Yamaha Fz-1
Yamaha FZ-1
One Wild Stripper
DON CANET
MUCH CAN BE SAID FOR LEAVING A LITTLE SOMETHING to the imagination. Whether you're gazing at an exotic dancer or a luscious naked bike, a bit of cloak and cover can bounce your libido against the rev-limiter. It's the simple suggestion of what lies beyond. Bikes of the nude niche have traditionally flaunted either a bare-bones look or gone down the retro, early-'80s Superbike route. Either way, barren bikes can leave you feel ing a bit blasé, but when Yamaha unveiled its FZ-1, a stripped version of the YZF-Rl, at the Munich Show, it received a supermodel's welcome. Wearing a bikini fairing that teases with familiar cats-eye styling, the FZ is revealing in just the right places. Its exposed engine, derived from the Ri, has an established rep utation for putting out the kind of va-va-varoom that'll curl your toes-in a break with tradition, Yamaha didn't lose a bunch of bhp in the transition from sportbike to standard.
And its Superbike-bend tubular handlebar imparts the sit-up and-wheelie posture favored by stunt riders the world over. So, visions of endless power wheelies and clouds of tire smoke abound, all without an Ri `s higher insurance premi ums or clip-on-induced lower-back pain. Even if you're not hip to such hooligan antics, you're probably not opposed to basking in the glow of generous power reserves. With a claimed 141 ponies on tap (at the crankshaft) the FZ comes within 10 horsepower of the potent Ri. As promised, this is one serious standard.
In fact, Yamaha's ad slogan for the new bike is "Ri for the Real World." To that end, a number of essential needs were met. Fuel capacity was increased to 5.5 gallons (the YZF carries 4.8) and a centerstand comes as standard-issue. The stepped saddle offers true two-up comfort and has well-posi tioned passenger grab handles on either side. Wind protec tion is better than many scantily faired standards, and if you demand more, a taller screen is offered as an accessory. Speaking of which, Yamaha has developed an extensive line of cool add-ons ranging from a choice of carbon-fiber or alu minum-canned slip-on exhausts to c-f fenders, shrouds, cov ers and more. There's even a flat drag-style handlebar made of titanium!
Heart of the machine is the now-familiar 998cc liquid cooled 20-valve inline-Four, transplanted largely intact from the Ri. Yamaha applied a few tuning tweaks to extract a more user-friendly power delivery better suited to the FZ-l `s broad mission. The primary ingredients include a 10 percent increase in crankshaft-inertia mass for smoother acceleration and deceleration. While this has traded away some of the Rl’s snap, drivelash is reduced and shifting action is slicker than ever. Helping here is a lighter, more compact (18mm smaller in diameter) clutch assembly that minimizes drivetrain shock when changing gears.
Most internal components are standard R1 items, including pistons, con-rods, transmission gears, valvetrain, cams and much more. The R1 crankcase has sprouted a front boss to facilitate rubberized mounting within the FZ-l’s doublecradle steel frame. The cylinder-head casting is altered, with conventional-style intake ports mated to horizontal 37mm Mikuni carburetors sitting in for the Rl’s 40mm downdraft mixers. These downsized carbs work in concert with altered cam timing, re-mapped ignition and a lower compression ratio to produce a rich, seamless power curve. The stainlesssteel 4-into-1 exhaust employs the same bottom-end-nurturing EXUP valve as the Rl.
I attended the FZ-1 world press launch in southern Spain to learn the naked truth about Yamaha’s lusty new bikini model. My first discovery? The naked 1 won’t snap up effortless second-gear power wheelies like its YZF brethren-you have to dip the clutch or tug on the bars. Blame a longer wheelbase and that increased crank inertia.
But hey, only a minor disappointment, as first-gear mono shenanigans couldn’t be simpler. Thanks to an unbelievably linear spread of juice that begins to flow right off idle, this is the easiest multi-cylinder bike to wheelie that I can recall. Perhaps “EZ-1” would be a more fitting name?
That ease of operation carries over to all aspects of riding the FZ-1. Yamaha really hit the mark in finding a just-so balance of power and handling. Stretching the wheelbase a couple inches to 57.1 along with a less radical 26-degree head angle and a 10percent increase in trail has given the FZ a supremely planted feel. We traveled many miles of rippled pavement and washboard bumps on Spanish mountain roads, but not once, even when accelerating hard out of second-gear comers, did I get that alarming feel of impending headshake through the bars.
That’s quite a contrast to the shimmy and shake many other sportbikes-Rl included-would have exhibited on such roads. After initially finding the ride to be surprisingly harsh, I pulled over to discover the fork’s rebound-damping adjusters were at their maximum setting. Backing it off six clicks to the standard setting dramatically improved suspension movement over the barrage of bumps. Suspension is fully adjustable front and rear for spring preload, and compression and rebound damping, although the handlebar mounting makes accessing the fork-rebound screw a bit difficult.
Front wheel and brakes are R1-issue while out back resides a narrower 5.5-inch-wide wheel with a largerdiameter rotor. The front brake pad compound has an aggressive bite, which took a little getting used to, but certainly reins in the 480-pound (estimated with an empty tank) machine without ado. The position-adjustable front lever is better suited to larger hands. Feel and power of the rear system is very well balanced, allowing me to effectively brake with both ends-even on bumpier roads-without much thought.
Comfort level meets or surpasses standard-bike standards with a roomy, well-padded seat, slight forward reach to the bars, good wind protection and ample legroom. Footrest placement is on the sporty side of the spectrum without being overly cramped. A prominent level of engine vibration felt through the bars and pegs may ward off some members of the sport-touring set, but certainly doesn’t spoil the riding experience. While some buzz seeps into the mirrors at various points throughout the rev range, the rear view and handgrips remain fairly tame at legal freeway speed.
Besides, revving the motor is not necessary at all. To prove the point, I administered my “bog test,” rolling the throttle wide open at 1000 rpm in sixth gear.
Wow! There’s an amazingly smooth pickup, even from such a ridiculous engine load. A fine demonstration of flexibility, but not a good method for passing a string of cars. Practical roll-ons from, say, 3000 rpm are responsive and produce very impressive acceleration. The engine really begins to boil as revs surpass 6000 rpm, power increasing to crest in the 10,000-rpm region before tapering off to an indicated 12,500-rev limit. As powerbands go, this is one of the all-time best.
Which also describes the FZ-l’s place in the standard-bike lineup. Yamaha has delivered modem repliracer performance in a package the common man can handle. What’s more, at $8499 the FZ-1 is no overpriced stripper, but a machine within reach of the wad of singles stuffed into your pocket.
