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Yamaha attacked the bank accounts of customers with a new galaxy of models, and each of them "raised the bar" in its class. After almost standard R6, R1 / SP, MT-03 single-barrels and the Art Deco-style cruiser XV-1900 Midnight Star / Stratoliner, the company stunned the “relatives” of the famous R1 - FZ1 and FZ1 streetzars Fazer. They turned the prevailing beliefs about four-cylinder multipurpose road builders and street fighters.
The presentation of this dynamic duo took place in South Africa, the province of Cape Province, during a 340-kilometer test on the magnificent scenic roads running from Cape Town. Yes, FZ1 and FZ1 Fazer are “twins,” but it's easy to distinguish between them.
“Honestly,” said Takashi Tominaga, project manager, “when we started testing prototypes two years ago, we did not expect them to be so different on the road. Mr. Tominaga earned a reputation as the leader of the team that brought the prototype MT-01 to the production model, so he knows a lot about street rods. Since the FZS1000 Fazer was introduced at Intermot-2000, and Yamaha ceased to raise prices, only in Europe they sold more than 30, 000. But the carburetor motorcycle no longer fit into the Euro-3 emission and noise standards (and they enter in force next year), and this forced to update the “naked” model. Intending to enhance its appeal, Yamaha released two versions: a naked streetfighter and a half-fair motorcycle. Both are built on the same chassis.
Based on the short-stroke (77x53.6 mm) 998-cc 20-valve engine from R1 2006 (with the cylinder block tilted forward by 40 degrees and the famous three-shaft gearbox used in 1998). Engine derated to 150 hp at 11, 000 rpm on the shaft - 25 hp less than R1. Nevertheless, this power together with the stored torque of 106 N.m at 8500 rpm (1500 rpm lower than that of R1), but output in a wider range of revolutions, put the modified motor in the lead in the class of naked Streets. If we compare the old carbureted 143-horsepower FZS1000 with the new injection FZ1 Fazer or the one in the “street” version, there is no doubt that the dynamic performance of the new “twins” is better.
To achieve this, Yamaha used exactly the same crankcase, pistons, cylinder block, and head as on the 2006 R1. The ideal combination of closely spaced cylinders (the wall thickness between adjacent cylinders is only 5 mm) and light forged pistons with a miniskirt and three rings is “diluted” with only a thicker cylinder head gasket - it reduces the compression ratio to 11.5 (for R1 it is 12, four). Carbon steel connecting rods are attached to a heavier (2.45 kg) crankshaft with a flywheel with 40% more inertia. Due to this, the torque at medium speeds has become higher. The cylinder head remained almost unchanged - with valves of the same size as R1 (three intake valves with a diameter of 23.5 mm and two exhaust valves with a diameter of 25 mm). New inlet openings improve filling efficiency by creating a better mix flow from a 45mm Mikuni injector unit with one nozzle and two shutters per cylinder (old Fazer had carburetors with a diffuser diameter of 37 mm). The lower flaps are controlled by a throttle stick, and the upper ones by a servomotor: they are “commanded” by the 32-bit Nippondenso engine control unit (ECU). Information for the ECU is supplied by throttle position sensors (TPS), individual for each cylinder. Such a technical solution is designed to make the response of the motor to manipulating the gas handle more refined and progressive, and without sacrifices for acceleration. This advantage is especially valuable on wet roads, as well as “on dry” - at the exit from corners, where the increased torque on the “bottoms” will be more controlled and will not break the rear wheel into a skid.
The changes made to the engine design have influenced not only what you get, but also how you get it. Having opened the “hole” FZ1 at speeds below 6000, you realize that you should strain your left leg a little more and switch to a lower gear if you really want to accelerate more actively. This feeling is caused by many factors: a lower compression ratio, the peculiar operation of the TPS system, the presence of two throttle valves per cylinder, the modified operation of the EXUP valve, the less sharp cam cam shape, the lower height of the intake valves and the changed moments of their opening and closing (compared to R1) And all due to the fact that the main goal of all these changes is not to add “muscle strength” to the bottom of the working revolutions, and the other to smooth the nature of the engine. Changed injection settings further emphasize this feeling. On the other hand, it is possible to accelerate with completely twisted gas literally from idle, which makes the FZ1 an ideal motorcycle for riding in the city in traffic jams. But if there is a desire to “give coke” - so that the front wheel is raised, you will have to flip a couple of gears “down” and make the engine “sing” through the exhaust system (4-2-1, with a short silencer made of stainless steel). By the way, the dual catalyst system turned out to be very difficult. In an attempt to centralize the masses and lower the center of gravity, the silencer was mounted lower.
