The Coming of the Owol

THE COMING OF THE OWOl

FOR $16,000 AND A RACING LICENSE, IT CAN BE ALL YOURS

NEW FOR 1990

CALL 1990 THE YEAR OF THE limited-edition sportbike. Just after Honda’s announcement that the $15,000 RC30 will be sold in the U.S., came word that Yamaha, too, will have an exclusive 750 speedster. Officially listed as the FZR750R, but popularly known as the OWOl after Yamaha’s world Superbike racers, it will be even more costly, and available in even fewer numbers, than the Honda.

In 1989. Yamaha’s FZR sporthike line was simply outstanding. From the laser-sharp 400 to the phenom-

enal 1000. the lineup was beyond comparison. But conspicuous by its absence in America was the FZR750R. available, if expensive, in other parts of the world. And it looked like the bike would still be missing in 1990, but the American Motorcyclist Association recently altered Superbike racing rules, and will now allow manufacturers to bring in as few as 15 machines to qualify for the series.

The OWOl will cost in the neighborhood of $ 16.000 and will be sold on a per-order basis. Also, the machines will not be sold at dealers, but through Yamaha's race shop, as Yamaha isn't selling the OW as a streetbike even though it has full instrumentation and mounting holes for turnsignals. Because the bike will be such a rare sight. Cycle World obtained an OWOl for some studio photos to give you a closer look at the most-exclusive and most-expensive Japanese sportbike yet.

While the FZR750R looks at first glance similar to the FZRIOOO, a closer inspection reveals significant differences. The fuel tank is aluminum. and has been hand-welded, ready to accept a bolt-on, quick-fill adapter for racing. The titanium steering stem is also a nice, light touch. On our scales, the OWOl weighed in at 445 pounds dry, about 20 pounds heavier than a Honda RC30, but almost 20 pounds lighter than a Suzuki GSX-R750.

Like Honda's RC30, the Yamaha comes standard with titanium connecting rods. Last year's OWOl racers had a bit of a problem getting those rods to stay in the engine cases, but the company claims that malady has now been solved. Otherwise, the liquid-cooled, five-valve-per-cy linder. inline-Four remains about the same as last year’s, producing a claimed 121 horsepower. The airbox nestles in front of the fuel tank and feeds four. 38mm downdraft carburetors. The FZR750R also uses Yamaha’s EXUP exhaust system, designed to enhance mid-range power.

The chassis is also top-drawer stuff, led by an aluminum Deltabox frame. And the swingarm itself is an impressive unit, controlled by a single Öhlins shock with compressionand rebound-damping adjustments, as well as hydraulic spring-preload adjustment. So, too, the 43mm fork has preload adjustments and independent rebound-and compressiondamping settings. Most riders will have no need to upgrade the suspension components.

No doubt about it. the FZR750R is a fascinating machine. Little bits and pieces of exotic metals catch the eye, and details such as the chromed guides for the front brake lines show a designer’s strong personal touch. The bike has the look of a fine, handcrafted, one-off special, and with perhaps as few as 15 coming to this country, that isn't far from the truth.

So, it is invigorating that Yamaha will indeed have a 750 sportbike back in its U.S. lineup, but too bad that only a handful of riders will get to throw a leg over it. It will be one of the most-exclusive motorcycles in America, so if you even want to see one and don't have a distinguished racing résumé or a wheelbarrow-load of dollars, you'll have to see it on a racetrack: It won't be coming soon to a dealer near you. 0