2012 Yamaha YZF-R1 Review

"Take this round is not as hard as you can. When you get the bike perfectly on the other side, hit the throttle to stop it."

In my mind, I have yet fearless desire on a motorcycle I did when I started riding, but maybe as I get older I began self-preservation instincts to become a major influence on me. It is clear that the performance of the above situation is a recipe for disaster. In fact, I did once before.

With the bike firmly in my knee, the angle of maximum slope and reached a hand throttle greedy, I sprained my wrist since he left, hoping to get a unit cycle of the corner to pass the type before me . Instead, I moved into my asshole fell right over my head. I have not repeated since that move, but the Yamaha YZF-R1 2012, now with traction control, I got the feeling that perhaps it was time to take another turn. And I did. Both by the instinct of self-preservation.

This time, however, the result was different. Instead of spinning the rear wheel violently and out the side and not forward, in a split second, the fact of R1 many calculations, determined that I was trying to drive a tower, and instead of throwing myself in the Highside , born just enough power to the ground for me to move forward with minimal wheel spin. I became a believer.

This is the beauty of traction control. Combine it with the crankshaft timing of R1 which provides a direct connection between the appearance of the rear tires and rider, and you have a bike that inspires confidence in spades.

More of the same

Also the traction control system, however, the new R1 is largely the same machine we've had since 2009. It is still powered by the same 998 cc inline four-cylinder, using technology derived from MotoGP at the crankshaft. Power output remains the same, which, according to our literbike Shootout 2009 is 146.1 hp at the rear wheel to 11,800 rpm. This number was the lowest of the quartet at a time, and with the new models now knocking at the door of the 200 (crank) horsepower, it is interesting to think Yamaha may have missed the boat by adding more energy to the redesign of 2012. While certainly say that about 150 horses to reach the rear wheel remains serious taste for forward propulsion.

Both Yamaha Chip Controlled Throttle (YCC-T) and admission (YCC-I) are reported from 2012 model, with the former winning even more important with the addition of traction control. If you do not know, the YCC-T is the company speaks for electronic or "fly-by-wire" technology accelerator, while the YCC-I refers to the variable intake stacks, which extend from a plan to provide a maximum torque down low and power up the rev range.

 

 

More reports include three positions D-mode, or "drive mode", which at the push of a button, change the throttle mapping, fuel and ignition for different road conditions. A, B, and standard mode remains the same, with the default mode for an optimal overall performance. "A mode" puts more emphasis on acceleration at low speeds mi, while "B" mode, waiting to do the opposite - to provide a response to the accelerator 30% slower at all apertures - for times when the road is slippery and traction is compromised.

Minor changes

Although the addition of traction control is clearly the most significant addition to the new R1, Yamaha has decided to clean around the edges. Subtle tweaks to the engine protection headlights are bigger LED status lights on the outside edges where the reflectors added to the underside of the hood - like the Audi - to strengthen the attitude of the front compared to last year's model.

Everything is status quo on the front of the chassis, except for a new spring rear shock fully adjustable, which is slightly more rigid at the beginning of the battle and softer at the end. Yamaha believes that this will improve rear traction, while providing a comfortable ride with better bump absorption. Other than that, the chassis remains the same. The steering geometry is blank, with a rake of 24 degrees and four inches of track. Front suspension is always the same with a fully adjustable inverted fork with 43mm stanchion Rebound damping control and the second compression.

Footrests are also the same as last year, with two-way adjustment can move up and back to their default position of 15mm and 3mm, respectively. The anchors are themselves ribs all the way up for a better grip Start, slightly older model did not. Other minor changes include new heat shields and muffler tip design that allows the back of R1 close image. Finally, a new design inspired by the high tee machine YZR-M1 MotoGP. Overall, it would be difficult to differentiate between the 2012-R1 and its predecessors, at first glance, you really look in depth to be able to tell the two apart.

