Yamaha Fz1

CW FIRST RIDE

YAMAHA FZ1

All-new and awesome 111'l in alloy

BRUNO DE PRATO

A LL HYPE ABOUT “NEW-STYLE” V-TWIN standards aside, there’s nothing much .wrong with a good old-fashioned across-the-frame Four wrapped in a rational riding position, especially one like the new Yamaha FZ1 that’s been taken to the nth degree.

Yamaha’s super-standard can trace its roots to the midEighties FZ750, the Daytona 200-winning sportbike that projected the Tuning Fork Company into a position of leadership in both technological advances and all-out performance. From the FZ750, the FZ1 inherited its 20-valve cylinder head, through which the latest version of Yamaha’s big-bore inline-Four breathes. Nothing says Yamaha better than this unique distribution/induction system. Through the years, the five-valve-per-pot design has changed; now, it powers an all-new FZ1 that, in Europe, will be offered in two versions: faired and naked.

Both bikes share the same chassis and engine; only the cosmetics differ. Compared to last year’s bike, frame geometry, structure and weight bias are completely changed. The previous tubular-steel frame is gone, replaced by a cast-aluminum, twin-spar design that, in typical YZF-R1 fashion, employs the engine as a stressed member. It is also lighter and much stiffen Vertical and lateral rigidity were increased by 470 and 410 percent, respectively, while torsional rigidity is up by 140 percent.

That aluminum-spar construction, and its tighter integration with the engine at the upper mount, also contributed to making the frame 3.5 inches narrower than its previous

tubular counterpart for a more comfortable and tighter riding posture. But what counts most is that, within a basically unchanged wheelbase spanning 57.5 inches, weight distribution was tipped toward the front of the bike.

This was achieved in part by fitting a cast-aluminum swingarm that is 1.8 inches longer than the old one. Steering geometry was revised, too, with rake reduced from 26.0 to 25.0 degrees. Offset triple-clamps were also adopted, yielding a substantial trail of 4.3 inches. Finally, the engine was moved 0.8-inch farther forward. To provide clearance for the front wheel when the fork is fully compressed during braking, a racing-style curved radiator with twin fans replaces the previous flat cooler. Yamaha claims that, with a rider aboard, distribution is 51 percent front, 49 percent rear.

Front suspension consists of a 43mm inverted fork featuring separate damping functions: compression on the left and rebound on the right. This is not a new idea, having been pioneered by Marzocchi in the 1980s with the “45 Magnum.” The results were controversial back then, since a substantial axle is necessary to eliminate misalignment of the front wheel brought on by the two legs not working in perfect unison. Yamaha has solved the dilemma by using a large, 25mm axle. Rear suspension is based on a link-actuated monoshock combined with the aforementioned swingarm. Here, the axle is 32mm.

Another significant improvement comes in the braking department. Twin 320mm front brake rotors clamped by four-piston calipers replace the previous 295mm discs. The FZ1 rolls on radial tires, a 120/70-17 front and 190/50-17 rear. Claimed dry weight for the U.S.-spec half-faired model is 439 pounds.

In R1 trim,

Yamaha’s lightweight, compact, 998cc inline-Four is one of the hottest-performing engines on the market. Though detuned slightly for use in the FZ1 (milder camshafts, compression reduced from 12.4:1 to 11.5:1), it remains an

impressive performer, producing a claimed 150 horsepower at 11,000 rpm and 78 foot-pounds of torque at 8000 rpm.

To smooth throttle response and make the powerband more linear, particularly below 3000 rpm, the crankshaft got 40 percent more flywheel mass. R1-style forged pistons and fractured connecting rods keep alternating masses and related secondary imbalance low. To optimize the cylinderhead airflow, Yamaha developed a “sub-throttle valve” that controls a secondary air duct. The engine inhales through the Rl’s 45mm throttle bodies and exhales through a threeway-catalytic-converter-equipped, 4-into-2-into-l stainlesssteel exhaust system that includes Yamaha’s tried-and-true EXUP backpressure-control system. A powerful 32-bit ECU manages all these complex functions.

Shifting is handled through a six-speed gearbox sporting R1 ratios in first through fourth gears. Fifth and sixth are taller for more relaxed highway cruising.

Like its predecessor, the new FZ 1 has a comfortable, rational riding position. Seat height was lowered by 0.2inch, to 32.1 inches. More importantly, the rider sits 2 inches farther forward. Moreover, the handlebar is closer to the rider and nearly an inch lower. Combine that with footpegs that are more than half an inch higher and nearly an inch farther back, and the result is a natural, forward-leaning riding position. Even at high speeds, when the pressure from the wind is at its greatest, the rider feels well in command. High marks also to the narrow waistline and the shape of the gas tank where it meets the seat.

Despite its short, fat design, the single, right-sidemounted muffler does a good job of civilizing the engine’s exhaust note without hindering performance. Throttle response is very impressive, so much so that even more flywheel mass would not be a bad thing. It might even keep the FZ1 more in line with its versatile image as both a capable peg-scraper and a fast, comfortable daily commuter and weekend sport-tourer.

At the world press launch in South Africa, this latter point was most apparent aboard the naked FZ1. Buyers will likely never use the bike’s claimed 160-mph top-speed potential, since at an indicated 120 mph, wind pressure and buffeting were already taking much of the fun out of the ride. The faired version is definitely the better choice for fast, longerdistance outings.

Handling characteristics produced mixed impressions. Steering response is not as quick as the specifications might indicate. Although the steering initially feels very light, it actually takes a somewhat firm push on the grip to make a quick entry into a corner. But once leaned over, the bike is stable and neutral and only sometimes shows a bit of a slowness compared to something like a quicker-steering R1 in finishing off a corner. Despite the front-end’s light feel, stability at speed is never a problem. Plus, the front brakes are so powerful and precise that perfectly controlled deceleration can be achieved with a two-finger squeeze on the lever.

Since its introduction in 2001, the FZ1 has been one of our favorite motorcycles, earning that year’s Best Open-Class Streetbike award in Cycle World's Ten Best Bikes balloting. Based on first impressions and the fact that Yamaha has improved upon that same formula for success, it seems very likely that this latest FZ1 will continue to be one of the motorcycles that people love to ride. Anytime. Anywhere. □