Driving report Yamaha FZ1 / FZ1 Fazer
Two models replace the previous FZS 1000 Fazer: In addition to the Fazer, Yamaha also offers the 150 hp FZ1 grenade as an alternative as a naked bike. MOTORRAD was able to gather its first driving impressions at the southernmost tip of Africa.
The asphalt strip meanders along the steep cliffs of the coast, the violent wind lets white foaming breakers crash against the rocks, which soaks the summer air with pleasant moisture.
When the Japanese five years ago the
FZS 1000 Fazer, the all-rounder set new standards for naked bikes thanks to the power of the engine borrowed from the R1 super sports car. But meanwhile the big Fazer seemed rather staid alongside the more radical competition. The 600 sister had Yamaha renewed more than two years ago, and so the Fazer community was waiting longingly for a successor to the big one. As with the FZ6, it comes as a duo, consisting of a sporty FZ1 naked bike and a tourist half-disguised bike, which continues to be called Fazer.
For the new beginning, Yamaha chose the current R1 four-cylinder last year-
rigen expansion stage. The compression, which has been reduced from 12.4 to 11.5, camshafts with tamer control times and minimally less valve lift on the intake side, as well as modified maps for injection and ignition reduce the peak power to 150 hp at 11,000 rpm. More flywheel mass should make the performance curve fuller in the middle speed range. At the same time, there is the almost unchanged maximum twist-
torque of 106 Newton meters 2000 revs earlier.
An Exup roller controls the pressure waves in the short exhaust stub, while secondary throttle valves controlled by a 32-bit processor on the inlet side ensure smooth transitions when the throttle is received. To comply with the Euro 3 standard, the exhaust was fitted with two catalytic converters and a lambda probe. The clutch and transmission have also been adapted to the new field of activity, and the last two gears have a slightly shorter ratio. So a lot of effort to adapt the sports engine to the new environment.
As soon as you sit on the bare FZ1, it becomes clear that it is made of completely different cloth than the old FZS. The seating position is more compact, the straight handlebars are easy to reach. Press the button, the four-cylinder starts work and immediately hangs on the gas. The cup-
ment is smooth and easy to dose, but the circuit feels a bit
bony. In heavy left-hand traffic, it goes through the suburbs to the expressway, the FZ1 swims with you like a pike in a carp pond. It can be directed with little force and pulls smoothly from 2000 rpm.
The real potential is then revealed outside of Cape Town. 150 HP is more than enough power in every situation, especially on a naked street fighter. However, the engine has to be turned quite a bit in order to benefit from this enormous range of services. In the lower engine speed range, the R1 offshoot runs smoothly, but the thrust remains well below expectations up to 6000 rpm. Only about it
it increases continuously, so that you have to use the gearshift foot quite often when driving at a brisk pace. After all, the performance can be converted into propulsion in a controlled manner; the front wheel only lifts when you provoke a wheelie. The fact that the handlebars and pegs are mounted in rubber can be fine, but in the long run it is unattractive-
do not prevent pleasant vibrations between 4000 and 5000 tours.
The im is also not quite suitable for the smooth power development
The apex of the curve sometimes has noticeably delayed response. Especially at higher speeds, the five-valve engine does not react perfectly when you hit the gas. Now and then there is one
unpleasant blow and a corresponding dangling in the line. Here the pilot has to think along, open the gas early and gently, then it works.
As with the FZ6, the aluminum bridge frame consists of two mirror images
Halves with bolted frame rear. The chassis is extremely powerful-
bid grown loosely. The FZ1 folds casually in an inclined position and appears considerably more agile than the old FZS. The new one rolls on lighter five-spoke cast aluminum wheels, now six inches wide at the rear. Despite the wide 190/50 rear tire (previously 180/55), bumps hardly disturb the line.
The upside-down fork is that
The left spar is responsible for the compression damping, the right one for the tension damping, both of which are of course adjustable. The die-cast rocker actuates a central spring strut with adjustable spring base and rebound stage via a newly designed lever system. In addition, the braking system was modified. The front double pane grew from 298 to 320 millimeters
proven monoblock four-piston calipers remained. In contrast, the rear window shrank from 267 to 245 millimeters. While the rear brake is positive
Senses inconspicuously doing its job, the front counterpart inspires with a clear pressure point, transparent feedback and little hand strength.
The fork’s feedback is very good, but the basic set-up is quite tight. Obviously, the Yamaha developers have chosen relatively hard springs. Therefore, the FZ1 pilot has to accept certain losses in comfort and responsiveness, which at least on short waves causes violent shaking
on the wrists. The shock absorber works better in the basic setup.
