At the same time, they eased the forward inclination of the cylinders from 45-degrees to 35-degrees, still keeping weight usefully low, forward and bearing on the front wheel but now also enabling them to shorten the wheelbase for faster steering response.

The FZR handles beautifully thanks to the rigidity of the very stiff, large section aluminium frame. Named Deltabox, the frame was developed from Yamaha's V-four 500cc GP racer and the near vertical position of the FZR's carbs lends itself to peripheral frame layout. Equipped with sturdy forks, well-damped rear suspension and enormous 320mm floating brake discs, the FZR1000 is an object lesson in mating a hugely powerful engine to a strong yet fairly light and fast-responding chassis.

The result is a bike that can be both mannered and monstrous. The flexible power means easy cruising or touring with huge steps in speed is just a flick of the wrist away. Either way, the rider gets a lot of feedback about what's happening on the road. Impressed with the bike's roadholding and stability, confidence increases, he knows

he has power available everywhere so gets on the gas harder for a more aggressive ride, pushing the tyres, the suspension and the Ground Clearance nearer their limit. None of this will faze the FZR.

The bike that brought Yamaha to the forefront of super bike design was launched in 1987 and it was called FZR1000. The 1987 version of the Yamaha FZR1000 had a top speed of over 250km/h and the 1989 version, crowned “The bike of the Decade”, could accelerate from 0-60 in less than 3 seconds and it also had a top speed of over 270km/h. With these features any bike would be very appreciated, so production continued.

Yamaha improved the performance of the bike, notably in 1989 when the engine was enlarged to 1002cc and added an electronically operated exhaust valve whose acronym led to the bike being universally known as the EXUP.

In spite of higher displacement its size was 8mm shorter and more compact, due to a revised inclination angle of the cylinders to 35 degrees. Valve angles and sizes had been changed, as well as the camshaft timing. Bigger carburetors helped boost performance and the crankshaft has been strengthened, alog with countless other modifications.

The system added useful mid range performance and the engine’s power was also increased to 145bhp.

The unique feature which gave the 1989 onward models their “EXUP” name was a servo motor driven exhaust valve. This allowed large bore exhaust reader pipes (for excellent gas flow at high engine speeds) coupled with the valve restricting flow at lower revs, to speed the gas through.

The chassis was also improved and the bike handled better, making the EXUP the pick of the Japanese Super bikes.

The 1989 frame (now called Delta box 2) used the engine as a stressed member. Gone were the down tubes, replaced by a sturdy fixation of the cylinder head with the frames upper box section. This layout was the foundation for the radical YZF-R1 chassis layout almost 10 years later.

But improving didn’t stop there. In 1991 the package was further improved with the FZR1000RU, featuring sharper and upside-down forks.

The last model improvements were in 1991 and 1994, until the FZR1000 was replaced by the YZF 1000 Thunder Ace in 1996.

For 1989, Yamaha redesigned their biggest sport bike from the tires up, and it felt different. The new bike felt smaller, lighter and lower, though radical improvements became apparent out on the road. The bike got it seat redesigned becoming wider and the ergonomics were repositioned, making it more comfortable.

The FZR1000 was considered by many to be the best 1000 available when it was introduced in 1987. There have been no major revisions to the FZR’s design with the exception of substituting a single headlight in 91 and 92 years and adding four-pot brake calipers after 89. The ram-air was modified in 91 and 92 models. In its last years of production, the FZR was redesigned to its initial 2 headlights design and it stood like that until it exited production, in 1996.