Yamaha Fzr1000
CW TEST
YAMAHA FZR1000
Not perfect, but not far off
WHOEVER SAID YOU SHOULDN’T MESS WITH A good thing obviously wasn't speaking to Yamaha.
Introduced in 1987 and the recipient of a serious upgrade in 1989, Yamaha’s FZR1000 has reigned as the king of big-bore repli-racers, thanks to its combination of linear power delivery and damn-near-unflappable handling. Sure, Kawasaki’s ZX-1 1 can outrun a cruise missile, and Suzuki’s GSX-R 1100 has torque enough to raise the Titanic; but when the pace quickens and the objective is to untangle the most-knotted roads, neither of those two can match the FZR1000.
And that was before it was improved.
For 1991, Yamaha’s top-of-the-line sportbike has been blessed with just enough refinements to all but insure its position at the head of the class. Echoing the changes made to its closest competitor—the GSX-R 1100—the FZR’s additions can mostly be found at the front end. Most obvious is the new slant-nose fairing, designed to mimic that of Yamaha’s YZR500 grand prix racers. Yamaha saw the light, aerodynamically speaking, and downsized the upper fairing by replacing last year's dual-headlight configuration with a single, flush-mounted unit. Though it would seem that the halving of available candlepower might hinder nighttime vision, the FZR’s halogen lamp is bright enough to burn holes through walls.
Next most obvious is the new inverted fork. While we don't recall any problems with flexing on the previous FZRlOOO’s traditional 43mm fork, the new Kayaba—with stout. 41mm lower sliders and rigid new triple clamps— virtually eliminates any possibility of such an occurrence. The fork is adjustable for spring preload only, accomplished by turning a nut atop each fork tube with the sparkplug wrench included in the under-seat toolkit; the adjusters are scribed for easy reference. And due to their proximity to the ground, the chromed sliders of upsidedown forks are extremely vulnerable to nicks caused by road debris, so the Yamaha's sliders are protected by a new, wraparound fender.
Moving rearward, one's eye is drawn toward the large, aluminum castings welded to each of the twin frame spars, to which the rear subframe bolts. These swoopy new pieces replace the more-vertical parts previously employed, and are now left exposed rather than covered by bulbous bodywork. Redesigned sidepanels accentuate the change, joining the new tailpiece and taillight fora slimmer waistline and a cleaner look. Also improving the FZR's appearance is its new color scheme, a tasteful white with blue and charcoal gray.
As before, the FZR is powered by Yamaha's proven Genesis engine, a 1002cc liquid-cooled dohc inline-Four, with its cylinders inclined forward 35 degrees from vertical to give the four 38mm Mikuni flat-slide downdraft carburetors a straighter shot at the intake valves. The FZR also boasts five valves per cylinder—three intake and two exhaust—for more efficient cylinder charging and scavenging. The only Four with as many valves as the FZR 1000 is its 750cc stablemate, the limited-edition, race-oriented OWO1.
Changes to the powerplant for '91 are few, and are aimed at improved reliability and serviceability. Cooling efficiency has been upgraded by increasing the size and capacity of the radiator (now 1.6 inches taller, with four more cores), and by the addition of a collar beneath the oil filter through which coolant is pumped on its return trip to the radiator. The oil filter itself is now of the automotivestyle, spin-on cartridge variety, and is easier to access because the fairing now comes offi without first having to remove the turnsignals.
Fuel is supplied to the carbs by an electric fuel pump, and incoming air is delivered to the airbox via Yamaha’s FAI (Fresh-Air Intake) system. This arrangement draws cool, dense air from slots in the nose of the fairing, then routes it through plastic ducts that pass through holes in the twin frame spars to a large airbox located beneath the fuel tank. Exhaust gases are dispensed by a 4-into-1 system that incorporates EXUP (Exhaust Ultimate Powervalve). Yamaha's variable exhaust-tuning concept. Basically. EXUP involves an electronically controlled servo motor, located beneath the seat, which uses cables to regulate the position of an internal valve just behind the exhaust collector, thereby altering back-pressure in accordance with engine rpm. Yamaha claims the system broadens the powerband and increases fuel mileage, while reducing emissions and quieting the exhaust at lower rpm. The pipe culminates in what probably is motorcycling's largest muffler—this year refinished in a metallic-gray titanium coating, minus the large, embossed EXUP logo found on previous versions.
Only a momentary touch of the starter button is needed to bring the big FZR to life, and almost immediately thereafter, the choke can be shut off and the bike ridden away without any balking. Equally user-friendly is the fivespeed gearbox, which owns the slickest action of any Yamaha sportbike in recent memory. Some engine vibration can be felt through the grips, but it's never debilitating or strong enough to blur images in the mirrors.
Power is smooth and carburetion crisp from just above idle to the 1 1.500-rpm redline, though there is a hint of more-spirited acceleration from around 6000 rpm and a small but noticeable top-end rush beginning at 8000. This is not to imply that the FZR's engine is mild: with nearly 140 horsepower on tap. quite the opposite is true. It's just that the delivery of power is deceiving. The FZR never cuts loose with a sudden salvo of acceleration. Rather, it pulls steadily and relentlessly, never letting up. never flattening out. always tugging at the rider's arms. Straightaways have a habit of rapidly disappearing under the FZR's onslaught.
