin, it looked enticingly like a Tl in streetable guise. America's RD freaks felt like men stranded on a desert island while a luxury liner cruised past, oblivious to their anguished screams. The situation did not change for '81, and it doesn't appear likely to change in '82. However, a few RDs are being brought into this country and after being able to spend some time in the saddle of the '81 model - the RD350H - we can give you our impression of the bike. Visually, the latest RD is a pretty bike. I IS generously proponioned (de- ceivingly large due to the locau"n of the shon monoshock and the airbox) 3.52 imperial gallon fuel tank, and the plastic side panels and tail piece are white with two-tone blue stripes that sweep graceful, flowing lines. The low ban, frame and majority of the engine unit are racer black. projecting simplicity and business. The wheels are of the swirl-spoked mag variety found on some of the other models in Yamaha's line such as the Virago and Maxim. Dual disc brakes are utilized in front while a drum is fitted to the rear end. Below the steering head sits a black plastic shroud that coven the radiator. A large looking unit, it never got in the way of anything, seems fairly well protected and does a good job of keeping the engine cool. The large quaru-hal~ headlight throws a bright, sharply defined beam that quite adequately illuminates the once darkened path ahead. A pair of horns sit beneath the self-canceling tum signals on the forks, hut they seem to be a bit on the meek side. There are no trick gauges or computer check panels like on the 750 Secas. In fact, the instruments look like ones off older model RDs, except the speedo and odometer are marked in kilometen, and there is a water temp gauge at the bottom of the tach face. The black leven have dog-leg bends making them easy to use, and the grips are okay. Actually, when it comes to trick gismos and fancy doo-dads, the RD350H is rather spanan, which is undentandable considering its race bike image_ Besides, anyone who buys this bike will be doing so for its performance, not its accoutrements. Though no electric staner is fitted (ever heard of an electric staner on King Kenny's YlRs?), staning is quickly and easily accomplished. It is necessaty to fold the right foot peg up, but a couple of prods on the kick lever are sufficient to get things going. When the engine is cold. you have to pull out the choke knob of the left side 26mm Mikuni; it can be pushed back in after a few moments. The bike is ready to ride away almost immediately, but tends to smoke a bit and rev reluctantly for about five minutes. It takes a few miles more bdore the coolant temperature comes up, too, and the needle swings up to indicate normal operating temperature. Instantly notice is the sponing crouch produced by the low ban and rear-set pegs. It's a pleasant change from the cruiser-style stance so many bikes force you into nowadays, and due to the bike's light weight (a claimed 315 pounds dry), only rarely will your forearms tire from muscling through heavy traffic. Out in the twisties, the seating position is just right. The seat itself is comfonable enough and easy to move around on while all controls are readily accessible and easy to use. Handling has to be the RD's strongest point. The ease with which it can be pitched into a comer will put a grin on your face in no time. With the extra dose of confidence it gives, you soon find yourself going faster, more easily, than ever. There are no little twitches or unusual behavior exhibited, though we never encountered any rough pavement. Steering is quite Iill'ht but simultaneous- Iy precise. -The RD is always easy to control in cornen; it does exactly what you want it to, not vice vena. It possesses excellent ground clearance, and with its inherent DarrowDelll, nothing drags unexpectedly in cornen. Both ends of the motorcycle seemed to stick fairly well for stock rubber (Yokohamas front and rear, !1.00 x 18 Y-986 and 3.50 x 18 Y-987 respectively). When pushing it hard in turns, however, the front end had a tendency to stan slipping away. Better tires would be one of the fint modifications we'd make to the RD. but due to the narrowness of the rims (1.85 inches, or WM2, both front and rear) and the limited space inside the front fender, about the widest skins advisable would be 3:505 in front and maybe a 4.10 in back. For a spon-type bike, the RD's suspension is pretty compliant. Rear end rrregularities are ably handled by a surprisingly shon niuogm-filled monoshock unit. It Is only adjustable for preload (five settings) and seemed to work fine as delivered (on setting two). No reservoir is provided. The forks don't match the standards set by the back. For freeway cruising or something equally sedate, they're nice and soft. Stan playing racer, though, and shoncomings appear. Fint of all, under heavy braking, or any braking really, the softness of the springs allows the front end to dive an inordinate amount ... the entire length oftraveU Secondly, there is either too much seal friction or too much preload (or both) in the fint inch of travel. As a result, when accelerating hard out of rippled cornen, the front tire wants to skip around slightly instead of maintaining firm and steady contact with the tarmac. A more progressively wound spring would seem to be in order.

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