Yamaha TRX850

Yamaha TRX850

Manufacturer	Yamaha Motor Company
Also called	TRX
Parent company	Yamaha Corporation
Production	1995 (Japan only) 1996–2000
Class	Sport bike
Engine	849 cc liquid-cooled 4-stroke 10-valve DOHC crossplane parallel-twin
Bore / stroke	89.5 mm × 67.5 mm (3.52 in × 2.66 in)
Top speed	135 mph (217 km/h)
Power	59 kW (79 hp) (claimed)
Torque	85 N⋅m (63 lb⋅ft) (claimed)
Transmission	5-speed constant-mesh
Wheelbase	1,435 mm (56.5 in)
Dimensions	L: 2,070 mm (81 in) W: 700 mm (28 in)
Seat height	795 mm (31.3 in)
Weight	190 kg (418 lb) (dry)
Fuel capacity	18 L (4.0 imp gal; 4.8 US gal)
Related	Yamaha TDM850

The Yamaha TRX850 is a sports motorcycle with a 10-valve DOHC 849 cc 270° parallel-twin engine. First released in Japan in 1995, a version for the European market was available from 1996 to 2000.

Design and development

Animation with different crankshaft angles

TRX with mods: wavy brake discs, Blue-Spot callipers & Blue-Ray titanium cans

File:Home market TRX.jpg

Japanese home market TRX850 with Brembo callipers.

The TRX has a half fairing, clip-on handlebars and mildly rear-set footrests. The front forks are conventional telescopics, and the rear suspension is a rising-rate monoshock unit. There is meagre provision to carry a passenger, and MCN declared: "comfort’s not brilliant for the pillion".

The TRX engine was derived from that in the Yamaha TDM850, but the TRX is lighter, lower and sportier than its TDM stablemate. The parallel twin engine has five valves per cylinder, three inlet and two exhaust. The engine produces some 85 Nm of torque and 79 bhp. Unusually for a dry sump design, the oil tank is not remote, but is integral to the engine, sitting atop the gearbox. This feature simplifies manufacture, eradicates external oil lines, and gives faster oil warm-up. The shallow sump allows the engine to be sited lower, for an optimal CG position. The 360° crank of the original TDM was changed to a 270° crank in 1996, after which time the TRX and the TDM shared the same engine and transmission. The engine has a balance shaft to smooth out residual vibrations.

While the 1995 version for the Japanese home market had Italian Brembo brake callipers, the European version had Yamaha callipers. In 2000 Yamaha stopped making the TRX, while the TDM series, enlarged to 900 cc, remained in production until 2011.

Reception

The TRX was designed to compete in the market with the Ducati 900SS V-twin, whose tubular trellis frame it mimicked. Although developed cheaply from Yamaha's "parts bin", using a TDM850 engine, the TRX performs well and has "a coherent identity of its own".

In Motorcycle News (MCN) the TRX was later described as "the best-kept secret in motorcycling" and a "forgotten gem" which bore comparison with the 270° Norton Commando 961. The MCN review states: "The TRX produces less power than sports 600s of the same era, but it’s much gruntier and more satisfying to use thanks to that twin cylinder character". The review added: "The TRX is a cracking bike, a sporty motorcycle with tons of character. It's stable, handles neutrally and feels like a proper sports bike". In 2014, Steve Cooper wrote of the TRX: "Very much the thinking man's sports bike, this slightly oddball twin is beginning to reach cult status and for good reason; with a little work it's possible to see a genuine 100bhp...".

Although considerably cheaper than the Ducati, TRX sales were disappointing, and production ceased in 2000 with no obvious successor. MCN stated many years later in a review of the MZ 1000S, the most powerful production 180° crank parallel-twin: "As the Yamaha TRX850 demonstrated, many bikers aren't especially keen on parallel twins..." That is now changing as costs are more important In recent years, being cheap we are seeing a rebirth of parallel twins, being so versatile and economical. But as stated in a top 10 modern parallel twin review "They’re never going to be as popular as inline-fours, they’ll never be as iconic as a v-twin, and they’ll never have the exotic feel of a triple...".

The 270° crankshaft

Although the 270° crank concept has been attributed to Australian Phil Irving (of Vincent renown), the TRX was the first production motorcycle to feature this innovation. The 270° crank has an ignition sequence and an engine balance that yields something of the feel of a V-twin. Unlike 180° & 360° parallel-twins, a 270° engine in motion never has both pistons stationary, so its flywheel momentum is continuous. With less vibration than a 360° crank, and a more regular firing pattern than a 180° crank, a 270° crank results in a smoother engine. Any remaining unevenness of the 270° firing interval has been claimed to deliver power to the rear tyre more effectively.

Since the TRX's demise, the 270° layout has been adopted by large parallel-twins in standard and cruiser motorcycles as the concept appears to be an ideal compromise and optimal configuration. Although in recent years no 270° crank in mid or of any kind in large capacity parallel-twin has been used in any modern-day high revving sportbike. The 2009 Triumph Thunderbird, the 2010 Norton Commando 961, and the Yamaha MT-07 are all 270° designs. The 2016 Honda 1000cc Africa Twin has a 270° parallel-twin, rather than the V-twin of earlier incarnations; and the recent BMW parallel-twin is a 270° design. Whilst the 900cc Triumph Thruxton had a 360° crank, its 2016 successor, the 1200cc Triumph Thruxton adopted the 270° layout. Stuart Wood, Triumph’s Chief Engineer, stated a 270° crank to be ideal for large-capacity parallel twins, as it generates fewer of those irritating high frequency secondary vibrations.

The 2017 KTM 790 Duke is also a 270° parallel twin. KTM's technical head, Jürgen Hager, said, "We looked at different configurations, including a V-twin, which we prototyped. But the parallel twin is the best solution. It requires fewer parts, like cams and cylinder heads, so is less expensive to produce and easier to package as it is shorter".