Menus
Arrival in France at the beginning of the year
2001, the big sister of the FZS 600 Fazer is available at
dealers since March. Three months later, she entered the "top 10"
registrations of more than 125cc in France.
A year after the appearance of the new Bandit 1200 S, it marks the will, at
Yamaha, to respond quickly and efficiently to changes in the Roadster market
(GT trend, look, displacement).
As for the 600, revised in 2000, nothing has been
left to chance and the quality is there. But the builder actually pays the
price: 69,990.00 francs for the launch of the model and nearly 72,000.00 francs per
the following. A more than consequent gap with its main rivals which gives a
serious advantage to the Suzuki.
The beauty is it worth the candle ?
A look :
The 600 Fazer suffers from an exclusive design: angular lines, atypical semi-fairing.
We like it or we hate it. Yet what could have been a serious handicap has not hurt
to sales of the model. The playful and sporty character of the engine and the handling
excellent road have been able to convince.
The FZS 1000 doesn’t just bring its owner 399 cc and 4.6 kg-m of
couple in addition. The designers at Yamaha have seriously revised their copy: erase
the weak points of the 600 and meet the competition with eye-catching styling.
From the first glance, we appreciate the subtle cocktail of sport – tourism – roadster. A
appreciable performance when you know the evolution of the Roadster clientele.
Three "solid" colors are available: black, red and crisp
"Deep Purplish Blue Metallic", showing but not too much and symbol of the brand for
2001 – 2002.
First "good point" for the fork crown. the
style is aggressive, to see frankly offensive, and pleasant. The "eyes" are
wide and slanted; the whole points forward in beak of raptor. The blanks exhibit
the name "Fazer" underlined by "1000 – Exup" to remind that
we are playing in a new category (* EXhaust Ultimate Power concerns the
exhaust valve, appeared in 89 on the FZR 1000 – otherwise there are 20 valves for this
liquid-cooled in-line four).
Second "good point", the tank: It retains the general line of that
of the 600 but the angles have been significantly softened and its height increased. The angle of
slope facing the saddle is greater and the latter goes up a little to the front. Outraged
aesthetics much more appreciable, these differences seriously improve the
crotch safety under braking and driver comfort. Two more points
reinforced by the non-existent saddle grip on the 600.
The rear trim is refined and includes the two lights
circles of the R1. The feeling of fluidity is increased by the adoption of passenger handles
profiled and painted sides.
Black handlebars and mirrors, well placed, contribute to the homogeneity of
all. The handlebars open a little wide and high above the tank, not without
remind the pilot of a big trail. On this point, it is clear, Yamaha has opted for
comfort.
Under the tank, the superb YZF R1 modified block in "brushed aluminum" shade is
clearly visible and fits perfectly into the cradle of the solid gray tubular frame
custom made metallic. The original four-in-one is very well positioned and
respect the line of the motorcycle.
The radiator of a respectable surface is discreet and seems well protected by a
front fender better designed than on the 600.
She might not do
unanimously, but the Fazer 1000 undoubtedly benefits from a modern and
pleasant, as well as a remarkable homogeneity. Getting started:Engine at rest, it is easy to step over the motorcycle. The crutch
lateral allows a good inclination; a significant point compared to its small
sister.
In the saddle, we feel that we are dealing with a "cube". The seat is wide and
comfortable, but raises the legs, which may interfere with small sizes. Alone,
the stop becomes acrobatic below 1m68. During our test, we judged –
on piece – the height just acceptable for an experienced woman of this size.
The position is rather straight (a 1.80m pilot leans 15 to 20 ° forward with
flexible arms). As on the 600, handles and controls fall naturally under the
hands.
You immediately feel at ease on the Fazer 1000. The 235
Kilos with the full give a feeling of balance and stability and not of
heaviness. Obviously, the distribution of the masses has been careful. The saddle offers this
where it is needed, where it is needed and has a non-slip embossing.
The dashboard, very complete, faces the manhole, well sheltered under the head of
fork. Speedometer digits are really small, but still readable.
The generosity of the equipment quickly makes us forget this defect: digital clock on the
tachometer, partial double on the odometer, fuel gauge and warning light
reserve, water temperature and oil level warning lights, electronic self-test,
orange hands on green backlit background.