Shelves

Yamaha is very conscious and proud of its racing heritage that began in 1961. To celebrate its 50 years in racing, MotoGP Team factory special deliveries ran red / white, like the colors used on its efforts in four original GP races this year. If you have participated or been aware of the broadcasts of the MotoGP race at Laguna Seca this year, you may have noticed Kenny Roberts and Eddie Lawson to do tricks on the parade of the R1 with the same supplies. In case you thought they were special, one-off editions, think again. Yamaha will produce this bike for the masses. Well, sort of. Only 2000 will be the world's production, is bounded by a plate on the fuel tank. Besides the color scheme and special license plates, is 50 Anniversary Edition features gold emblems sticker kit and tune accessories GP to emulate the machine. Mechanical, but it remains the same. This treatment will be given to YZF-R6 as well.

Traction Control

We really had to see next, the new R1 with traction control. Since its redesign in 2009, the cross-plane crankshaft, all signs pointed to it. Yamaha Chip Controlled Throttle (YCCT) and three modes of transfer of all images that have been left to add the system to limit unwanted rotation of the rear tire. Well, the wait is over. Traction control has six levels of intervention, as well as increase the setting to turn off the system completely. Combine that with a three-way, and makes a total of 21 different settings, in order to achieve your best lap time.

Yamaha's engineers to make the system as smooth as possible, without any artificial intervention or severe. By taking advantage of YCC-T electronic throttle, the system uses sensors and engine speed in combination with the throttle position sensor and the team consistently make calculations to control wheel slip according to this framework, the pilot chooses. These four sensors send input to the ECU, which calculates the amount of slip, if it exceeds the preset value, and if so, to react in four ways. The system uses the YCC-T electronic throttle valve closed, turn off the fuel injection or ignition delay, in no particular order. The fourth step is the illumination of the "TC" light in the instrument cluster informs the driver that the system works if you can not already know.

These calculations are performed consistently and according to Mike Ulrich department testing Yamaha, at a "little faster" than its competitors, but Ulrich was not free to say exactly how fast a "little faster" is.

It 'important to note that the system does not use the tilt sensor. Using the above sensors, detects the signal changes to indicate the circumference of the tire becomes more expensive bikes. Shows a slow change in the wheel tilts from side to side and does not warrant the intervention, because it can only do so at a certain price. Moreover, it is highly unlikely that the rider moves from side to side when accelerating at full throttle. The controller stores this information and references to the pre-slip of the tongue against the values ​​for each of six different TC settings. Faster signal change is likely to mean the loss of traction and the need to intervene. Yamaha is calibrated in the ECU to recognize and adapt to the most popular wheel sizes and configurations of gears, but the legal department to avoid overtime, is apparently far from reality that works for all sizes of tires and / or gear combo.

However, an interesting note about the R1-mail package is that if any part of a system failure, the built-in diagnostics to instantly send a specific error code directly to the gauge cluster. All of a certified mechanic will have to do is so simple to send this code to a master list and correct the problem. No removal of body needs. It is likely that the tools will not be necessary either. Just a computer.

The purpose of traction control is limited slip, which in theory should improve lap times. However, despite the paradoxical it sounds on paper, tires need a certain amount of slip on a racetrack, often to help finish them off one corner with the throttle control. Yamaha has taken into account and it feels as if the system response parameters allows much less slip if necessary.

Hype or Revelation?

Course is cheap and I wanted to see what the new bike is like riding. To do this, Yamaha invited journalists to Palm Springs, California, for a ride on the new street R1, followed by a Chuckwalla Valley Raceway day to really put the bike through its stages. On the street of the new R1 felt very close to the old R1 - because it is virtually. The sound comes from the cutting plane crankshaft is musical, while the boundaries of telepathic power delivery. Relatively torquey engine compared to the previous generation (pre-2009) Leaving a job red lights much easier for the poorly educated in the operation of the clutch smoothly.

In the canyons, the new R1 was a relatively simple machine driver. The turn-in does not require much effort, and it is easy to maintain an arc. An updated version of the Dunlop Qualifier II Tyre is now spoonful on top of the wheel, replace the D210s, and R1 is a special compound. I found a surprisingly consistent tire over bumps on roads in poor condition were on horseback.

It was the turn of the street on a hot day especially in Palm Springs, which would test whether the new guardians of the fire silencer really work. A statement that is common with motorcycles equipped with tailpipe is that heat is radiated directly to the supplementary agreement, the R1 is no exception. Unfortunately, it was always true in the machine 2012. He stops the engine and exhaust heat combined to provide for my medium rare leg condition. Of course, the three-digit temporary room in the day does not help any.

