Yamaha FZ1

As I sat in a quaint hilltop village in the south of Spain overlooking the meandering bitumen below, I was confronted with the reality of the situation: Yamaha's all-new FZ1 Fazer really is a bike for all seasons. I say that, because what I was witnessing supported the mantra that Yamaha had delivered at a press briefing the night before.

Firstly, a Japanese rider was in the middle of a photo shoot, which saw him continually pitch hard into a cambered 90-degree turn, get hard on the gas and exit with his Metzeler ME Z4 hoop fighting for traction on the slippery surface. A dedicated sportsbike.

Meanwhile, as the man from the Rising Sun was plying his trade, another journo bolted off into the distance, all in the name of a willing strop through the countryside. A dedicated sportstourer.

Finally, I then saw another FZ1 in full flight - in wheelstand mode. The wheelie lasted a very long time. A dedicated musclebike.

EAGERLY AWAITED
For a machine that'll probably go down as one of the most anticipated motorcycle releases of 2001 - alongside the Suzuki GSX-R1000 - the 1000cc Fazer (branded the FZS1000 in Europe and FZ1 in Australia) really does represent a mandate gone right for Yamaha. Of course, with the machine powered by a retuned version if the all-conquering R1 powerplant (it's been tickled for more bottom end and midrange), it was always going to enjoy a nice kick along.

The half-faired FZ1 is the culmination of a long gestation, with factory test pilot, former world Superbike punter Jeffrey de Vries, having spent the best part of two years evaluating the bike, mostly in Japan, before it was ready to officially join the middleweight all-rounder FZS600 on Yamaha's inventory.

The Fazer's public debut was made at the Munich Intermot Show last September, with an accompanying slogan titled "Attack the senses." Well, after attending the international launch of the machine in Spain last week (alongside the all-new FJR1300 sportstourer - see next issue of AMCN), I believe there's a whole lot of truth in that marketing catchcry. This machine is a hoot to ride in a variety of situations.

NAKED INSPECTION
You don't have to ogle the FZ1 for too long to realise where the centre of attention lies - the R1-based engine. Painted silver for visual enhancement, the slant-block engine does give the bike a presence, although that's not to say it's a big motorcycle.

Sure, a bike with a dry weight of 208kg can't exactly remain anonymous, but the biggest factor about the FZ1 is the top-quality hardware - for example, the massive radiator and stainless-steel exhaust.

Alongside the engine, the upper cowling (a bottom cowl is available as an optional extra) serves as a less imposing adjunct - it's not bulbous by any means, but at the same time it looks sturdy like the rest of the machine.

Speaking of sturdiness, the radiator is also a massive item, although it actually turns out to be a more compact design than the R1's. But that's just it - perception change when things are viewed in their naked form.

R1 LOOKALIKE
Although the FZ1 has its own distinctive look, the front end does bear a striking semblance to the R1, especially the twin-headlight setup.

Cursory inspection complete, it was time to begin the day's 250km ride, which started and finished around the Jerez de la Frontera region in southern Spain - internationally known for its fine sherry and only a short drive from the famed grand prix circuit. But miles away from Skasey and Pixie.

The familiar R1 note is present when you fire the FZ1 into life, which shouldn't exactly hold true considering that the bike is in a different state of tune vis-a-vis an R1, and it features a stainless-steel exhaust and not the freer breathing magnesium-mufflered R1 item. Still, whatever the note, it's unlikely to offend, I'm sure.

FAMILIAR TERRITORY
That familiar R1 engine response is still evident in FZ1 guise, and complete with the same gear ratios as the R1, it's like revisiting an old friend.

Yamaha claims 143ps at 10,000rpm for the FZ1 and torque of 10.8kg-m at 7500rpm. As you'll see in the accompanying tech panel, the FZ1 does feature a few modifications from the R1 staple, including a lighter clutch and heavier crankshaft to smooth out engine response.

But these changes mean little when the traffic starts to lighten and the roads open up - that same old R1-type behaviour bubbles to the surface. You can't help it with such brutish horsepower on tap, although the saving grace was usually a slow-moving local (name any mode of transport) to temper the enthusiasm.

In the FZ1's retuned state, admittedly you do lose that final R1 flurry of revs at the top end, but that's also a function of weight, with the FZ1 lugging around an extra 33kg. On that score alone, it's not going to go as hard.