On the controls side, we find the endowment of the 600 with the judicious hazard lights
and an easy-to-dose starter. Everything is flexible and silent.
The side stand retracts and sets up easily. A small test of the
Centrale gives me balm in the heart: it lifts by itself! and yet I really did
nothing like a sumo.
As it’s time to get down to business, we take one last turn by folding
the legs (it is better for the vertebrae). The wheels are fitted with Metz 4 (120/70
at the front and 180/50 at the rear), a tire without history and nothing more. Distrust of
rigor during the first hundred kilometers, especially in the rain or the tire duo
rear / torque might surprise. The brakes are those of the 600, inherited from the R1
(double disc at the front and single at the rear), but with harder pads.
We are confident. The footrests, well placed, are dressed in rubber as
for the pilot than for the passenger. The rear brake control is generous, the
classic gear lever. Nothing exceeds everything has obviously been thought of
seriously from the initial conception. The aluminum supports of the rear cleats
offer attachment points for straps and bindings, as well as the part
posterior side handles. Under the saddle, the place is spartan, but we case
the U in its dedicated space, a rain over-suit, light gloves of
spare parts and maintenance book.
The ground clearance leaves room, we can attack on the angle without complex.
I get back into the saddle. The power plant returned without a hitch. The machine is easy to maneuver
without motor, hip or duck.
Last remark before switching on the ignition, the protective bubble seems modest for
an "S" roadster; to be continued ..
Contact, self-test of a second and a half, starter advanced by a quarter and on
cranks the starter. The four cylinders respond present. After a little minute,
the tachometer needle takes off. A gas stroke to 3/4000 and sus to the starter. the
dealer recommended that I let it heat up at the start ‘until the start of the
fan. The latter is apparently programmed to signal that everything is OK (side
engine obviously) to drive. I still stay a bit at a standstill: no vibration
untimely, idling is stable and discreet. Two more gas shots for the vote
"sound" of the team. Like the 600, the sound is angry, but it has more trunk.
Unanimity: It’s melodious and discreet.
I go first and let myself be gently pulled by the couple until
stop on the national 90, 30 meters further. At a slow pace, from the first laps of
wheels, it is stable and easy to handle.
Suddenly, rather than putting on the asphalt, I cross the parking lot (grass and gravel)
for a handling session. Standing on the toe clips, saddle wedged between the knees,
I send the handlebars to a stop on one side, then the other and request a few stops to
the balance. The first is a bit long for this exercise, but compensating for
the clutch the Fazer confirms: it is a treat of agility. I would have liked to have a machine
the same when I passed my license in .. hum .. just before the opening of the FM band to
"free" radios, a little after the disappearance of the dinosaurs.
The box is a bit firm on the first, but the clutch doesn’t stick. The handle
throttle allows fine and progressive dosing, the brakes are easy to control, which
is preferable with the equipment of the R1.Bref control of the tires, and here I am on the national one. On the premises of
the test, the latter first offers a series of laces at 170 °. The coating
is clean and the visibility is very good.
Driving therefore consists of a series of strong accelerations and braking
punctuated by the winding of each turn; all uphill or downhill.
In this game, the 600 Bandit remains the most uncomfortable, needing to be held high
in the laps and not benefiting from the bluffing braking of the 600 Fazer. The 1200
Bandit is much more suitable thanks to its couple; less efficient under braking
than the 600 Fazer, it redoes its handicap at the end of a bend.
The FZS 1000 makes everyone agree by offering the best
torque – braking compromise, both a little higher than those of the 12 Bandit
S, to which are added an unparalleled agility and a very high tolerance to
coating imperfections; the suspension is remarkable. The engine a little sharp
still requires playing with gear ratios.
In touring driving, the 1000 Fazer and the 1200 Bandit are on an equal footing with an advantage for
the Bandit, especially as a duo and in terms of protection.
Braking is less typical on the 1000 than on the 600 Fazer. If the front shows
still as effective, it is easier to dose. The rear is, for its part, a little
more biting, its performance may surprise regulars of the 600 of which it is
practically impossible to block the wheel. 
