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YAMAHA FZR600 Fine tuning becomes an art

SOME THINGS ARE HARD TO make better. Sure, Tolstoy could have written shorter novels, or Shakespeare just one more play, but when you’ve already done your best, it’s tough to make improvements. That’s what Yamaha has discovered with its FZR600, undeniably the finest 600cc sportbike in the world.

So, how do you make the best bike in its class better? Well, not very easily, as it turns out. Just after announcing its new-model lineup for 1990, Yamaha invited a few journalists out to Willow Springs Raceway in Rosamond, California, to ride a 1990 prototype FZR600. When we arrived, there were three machines, each set up a little differently. It seems Yamaha was a bit unsure of a few of the final details, and was looking for comments on changes made to the bikes.

Of the three bikes we rode, only one appeared to be fully up to 1990 specifications, and as for some of its details, Yamaha was reluctant to get really specific. Nonetheless, we can tell you that the new FZR will be significantly improved.

The mostapparent change is in tires. It turns out that the 1989 FZR originally was designed to come with radial tires, but was sold with bias-ply Pirellis as a cost-saving measure. Now, Yamaha believes the customer will pay more for better rubber, likely to be Pirelli MP7s or a new Dunlop radial. Yamaha also fitted the FZR with a half-inch-wider rear rim, something that production roadracers have been calling for. Compared to last year’s bike, the radial-tired machine was more stable in the corners, offered substantially better traction and gave better feedback at all times. The bike did not move around as much during transitions, and could be cornered harder, with more confidence.

To go along with the upgraded rubber, the 1990 FZR gets a stronger front brake, as well. The 1989 bike had double-piston calipers, but for 1990, four-piston calipers handle the stopping chores. On the bike we rode, the four-piston unit was a little vague during the initial portion of its lever travel, but as we pulled harder, the brakes came on strong, slowing the bike quicker and with more control than the older units.

And that’s about it for the improvements. We were told that the engines would not be changed in any significant way, other than the California models getting revised cam and ignition timing in response to that state’s emission standards.

It’s easy to see why no other changes were needed. This bike is by far the quickest and fastest 600cc motorcycle ever produced. It is also one of the best handling, which explains why the chassis has remained virtually untouched. As we said, some things are hard to make any better. About the only thing Yamaha could do to improve the FZR was to put on the tires it was supposed to have in the first place, then give it the brakes it deserved. With these changes, the bike becomes a better streetbike, and an even better production racer.

Tolstoy couldn’t have done it better. —Camron E. Bussard