Yamaha Fazer8 ABS in the test

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Yamaha Fazer8 ABS in the test

Yamaha Fazer8 ABS in the test

Yamaha Fazer8 ABS in the test

Yamaha Fazer8 ABS in the test

Yamaha Fazer8 ABS in the test

5 photos

Yamaha Fazer8 ABS in the test

1/5
The new Yamaha Fazer8 ABS

Yamaha Fazer8 ABS in the test

2/5
The Fazer8 circles neutrally around the corner and lies comfortably stable on the asphalt.

Yamaha Fazer8 ABS in the test

3/5
Chic: The rear silencer has been visually redesigned.

Yamaha Fazer8 ABS in the test

4/5
The previously lax shock absorber offers significantly more reserves thanks to the adjustable rebound stage.

Yamaha Fazer8 ABS in the test

5/5
The fork is now adjustable in rebound.

Yamaha Fazer8 ABS in the test

Grumbled and blasphemed

For the 2013 model year, the Yamaha Fazer8 ABS was improved exactly where we and your opinion needed it. Or? The short test shows:

Yamaha Fazer8 ABS

What have they (and we) all grumbled and blasphemed! Undamped shock absorber, lazy fork, hardly any adjustment options: the Yamaha Fazer8 ABS had to take unpleasant side blows in the past with regard to the chassis. For the 2013 model year, the manufacturer is therefore making improvements precisely in these areas. Good thing, the touring athlete otherwise has fine genes for a balanced performance on the country road. The visual appearance alone is impressive. The typical Yamaha face with the cheeky, insect-like headlights catches the eye, the modern and slightly angular lines underline the sporty touch of the Japanese.

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Yamaha Fazer8 ABS in the test

Yamaha Fazer8 ABS in the test
Grumbled and blasphemed

The visual appearance alone is impressive

The in-line four-cylinder with 779 cubic centimeters, which is fully visible under the half-shell cladding and inclined to the front, is in the middle of the field between the powerful 1000s and the speed-hungry 600s. With 106 hp and a powerful 82 Newton meters, the four-valve engine looks good on paper, and the seat and handlebar positions offer the driver a wide range of fields of activity. Whether stretching a sporty knee towards the asphalt, brisk but casual curve surfing or a quiet long-distance stage: The Fazer can do just about anything. Lately, the fun doesn’t have to stop prematurely, even on bumpy slopes, from now on the Yamaha is no longer naked on the damping side.

The upside-down fork, which had to do without adjustment options since the introduction of the Fazer8 in 2010, is now equipped with an adjustable spring base and rebound damping. That offers noticeably more reserves – especially if you let it fly. Then the front dips into the great, precisely metered brakes including ABS when you boldly grasp the front, but does not reveal itself as a bully who rudely irons over potholes.

Once brought up to temperature, the four-cylinder runs smoothly

So the Yamaha is still comfortable. The modified spring strut, which can now be finely adjusted in the rebound stage in addition to the spring base, reliably prevents (with or without a pillion passenger) the 217-kilogram 800 model from rocking up when flattening successive bumps as before.

So here Yamaha has done a good job in all respects and optimized the Fazer in the right places. The engine remained untouched. The cold start behavior is therefore still not part of the parade discipline. The four-cylinder engine acknowledges the first few meters with a cold engine with a delayed throttle response and significantly increased idling speed. Once brought up to temperature, the four-cylinder then runs very smoothly, ensuring jolt-free propulsion from 2000 tours. The engine does not show its almost 800 cubic capacity in the lower and middle speed range, and requires high speeds for jagged acceleration. Then the row fours turn freely into the limiter.

With the slightly grayed-out BT021 tires, the Yamaha is certainly no handling miracle, but convinces with a very stable and neutral cornering. The Fazer8 ABS is clearly upgraded in the shop windows this model year.
Thanks to the new damping adjustment options, she no longer has to take side blows.

Technical specifications

The previously lax shock absorber offers significantly more reserves thanks to the adjustable rebound stage.

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, injection Ø 35 mm, regulated catalytic converter, six-speed gearbox, O-ring chain.
Bore x stroke 68.0 x 53.6 mm
Displacement 779 cm³
Rated output 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, adjustable spring base and rebound stage damping, central spring strut with lever system, adjustable spring base and rebound stage damping, 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, SECTION.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Bridgestone BT 021 “BB”

mass and weight
Wheelbase 1460 mm, seat height * 810 mm, weight with a full tank * 217 kg, payload * 193 kg, tank capacity 17.0 liters.
Two year guarantee
Colors blue, gray, black, white
Price / additional costs 9195 / approx. 170 euros

MOTORCYCLE scoring in detail: Range


Gargolov

To measure consumption, the tank must be filled to the last drop.

Range

How is it tested? What is evaluated?

Where is the tank? some motorists may forget that, but motorcyclists certainly never. On the one hand, this is due to the fact that the latter usually has the fuel cap in front of them at all times, and on the other hand, because of the much shorter range and correspondingly more frequent refueling frequencies compared to fuel-saving cars with their large tanks.

The tanks of most motorcycles hold between 15 and 20 liters; large touring bikes or travel enduros can have a few liters more. The country road consumption determined in the MOTORRAD test, mostly around five to six liters per 100 kilometers, would therefore result in theoretical ranges of around 300 to 400 kilometers, which are common values.

Theoretically, this value is given because it is hardly achievable in practice, after all, you cannot drive to the gas station with the very last drop of gasoline. When the reserve lamp lights up, the driver should look around for the nearest petrol pump, so there is always some fuel in it. The top rating of 30 points is available from a range of 450 kilometers. More is hardly desirable, because after hours in the saddle everyone will be grateful for a forced break.

Motorcycles with a range of less than 100 kilometers would not get a point. The current taillight is the Harley-Davidson Forty-Eight with 193 kilometers, while the record holder is the Moto Guzzi Stelvio with a whopping 604 kilometers.

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