There are two advantages and not the least: on the one hand, as a duo, the
passenger is significantly less abused; on the other hand it is possible to better manage the
distribution, both in sporty driving and on uncertain surfaces.
After fifty kilometers of winding road, I join the twice
two lanes then the A46. On expressways and highways, the Fazer 1000 is at ease.
Healthy, stable and comfortable, it nevertheless suffers from its totally unsuitable bubble
at high speeds (ErMax, for example, offers an aesthetic model and really
efficient which does not distort the general line: essential purchase for
rollers). The mirrors offer a very good field of vision and do not vibrate when
sustained speed
.The torque and linear distribution of power allow just about any
maneuvers in 6th gear from 80 km / h. Below 120, we can apply for the 5th and
4th, see 3rd for an orbiting with the maximum power – 100 CV –
developed at 10,000 rpm (red zone at 11,500 rpm – 12 Bandit: 100 CV at
8,700 rpm; maximum torque 9.5 Kg-m at 4,500 rpm).
The torque is omnipresent from 1,800 rpm, and reaches its value
ceiling of 10.8 kg-m at 7,500 rpm. Concretely, this translates into a
very frank acceleration from 3,500 to 8,000 rpm (3.3 s from 0 to 100 km / h),
then strong from 8,000 to 11,000 rpm. The 130 km / h are maintained around 5,700
rpm in 6th.
We always have resources for overtaking or avoiding. The engine, at
like the cycle part and the brakes, contributes to the feeling of safety and
ease provided by the motorbike.
The 12 Bandit is best served at low and medium revs with less torque.
important but available faster and equal maximum power released
1,300 rpm lower.
During the tests, it was necessary to line up 230 to 280 kilometers, depending on the type
to see the reserve warning light come on. Total autonomy in use
tourism is greater than 300 kilometers with the 21 liters of the tank. The full is
done without a hitch, provided you do not open the pump wide and dose on the
end. The average consumption of 6.5 l is significant.
At night, the headlights, in very clear progress compared to the
600, provide good lighting. The larger surface, the double code, and the reflectors
effective contributors to this result. It will be noted that the abandonment by Yamaha of the
single crossing (or one-eyed) reinforces the aesthetics and visibility of the motorcycle during the day.
The Bandit S still retain the advantage after dark.
The pilot’s comfort is appreciable, but it is not always easy to find the
marks for his legs against the tank. Suspensions offer a compromise
excellent and are adjustable according to the load. The saddle left me no memory
unpleasant unlike that of the 600 Fazer, slippery and hard. The footrests are
further back than on the 12 Bandit and that’s better.
On the passenger side, opinions are divided. The surface of
saddle, its grip and its thickness are able to satisfy everyone. Handles
sides offer a pleasant and natural grip; yet they confuse during
strong acceleration and braking. Too far forward (in line with the passenger) they
make compensation more complicated. The toe clips are not too high and the
position of the legs is, at the same size, substantially the same as that of the pilot (+1.5
cm at the feet). On the exhaust side, we appreciate the protective heel rest.
While comfort is not ideal, the 1000 Exup defends itself on this point. The 600
Fazer is clearly behind, the Bandit S are more comfortable.
Conclusions:
There are two ways to drive this Fazer: touring, focusing on torque and
medium revs (between 2,000 and 7,000 rpm), or sporty, on the attack and higher in
towers. I have heard and read here and there that the Fazer 1000 was a sportswoman in disguise.
This is not exactly my opinion: it is a versatile modern roadster offering, like the
Bandit 1200 S, what is expected of this type of machine; that is to say sensations in
solo (and here everyone has their aspirations), a certain comfort in duo and on course
extended, as well as a real personality.
Its remarkable handling and torque also make it a very pleasant motorcycle.
city. Finally, and not to spoil anything, it will indeed prove to be an excellent
mount for forays on closed circuits, even if it does not pretend to compete
with the YZF R1 or Suzuki GSX-R 1000 on this terrain.
It is likely that her unofficial sports ranking is due to her personality: A
generous four-cylinder engine that takes off very readily in the towers, a
unusual agility for a 1000 and an aggressive design but without real character.
