Comparison test: Yamaha Fazer8 against Yamaha FZ1 Fazer

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Comparison test: Yamaha Fazer8 against Yamaha FZ1 Fazer

More displacement: how good is the Fazer8?

There is no substitute for displacement. Nevertheless, Yamaha is now tackling the big 1000 Fazer with an 800 variant. The New Yamaha Fazer8 challenges the power of the larger Yamaha Fazer FZ1?

Sure, Croatia in July is not northern Sweden in November, 40 degrees are no fun. Why Croatia? Because there is no Fazer8 available in Germany at the planned test date. The colleagues from the Croatian sister magazine Motorevija, on the other hand, already have one, albeit without an ABS. I.In Germany, all FZ8 and Fazer8 models will have ABS on board as standard. True to the motto "If the mountain does not come to the prophet…" The FZ1 Fazer brought for comparison and the borrowed Fazer8 now roll over mostly grippy asphalt along the Croatian coast and on winding slopes through the mountainous interior.

Comparison test: Yamaha Fazer8 against Yamaha FZ1 Fazer

More displacement: how good is the Fazer8?

Yamaha the paintwork. So the signs point to a storm.

The new one does not seem to like cool nights or simply long downtimes, after a cold start it wants to be left alone for a few seconds before it takes on the gas cleanly. The FZ1 is ready to fight immediately in the starting blocks and grumbles bassy from the silencer. The 800 engine purrs much more harmlessly, the seating position and the handlebar shape of the newcomers are noticeably more relaxed and pleasing. The arrangement is good for strolling as well as for heating, if necessary even for touring: sit up – fits.

Jahn

FZ1 Fazer: wide, barely cranked tubular handlebar.

With their more offensive, slightly more front-wheel-oriented sitting posture and the wide, barely cranked handlebars that do not quite fit in the hand, the ones already signal that a streetfighter who always has a riot at the start is at the start who knows nothing about terms such as soft or pleasant. Seen in this way, even the often scolded, not really improved engine set-up for 2010 is almost consistent. The one-liter engine is still not covered in fame when it comes to banging from low speeds. Sure, the FZ1 engine doesn’t really work, the sheer displacement ensures that. But the propulsion on this side of the 7000er mark is at best okay and is enough for rapid progress – the 1s only unpacks the real bite and the befitting performance hammer beyond the aforementioned threshold, and then rushes forward with vehemence and peppy in the limiter at 11500 rpm to pop.

Such power can only be countered with cunning, and the 800 series, which is initially respectable from the bottom, reacts to this with a shorter gear ratio. In the classic pull-through test in the last gear, the eighth holds up quite well, can only be lost more and more meters at a higher speed and of course can no longer keep pace. However, the little Fazer completes acceleration orgies much more smoothly than her big sister: gentle throttle response here, hard and rough use there. Frequent gear changes are no problem for either, the Yamaha transmissions can be shifted easily, precisely and quietly. 

TRILLION

Performance diagram – performance on the crankshaft. Measurements on Dynojet roller dynamometer 250.

Diligent shifting turns out to be an issue, especially with the 800, because it quickly turns out that the promised full power curve and full torque at every speed are not that far off. A dent that can also be clearly seen in the torque diagram turns out to be a small but annoying annoyance when driving. If you roll in sixth gear at just under or over a country road speed of 100 km / h and want to accelerate slightly noticeably, you can’t avoid downshifting. As if held on by the rubber band, the eighth struggles to get out of this torque hole between about 4000 and 6000 rpm, only then does the expected liveliness return, which lasts up to the 10000 mark, at which the maximum performance is reached. The fact that the latter with a measured 100 does not quite come close to the factory specification of 106 PS can be got over, as can the last ten PS (140 measured, 150 PS promised) in the FZ1 that did not come into service. As a result, it turns out that for brisk locomotion you should definitely keep the speed of the eighth above 6000 / min, better still significantly above, and that the big Fazer is already well underway with 4000 to 7000 tours, its real fireworks but only burns down above it.

Speaking of burning: Moving in a convoy at the same, rather restrained country road pace, the thousands still consume almost one liter more per hundred kilometers. And that although it hardly ever has to show its superior performance and could benefit from its longer translation. 5.2 liters can not be considered really economical here, but the 4.3 liters of the Fazer8 burned during the consumption measurement. The FZ1 could now argue that those who work also have to drink. But does it have to vibrate too? The big Fazer runs quite rough and lets vibrations penetrate the driver, especially in the middle speed range, but these are not really annoying. The fine vibrations that the small Fazer passes on to the driver’s hands at high speeds are more likely, as they lead to lasting tingling after a long journey, as if you had just been using an electric one with wet hands
Pasture fence taken.

No more petty complaining, it’s time to take a break: buy your ticket and go to the
Waiting for the ferry to the very narrow but very elongated island of Cres. There should be great streets with passages that are extremely suitable for photography. Say colleagues. Time to take another closer look at the two parked Fazer sisters. Where are the identical parts from the kit, what has only been slightly modified, where may savings be made with the smaller, much cheaper Fazer? The frame, swing arm and motor housing look like identical twins, the basic chassis data such as caster, steering head angle and wheelbase are identical.

Jahn

Compared to the FZ1, the Fazer8 is handier, more economical and much easier to drive.

However, a lot has inevitably happened inside the four-cylinder: With the same stroke, the bore of the 800 is logically much smaller, and in the new cylinder head four instead of five valves per pot regulate the throughput of the incoming and outgoing gases. In addition, the crank drive was slimmed down by two and a half kilograms to make it easier for the smaller engine to rev up and to promote liveliness. The figure eight also dispenses with the torque-promoting Exup roller in the exhaust tract. Costs have to be saved somewhere, be it with the simple, non-adjustable upside-down fork (fully adjustable on the FZ1), the suspension strut that can only be adjusted in preload (FZ1 suspension strut adjustable in preload and rebound damping) or the missing main stand. The newly designed half-fairing can be seen as a step forward. With its wider, slit-shaped headlights, it looks more dynamic, sleeker, and the slightly wider and higher windshield, as already noted on the overland trip, offers slightly better wind protection.

