Supreme Scream
SUPREME SCREAM
American FLYERS
Fast blast from the past
IF IT WERE UP TO TWOstroke streetbike fanat ics, Yamaha's 1984 RD500 would have been a road-going replica of Kenny Roberts’ OW70, runner-up to Freddie Spencer’s NS500 in the ’83 500cc World Championship. Instead, the twin-crank, balance-shaft-equipped V-Four was somewhat underpowered (a claimed 91 horsepower versus the racer’s 150 bhp) and saddled with a then-trendy 16-inch front wheel. With modern Superbikes fast on the rise-not to mention ever-tightening emissions regulations-the RD (and Euro-spec RZ) never stood a chance. After only two years of production, Yamaha pulled the plug.
Wyn Belorusky couldn’t have cared less. He had to have one-actually, four of ’em! A 17-year Air Force
veteran, the Massachusetts native acquired his Yamahas while stationed in Okinawa during the early Nineties. At the end of the Cold War, he opted for early retirement and moved his fleet to Florida.
Because only 5000 examples were built, RD/RZs are pretty scarce. More so stateside, as the Canadian border is as close as any ever made it (legally) to U.S. soil. Belorusky’s RZV500R is rarer yet, in that it’s a limited-production Japan-only model. RZVs made fewer peak horsepower, but they were aluminum-framed, whereas the regular RD/RZs got steel frames; before, only Yamaha’s Grand Prix bikes got the alloy treatment.
This feature allowed Belorusky to further fortify his bike’s steering head, swingarm pivot and main
spars with additional aluminum. End result? A black-painted duplicate (from 10 feet away, at least) of the Deltabox-framed OW81 Roberts came out of retirement to race in the 1985 Champion Sparkplug 200 at Laguna Seca.
The rest of the chassis is no less looked after. In fact, Belorusky’s bike is so thoroughly reworked, it scarcely resembles an original RZV. Of particular interest are the carbon-fiber instrument panel, rearsets and brake pedal, and titanium footpegs, which the selftaught-machinist made in his garage. Ditto the aluminum brake and clutch levers, rear brake stay and assorted spacers.
Arguably the coolest aspect of the bike, though, is its bodywork. The carbon-fiber fairing and tailsection were molded from
duplicates of panels used on Wayne Rainey’s title-winning ’91 YZR500. The gas tank is carbon, too, with an integral reservoir for the oilinjection system. No wonder Belorusky’s titaniumladen creation weighs a scant 295 pounds dry, just 9 pounds more than Max Biaggi’s factory Yamaha from last season.
Ported, piped and sporting 28mm Mikuni flatslides (with homemade Ti clamp bolts, natch), Belorusky's V-Four makes roughly half the ponies of Biaggi's 190 bhp YZR. Still, it's a real kick-in-the-pants improve ment compared with the restricted original's claimed 64-bhp output.
Sad irony to Belorusky’s extraordinary efforts? He resides in a state known for its arrow-straight roads. Call it a Catch 22 in carbon-fiber.
Matthew Miles
