![]() ![]() The 125 was a machine that sold on image rather than outright performance. ![]() Many an aspirant 17-year-old was sold on the learner bike via the reflected glory of the bigger machines. If the outgoing model possibly looked a little skeletal, anorexic (and from some angles, almost sketchy in places) the new machine had an altogether more unified appearance.įollowing the standard Japanese corporate approach of unified looks across model ranges the little TZR did a good job of mimicking its older siblings such as the TZR250 and the FZ600. The outgoing RD125LC (and its DT analogue) had become pretty much the apogee of the first generation and their next offering carried on in similar vein with this month’s target, the Yamaha TZR125. How many parents lay in bed awaiting the late night onslaught of their progeny’s return home courtesy of an aftermarket spannie? With the 125 learner bike fairly quickly assimilated and accepted various players began to bring in their second generation versions and Yamaha pulled off a blinder. Within a couple of years the learner market was awash with the damn things and there were as many specialist suppliers out there tooled up for the new tiddlers as there had been for the outgoing 250s. There are a few DTR gurus on here that should be able to help with some more info (or correct me where im wrong).Enjoy more Classic Motorcycle Mechanics reading in the monthly magazine. Sorry for the waffle but i don't have Internet at home atm, so i'm trying to give as much info as i can before i leave college for the weekend. At that time Yamaha used mechanical restrictions (exhaust, inlet manifold etc) which are reversible relatively easily compared to the electrical restrictions from later models. ![]() I think the ideal years to aim for with a DTR is between 98-02(not 100% as CDI's are a messy topic for DTR's) as this seems to be the time they introduced the PV to the DTR in the UK and it had less restrictions built into the electrics/cdi. The cdi's from DTR's/TZR's have changed with the different years/models. I'm not exactly sure what would stop you putting a cdi and pv from a DTR on a TZR, but it would be less trail and error with another TZR electrical system and PV imo. The cdi (Capacity Discharge Ignition) controls the ignition timing of the bike and tells the servo what position the PV needs to be for the revs at any given RPM. I'm new to bikes (this is my first one) So I dont know what a bike with the servo looks like and if mine would be compatable. Maybe some else can give you a clearer answer. Im just a DTR fan but they are very similar apart from rolling chassis. Its theoretical, but the electrical system from the DTR may fit, but that would be quite a challenge imo. You could replace the whole electrical system with one from a newer TZR with a PV system on. There could also be issues with the stator plate assembly im not sure about that though. If you haven't got the right one then you will probably need to replace the cdi and maybe the wiring loom(or part of it at least), with one from a later model (post 97 with the DTR so maybe the same for TZR). But with the bike being 88, I don't think you will have the right cdi, the cdi should have a 4 pin(iirc) block connector not connected to anything. Minimum you will need is the servo and relevant cables. ![]()
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