Given the conditions were almost perfect for a road trip, would be an opportunity to try a new traction control system will have to wait until the track portion of our test. What comes now ...

Racetrack Edition Hype or Revelation

If you want to save the excitement, I will say at the outset: Yamaha new traction control system on the 2012 R1 works exactly as advertised. I was pleasantly surprised to see how it operates smoothly. Usually when I test the bikes with traction control, I start the day with maximum intervention settings so I can feel how system start and suddenly comes in. And generally, I feel the blow to a system point, I personally think n 't need (say almost completely upright). The feeling is one of the hard bucking and stuttering, as the system limits the amount of fuel or spark to the engine. The hardness kills drives, which ultimately affects lap times. As response options off and slip is allowed, sometimes I can still feel the strain of the engine. Some manufacturers have calibrated their settings better than others, and indeed, many of today's liter bikes that offer traction control, systems that are very linear and much less worrisome for the rider.

Yamaha system takes it to another level. Even TC settings set to max, the momentum is still strong with almost a hint of strain. To put it (and me) to the test, I relived the fateful day when I opened up against the throttle with the bike on its side. This time, however, drove the R1 of the angle as best she could, the indicator on the dashboard pointed at me all the time. However, the maximum setting preserves rider back, but it was a good start to feel that the system would make the lower settings with fewer interventions. Levels five and six (the two states most intermediate) also act as a control wheel.

Changing the settings of the TC is very simple, only the movie switch on the left bar. The indicator on the dash tells you where you are. The gas must be turned off to change the settings, turn off the system, the bicycle must be stopped and the switch must be pressed for two seconds. At the bottom of many parameters of slip is available for a weekend long, dark black mark on the pavement. For most of fast drivers out there, you probably enjoy the reduction in most parameters. However, the best riders and drivers will still be able to set their best times with the entire system.

For the rest of the bike, not much new to report. After some initial suspension settings, I realized that in mid-corner stability was exceptional, with the ability to change my line at will. Side to side transitions have taken a little effort, since the 454 kilos of wet weight is among the highest in the literbike class. Surprisingly, the addition of traction control has added weight to zero the new model compared to last year.

The connection between the hand throttle and the rear wheel is an aspect of cross-plane crankshaft R1 we have loved since it was introduced, and continues with the new model. I noticed a little vibration at low speeds when accelerating from a trip, but for nature's most vibey engine crankshaft section plane is shot down by rockers and is a non-issue.

Halting the R1 unchanged, which means two 310 mm disc takes over six-piston radial mount that have great stopping power, but the absolute lack feel at the lever. Despite using speed sensors for traction control system, ABS is not a feature of the new bike.

My complaints about the new R1 is not something we have not mentioned before in these pages, so there is no need to rehash. Traction Control is clearly the main topic of conversation here, and rightly so. It is one of, if not the best, the traction control systems that are currently supplied as standard on a production motorcycle. Next year's clash will be a bike liters interesting that the traction control systems will be a new measure for judging the field.

Prices in 2012 YZF-R1 starts $ 13.990, $ 14.490 and salt the 50 th Anniversary Edition. Waiting in the showrooms next month.

2012 Yamaha Super Ténéré Review

BMW GS monster eventually becomes impossible to ignore the Japanese. Yamaha Super Ténéré, an adventure tourer with a 1200 cc twin-cylinder engine is to go head to head against the R1200GS iconic when it comes to the U.S. next spring.

Yamaha Grand at Heritage has done its off-road. One of the Ténéré cylinder (not Super) Enduro debuted in 1983. Went to the Super Ténéré in 1989, when two cylinders XTZ750 made his debut in the European market, and won the grueling Paris / Dakar Rally six times. This is the name of the Ténéré (say 10:00 uh-ray), which is an area in the Sahara desert, which came in the P / Q Rally.

This new Super Ténéré was introduced in Europe earlier this year, and Yamaha has recently announced that it would come to America in 2012 on the model. If a 750cc parallel twin has been XTZ Super Ténéré, this new model could be called Super duper Ténéré, because it is a 450cc advantage of the transition.