At speeds above 6000 FZ1 turns into a true streetfighter with the character of a zealous cheetah, and you have to "iron" it with extreme caution. And if below 6000, the motorcycle turns into a domestic cat. However, no, - a kitty, purring tenderly, with claws pulled in. But you feel - it is crammed with horsepower! You should not be surprised - this motorcycle is only a little “tamed", but it is a stripped superbike. Therefore, it is necessary to spin the engine almost to a limiter that softly operates at 12, 500 rpm, so calculate: the power range is 6, 500 rpm. You can’t call him modest. So do not be mistaken: this is a sport bike, not a “tourist,” and do not be confused by the list of accessories that includes such characteristic tourist gadgets as wardrobe trunks and fairings. And to get access to impressive power by street fighter standards, work more often KP. We have to work: the need to comply with Euro-3 standards led to a partial loss in torque, under the pressure of these standards the engine is deformed.
The clutch engagement on the FZ1 is very soft and precise (even if it were otherwise, shifting up without clutch release has long been the norm), so playing with the gearbox is pure pleasure. The gear ratios of the four lower gears remained the same as in R1, and the two higher gears were “stretched” - so that the driving mode provided an opportunity to relax. This principle works well on Fazer with a half-fairing: even tall pilots are not allowed to “devour” serious distances at high speeds on it: behind reliable glass protection (unregulated), you can barely feel the turbulence of the incoming air flow with your helmet. Even at 260 km / h (digital speedometer) and 1, 500 rpm to the limiter (on an analog tachometer), wind protection remains sufficient. Both devices are located on the panel, on it there are also fuel level sensors, coolant temperature sensors, clocks, information on the total mileage, double mileage counter. But on the FZ1 nuked - and it is radically different from Fazer in character - the choice of such gear ratios, I think, is wrong. I would prefer that the overall gear ratio be made “shorter”: this would add energy to the street at low speeds - which is just what it lacks. But the rear tuning stars, in which there are two teeth less, are great, especially in light of the fact that the long list of accessories for both models has nothing to do with speed and dynamics: neither Acrapovic silencer, Ohlins suspension, or petal brake discs Do not be indignant, calm down - will be soon. In the meantime, take pleasure in the fact that the list of accessories offers plastic, bags and other gadgets related to appearance.
The redesigned superbike engine at six points is rigidly attached to the newly molded aluminum frame of the new design and thus serves as a chassis component. And it is 37% lighter than the FZS1000 Fazer with a steel frame. The new frame is significantly different from R1, and is still structurally similar. One of the inherited properties is the degree of rigidity normalized with high accuracy, embedded in the strategic nodes of the frame by means of a varying (in 1 mm increments) casting thickness. It is the high accuracy in choosing the degree of rigidity that provides improved feedback with the road surface. According to Mr. Tominaga, in an attempt to achieve such a result, Yamaha created a completely new chassis - it is more than four times stiffer in vertical and horizontal planes than the old tubular steel frame FZR1000, but with “programmed” flexibility in those areas where necessary and important.
And here’s what is “tasty”: the main goal of developing a new chassis was to optimize the distribution of weight. Let me remind you that for many naked bikes the advantage is towards the rear wheel, which, of course, takes away the force of adhesion of the front wheel to the road. “But we were preoccupied,” commented Mr. Tominaga, “in order to achieve for FZ1 controllability comparable to R1.” The development team centralized the mass of the motorcycle with maximum expediency, for which they moved the engine forward by 21 mm (compared to the old FZS1000) - and in the “bare” FZ1 the weight distribution standard for its road role was formed - 51/49%. And here is the surprise: the heavier (5 kg) Fazer with a half-fairing and a twin headlight had a front wheel load of only 0.5% more than that of a brother-thug.
The steering geometry of both motorcycles is much more conservative than that of the R1. The base increased by 65 mm (total - 1460 mm) provides enough space for both the pilot and the passenger (the "second number" will surely like that it has convenient handles located on both sides of the seat). She, the base, along with the fact that the fork angle is 25 °, and its reach is 109 mm (versus 24 ° and 97 mm at R1), provides twin bikes with better stability.