The Golden Era of Two-Strokes: Kawasaki H2, Suzuki GT750, RG250, TZ750, NSR250R

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1. 1971-72 Kawasaki H2 750 – The Air-Cooled "Widowmaker"

• 738 cc air-cooled triple, 74 bhp @ 6,800 rpm, 13.5-sec quarter-mile at 98 mph – fastest production bike of 1972.
• Ram-air intake scoops, CDI ignition, 28 mm Mikuni carbs – first Japanese bike to break 120 mph (193 km/h) in magazine tests.
• Chassis? What chassis – flexy cradle frame, single disc, wobbly forks; wheelies on demand earned the nickname "Widowmaker".
• Racing ripple – Arlington Motors took a hopped-up H2 to Daytona 1972, clocked 275 km/h on the banking, forcing AMA to re-think two-stroke displacement limits.

2. 1971-77 Suzuki GT750 – Liquid-Cooled "Kettle" Grand-Tourer

• 738 cc water-cooled 120° triple, 67 bhp @ 6,500 rpm, but butter-flat torque curve – could pull from 2,000 rpm in top gear.
• First mass-produced water-cooled motorcycle; four-into-four exhausts mimicked a four-cylinder, hence "Water Buffalo" in USA, "Kettle" in UK.
• Luxury kit – electric starter, rubber-mounted bars, plush dual-seat, grab-rail – aimed at touring, not straight-line bragging.
• Barry Sheene effect – promo ads used Sheene's 1973 F-750 title, boosting UK sales; metallic ochre & candy lavender paint became 1970s icon.
• TR750 racer – bored to 747 cc, 110 bhp, 280 km/h at Daytona; Jody Nicholas and Barry Sheene made it the winningest 750 F-750 bike of the era.

3. 1983-87 Suzuki RG250 Gamma – First Aluminum-Frame Repli-Racer

• 247 cc liquid-cooled parallel-twin, 45 bhp @ 8,500 rpm, 140 kg wet – power-to-weight better than a 600 cc four-stroke.
• World's first mass-produced aluminum frame – die-cast sections welded like RG500 GP bike; 24.7° rake, 4-inch trail for flick-and-hold cornering.
• Full-Floater monoshock, anti-nose-dive forks (ANDF), dual-piston front caliper – 110 mph (177 km/h) top whack on a 250!
• Japan-only 1983 model had 80 km/h warning light; grey-imports flooded Europe, creating the "baby-Gamma" cult that still runs vintage track-days.

4. 1974-82 Yamaha TZ750 – 90 bhp Track Monster That Changed AMA Rules

• 694 cc liquid-cooled inline-four, 90 bhp @ 9,000 rpm, 165 kg dry – built for F-750 racing, not the street.
• Disc-valve induction, twin-ring pistons, 6-speed cassette gearbox – Kenny Roberts called it "the most vicious thing I've ever ridden".
• 1975 Indy Mile – Roberts powerslid the TZ750 flat-track; AMA promptly banned 750 cc two-strokes from dirt-track, cementing the TZ's legend.
• Privateer weapon – cheap crate engines, spare everything; TZ750s filled 70% of F-750 grids between 1975-1979.

5. 1986-96 Honda NSR250R – V-Twin "Race-Sunday, Ride-Monday" Icon

• 249 cc 90° V-twin, 45 bhp (restricted), 128 kg wet – Pro-Link single-shock, ELF-designed alloy beam frame.
• RC-Valve (computer-controlled exhaust valve) gave meaty mid-range unheard of on 250 two-strokes; HRC power-up kit unlocked 60+ bhp for track use.
• Street-legal GP bike – quick-release bodywork, magnetic sump plug, cassette gearbox – you could lap all day, ride home at dusk.
• MC21 (1989) introduced "SP" model with dry clutch, flat-slide carbs, magnesium wheels – today's ₹8 lakh collector holy-grail in India.

6. Quick-Fire Spec Matrix – Power, Weight, Top-Speed

Model	Years	Disp.	Power	Weight	Top-Speed
Kawasaki H2	1971-75	738 cc triple	74 bhp	192 kg	193 km/h
Suzuki GT750	1971-77	738 cc triple	67 bhp	214 kg	200 km/h
Suzuki RG250	1983-87	247 cc twin	45 bhp	140 kg	177 km/h
Yamaha TZ750	1974-82	694 cc four	90 bhp	165 kg	260 km/h
Honda NSR250R	1986-96	249 cc V-twin	45 bhp (60+ de-restricted)	128 kg	195 km/h

7. Why They Vanished – Emissions, Insurance, Four-Strokes

• EPA & Euro-1 (1992) tightened hydrocarbon limits; two-strokes needed catalytic converters, killing power-to-weight edge.
• Insurance surcharges – "widowmaker" tag pushed H2 premiums above 1000 cc four-strokes by 1976.
• Big-bang four-strokes – 1984 Honda VF750F, 1985 GSX-R750 offered similar speed with better fuel economy and no smoke.

8. Collector Radar 2025 – Prices, Fakes, Parts Ecosystem

Model	Survivors	Price Band (USD)	Parts Hot-Line
Kawasaki H2	<1,500	$28k-45k	Z-Parts (NL) – NOS crankshafts
Suzuki GT750	<4,000	$9k-18k	DK Spares (UK) – disc-brake conversions
RG250 Gamma	<2,000	$7k-12k	Wemoto – alloy frame weld-kits
TZ750	<300	$35k-60k	Yamaha Racing (Japan) – still stocks pistons
NSR250R SP	<800	$8k-12k	HRC Classic – RC-Valve service tools

Fake flags:

• H2 with H1 500 frame – check VIN: S1F-7**** (H2) vs S1-5**** (H1).
• GT750 drum-brake model wearing K-model side-panels – J-model had balance-pipes between exhausts.

9. Quick-Fire FAQ – H2 Tuning, Kettle Brakes, RG Import Rules

Q1. How much power can a stock-bottom-end H2 make?

90 bhp with expansion chambers, 32 mm Mikuni, ignition advance; beyond that crank webs flex—race cranks cost $5k.

Q2. Best upgrade for GT750 front brake?

1973 K-model twin 295 mm discs bolt straight on; stainless lines + modern pads give modern stopping power.

Q3. Can I legally import a 1985 RG250 into the USA?

Yes, over 25 years old – EPA & DOT exempt; expect $2k shipping + $800 customs.

Q4. TZ750 engine in a street frame – doable?

Yes, but 90 bhp in 165 kg = un-insurable; most owners track-only and trailered.

Q5. Why do NSR250R SP prices keep climbing?

Only 3,000 SP units, no more two-stroke 250s, spare parts hoarded—supply-demand math is brutal.

Bottom Line

The 1971-1996 window was motor-cycling's white-hot super-nova: air-cooled triples that wheelied at will, water-cooled tourers that smoked Harleys, 250 cc pocket-rockets with GP frames, 750 cc fours that re-wrote race rules, and 250 cc V-twins you could commute on Monday after winning on Sunday.

Today they trade for super-bike money, parts are archaeology projects, but one twist of the throttle and history explodes in a blue-mist time-warp—the Golden Era is alive as long as premix flows.