Actually you should think that
Michelin Pilot Road, original equipment next to Dunlop D 221, would be the wrong choice for this sporty chassis, but the
French tires gave no cause for criticism and did not show any weaknesses in terms of grip in an inclined position or in terms of traction. The scratching sound of the late fitting footrest pins is a good one
Indicator for the incline.
After the many curves around Gordon ?? s Bay, the wind in the direction of the Cape Hangklip becomes more and more violent. The gusts shake
on the motorcycle, but the wind pressure can be withstood well even in strong headwinds, and the compact driver’s posture means that the upper body does not allow it
a lot of target. The FZ1 cuts a particularly good figure on the winding passes with its very active, non-tiring seating position.
Ergonomically compact and sporty, this is also what characterizes the new Fazer, which clearly distinguishes it from its predecessor. The handlebar ends are
lower, the footrests higher and further back, the driver is now almost five centimeters closer to the handlebars. Likewise emphasizes the F.Z1 Fazer looks sporty, the back line looks like that of a jump
prepare predator. The “old” Fazer identity was not given up, the fairing is reminiscent of the FZS 1000.
On the naked bike, the cockpit with analog tachometer and LCD display is mounted on the upper triple clamp, on the Fazer it is fixed to the frame in the fairing. The fact that the Fazer, in contrast to the sporty Streetfighter FZ1, is more of an all-rounder, is also shown by the rear frame and seat.
In the latter, they are short, practically held as a jump seat, while in the Fazer grab handles and the longer version
make it clear that two-person operation was considered here. In addition, the clad version has a main stand for better everyday usability.
Small difference, big effect: Although the two models differ for the driver only in the fairing, the driving experience is complete
different. The Fazer looks more sedate, is much more like the old FZS. What the couple
additional kilograms around the handlebars. But on the pass roads it becomes apparent that the fork is also set up differently. She swallows short punches better, but doesn’t convey the direct feedback of the naked
Bikes. The wind protection of the fairing, which has only been changed slightly compared to the FZS 1000, is phenomenal, neither wind pressure nor turbulence disturb the journey. You quickly get used to the less agile driving behavior, the fine mountain passes are also great fun with it. This also applies to the front passenger. Although his feet are high and far out, he is not sitting
too far above the driver and finds good holding opportunities.
Yamaha has night with both of them-
the big Fazer conclude theirs anyway
wide area of application still expanded. An extensive accessories catalog allows individual fine tuning. The FZ1 can
Make it even sportier with a rear seat cover, carbon parts and crash pads, and the Fazer can be used to conjure up a full-fledged sports tourer with the lower fairing, touring windshield and suitcase. On the other hand, Fazer fans will have to do without the important ABS system for the time being. But even without it, you can not only explore the southernmost tip of Africa with it.
Specifications – Yamaha FZ1 / 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 with secondary air system, alternator 560 W, battery 12 V / 9 Ah, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 77.0 x 53.6 mm
Displacement 998 cm3
Compression ratio 11.5: 1
Rated output 110.3 kW (150 PS) at 11,000 rpm
Max. Torque 106 Nm at 8000 rpm
Chassis: Bridge frame made of aluminum, load-bearing motor, bolted rear frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper cables made of cast aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 245 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dimensions and weights: wheelbase 1460 mm, steering head angle 65 degrees, caster 109 mm, suspension travel f / h 130/130 mm, seat height 815 mm, dry weight 198 (200) kg, tank capacity / reserve 18 / 3.4 liters.
Two year guarantee
Colors silver, black, yellow
(Silver, red, blue)
Price 9820 (10420) euros
Additional costs 175 euros
The travel speedster – Yamaha FZ1 / FZ1 Fazer
The idea of motorcycles quickly became popular at the time
Realized: The powerful engine of the original R1 from 1998 is ideal for an agile yet comfortable touring athlete.
Why are comfortable and powerful touring machines not to be made under five hundred pounds curb weight during the sports team?
even with the full liter displacement which easily undercuts 200 kilograms?
In less than half a year, at the end of 1998, MOTORRAD put the »Sportstar« back on its feet as evidence to the contrary. A sporty all-rounder that
based largely on the former R1, with adjustable
Ergonomics, toothed belt drive, tank bag lock with Schnell-
caps or 20 liter aluminum tank. The aluminum chassis was replaced by a stylish tubular steel composite with a new frame geometry.
After a test drive, Yamaha engineers also took a liking to the Sportstar, which was able to easily follow the YZF-R1 racing roll on country roads while sharpening its jagged corners. Two years later, the FZS 1000 Fazer celebrated its premiere with a throttled R1 engine in the sweeping double loop frame, a similar concept, but less consistently structured and around 18 kilograms heavier than the MOTORRAD self-made.
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