Four stroke, transverse four cylinder, DOHC,
5 valves per cylinder.
Capacity
998 cc / 60.9 cu-in
Bore x Stroke
74 X 58 mm
Cooling System
Liquid cooled,
Compression Ratio
11.8:1
Lubrication System
Wet sump
Engine Oil
Synthetic, 10W/30
Induction
4 x 37mm Mikuni CV Side draft
Ignition
Digital TCI
Spark Plug
NGK, CR9E
Starting
Electric
Max Power
143.1 hp / 104.3 kW @ 10000 rpm
Max Torque
105.9 Nm / 78.1 ft.lbs @ 7500 rpm
Clutch
Wet, multiple discs, cable operated
Transmission
6 Speed
Final Drive
Chain
Frame
Steel, Double cradle frame
Front Suspension
Telescopic fork, 43mm tubes
Front Wheel Travel
140 mm / 5.5 in
Rear Suspension
Link-type swingarm
Rear Wheel Travel
135 mm / 5.3 in
Front Brakes
2x 298mm discs 4 pistons calipers
Rear Brakes
Single 268mm disc 2 piston caliper
Front Tyre
120/70 ZR17
Rear Tyre
180/55 ZR17
Dimensions
Length 2125 mm
/ 83.7 in
Height 1190 mm
/ 46.9 in
Width 765 mm / 30.1 in
Wheelbase
1450 mm / 57.1
in
Seat Height
825mm / 32.4 in
Ground Clearance
140 mm / 5.5 in
Dry Weight
208 kg / 458.6 lbs
Wet Weight
230 kg / 507 lbs
Fuel Capacity
21 Litres / 4.7 gal
Consumption Average
18.3 km/lit
Standing
¼ Mile
10.6 sec
Top Speed
260.4 km/h /161.5 mph
From the moment the Fazer 600 first appeared in
1997, many riders asked for a large-capacity version of the versatile
all-rounder. It took Yamaha four years, until 2001, to introduce such a bike,
the Fazer 1000. Clearly built with a similar design brief to the Fazer 600, the
bigger Fazer is a capable, high-quality all-round sporting machine, based around
the Rl engine. The 998cc engine is slightly changed from its supersports
origins, but retains almost all its massively strong power. The cylinder head is
modified to accept sidedraught carburettors, and the clutch is smaller and more
compact. The new carburettors are smaller than the Rl parts, improving low-down
power without losing too much at the top end. There is an abundance of power
throughout the rev range,
Yamaha's EXUP valve system boosting mid-range power, and a free-flowing
four-into-one stainless-steel exhaust system helping the impressive top end.
This hugely capable engine is fitted into a simple yet effective steel frame,
mounted on quality, adjustable suspension at both ends. The 43mm (1.7in) front
forks and piggyback rear shock are soft as standard, but provide excellent
damping and springing for the road. On a racetrack, they will need to be
adjusted, but the road bias of the Fazer 1000 will also show on track in its
average Ground Clearance.
But the Fazer 1000 is not designed as a track machine. Rather it is an all-round
versatile sportsbike for the road, that combines a comfortable seat, small
wind-cheating half-fairing and comprehensive instrumentation, with outstanding
Rl-type brakes and a 266km/h (165mph) maximum speed. It's as comfortable on long
two-up touring trips as on backroad scratching sessions and day-to-day commuting
duties. However, the biggest handicap to sales success was the Fazer's high
price - it cost over £8,000 ($12,800) when it was launched in the UK.
Yamaha did slightly spoil the performance of the Fazer by fitting dated Metzeler
sport-touring tyres, rather than a more modern tyre. Sporting riders are advised
to swap these at the first opportunity for grippier rubber.
Seville, Spain, February 16, 2001 -- We can all admire the brute force a
race-replica like Yamaha's own R1 provides the user, but it's not anything that
the average person will be able to flog and appreciate on a daily basis. Face
it, most people would be happier on something that's a bit less hard-edged than
a race-replica if they can just stow their egos long enough to make a proper
buying decision.