Dual-class, while only 6% of the total U.S. market has grown steadily since 2005, mainly up-and-651cc segment, which paves the way for the BMW R1200GS. The new Super-10 wants a slice of that pie lucrative market.

And when you hit the big Yamaha trail over the deserts of Arizona and a couple of days, we found the Ténéré be a good match with the dominant GS.

Key among the attributes are the Super-10 features per dollar quotient. Its $ 13 900 has a base MSRP of traction control, antilock brakes, dual-mode horse-by-wire mapping, tubeless spoked wheels and hand guards. In comparison, the version sold less rarely seen BMW for $ 14,950, but not without ABS or traction control or hand guards. BMW option "Standard Package" includes ABS, hand guards and on-board computer, but sold for $ 16,935. Spoked wheels are an upgrade for $ 500, and traction control is another $ 400.

"... We found the Ténéré be a good match dominated by the GS."

Although it is unlikely that OEM build a horizontally opposed boxer-twin engine as the BMW, Yamaha has created a separate fax, but reasonable. His twin is estimated at 108.5 crank horsepower, almost identical to the 110 horses claimed by the SG.

But the arrangement of cylinders Ténéré is offline to-Twin. It uses a slightly smaller bore (98mm vs. 101 mm) and a longer stroke giving 1199cc (1170cc's a real move 1200GS). It uses a 270 degree crank offset, which has two cylinders firing at 270 degrees after cylinder 1 and a cylinder firing again 450 degrees later. The order of shooting is said to improve the uneven adhesion of a tire on a slippery road and also the added benefit of creating an exhaust note very similar to a V-Twin.


This irregular firing order generates a lot of vibrations, so that the engine is equipped with stabilizers have dual to smooth things over. The balance shaft in front of the drum unit from the water pump twice. A dry sump oil helps the engine to be mounted as low as possible so it can be positioned optimally in the steel frame. A side-mounted radiator allows the engine is positioned further forward, resulting in 50.5% of the weight of the bike to be on the front wheel.

The air is mixed with the fuel inside the throttle body 46 mm with injectors 12 holes, shooting inside the heads of two-pin cylinder and OS. Throttle Ride-by-wire system allows the traction control that has two parameters, and can also be disabled. You can also change the cards from one scenario to a Sport Touring Mode softest and aggressively across a button on the right equipment.

The ears are greeted with a nice deep exhaust noise of a great silent hidden along the left side of the bike. His note is equivalent to a 90 degree V-Twin, but with shades of R1 is crossplane-and four-cylinder dunk.

"The ears are greeted with a pleasant tone of deep discharge ..."

A clutch four-position requires a moderate permanent move to activate the package strong coupling of 9 friction plates. Switching action is pleasantly light and positive, and the power transferred to the rear wheel via a shaft to a hypoid gear set on the rear wheel. The height of the hypoid gear design provides less of a bevel helical arrangement, which Yamaha says is 10% more tidy. But there is a price to pay for the event hypoid - whining speed, which is especially noticeable around 60 mph.

Cast aluminum swingarm activates the hydraulic shock absorber with adjustable preload and rebound, as the GS. Both of these changes do not require any tools. Like all arm-driven motorcycle, the rear suspension kicks back to the bumps.

Rear wheel travel is 7.5 inches, the same as the 43mm inverted fork. Yamaha ups in a BMW with the fork adjustments for compression damping and rebound damping and preload. But Ténéré is not available with something like BMW have optional push-button electronic suspension adjustment.

Whether on the street or dirt, provides an action to suspend the Ténéré typical of traditional design, as opposed to the end of BMW interesting but eccentric lever to Telecom. On paved surfaces, carefully Yamaha belts long journey that would suck bumps R1 riders moaned. And it is also competent on any terrain dirt, we try, blasting in more than 80 km / h on dirt roads packed with hammers on rock-strewn roads of four canyon.

Helping 10 super high speed stability is a bit lazy angle of 28.0 degrees to cut 126mm of travel. In turn, the response is nice and neutral, but is not particularly fast - a GS (or Multistrada) requires much less effort to boot into the corner.

Product range is the same as that used on the R1200GS (110/80-19 front, 150/70-17 rear), from either Bridgestone or a Metzeler tubeless design made possible by the Cross spoke wheels through a section of the center outer crust, so no rays reach into the inside of the wheel and release the air.