SELF DIAGNOSIS
The FZ1 retains the self-diagnostic system as that found on the R1, where, if a problem occurs, the tacho needle freezes at a certain position in accordance with the glitch at hand.

All that high-speed frolicking early in the piece wasn't overly kind on my neck, which started to feel the strain from heavy wind buffeting - the combination of high handlebars and lowish screen doesn't gel too well in my books.

It's an easy fix - either go for a lower set of handlebars or opt for a higher screen, which is available in the Yamaha catalogue, alongside heated grips, a tankbag, rear carrier, topbox, side panniers, engine protectors and a range of carbon parts.

I'd probably go with the higher screen option, as the handlebars suited me fine, and opting for lower bars would only place more pressure on the wrists.

You don't really need that, as the front end of the machine already provides great feedback, primarily as a function of the weight bias associated with the forward-slant engine.

GOOD VIBES
Considering that the buffeting issue was my major gripe on the evaluation sheet at the end of the day (which was immediately faxed to Yamaha headquarters in Japan), that speaks volumes for the all-round capabilities of the FZ1.

Vibration wasn't an issue on the bike, which leads me to conclude that Yamaha has kicked a goal with the addition of the new link-type front engine mount in fighting the sensation - with the heavier crankshaft doing its part to help out too.

The open road soon gave way to some undulating, narrow and twisty terrain as the FZ1's continued their march towards the lunch stop and another date with the delectable Spanish ham. Great roads, but bloody slippery, an environment that the OEM Metzelers didn't handle too well, which was a pity because the FZ1 had just found Spanish utopia.

Simply, it appeared the tyres weren't reaching an optimum operating temperature, which was a surprise considering that the launch was held in fine weather.

RESERVED JUDGEMENT
The ME Z4 'Y' spec rubber on the FZ1 possess a diagonal tread, which is claimed to produce extremely low lateral distortion and excellent stability. The rear 180-section tyre is a two-layer nylon carcass design. I'll reserve my judgement on the tyres until we've tried them out in Australian conditions.

Don't think that the slippery conditions dulled the senses though, as the FZ1 eats up the flip-flop type conditions in the mountains with aplomb. With a full tank of go-juice it is a little top heavy, but once the effects of this wear off it's all systems go.

Ground clearance hasn't been compromised despite quite a low seat height, and the only things you'll scrape consistently are the knobs on the end of the footrests.

Despite the high handlebars, you can still get some real weight bias over the front wheel in the tighter stuff, helped along by the high degree of forward slant on the tank. That secure feeling is compounded by the fact that you really sit in the FZ1, and not on top of it. Great for maintaining a low centre of gravity.

ABLE AND STABLE
Obviously, the Fazer's simple double-cradle steel frame is quite a bit heavier than the R1's, but it certainly didn't tie itself in knots when some of the roads turned into a series of speed humps. Actually, like the FJR1300 that I rode the day before, stability is a real calling card on the FZ1.

The frame is made from steel tubing, with one of the downtubes detachable for maintenance.

The six-speed gearbox, which features longer main and drive shafts over the R1 in line with revisions to the clutch (but the ratios remain the same), didn't once cry foul through the heavy going, although I did fiddle to find neutral a few times.

The standard suspension settings provide a sound compromise between hard riding and more sedate touring. With Yamaha at pains to emphasise the FZ1's versatility, the suspension, above all other things had to come to the party, and it has.

There are 43mm conventional units at the pointy end, with the rear the same link-type arrangement as the R1. There's full adjustment at both ends.

BEAUT BRAKES
As well as the gearbox, the R1-replica, twin four-pot Sumitomo monobloc brakes also took a battering in the twisty part of the ride. It's been said ad nauseam before, but these brakes are excellent and require little pressure for maximum effect, and that goes for the rear twin-piston unit as well.

As I was sliding lunch down, my resolve was to lighten things up in the final 114km leg back to the hotel, as I'd already experienced two facets of the FZ1: sports riding and muscle power. Now it was nigh time for some mature riding.

Well, besides the said deficiency of the low screen/high handlebar mix, the engine has got enough torque to keep gear changes to a minimum if the mood takes you, and that's exactly the behaviour I adopted for the run home - although there were still a few silly antics.

The analogue gauges (rpm, speed and fuel) are all clear and easy to read on the FZ1, and are joined by a LCD clock. Unfortunately, the mirrors don't offer see-through vision, although I'd be willing to bet it wouldn't be such blight for a taller rider.