Hung around enough, but now get off the ferry quickly. When threading in and pushing ahead, the gently and easily dosed clutch of the 800 series helps, whose hand lever can also be easily reached and operated with delicate hands. Here, too, the 1000 series relies on the hard number and the motto: nothing yet, everything now. Large paws are also required. On both Fazers, only the brake levers can be adjusted, not the clutch levers. Tight hairpin bends and long curves that are easy to drive alternate, the duo quickly gains altitude on the well-developed mountain road, although the little sister’s FZ1 cannot really pull away.

Performance alone is not everything, the 800 clearly shows off its lower weight and more nimble handling. The fully adequate 180 rear tire contributes to this, because the impressionable 190 on the FZ1 is not only unnecessarily wide, it also contributes to the more stubborn turn-in behavior and the slower lean changes. In addition, the 1s must be kept in a lean position with a little force, stands up more clearly when braking or on bumps and often wants to make a little more arcs than the pilot in the saddle had in mind. A classic case of bull grabbing by the horns. The figure eight proves to be less complicated in this regard: Setting up in an inclined position is hardly an issue for her, the smaller, well-behaved sister does not challenge a fight, but obediently follows the commands of the master in the saddle. However, bumps are an annoying phenomenon for them too, because the slack suspension strut, which cannot be adjusted in the damping, is quickly overwhelmed, begins to pump and thus still causes unrest in the framework. Especially with the co-driver, who incidentally finds a better grip on the FZ1 and tends less to slide forward than aft on the aft.

Test result

Jahn

The Fazer8 grins a bit wider with its headlight than its big sister, but with its enormous power and the stiff chassis, the FZ1 Fazer snatches victory.

Yamaha FZ1 Fazer
With its enormous performance, the FZ1 snatches victory. Their stiff chassis and uncompromising engine characteristics, however, challenge the active driver.

Yamaha Fazer8
The more manageable, more economical and much easier to drive Fazer8 screwed up its chances of winning with the light torque hanger and the slack shock absorber.

ENGINE
The significantly higher performance allows the FZ1 to collect plenty of points, even if it cannot clearly distance the Fazer8 in pulling. With a smoother response and a more controllable clutch, the new one is making up some ground, but has to hand over the victory in this category to its big sister.
Winner engine: FZ1 Fazer

LANDING GEAR
The little Fazer messed up the slack shock absorber in several ways, achieving a better result. The vote is too soft,
and cornering stability suffers on an undulating road, especially with the passenger. However, the playful handling and the easy turn-in behavior secure her sympathy with highway robbers.
Winner chassis: FZ1 Fazer

EVERYDAY LIFE
Almost identically equipped, the FZ1 scores with its standard main stand,
but has to admit defeat because of its higher consumption in terms of range. Its higher weight is at the expense of the payload, and maneuvering is also more playful with the Fazer8, which is just under 15 kilograms lighter.
Winner everyday: Fazer8

SECURITY
With standard ABS, with which all Fazer8 are delivered in this country, the new one would have won this category. Both Yamaha brakes work at a high level.
Safety winner: FZ1 Fazer

COSTS
It is significantly cheaper to buy and maintain (consumption, tire costs) "small" Fazer.
Winner Cost: Fazer8
Price-performance winner: Fazer8
The new Fazer8 offers a lot of driving fun at an affordable price and consumes pleasantly little fuel.

Technical specifications

Jahn

The test bench confirms the driving impressions: The Fazer8 makes a trailer between 4000 and 6000 rpm.

Yamaha Fazer8

ENGINE
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 35 mm, regulated catalytic converter, 560 W alternator, 12 V / 9 Ah battery,
Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16.
Bore x stroke 68.0 x 53.6 mm
Displacement 779 cm3
Compression ratio 12.0: 1
rated capacity 78.1 kW (106 hp) at 10,000 rpm
Max. Torque 82 Nm at 8000 rpm

LANDING GEAR
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 267 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 021 tires tested "BB"

DIMENSIONS + WEIGHTS
Wheelbase 1460 mm, steering head angle 65.0 degrees, caster 109 mm, spring travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 215 kg, payload * 195 kg, tank capacity / reserve 17.0 / 3.4 liters.

Guarantee two years
Service intervals 10,000 km
Colors Blue, black, white
price 8,795 euros
Additional costs around 170 euros

Yamaha FZ1 Fazer

ENGINE
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter, 560 W alternator, 12 V / 11 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 45:17.
Bore x stroke 77.0 x 53.6 mm
Displacement 998 cm3
Compression ratio 11.5: 1
rated capacity 110.3 kW (150 PS) at 11,000 rpm
Max. Torque 106 Nm at 8000 rpm

LANDING GEAR
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, front disc brake , Ø 320 mm, four-piston fixed caliper, rear disc brake, Ø 245 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the test
Dunlop D221 in front "AT." back "G"

DIMENSIONS + WEIGHTS
Wheelbase 1460 mm, steering head angle 65.0 degrees, caster 109 mm, spring travel f / h 130/130 mm, seat height * 810 mm, weight with a full tank * 229 kg, payload * 181 kg, tank capacity / reserve 18.0 / 3.8 liters.

Guarantee two years
Service intervals 10,000 km
Colors Blue, black, white
price 11,495 euros
Additional costs around 170 euros

Video: Yamaha Fazer8

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