Like most repli-racers, the FZR forces its rider into an uncompromising crouch, with low. narrow, clip-on handlebars and high, rear-set footpegs. While a bit uncomfortable on long rides, this position is perfect for strafing apexes, and less cramped than that of the GSX-R. The seat is flat, wide and supportive, and comfortable enough for extended excursions. The riding position is proportioned for taller people, with a long reach to the handlebars that encourages chest-near-the-tank riding.
Indeed, for really aggressive sport riding, the FZR rewards a full roadrace tuck with high-speed handling that's nigh-on perfect. It's much like an all-out racebike: The faster it goes, the better it works. It bends into corners with only a light push on the bars, and once on-line it feels as firmly planted as a California redwood. But despite being supremely stable at all times, it still is quite willing to change lines in the middle of a corner.
Much of' that handling excellence is derived from the stiffness of' the FZR's chassis, built around an aluminum Deltabox frame and swdngarm. The frame uses no downtubes, instead employing the engine as a stressed member for greater rigidity, a lower center of gravity and less weight. Massive castings at the steering head and swingarm pivot are welded to a pair of huge frame spars which wrap around the cylinder head, cradling the airbox, carburetors and fuel tank.
Out back, the swingarm is mated to a single, remotereservoir shock that works in conjunction with Yamaha’s Monocross linkage and is adjustable for preload and rebound damping. Changes in preload are carried out by turning the hex nut and locknut at the shock bottom with the handy wrench included in the toolkit; varying rebound damping is a no-tools affair, achieved by twisting a knob within the shock’s lower clevis.
There are no damping adjustments at all on the new fork, but the damping rates as delivered are spot-on for the majority of riders. Anyone who cranks up the front preload beyond the stock setting (the second of seven reference marks) may notice a slight shortage of rebound damping—in which case, a switch to heavier fork oil is needed to keep the front end from extending too quickly after hitting sizable bumps.
That minor suspension shortcoming notwithstanding, the big Yamaha never loses its composure. Credit some of that to its wide (3.5-inch front and 5.5-inch rear), l 7-inch, three-spoke alloy wheels and grippy Pirelli MP7 radiais. Equally impressive are the FZR’s dual, four-piston front calipers that grasp huge, full-floating 12.8-inch rotors. That combination makes stopping the FZR a oneor twofinger proposition, and easily hauls the FZR down from the l 60-plus-mph top speeds it’s capable of attaining. The twin-piston rear brake, which uses a smaller, 10.7-inch disc, is not as impressive; it tends to chatter, even under moderate braking.
If the rear brake is unimpressive, so be it; the remainder of the Yamaha more than makes up for that one imperfection. This is a sportbike like no other, one that leaves even inveterate speed junkies slack-jawed and searching for superlatives. For the past four years, the FZR 1000 has defined the cutting edge of large-displacement sportbikes.
The edge just got sharper. gg
YAMAHA FZR1000
SPECIFICATIONS
$8749
Yamaha Motors Corp., U.S.A.
I THINK I NEED A NEW PRESCRIPTION for eyeglasses.
After spending a full weekend riding the Yamaha FZRIOOO on Southern California’s best canyon and mountain roads. I’ve got a serious case of eyestrain. What it’s from. I’m not sure. Perhaps it’s from all the squinting I did, trying to discern whether those dark objects at the roadside were California Highway Patrol cars. Maybe it’s from constantly looking up, scanning the skies in search of the CHiPs ’copter.
Or maybe I strained my eyes trying to pick up all mv usual braking points, not an easy task when the FZR had me scurrying into turns with a few more mph than usual. Possibly my eyes were overtaxed by the Yamaha’s knack of making long straightaways very short, which had me peering way, way down the road to see where the next corner was.
Whatever the reason, failed vision is a small price to pay for a bike this good.
—Brian Catterson, Associate Editor
WHEN I WANT TO GO FOR A STREET ride, I usually shy away from outright repli-racers: My 51-year-old body has a tough time molding itself into the proper sport-riding form. But I can put up with a little pain when the bike is as exciting as the FZR 1000,
In fact, if I’m on the Yamaha and the ride includes some twisty roads, I’m as happy as an old sourdough who’s just unearthed a gold nugget the size of a baseball. Fast, sweeping corners at seemingly preposterous lean angles leave me wondering if I’m half as capable as is the FZR. This bike is rocksteady when heeled over and its line-holding precision is incredible.
Then there’s that w'onderful engine. A smooth, controlled rush of power from this five-valve Four can be counted on at almost any rpm in any gear. Hold the throttle open, even for a few seconds, and where you wanted to be quickly becomes where you once where.
All-day comfort? Nope, not this bike. Well, unless you happen to spend all day in the twisties, that is.
—Ron Griewe, Senior Editor
Wow. I’VE JUST COME BACK FROM A ride on the FZR 1000, my first ride on one of these in about six months. In that time, I’d forgotten the fierce beauty with which this bike does its job. I’d forgotten how silky smooth all its controls feel, and how attractively finished it is. I’d also forgotten how uncompromising its riding position is, and how useless those silly little mirrors are. But mostly, I’d forgotten how stinking fast it is. I’d forgotten how much a hero that chassis-terrific last year, but even better with the new fork—makes me feel. If you live where the roads are laid out in grids and the only corners are found where two roads intersect, this might not be the ideal machine. Where I live, though, there are mountain roads endowed with a voluptuous supply of curves, and this is the sort of territoty the FZR 1000 was born for.
All I can say about this bike, after a ride through those curves, is, “Wow.” —Jon F Thompson, Feature Editor
