Top test Yamaha FZ1-Fazer

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Top test Yamaha FZ1 / Fazer

Let’s start now?

We had to wait a long time for that: a naked Nippon athlete. Not rinsed soft, but light, firm and stable. Can the Yamaha FZ1 and FZ1 Fazer meet the high expectations?

It was to milk a mouse. Whenever we thought something was happening now, it didn’t work out again. There were attempts to be taken seriously. Honda Hornet 900, Kawasaki Z 1000 and last but not least the in-house predecessor, the FZS 1000 Fazer: humid
Hands, tense anticipation, huge ones
Anticipation. It has to be, the ultimate, real-life road burner from Nippon. Light as a feather, with a frame like a samurai sword and
seamless punch without mercy. And then? Again nothing.
In the end, the Japanese ability to compromise prevailed in all of them. A little more comfort here, a little less effort there. Result: good motorcycles, no question about it. Successful too. The last kick, however, had to be looked for in the Japanese athletes. Or in the fight club in Good Old Europe.
Now try again. FZ1 and FZ1 Fazer. After the Triumph Speed ​​Triple
or the Aprilia Tuono the hottest Ver-
search since the uncompromising nude existed. A handlebar like a foil, a silencer like the Jericho trumpet. In between in the compact, mighty bridge frame corset that
R1 power plant. Matt black, evil. One
Bodybuilder in a muscle shirt. 1000 cubic,
150 hp. A clear announcement, it seems. Rammstein on wheels.
The first tour. And first be-
think. There he is again, the dreaded bookkeeper red pencil. Footrests, triple clamps, the work in detail: not everything
R1 level. In addition, a shock absorber without a reservoir and without a variable pressure level, not at all athlete-like. Or the upside-down fork: reveals at first glance that it is not the cream part from the famous sister, since rebound and compression stages are separate
be adjusted with a spar. Well, is
no wonder either. Over 13,000 euros are called for the super athlete, 9995 euros for the bare FZ1, 10,595 euros for the somewhat touristy Fazer. It goes without saying that a difference of around 2500 euros must be noticeable. And compared to the similarly strong competition, the price makes you sit up and take notice: the two Yamahas are the cheapest.
It remains to be seen whether one can do without noble racing springs in everyday life. Surrendering to those deep in the basement-
Clamped handlebar halves is definitely easy in civil life. The eye-catching handlebar tube lies loosely and naturally in the hand and allows an upright, yet gathered sitting position. Only the short, squat 18-liter tank spreads its legs wider than many other naked cannons.
Due to the low seat height (800 millimeters), which also allows short people to stand safely, tall people have to put their lower extremities a little, but not excessively
wrinkles. Well, that fits. And makes
Desire for more, especially since the robust bass from the muffler, which is uncompromisingly modeled according to the new motto "Longer is fancier, but better is thicker", literally invites you to take turns. So put first gear into the precise, but bony shifting gearbox, and off you go.
Anyone who thinks that the FZ1 has rushed to the nearest corner as grimly as it looks will immediately be better off
instructs. Practically from the first meter, disappointment spreads in view of the restrained advance. In any case
for everyone who thinks about this technical concept and the aggressive look
promised the ultimate kick. In the relentless test jargon: sometimes hard, delayed throttle response, which makes it harder to choose the line, especially in tricky conditions, and a performance-
Development at low and medium speeds, which is at the lower end of the scale in this class.
Thanks to extensive measures (compression 11.5 instead of 12.4 to one,
new camshafts, modified maps for injection and ignition, more centrifugal mass) five-valve engine trimmed for its new purpose
up to 7500 rpm, poor at best
Level. The also tamed super sports drive of the Honda CBF 1000, for example, with 98 hp significantly tamer in its orientation, is up to 7500 rpm and thus clearly above the FZ1 in the country road-relevant area. Not to mention what the larger-capacity competition Triumph Speed ​​Triple, Benelli TnT 1130 or even BMW K 1200 R is punching into the asphalt in these speed regions.
Naturally, this is not so much reflected in the acceleration-
(zero to 100 km / h around three and a half seconds, to 200 km / h around ten seconds), because when the short-stroke FZ1 engine is allowed to turn, it is at full speed
the music. Rather, it’s the parade-
discipline of the strong naked, in which both FZ1 have to give up. You need a good four seconds in the last gear to increase from 60 to 100 km / h. And it takes just as long to reach the 140 mark from 100 km / h (see measured values ​​on page 62). Yes, even with the torque measurement up to 180 km / h, the Yamahas do not yet reach that speed-
area in which the four-cylinder really plays with its muscles.
That’ll come later. Too late, especially since the gear ratio was quite long overall and the gears are close together like in the super sports car. Even tighter than the R1, because the last two levels have a shorter gear ratio while the remaining four are the same. Be
one above the 7500 mark, where the engine starts to get down to business, in ho-
