And they don’t pretend to be twins: yes, we look like each other, but look under the plastic masks of the fairings - marvel at the difference. Honda is for those who are for the first time on the “liter” and are afraid of its ferocious power, who are not obsessed with proving their steepness and are just looking for a powerful, but complaisant “everyday bike”. Yamaha is intended for masked sportbikers, for whom the roadster outfit is just a sheep's skin thrown over a wolf essence. (In Europe, this is true: the amount of insurance for sportbikes is such that you will inevitably start looking for something moderate … But with the dynamics of "sports").
Let’s take a look at how the designers dealt with the motors. The "source" for Honda was the 172-horsepower powertrain CBR1000RR Fireblade of the 2005 model, for Yamaha - the equally fresh and also 172-horsepower YZF-R1. But if Yamaha engineers “dropped” only 22 “horses”, then Honda magicians - as many as 74! In fact, they sacrificed the “top” for the sake of the powerful, almost linear torque characteristic. The designers even removed the second row of nozzles - the one that connected to the Fireblade at high speeds. But if the sports bike has a maximum torque of 8500 rpm, then the CBF1000 has a maximum torque of 6500 rpm. What else in city driving do you rate.
The motor of the FZ1 is much more revolving: the maximum torque (which, by the way, is only 9% higher than that of Honda, despite the fact that the power is one and a half times higher!) Falls at 8000 rpm. But if in Honda the engine was actually "shoveled", then in Yamaha it was a little detuned. The designers changed the settings of the injection and ignition systems, the cam profile of the camshafts, due to the thick gasket, reduced the compression ratio. But most importantly - they increased the mass of the flywheel by as much as 40%! Thus, having slightly sacrificed acceleration dynamics, the engine got rid of nervous sensitivity to load changes.
The engineers of the two concerns demonstrated equally different approaches when designing the chassis. Honda CBF1000 has a steel spine frame familiar from Hornet and the “younger” CBFs. It is based on a powerful beam of rectangular cross section that extends from the steering column to the mounting point of the rear suspension pendulum (also from a steel pipe with a section of 35x75 mm). The front telescopic fork is of cartridge type, the rear suspension is Pro-Link systems, with progressive performance * That’s where the "refinements" are exhausted. Adjustments - the cat burst into tears: only the preliminary preload of the rear monoshock spring changes.
Yamaha once spent a lot of money on developing technology and purchasing equipment for casting large aluminum parts using the Control Filling method (meticulous control of pressure and temperature of the melt allows you to get durable castings without inevitable, if you miss, “bubbles” in the mass metal. Now the company is reaping the benefits by introducing such nodes on all motorcycles - from sportbikes to "cross-country riders" and cruisers. So the new FZ1 uses a similar method to make both the frame and the swingarm of the rear suspension. The new frame is 52% lighter than last year's steel duplex FZS1000! In addition, 89 mm narrower. However, do not write the Honda creators in retrograde: where Yamaha wins in mass and stiffness, it loses in the durability of parts (aluminum alloys “age” faster than steel, their maintainability is not up to par).
An interesting solution in the "inverted" front fork Yamaha FZ1, namely - the separation of hydraulic functions. The left pen only works on compression, the right - only on hang up. Therefore, valve systems are simpler - hence more reliable. And do not doubt: they were successfully tested on the champion Yamaha YZR-M1 Valentino Rossi.
The brakes on the FZ1 are the same as last year's R1: in front are impressive 320 mm discs with 4-piston brackets. The Honda CBF1000 has “slightly better" anchors (front wheel diameter is 296 mm), but an integrated brake system with ABS can be ordered (the front brakes are activated from the lever on the steering wheel and both wheels from the pedal).