First-Class Fzr
FIRST-CLASS FZR
CW PROJECT
One man's search for the ultimate sportbiké
CAMRON E. BUSSARD
HAVING THE VERY BEST OF something is always appealing. From 1988 through 1990, the best-handling sportbike sold in America was Yamaha's FZR400, a small-bore slingshot that on a tight and twisting road could dishonor bikes with three times its displacement. What I wanted, though, was the best of the best, the ultimate FZR400. I started with a 1 989 model, a used test bike with 4000 hard, high-revving miles showing. Though the FZR’s forte is cornering, it can be made to handle even better with a couple of changes to the suspension. The stock fork and shock offer very
little in the way of adjustment, making it difficult to fine tune the suspension. Works Performance fixed that with its Ultrasport shock and Pro Series fork-tuning kit. The shock bolted right on and offered springpreload adjustments and rebounddamping adjustments. The compression damping is set at the factory, based on rider weight and ability.
With the company’s fork-tuning kit (also available in a street-oriented. standard version for $20 less than the Pro Series), a rider can infinitely adjust the front end. The kit consists of a two-spring set for each fork leg, with a threaded adjuster that allows the rider to determine when the spring rate “crosses over” from the softer, shorter spring, to the longer, stiffer one. The kit also includes PVC piping—to be used as spacers—which can be cut to length to set the initial preload. To make adjustments a little easier, I also installed threaded, spring-preload adjusters from the FZR400 factory racing kit.
Suspension installed, next on the things-to-do list was to improve the front brakes. The stock units work fine, even if they are a little deficient in feel, but 1 wanted some worldclass anchors for my ultra-FZR, real eyeball-to-faceshield stuff
Kosman Specialties supplied a pair of AP Lockheed magnesium calipers like those used on GP machinery. Kosman also sent a Lockheed variable-ratio master cylinder and a pair of its own cast-iron floating discs. Steel-braided lines completed the brake alterations, except for a trip to Senior Editor Ron Griewe’s home machine shop for a pair of billet-aluminum caliper hangers.
More upgrades came by way of Marc Salvisberg at Factory Tuning Components, who fitted the Yamaha with a titanium exhaust system made by Beet Japan and then dialed-in the carbs with a Factory rejetting kit. While Salvisberg had the bike, he installed one of his company’s shift kits, basically a recalibrated shiftdrum detent spring that makes for quicker, more positive gear changes.
Fie also mounted a gorgeous, rightside engine cover made of magnesium. Factory isn't mass-producing the magnesium covers, but does sell an aluminum cover for $ 1 50.
Anticipating increased lean angles, I added a set of Beet Japan's Superbank rearset footpegs. The beautifully finished, aluminum rearsets move the pegs about an inch to the
rear and an inch higher than the stock units. The right foot peg bolted on with no hassle, but the left required a
Mili
bit of eyeball engineering and some grinding to get it to fit properly.
I also contacted the folks at Sprocket Specialists for a conversion kit that allowed a 520 O-ring chain to be fitted to the bike in place of the stock 420.1 used a 1 5-tooth front and 42-tooth rear sprocket, then slipped on an RK GY520XO gold racing chain. And while 1 was focused on the rear of the bike, for sheer cosmetics, I installed a 1990 FZR400 Deltabox swingarm. This looks better than the old box-section arm, and mounts easily with no extra fabrication needed, though at $420, it definitely falls into the optional category.
The remaining changes to the bike were also cosmetic. 1 ordered molded front turnsignals through a friend in Japan, and tucked in the stock rear signals an inch on each side. I also shortened the rear fender for a cleaner look. The bike was then sent to Gerard Designs for its blue-and-
black custom paint.
As anticipated, the enhanced FZR is a real backroad bomber. The suspension took a while to dial-in, but it is far superior to stock, especially the front end, which now is firm, but still compliant enough to offer good
around-town manners.
With the Beet exhaust system, the 400 lets loose with the glorious roa of a muffled Superbike. T he does away with the powi broadening EX UP system.
FZR has lost low-end power, though it never really had much juice below
8000 rpm in the first place. The jetting is spot-on. allowing especially crisp carburetion from 8000 on up to
the 14.000-rpm redline. Below 10.000 rpm, the bike is sluggish, but to be honest, most of the thrill of riding a hyper-kinetic 400 is listening to the engine as the tach needle dances around 14.000.
The brakes are really something to write home about. The variable-ratio master cylinder gives great feedback; you can feather in a little braking or clamp full-on. exerting maximum stopping power while keeping the front tire right on the verge of lockup.
That braking acumen, not to mention the FZR's handling, was aided greatly by a fresh set of Pirelli MP7 Sport Radiais. We've mounted Pirelli MP7s on a variety of motorcycles, and have yet to be disappointed.
All in all. this ultimate FZR project has been a success. Each of the components has significantly added either to the bike's performance or to its styling, albeit at premium prices. But, then, the best always costs more. As good as the bike was before, it's better now, with more personality and more charm than it had as a stocker. And it can be made even better. Oversize pistons, a different cam, smooth-bore carbs, a close-ratio gearset . . . but that's a story for another time. And another bank account.
Editor's note: This is Camron
Bussard's last story for CW. as he's moved on to become editor of American Roadracing. We wish him the best. S3
SUPPLIERS
Beet Japan
4609 Martin Luther King Jr. Way Oakland, CA 94609 415/658-3345 Exhaust: $650 Rearsets: $284
Factory Tuning Components
855 San Anselme Ave.
San Anselmo, CA 94960 800/869-0497 Shift kit: $30 Jetting kit: $80
Kosman Specialties
340 Fell St.
San Francisco, CA 94102 415/861-4262 Calipers: $590 Master cylinder: $165 Discs: $550 Brake lines: $80
Works Performance
8730 Shirley Ave. Northridge, CA 91324 818/701-1010 Shock: $540 Fork-spring kit: $90
Sudco International
1824 E. 22nd St.
Los Angeles, CA 90058
213/747-5173
520 chain: $178
Sprocket Specialists
P.O. Box 577
Oregon House, CA 95962
916/692-1338
Rear sprocket: $42
Front sprocket: $20
Pirelli Tires
4520 107th St. SW Everett, WA 98204 800/922-9699 Front tire: $119 Rear tire: $160