Our mules have been testing with "Stone Battle Wing tires developed specifically for Ténéré, using what appear to be deeper than the grooves of the tread, the wings straight out of the shelf 'to produce a surprisingly good grip, dirt, until it is so thick and loose sand. Like the road-biased nature of most of the adventure-touring riders, we 'Wings is an excellent compromise between the tire.

Yamaha traction control system provided head-of-the-pants data for the effect of the tires. Lock in the least intrusive way TC via a button on the left side of the pod on the rear tires Ténéré hung quite well in the dirt to keep the intervention of TC (indicated by a yellow light on the gauges) of cutting too often.

TC2 setting allows some sliding the first ignition timing and fuel is throttled back to back to the grip, and we welcomed the intervention is never hard - the engine has never declined steadily in the face, but rather modulated the production thin. TC1 is set to a heavy and would be better to use only the slickest conditions.

Rider Helps Others are in the braking system. In addition to the standard anti-lock control, the Yamaha Tenere is equipped with unified braking system that links the rear brake pedal forward, helping to limit the pitch chassis during braking, which is typical of bikes with Long front suspension travel.

To pull the brake lever activates the pump under the seat and apply the rear brake pressure, and the system will automatically apply the rear brake, the more intelligently when the wheel is loaded the extra weight of passengers (depending on the lever to the pressure ) and when the deceleration is high. The back of the helmet and front passenger will appreciate not bonking during braking, and UBS integrates seamlessly with the pilot alone.

A pair of 4-piston monobloc calipers clamp wave rotors on the front 310 mm, while a single-piston caliper biting on the back of a wave of style 282mm disc. The feedback is very good with the levers. A sample of 32-bit wheel speed ECU and other data in 1000 of a second, and these results are well within the parameters of an ABS system that does not travel easily and quickly re-apply the brakes at least sensations cabotage.

But we think this is an enduro bike not wrong to not have the ability to disable the ABS system in off-road conditions, especially during hill descents in slippery conditions, when a locked wheel provides greater deceleration the on-and off-effect of the intervention ABS -.

BMW ABS system can be disabled, so can the Multistrada, so we have to give Yamaha a demerit point not to give its passengers the option. ABS Yamaha is not bad on the ground much better than anti-lock systems before, but the hardcore racers out dirty desire.

An Internet search reveals a few simple way to disable the ABS, which we discovered after we took him. Just put the Tenere on the center stand and start cycling a little. This generates an error signal to the ABS, it turns off. A light ABS fault code on the instruments, and a rider is now free to lock and slide covered with impunity!

The engine has a broad Ténéré, torquey powerband, but given the GS was clearly in the sights of Yamaha, it was somewhat surprising to find Super-10 engine to be superior to box. Seat of the pants is impressive with an engine not quite capable of towing away at low revs that the Beemer, and yet he has not the upper chest expected such a high motor technology.

Motorcycle News, UK-based wheel rag tied to bicycles and Dyno, and has found a very similar power band up to 6000 rpm when the Boxer takes over the top with a wave stronger. Ténéré peaked at 90.3 against 99.6 hp rear wheel hp GS. Beemer more powerful engine is a union of its 30 pounds of some less easy win in dragstrip Ténéré, roll-on high speed and performance.

Yamaha says Empty weight 575 kg tank of 6.1 liters (mostly low-level and between the rider's feet), and GS MCN is scaled at 544 pounds for a smaller tank topped 5.3 liters.

Despite the lack of engine performance, the Tenere is nevertheless a fascinating adventure tourer. He has a sharp increase in the average range and is able to satisfy more than 130 miles per hour. Throttle response is fairly smooth, even in the context of sport, engine vibration is not a problem. Sixth saturated contributes to the production of a relaxed highway cruising.

The Ténéré is the driving position is very spacious, with top riders take an inch extra leg room seat with adjustable hook type set at its highest level (34.3 inches) position. A low seat option ($ 239.95) reduces the seat height by 1.4 inches to 31.9 inches a more manageable in its lowest position, but provides padding significantly reduced and thus comfort. His guide is not too large conical and fits riders of all sizes, making it comfortable in sitting and standing while working off-road. Clever footrests are fitted with a central section of rubber that is compressed when you stand to put the boot soles on sticks "scrawled outside edges for better grip.