hen speed regions en route. Even in the first and second, when both FZ like to lift the front wheel in high spirits with increasing speed, you are usually racing at far more than
100 things through the landscape, and the next bend is in the way.
Of course only symbolically. Because for
one corresponds to the chassis quality–
More like a brilliant street fighter than the performance of the four-in-a-row. But above all, the FZ1 has a braking system that lives up to its name. But first things first: In view of the stability conveyed by the aluminum bridge frame, both sisters are very easy to handle, whereby the naked FZ1 is slightly superior to its covered counterpart because of the seven kilograms less weight. Also that the feathers in front and behind are on the hard but fair side and the
Cushioning has ample reserves
(see suspension settings on page 57), fits perfectly with the bully image of the naked bike. In view of these qualities, the contact can be used-
keep that significantly below that of the
R1 components lie, arrange and withstand one or the other attack on the intervertebral disc. On the Fazer, there is only a hint of coming or going because there are slightly softer feathers in its fork.
When it comes to negative acceleration, however, no compromises are necessary. The ones from the last R1 bite hard, finely dosed-
Generation of well-known furnace-piston calipers
in the mighty 320 millimeter discs.
In conjunction with the hard fork springs and the resulting spring reserve-
ven in case of extreme delay
excellent braking values ​​of up to
to achieve 10.1 m / s2 with the FZ1.
In everyday life, however, you will be less brutal to work. Then both FZ1 with this brake system can be sensitive
and decelerated far into the radii with a controllable set-up torque
will. And that, although the first one-
tires Michelin Pilot Road does not seem to fit the hardcore performance of the FZ1 right away. She makes hers
Thing but very well mannered by
in highway operation with sufficient
Liability reserves convinced. In addition to the defensive appearance in front of the ice cream parlor, you can of course reproach the tire for keeping a respectful distance from its sporty brother, Pilot Power, in terms of maximum grip and neutrality, which you would have expected on this type of bike.
But even the Pilot Road is completely sufficient to savor the FZ1’s not exactly exhilarating lean angle to the limit. Those who take it energetically reap footpegs that touch the ground. At least at temperatures around ten degrees Celsius, as recommended during the test drives
it is advisable to reduce the recommended air pressure of 2.5 / 2.9 bar. On the country road, 2.3 or 2.5 help
bar, the sometimes stamping front-
party on short heels in an inclined position
through the then better self-damping
to calm down. Pleasant side effect:
The noticeable tendency to kickback is reduced
also a little. However, as always in so many cases, a steering damper would be the better solution.
There is little need for action
a property common to motorcycles
this cut rather than secondary-
is led virtuously. The pillion compatible-
namely, it is surprisingly pronounced.
This shows the advantages of the silencer, which because of its low
Length can be made quite flat without appearing unsportsmanlike. This means that the passenger footrests can be mounted on long arms far below and the passenger seat can be kept correspondingly low. The companion is not enthroned far
above the driver, but can make himself comfortable in his slipstream. Amazingly: on the short bench
the bare FZ1 is by no means less comfortable to be placed in the second row than on the longer one of the sister, despite the lack of handles. It tends to be the other way round: The greater proximity to the driver makes the company feel safer than on the Fazer, whose handles are not an ergonomic feat.
Speaking of the differences: The central aspect is of course the half-shell of the Fazer. A component that has a stronger impact than expected. Not only as far as the wind protection is concerned, which is very effective for smaller riders, while larger riders sometimes have violent turbulence-
zen have to fight. Tea follows
changes the character permanently. Tea
Fazer is not that lively,
from which also the softer fork-
mood has its share. Ensure
the two headlights for the better
Luminous efficiency, the long mirror boom
for better consideration. You won’t find a storage compartment in the fairing, and luggage hooks at the rear can only be found on the footrest extensions.
The touring suitability also goes too far with the F.Z1 Fazer does not. It is not so important that the two Yamahas get almost seven liters of super at the freeway speed of 130
authorize. On the country road, consumption is reduced to around six liters. Nevertheless, ranges are around 300
Kilometers only average. After all, the trip display jumps when the reserve amount is reached and shows the kilometers traveled afterwards.
A practical extra. For all those who are particularly interested in engine performance with bikes like this, they are probably only marginally interesting at best. For this clientele, the only thing that counts is the driving dynamics. And when it comes to power, the new hope in naked bike heaven can only partially meet expectations. If a casual thrust from the wrist is required, there could have been more.

