Tuning: LKM-FZ1

Table of contents

Tuning: LKM-FZ1
Yamaha FZ1 Fazer


Tuning: LKM-FZ1

Tuning: LKM-FZ1
Yamaha FZ1 – rebuilt by LKM

It will appear again in a moment, this nasty place. In five seconds it will show whether Mister LKM, Hennes Lohr, has not only done his homework properly, but has also done the Yamaha FZ1 perfectly. Shift down to second, push down slightly over the handlebars. The combination of wide handlebars and the mounted Michelin Pilot Power is fantastic.

Rolf Henniges


As light as a 600, the LKM-FZ1 descends, following the pilot’s intentions and line of sight. Hard braking through two potholes – the suspension, which is equipped with fork springs and strut from SO-Products, cannot be disturbed by this, keeps both wheels firmly on the ground and simply filters the bumps away. It has to be.

Lean change, sharp right bend, down into the first. And load through. The first gear is geared up to 130 km / h. Five violent bumps in a row shake the thousands of Yamaha. The front wheel becomes light. Very easy. For a short time the driver forgot to breathe and clenched himself on the handlebars. But the steering damper has everything under control.

The production FZ1 hit the handlebars wildly in exactly the same place a few weeks ago. In general, an LKM-FZ1-Fazer behaves completely differently than its serial counterpart. And that is mainly due to the engine. Background: For the naked bike cracker FZ1 Has Yamaha dragged the high-revving R1 motor from the parts shelf and reconfigured it. The crankshaft is heavier, the compression is lower, and the valve timing has been designed to be tamer. These measures should conjure up a highway robber from the racing unit. But something went wrong. In the FZ1, the engine turns more slowly and not as high as in the super sports car. The naked woman was also unable to gain torque as desired. The FZ1 lags behind its athlete sister in terms of both acceleration and torque and also spoils the joy of driving with a very rough throttle response.

A case for Hennes Lohr. In order to eradicate the shortcomings of the FZ1, he dismantled the four-cylinder down to the fuselage and gave the high-tech unit a fine-tuning, drawing on over 30 years of experience (see interview). Lohr’s refinements in the cylinder head area optimize flow and improve the filling of the cylinders. The meticulous gauging, the perfect coordination of the four cylinders with each other increase the smooth running. Precise valve clearance in connection with exact
The icing on the cake is the setting of the control times using elongated holes in the camshaft gears. The hardware measures are supported by Tuner Lohr by intervening in the control unit and playing a new, fine-tuned mapping on the Yamaha control unit. The result is not only measurable, but also tangible.

The thousand-footer hangs wonderfully gently and directly on the gas, immediately converting the injection commands into forward thrust. The damned load change reactions have almost disappeared, the engine has increased significantly in performance. An original FZ1 test machine last pressed 148 hp on the MOTORRAD test bench. The LKM-FZ1 delivers 166 hp. Above 4000 rpm, the tuned machine has stronger muscles, especially the torque plus in the middle range enhances the engine. While with the series FZ1 you often have to help with the clutch in tight radii, the LKM-FZ1 draws a clean line there without the use of a finger. While retaining the standard silencer, Lohr specifies 161 hp for his engine tuning and demands 1450 euros for the measures described. It should be three more horsepower with a slip-on rear silencer from Bodis or Akrapovic, and six with a complete Akrapovic system.

The even better news: the motorcycle remains TuV-compliant. and LKM gives a two-year guarantee. Regardless of whether the customer puts his machine a few thousand kilometers in the yard, buys a new vehicle from him or delivers it.

Conversion info LKM-FZ1

Base: Yamaha FZ1, water-cooled four-cylinder four-stroke in-line engine, 150 hp at 11,000 rpm, 106 Nm at 8,000 rpm

Engine tuning, 161 hp, 1450 euros
(Motor dismantling, cleaning parts, burning-
Glass blasting rooms and valves, enlarging valve seats, widening channels, milling and smoothing for streamlined flow, modifying combustion chambers and gauging them to the same size. Change the gap between the piston crowns and the combustion chambers. Adjust compression of all cylinders and increase slightly. Timing for more valve overshoot-
Adjust the application. Adjust valve clearance. Modify injection and engine management)

Other extras
Bodis slip-on exhaust with TuV 449 euros
SO shock absorber 967 euros
SO fork springs 115 euros
SO steering damper 361 euros
Braking wave brake discs 560 euros
AFAM sprocket 59 euros
Yamaha belly pan 344 euros
LSL handlebar with weights
and clamping blocks 159 euros
LSL steel braided lines 109 euros
Gilles Tooling chain tensioner 170 euros
Gilles Tooling footrest system 360 euros
Mirror set with holders
and carbon cover 118 euros
License plate holder / mini indicator 79 euros
Special paint 499 euros
Hehl Racing axle crash pads 40 euros

Price test motorcycle: 14,900 euros (including a new base vehicle for 9,690 euros)

Contact: LKM-Tuning, Gimmersdorfer Strabe 83, 53343 Wachtberg, phone 0228 /
316631, Internet: www.lkm.de

MOTORCYCLE measurements

Top speed * 252 km / h

0-100 km / h 3.4 (3.5) sec
0–140 km / h 5.0 (5.2) sec
0-200 km / h 8.8 (9.8) sec

60-100 km / h 3.9 (4.2) sec
100–140 km / h 3.5 (4.0) sec
140–180 km / h 4.0 (4.8) sec

Bracketed values ​​series model

Interview with Hennes Lohr, head of LKM

What do you think is why the Yamaha FZ1 struggles with engine tuning problems ex works?

The design is not optimal, because the extremely short-stroke R1 engine, model year 2005, which has been trimmed for its new field of work mainly by tamer camshafts, serves as the basis. That is not enough to generate the broadest possible usable speed range. When tuning the FZ1 engine, I was able to fall back on numerous test bench tests with the R1 engine. As a result, it was possible to optimize the intake flow in the lower speed range without having to forego high peak performance. The gentler development of strength came about on its own. A manufacturer of high-volume motorcycles cannot do this kind of manual work.

They only tune four-cylinder. why?
On the one hand, four-cylinder in-line engines are among the most robust engines on the market; their structure is simple and effective. On the other hand, it is also linked to a certain tradition. Because when LKM was founded in 1983 and immediately celebrated success with racing tuning, only four-cylinder in-line engines were really capable of winning in superbike races. So we always did what we did best: build stable and fast four-cylinder in-line engines. They don’t always have to come from Japan, we also drive MV Agusta engines to maximum performance.

The tuning measures you carry out are TuV-compliant. How is it possible to increase performance while complying with the Euro 3 standard??
We optimize the engine, we don’t completely rebuild it. Better cylinder filling through improved flow technology increases effectiveness and performance, but in most cases not consumption. This is why our tuned engines are often more economical, emit less carbon dioxide and comply with all other pollutant limit values. A lambda probe remains integrated into the engine management as well as a catalytic converter. Our combustion chamber optimization and the variation of the compression ratio are also not relevant for pollutants.

You instantly grant a 30 percent discount on engine tuning…
By moving from the Bonn city area to a business park at the gates of the federal city, we were able to improve work processes and are now able to pass this advantage on to customers. Whether we can keep this offer also depends on the general price development.

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