Protection against the elements is good enough. The windshield deflects air standards sufficient to allow face-up on horseback with minimal tremor, and handguards and pods in the side of the engine for better protection against the leg of the wind. Windshield adjusts to two heights, but unlike the GS hand directional buttons Ténéré requires removing four screws. Better protection against the wind is available from a windshield accessory 2.4 inches taller and adjustable in 3 positions, retail sales of $ 119.95. Windshields made of polycarbonate Page 4 mm is also optional ($ 79.95).

The rear rack is standard, and can be extended to remove the seat to reveal a ride on a flat surface, so that the strap-down large items. Rear Rack also acts as an accessory tray mounted ($ 369.95) large enough (30 gallons) to keep full-face helmet.

Greater storage capacity is provided by the optional saddlebags with 61 gallons of total capacity, and all bags can be entered in the key. They are built around robust construction with injection molded nylon layers of aluminum and retail $ 1089.85 including a mounting kit. In particular, they liked it, but the top of the closures are meticulous and the need to be pressed firmly to stop close properly. I was not alone in mistakenly thinking the launch escape the bags were locked.

These include things like a good analog tachometer (with 8000 rpm redline-) next to an LCD info display that includes speed, drive modes, clock, dual trip meters, average and instantaneous and air temperature. An account of fuel totalizer miles up since the transition to 1.0 gallons Reserve, but the instruments lack an interval mode vacuum and a position indicator of the train. One DC power jack lives next meters.

Some other options may be considered necessities for those who are serious off-road. Key among them is a bash plate to protect the header pipes and the oil filter, which is otherwise susceptible to injury - when the engine is mounted as one member pointed out, there is no lower side members to provide protection, and only a small protective plastic is mounted in stock. Yamaha skid plate accessories ($ 199.95) is constructed from 3 mm thick aluminum, which seems to be very robust, suffering no damage large rock several times during our trip.

Your globe-trotting adventures should also be accompanied by an optional crash bars protect the side of the radiator and other things that you do not want bleeding broken. Consider a powder-coated steel cage ($ 449.95) to be proactive insurance road.

Heated grips are another interesting option that matches the BMW GS, and sell for $ 399.95. In addition, BMW, Yamaha has combined various accessories in three packaging options, including a GoPro Hero camera.

X-Country land package includes the crash bars, skid plate and headlight protection of polycarbonate for $ 749.95. Comfort and Convenience Package includes a top box and line, heated windshield and the wind deflector kit for $ 1,019.75. At the high end and the scale of prices is € 1,519.60 for Adventure Touring Kit, which includes liner bag and side bags, tank bag, windscreen and wind deflector kit.

Conclusion

Yamaha Super Ténéré brings an enemy worthy of the adventure touring category by virtue of its diverse set of capabilities. It's one of those rare bikes that can easily knock over 500 miles of highway travel in a day and also to allow the exploration of unknown and unpaved trails off the beaten track. But it's the BMW R1200GS and GS Adventure, a well-developed all-terrain vehicle that has been an icon of the class.

The largely responsible for a huge GS Ténéré is no small thing, and that makes it a cost of thousands of dollars less than its German rival makes it really in that market.

If you want to keep yourself, you must put down the $ 500 deposit to book your bike by Yamaha, first to save the program, the same as that used for FJR1300 and the V-Max. Pre-orders for nearly 31 March 2011. Deliveries will begin in May.

2011 Yamaha FZ8 Review

Yamaha FZ8 powerful but manageable enough to make his grandfather, R1, blush with pride.

As a final recipient Yamaha repli-racer heritage, in line-779cc Four is that some of the most striking technologies Yamaha Sport, to be used in everyday life, sports standards.

DNA FZ8 has its roots in the Premier Sports Yamaha, the YZF-R1. FZ1 motor current is derived from the pre-R1 crossplane. The new offspring will inherit R1-FZ1 inspired the perimeter frame is alloy, the chassis geometry, some engine components as well as many design elements of the compact and efficient motor.

Since we have already covered most of the technical details FZ8 a preview in our article we will focus on the reasons to believe this bike Yamaha is a good idea now, and how it is to ride.