Top test Yamaha FZ1 / Fazer

Let’s start now?

Was there anything else? – Yamaha FZ1 / FZ1 Fazer

more
Despite the sweeping bridge frame, the turning circle is quite small
Space for U-lock under the bench
Spring elements with a wide adjustment range of the damping
Spring preload on the strut with
Hook wrench easily adjustable
Easily adjustable, powerful rear brake
minus
Clutch lever not adjustable
Vibrations despite rubber mounting of
Footrests and handlebars
Fork adjustment screws bad
reachable
Tank can only be operated with a lot of patience
really fill up
Suspension settings (values ​​in Fazer brackets)
Fork:
Spring preload
six (five) rings visible,
Rebound six (five) clicks on,
Pressure level eight (eight) clicks on
Shock absorb:
Spring preload level one (one),
Rebound five (five) clicks on

MOTORCYCLE Measurements – Yamaha FZ1 / FZ1 Fazer

Performance
Top speed * 252 km / h

acceleration
0ýÿ100 km / h 3.6 (3.5) sec
0ýÿ140 km / h 5.4 (5.2) sec
0ýÿ200 km / h 10.3 (9.8) sec

Draft
60yÿ100 km / h 4.1 (4.2) sec
100ýÿ140 km / h 4.1 (4.0) sec
140ýÿ180 km / h 5.1 (4.8) sec

Speedometer deviation
Effective (display 50/100) 48/97 km / h

Tachometer deviation
Display red area 12200 (12000) / min
Effective 11700 (11500) / min

Consumption in the test
at 130 km / h 6.8 (6.7) l / 100 km
Country road 6.1 (6.0) l / 100 km
Theor. Range 295 (300) km
Fuel type super

mass and weight
L / W / H 2119/800/1240 mm
(2117/880/1210) mm
Seat height 800 mm
Handlebar height 1010 mm
Turning circle 5850 mm
Weight with a full tank 215 (222) kg
Payload 195 (188) kg
Wheel load distribution f / r 49/51 (49/51)%

Driving dynamics 1
Brake measurement

Braking distance from 100 km / h 38.2 (38.8) m
Mean deceleration 10.1 (10.0) m / s2

Note: Due to the tight chassis tuning, the front end remains stable and provides good feedback for the front wheel. The sensitive, responsive brake allows you to go very quickly to the maximum deceleration limit. With such high deceleration values, the tire temperature is of crucial importance. The line between overbraking and the best deceleration is small. Due to the-
balanced balance of the motorcycle results in the very good deceleration values.

Slalom and circular track are not passable due to weather conditions.

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, 560 W alternator, 12 V / 9 Ah battery, mechanically operated multi-disc 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 capacity
110.3 kW (150 PS) at 11,000 rpm
Max. Torque 106 Nm at 8000 rpm
Pollutant values ​​(homologation) in g / km
CO 0.460 / HC 0.123 / NOx 0.067
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, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, 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

Tires in the test
Michelin Pilot Road ýÿSýÿ, ýÿDýÿ

mass and weight
Wheelbase 1460 mm, steering head angle 65.0 degrees, caster 109 mm, spring travel f / h 130/130 mm, permissible total weight 410 kg, tank capacity / reserve 18.0 / 3.4 liters.

Data service
Service intervals every 10000 km
Oil and filter change every 10,000 km
Motor oil 10 W 40/20 W 40
Front fork oil Yamaha Fork-Oil 10
Spark plugs NGK CR9EK
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar

Two year guarantee
Colors silver, black,
Yellow (silver, red, blue)
Price 9,820 (10,420) euros
Additional costs 175 euros

Scoring: Drive – Yamaha FZ1 / FZ1 Fazer

The icing on the cake of the new FZ1 is
the engine certainly not. Of course, given the horsepower, acceleration and top speed are possible
okay. The torque, however, could be better, the load change behavior is immature and the performance is only mediocre. In addition, there is the unfortunate gear ratio with the racing first gear.

Scoring: chassis

better than the engine cuts
the landing gear off. They are sufficiently handy and stable
both FZ1, with the naked
is even more agile. Tea
Chassis set-up is likely
be more comfortable.

Scoring: Safety – Yamaha FZ1 / FZ1 Fazer

The braking system works great,
only because of the fading that occurs under extreme loads there are deductions. The braking stability is pronounced, the righting moment when decelerating in an inclined position is okay. Unfortunately, this does not apply to the kickback tendency; a steering damper would be desirable. Just like an ABS, which many would like to order even in such grim circles.

Scoring: Everyday Life – Yamaha FZ1 / FZ1 Fazer

The lavishly equipped Fazer collects with a main stand
and passenger grab handles points.
In addition, because of the
Main stand the oil level
easier to control.

Scoring: Comfort – Yamaha FZ1 / FZ1 Fazer

Who more often in pairs
is, finds a fair one in the FZ1
Offer. If you are not interested in comfort in general, just exit
to the next chapter.

Scoring: Cost / Environment – Yamaha FZ1 / FZ1 Fazer

Of course in the spotlight: the Ab-
gas values. Underbid both FZ1
the Euro 3 limits clearly. That is rewarded with 28 points.
Does the hard and delayed throttle response also have something to do with this chapter? Consumption could be cheaper. Vote for it
the inspection costs.

Conclusion

The new FZ1 is a step in the right direction. Tight, direct, compact – that was the wish list. However, also an engine that hangs neatly on the gas and pushes powerfully from deep in the engine speed range. And while driving-
werk is also still room for improvement.

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