Yamaha TRX 850


Make Model

Yamaha TRX 850


1996 - 99


Four  stroke, parallel twin cylinder, DOHC, 5 valves per cylinder


849 cc / 51.8 cu-in
Bore x Stroke 89.5 x 67.5 mm
Cooling System Liquid cooled
Compression Ratio 10.5:1


2x Mikuni BDST38 carbs


TCI (Transistor Controlled Ignition) 
 Starting Electric
Spark Plug NGK, DPR8EA-9

Max Power

79.7 hp / 58.6 kW @ 7500 rpm 

Max Power Rear Tyre

76.1 hp @ 7400 rpm

Max Torque

8.55 kgf-m 83.8 Nm @ 6000 rpm
Clutch Wet, multiple discs, cable operated


5 Speed 
Final Drive Chain
Frame Steel, Trellis frame

Front Suspension

41mm Telescopic fork Coil spring. oil damper

Rear Suspension

Swingarm Coil spring. gas-oil damper

Front Brakes

2x 298mm discs 4 piston calipers

Rear Brakes

Single 248mm disc

Front Tyre

120/60 ZR17

Rear Tyre

160/60 ZR17
Dimensions Length 2070 mm / 81.4 in
Width   700 mm / 27.5 in
Wheelbase 1435 mm / 56.4 in
Seat Height 798 mm / 31.8 in

Dry Weight

190 kg / 418.8 lbs
Wet Weight 202 kg / 445.3 lbs

Fuel Capacity 

18 Litres / 4.7 US gal

Consumption Average

16.8 km/lit

Standing ¼ Mile  

11.8 sec / 183.0 km/h

The TRX was designed to compete in the market with the Ducati 900SS V-twin, whose tubular trellis frame it mimicked.[3] Although developed cheaply from Yamaha's "parts bin", using a modified TDM850 engine and FZR cycle parts, 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.[5] 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".[4] 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".[4] However, MCN also criticized the TRX for having an uncomfortable pillion.

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,[7] TRX sales were disappointing, and production ceased in 1999. The bike has since achieved a latter-day popularity, but there has been no obvious successor. However, in June 2015, Shinya Kimura designed a café racer special, commissioned by Yamaha. Called "Faster Son", it is based on the Yamaha MT-07 700cc parallel-twin and the new bike was unveiled at the Motorcycle Live show at the 2015 National Exhibition Centre in Birmingham, England..

Source Wikapidia


The TRX850 was an attempt to cash in on the success of European-style sports twins, especially in the Japanese home market. Following enthusiastic reviews in Japan, it was introduced to Europe in 1996, where it sold steadily. The TRX used a new version of the TDM850 engine in a steel-tube trellis frame with sportsbike suspension and half-fairing. The parallel twin engine received an altered firing order, with a new 270° crankshaft intended to give the TRX the syncopated sound and character of a V-twin design. It is not a massively powerful motor, producing just 59kW (79bhp), but is sufficient for a middleweight sports twin. The chassis is rather low-tech in places though, and doesn't have the class of the Italian designs it echoes.

Ride Magazine Overview

EVERY now and then someone builds a motorbike that's different, deserves to sell loads and doesn't. It's usually Yamaha and the reason they don't sell is price. Remember the TDR250, FZR400RR and TDM850? Great bikes but too expensive. The TRX850 was launched as an alternative sports bike. Not a full-on supersports contender but an easy-going, funky road bike. The engine was based on the TDM850 with a new crankshaft and funny firing order that supposedly made the parallel-twin feel like a proper V-twin. Stuffed in a Ducati-type trellis frame with decent suspension and brakes, it would have sold

thousands if Yamaha had priced it to take on Suzuki's Bandit in the battle for image-conscious riders wanting a big, but non-threatening sports bike. Instead the TRX850 cost the same as a Supersports 600 and trickled out of showrooms.



But two of our testers reckoned they'd buy this TRX for £3500.


Tom was most impressed: "I like twins but this one surprised me. The engine's got character with a nice punch at low revs and it pulls strongly right through to the redline. I'd fit some less restrictive silencers, these are more Superdream than superbike and feel like they're strangling the engine at high revs.

I'm not sure about the pseudo V-twin business, it still feels like a parallel to me."

Kar wasn't so sure, he thought it was broken: "It splutters below 4000 revs and there's a massive glitch in the carburation higher up. It lurches backWards and forwards at constant speeds on the motorway."

I'd split the difference between them. In town the lumpy low-down power delivery was annoying but I got used to it and used the gears more to get around it.


There was something wrong with our bike though, Adrian reckoned it needed new plugs and the carbs balancing.

But even like this the TRX was a hoot on the

back roads. Top speed is academic - with almost 50 per cent more torque than the other bikes on test, 100mph comes up in no time and feels like 80 on the GSX-R. The gearbox was better than on other TRXs I've ridden. It's a relaxing bike to ride fast. The riding position is roomy with a tall but narrow seat, so most people should fit on a TRX.

Adrian reckoned it felt like a big TZR250. It handles a bit like one too, feeling much lighter than its 190kg. The suspension is soft but well damped for road use and the TRX steers faster than its long wheel base makes you think it should while always staying stable.

The only problem is that the long hero blobs touch down very early in tight corners. But they'll soon wear away and there's not

much else in danger of touching down.


The front brakes are all right, enough stopping power but without much feel or initial bite. The back one's good though.

The TRX keys were always the first to disappear, usually in the hands of Tom or Adrian. A year-old bike as good as this for £3500 (or less) is hard to ignore.

To enjoy a TRX850 you have to opt out of the fashion stakes, ignore the spec-sheet performance and be honest about what you want from a bike. If you do a lot of town riding, the engine and gearbox are a pain and the CBR is a much better choice. A TRX850 might not blow your socks off on your first ride but give it time and it'll grow on you.