Why is there

Yamaha says, after market research, has decided to bring the past to the Euro-FZ8 is only in the United States and Canada span the gap between 600cc 2011 1000cc sport bikes and street-oriented - but now that the half brushable Finally , a series of 8 siblings Fazer Canadian and Euro only.

Since 2005, "sports bike", including hyper-sports, sports bikes and sports tourers, are composed of about 20% of all U.S. motorcycle sales, Yamaha, says, second only to cruise ships, which constitute over 40% .

In exploring the demographics in these times of recession, Yamaha preview of gold in a trend of buyers who want a do-it-all sports. Some of these buyers will replace existing motorcycles, or trading up from smaller bikes, but also suggest a decrease of 9% in those who seek to add an extra bike in the stable.

53 Among the preferences of buyers looking for Yamaha, high on the list was the price positioning rider feasible, movement of large enough, color and design, size, easy to touch your feet on the ground, light and agile handling, fuel economy, and more.

In summary, the mission was to create a bike that is versatile and economical than ever, leaving passengers with sporting inclinations have their cake and eat it too.

After sampling an FZ8 for nearly 130 miles, over highways from canyons of the city, we would say that this new machine could probably do the trick.

How it works

Depending on whether you feel like a kind glass half full or half empty person, you can say FZ8 feels like 600 - but the power of the strongest 750 - or you could say it's like a detuned, FZ1 lighter.

But while the 12.0:1 compression of the FZ8, share engine fuel injection housing FZ1 architecture, basic stroke and 53.6mm, it is incorrect to call it a smaller version of 11.5:1 compression sleeve FZ1 mill.

For starters, the FZ8 four valves per cylinder is brand new, as its short lift and duration camshafts and intake funnel new - 125mm in length for cylinders 1 and 4, and 150 mm in length for cylinders 2 and 3 - to contribute to broaden its range of power.

Along with the throttle body 35 mm - 10 mm narrower than the FZ1 - These features improve torque while providing a respectable high-end technologies.

Yamaha demand for energy, but the FZ8 is the maximum and minimum 11,500 mill would peak around 105 hp and 61 lb.-ft. of torque when measured at the crankshaft.

By the way, the crankshaft is the FZ1, but weighs 30% less, that Yamaha says it will further speed quickly, while a positive effect on treatment.

 

How? Although the weight of the FZ8 is 467 pounds-stop is only 20 pounds lighter than his older brother, Yamaha, said reducing the inertia of the crankshaft can be discerned in the way the bike transitions from side to side . Along with a narrower tire on the rear of 10 mm, said he FZ8 Yamaha 50 pounds lighter. We had an FZ1 for comparison, but less than the FZ8 has an agility that contrasts with its mass.

An overlap is also designed to be as accessible as possible. Coupled with a 32.1-inch seat height identical Yamaha said narrowed behind at 4.5 gallons fuel tank and front of the rider's seat is just to help small jigs to the ground.

FZ8 driving position is a bit 'aggressive FZ1, but still pretty neutral and functional. The control rod is 5 mm forward, when the platforms are more than 15 mm and rear 10 mm lower.

And while the Yamaha has taken the trouble to deal with less weight, surprisingly, a 6 feet, 5 inches motojourno that was reported along the path, we had no discomfort either.

Even the display of unwanted stuff is its ability to function. Start-up is imminent, when it is deposited uniformly minimum of about 1100 rpm labeled analog tachometer, who lives next to the digital display speed, fuel, temperature and distance information. (At night, the backlight will be red.)

Turning on the gas produces an immediate response, the engine and its smooth power characteristics that are resistant to fall even as a beginner on the wrist. Torque supplied by a clutch - with less fiber and the metal plate that the FZ1 - along with a light clutch lever, the commitment to a snap for users.

FZ8 is a 17-inch Bridgestone Battlax BT021 sport touring tires - 120/70 front and 180/55 at the rear - was developed specifically for this, and to promote a predictable properties.

They range from 57.5 inch wheelbase sporting a 51/49, weight bias front / rear. The package is supported by a non-adjustable 43 mm KYB forks and preload-adjustable shocks, each with 130mm of travel.

It pulls down the road, or folders through the canyon of the wavy S-curves mile after mile, the installation works.