SKY'S THE LIMIT
The seat is very comfortable, but not to the extent that my arse lacked support. That feeling is ditto for a pillion, who also has access to sturdy rear grabrails. To further minimise vibration for a pillion, there's a rubber backing on the rear of the muffler-side footpeg bracket.

The FZ1, when it goes on sale in Australia in April, will be available in three colours: red, black and blue. Price is yet to be finalised by Yamaha Oz, but expect it to be around the $15K mark.

If that's the case, don't be surprised if the FZ1 climbs the sales charts just as quickly as its front wheel heads skywards when you twist the throttle...

BUILT FOR FUN

The R1-derived FZ1 slant-block engine differs very little from the powerplant found in the R1 - pure commonsense, and the premium selling point underpinning this new street fighter.

What that means is the familiar 20-valve, DOHC, four-cylinder, liquid-cooled 74mm x 58mm engine remains, but with some design revisions to the cylinder-head and cover and the crankcase and crankcase cover.

As well, the familiar Yamaha EXUP (Exhaust Ultimate Powervalve) arrangement is retained, and an Air Induction (AI) system assembly has been introduced, primarily to service new European Union emission laws.

The new cylinder-head has been adopted to facilitate the fitting of newly-designed horizontal-type Mikuni 37mm carburettors, which are 3mm smaller than the bank of four Mikunis found on the 2000-model R1. A new airfilter assembly, housing a dry-type airfilter, feeds the carbs.

HEAD MODS
The new cylinder-head has oval-shaped intake ports, which are in contrast to the YZF-R1's circular design. Four fresh air intake pipes are also provided to facilitate the AI system, fed from the airfilter case.

Meanwhile, the cylinder-head is changed in both shape and material, with aluminium replacing the weight-saving magnesium on the R1. Yamaha puts this change down to reducing costs and improving appearance.

Internal oilways feed lubricant to the camshaft journals, allowing for a reduction in frictional losses.

REDUCED VIBRATION
Yamaha has also unveiled a crankshaft with a web redesign, which is claimed to improve inertial mass, improving "rideability" by 10 percent over that of the R1.

But it's the crankcase which has received more wide-ranging attention, with a new link mount fitted to the front of the engine. The link is claimed to reduce vibration and improve "maintainability".

Yamaha hasn't fiddled with the cooling system too much on the FZ1 vis-a-vis the R1, although the FZ1's radiator is 50mm shorter (238mm against 298mm). Width is the same at 340mm, as is the fan diameter at 200mm.

The newly-designed four-into-one exhaust system - baked and buffed for improved appearance - incorporates the signature EXUP system, and has a stainless-steel muffler.

MORE PLATES
The primary gear ratio on the Fazer is the same as the R1 (68/43), but it has one more friction and clutch plate, bringing the latter number to eight.

However, the two separate friction plates on the FZ1 are smaller in diameter than the R1's to help with weight reduction - 18mm for both. These changes are designed to deliver a reduction in shifting "shock".

A number of modifications have also been made to the R1 six-speed transmission in FZ1 guise. The main shaft is 3mm longer than the R1's, and the driveshaft 10mm. The gear ratios on the FZ1 are exactly the same as the R1, with first rated at 2.500 and top (sixth) at 1.115.

The 2000 R1 itself received a slightly taller first gear, and now runs closer to second gear. Finally, the FZ1 has a new gearchange link to improve shifting feeling.

Yamaha claims 143ps at 10,000rpm for maximum power, and 10.8kg-m of torque at 8500rpm, as against 150ps at 10,000 and 11kg-m at 8500 for the R1.

SHARP HANDLING
With rake at 26 degrees, trail at 104mm and a wheelbase of 1450mm, the FZ1 is all set up for sharp handling, although it's undercut on paper by its major opposition, the Suzuki Bandit 1200, which has figures of 25.3 degrees, 104mm and 1430mm.

The FZ1 features a newly-designed steel double cradle frame. The tank rail is 48.6mm in diameter and the frame's right side downtube is fully detachable.

There are fully-adjustable 43mm conventional front forks up front, while on the rear is a fully-adjustable piggyback-type shock absorber. Like the R1, a link-type swingarm is used.

The FZ1 has twin floating 298mm steel discs, gripped by four-piston Sumitomo calipers, which only differ from the R1 in terms of the sintered pads.

Claimed dry weight for the Fazer is 208kg, undercutting both the Suzuki Bandit (220kg) and Kawasaki ZRX1100 (222kg).