Yamaha Fz6

Yamaha FZ6

.04newrides

The continuing education of the new-age sport-standard

HELLO PEOPLE—YEAH, YOU OUT THERE IN READERLAND. Listen, you come to us in search of learned opinions about new machines, the dealership demo ride these days being as scarce as common sense in Congress. So, it hurts when you don’t put our sage advice to good use. Case in point: Yamaha’s TDM850, the rallybike-meets-road Twin of 1992-93. We loved the wonky-looking critter; you stayed away in droves. Ditto the 2000 Cagiva Gran Canyon, which some smitten joumo—it may have been me-called, “The almost-perfect motorcycle.” You can be forgiven for not purchasing a GC, as Cagiva went subterranean just about then, and is only now casting off its mole-like status, but what about the Suzuki V-Strom? It finished a strong second in last year’s “World’s Best Streetbike Shootout” and our right-thinking friends at Rider magazine went as far (too far, actually) as naming it Bike of the Year, yet the Stromster has not exactly been JATO’ing itself out of Suzuki showrooms. The jury is still out on the similar-mission Ducati Multistrada, though Terblanche-haters certainly have grist for their mills (and besides, Pierre, what’s up with that Weapon-of-Ass-Destruction seat?).

Which brings us-sorry to be so roundabout-to the 2004

Yamaha FZ6. One of the lessons all of the above has taught is that many of us in search of a modem, upright-ergos streetbike prefer that it looks like...a streetbike. Yamaha

got the point with its FZ1, probably the best-selling of all the latter-day “nakeds.” The FZ6, though, is not just a downsized version. Think of it as TDM meets R1 meets R6. Yamaha sees the FZ6 target audience “placing great emphasis on the fun and enjoyment in riding a machine, and also the pleasure and pride experienced in owning the machine. They demand high technology, first-class quality, advanced engineering and sports performance-and, above all, are seeking a machine that has a strong style, unique character and aggressive street image.” In Europe, especially Italy and France, the bike is aimed at trendy twentysomethings, and will be sold in two versions, half-fairing and naked. We get one flavor, avec bodywork, projected price in the $7000 range. Said fairing, a cross between TDM and R1 plastic, plays an important role in the FZ6’s attitude. Explained a Yama-type, “While an R1 slices through the wind,

with the FZ6 we wanted the image of taking on the wind head-on and pushing it aside-we tried to ereate the feeling of a machine that attacks the air.” More ’tude arrives in the form of the twin “up-muffler” setup, the exhaust plumbing going vertical behind

the engine then running under the seat, a la the new R1. Yamaha claims the bike spent a lot of

time in the acoustics shed getting the exhaust note just right, and our photo-studio fire-up confirms that-it sounds good. Providing that ear-candy is basically an R6 motor that’s been re-cammed for more midrange. The claim

is 98 crankshaft horsepower, which should work out to something in the midto high 80s by the time it reaches the tarmac. Plenty of go for a bike that’s supposed to weigh-in at 411 pounds dry.

Helping keep weight down is the FZ’s molded-aluminum main frame. It’s cast in two halves, then bolted together at the steering head and swingarm pivot-no welds, no cross members. Rigidity comes from the engine cases, bolted to the frame at five points. The boxsection swingarm, looking very much like the ones fitted to old FZR400s, is an aluminum extrusion, though it follows R1 practice of being extra long for more consistent chain tension and less squat under acceleration.

Yamaha, a little unsure of U.S. reaction to the bike, isn’t bringing in a huge number of FZ6s, maybe 2000, expected to be in dealerships by spring. Watch for a riding impression in the next issue. As always, the rest is up to you.

-David Edwards