This bike is playful, safe and pleasant, just like its younger sister.
The concept of roadster has broadened considerably since the birth of the genre under
the impetus of the Yamaha V-MAX and especially of the Ducati Monster. There are road cars
sports cut for the ballad and the eyes, from the originals to the big bad look,
"retro", unspeakable, false ultra-efficient old-fashioned,
good road, etc. The engines are as varied as the styles, with a
predilection for angled twin cylinders on the European side and a more oriented offer
four in line original super-sport in Japan.
For my part, I like to make myself really happy without causing a riot each time
"refueling" stop. My pleasure is in no way linked to the eyes of others.
Versatility, comfort and reliability are my main criteria of choice. The
Japanese "S" roadsters meet these aspirations perfectly. The Bandit,
whatever its displacement or its type is a true living legend. Suzuki knew
make it evolve and rivalries with Yamaha and more recently Kawasaki (ZR 7 and ZRX
1200 S), maintain a competition that benefits us all by stimulating
frequent evolutions, both in terms of pure pleasure and that of versatility or
still quality. The FZS 1000 is just one more step in this process, but a
very nice stage.
The Fazer has carved out a solid reputation as a reliable and particularly efficient motorcycle.
and a fiery temperament with the model 600. The big sister does not usurp her place
in the family. It is more sporty, the Suzuki Bandit 1200 S more road.
to acquire one rather than the other is a personal decision, not necessarily easy
for newcomers. A full test at a dealership therefore remains
determining.
It will be understood, the Fazer 1000 is an alternative
very seductive. Easier than the 600, it remains nonetheless reserved for pilots
experienced.
Do these many qualities justify its price of 14,000 francs higher than the
1200 Bandit S? It’s possible.
But passing the 70,000 franc mark will probably be a drag for many.
Either way, both bikes will provide their owners with a real
satisfaction. 
The technical sheet and the power / torque curves
comparative
An essay by Franz Robert
Related articles
-
Honda Varadero 1000 XLV motorcycle test
Maxi-Trail with a road vocation The Honda XL 1000 V Varadero, which appeared in 1998, is the heir to the famous Africa Twin … but the manufacturer has…
-
Yamaha XJR 1300 motorcycle test
The arsouilleur grenadier The XJR is one of the old and big roadsters just like the Bandit 1200 and the ZRX 1200 which cut their teeth and proved their…
-
Kawasaki Versys 1000 S Grand tourer motorcycle test
Daily test for fifteen days 1,043 cm3, 120 hp at 9,000 rpm, 102 Nm at 7,500 rpm, 257 kg, 15,099 euros (17,099 euros Grand Tourer version) This bike, to…
-
Honda CBF 1000 ABS motorcycle test
The Honda CBF 1000 is the big sister of the CBF 600, which appeared in 2006. Apart from a slightly larger size, the two models are aesthetically very…
-
Suzuki GSX-R 1000 motorcycle test
A friend who wants you well First appearing in 2000, the GSXR 1000 will quickly establish itself as a sporting stallion for a long time. But in the face…
-
Alone in the world Single cylinder VVA of 124 cm3, 15 hp and 11.5 Nm, 140 kg full made, 4,599 euros Today, when you want to ride a vintage / retro /…
-
Yamaha Fazer FZ8 motorcycle test
Ho-mo-gene! (finally) Poor Yamaha FZ-8. When it arrived on the market in 2010, the new mid-size roadster from the tuning forks firm had all the assets…
-
Yamaha 600 Fazer FZS motorcycle test
Launched almost 3 years ago, the Fazer 600 immediately made a real tobacco in a market previously dominated by the Bandit 600. Since then, the Fazer…
-
Yamaha Tracer 700 GT motorcycle test
Joys of possibilities Twin-cylinder in-line, 689 cm3, 74.8 hp, 68 Nm, 200 kg all full, available in A2, 8,999 euros. The Yamaha Tracer 700 Gt! Here is a…
-
200 hp at 13,500 rpm, 112 N.m at 11,500 rpm, 199 kilos with full fuel, from € 18,499 Is the Crossplane engine an advantage in road use ? Even if the…