Travel riders was about 150 pounds more than 250 Even if no one griped too much sleep, it should be noted that the FZ1 is fully adjustable suspension. We think this would have been nice too FZ8 - but $ 2,000 less, this is one of the planned trade-offs. Riders wishing to refine the FZ8 can still do it old-fashioned way, by changing the fork springs and oil.

And really, the delivery is not really a problem. While the sources are not particularly firm, management just became a little less than inspiring confidence in my 185 pounds, more acute when more speed, charging hard through the rough pavement or patch repairs.

This ability to take what comes mainly because of the chassis FZ1. The aluminum frame built on large-perimeter and curved aluminum swing arm to keep everything in line of the horizon tilts the PEG high-angles, inspiring the riders to keep dipping deeper and faster.

The chassis is welcome given FZ8 engine is on average a little runner and is a powerful tool that you do not have to fast forward as an Indy car in a hurry, as you do with a 600 cc supersport

Although I admit a little 'anxiety about riding a strict OE sport-touring tires in a cool climate - and if I were, I would spend, sticky sport tires only the margin more power - no slipping during Stone Bridge Riding the busy, even running on a track was just average quality bows sprayed by snow showers.

And what a corner or 6-speed gears are well matched to engine power. FZ1 FZ8 transmission differs only lower than the final report and a lower gear before - which is, however, reported 74 mph hit the bouncing the rev limiter.

Sprint, the road 100 mph, and then there is a big problem, even if we try to see how high we can climb. Similarly, reverse thrust with 310 mm discs to capture a piece four-piston front and 267 mm rear disc is easy and predictable, regardless of the speed of the wheel.

4-in-2-on-1 with a catalytic converter, stainless steel exhaust with silencer Shorty obscured in style, radiating a powerful but suitably muted note. This is particularly true for the upper range, where - milder than the cameras or not - a snarl family is narrow in-line four-way pipe to the switch as a result of warp drive.

Miss the FZ1 is more than half fairing, the FZ8 is a limited protection against the elements, but the wind speed blocking reduces the need for more coverage, at least this time. Yamaha offers $ 129.95 in darkened polycarbonate screen (not tested), which can help, if desired.

Conclusion

If a race superior to the repli-racer has made no other motion was to create a technology rich storehouse ready for the task of re-bikes like Yamaha's ultimate revelation of the Universal Japanese Motorcycle.

And for now, the $ 8.490 FZ8 is essentially in a class by itself. It offers 80% more torque at low and mid-range bike that does liter - instead of something like 55-60% typical for a poor 600 supersport. It is as agile as a 600, but the work area of ​​several thousand rpm lower will be easier to go to all these parties close tolerance inside.

Of course, with adjustable suspension and limited a bit heavier than the uber-competitive 600 Super Sport, it's not really a direct opponent, but simply a competitive alternative for riders looking for an artist very talented.

In terms of displacement, the FZ8 best lines with parallel twin 798cc BMW F800R, we recently tested. Although not compare back to back, the FZ8 feels more powerful than the BMW $ 9,950. In terms of power, Triumph Street Triple 675cc is probably a close game, as is its $ 8899 MSRP

Under a steady hand, you should get 40 mpg or better - Yamaha says it has seen 201 miles on a full tank - and should be slightly less to ensure that the $ 10.490 FZ1. It costs only $ 1,000 more than FZ6R while a generation ahead in performance and technology - especially its frame and swingarm.

Other optional accessories FZ8 includes a frame mounted on center stand ($ 189.95) protection pads ($ 129.95), engine guards, steel ($ 199.95), a passenger in the seat cover cover ( $ 229.95) Bolt Grab bars on the passenger ($ 119.95), a lower cover ($ 219.95) covers the radiator, ($ 99.95), tank bag ($ 89.95) and much more.

Unfortunately, the most useful options - ABS - as offered in Europe are not available in the U.S.

Offered: Raven (black) this year alone, says that Yamaha is now shipping FZ8, and met an enthusiastic reception of U.S. retailers who have pre-ordered an undisclosed amount, which, however, is a Yamaha reps happy. They say that the assumption is that this is a bike that should be sold.

After collection of heavyweight versatile, we can certainly see why it may be.

Interested in learning more about FZ8