The "aging marketplace" Yamaha says is being ignored has now come into vogue and
the term "over-the-hill" has been replaced by the friendlier, "retro," or
"vintage," if you will. And while this bike isn't exactly neutered to that
extent, it seems to offer the performance that Gen-Xers crave with the
reasonable ergos and accouterments even a Gold Wing rider could appreciate.
Straddling the bike, the impression is of a bike that's imminently more upright
and "standard" than the R1. But that's not to say the bike has a sit-up-and-beg
riding position. The footpegs are still pretty high compared to Suzuki's Bandit
1200S and the reach to the black handlebars is very natural and you immediately
feel in control.
A quick glance down at the instrument panel reveals a gauge cluster that's well
thought out and informs you of pretty much everything you need to know. The most
welcome touch is a fuel gauge which is always appreciated on anything meant to
go more than 60 miles in a stint. Conspicuously absent, however, is a
temperature gauge that has been replaced by only a high-temp warning light. Also
of note is that the digital speedo has been replaced by one of those
vintage-style units with a sweeping hand and ever-present numbers. Some might
even go as far as saying this strongly shows how Yamaha was going after the
record player set with this bike, though we might have to disagree.
About the only thing that catches you out about the ergonomic package on the
F-Zed is a universal thing, regardless of age, more dependent on the size and
shape of various appendages. The tank's shape puts a bit more girth right in the
lap than some people desire. Fuel capacity is increased, though, and that was in
direct response to consumer's requests. But maybe they could have dropped a few
ounces for a bit more of a cut-away low down in the fuel tank. This isn't much
of an issue, really, but it speaks volumes for how light and narrow the rest of
the bike feels.
The double-cradle steel frame houses the motor that now pumps out a claimed 141
horsepower and 78 foot-pounds of torque, thanks to re-configuring (ixnay on the
uternay) of the motor's power delivery. This is down seven horses and four
foot-pounds, but the motor is still strong, make no mistake about it. The FZ-1
is not in the same territ
ory as the R1, of course, but it was never meant to be. And in the twisties the
rider can definitely feel the additional grunt off the bottom. It's not as
strong down there as, say, Suzuki's Bandit 1200S, but the FZ-1 also has a
smaller displacement and makes significantly more power up top than the Suzuki.
The Yamaha weighs less, too, despite being some 74-pounds heavier than its
racier brother.
So what happened internally to cause these outward changes? To start with, a new
bank of 37mm carburetors and a re-designed airbox up the grunt quotient while
providing more room for the larger tank. Compared to the R1, fuel capacity is
increased from 4.8 to 5.5 gallons (which includes a one gallon reserve) which,
Yamaha says, should provide 220 miles from a tank. The motor also features a
10-percent heavier crankshaft that's meant to provide smoother acceleration and,
basically, lessen the vibes that some people complained about on the R1. Also
altered is the compression ratio which went from 11.8:1 to 11.4:1 for more "streetability."
The magnesium cylinder head cover of the R1 has been replaced with an aluminum
unit, yamaha claims, "to improve appearance," though we'd argue it was more of a
cost-cutting measure. Thankfully, though, Yamaha retained the use of their EXUP
exhaust system on this 4-into-1 configuration. The new radiator checks in at the
same 340mm width, but ducks under the "must be this tall to ride" sign of the
R1's 298mm height at only 238mm. The new radiator's fan is the same as the R1's,
however.
Another sticky bit on Yamaha's R-series bikes has been the shifting. They
addressed this by switching to a more compact and lightweight clutch (410 grams
lighter) that uses one less clutch plate and one more friction plate. The
six-speed transmission then works through a 3mm longer main shaft and a 10mm
longer drive shaft to accommodate the new engine location. Overall gearing has
also been changed, thanks to a one tooth larger rear sprocket that moves the
final ratio from 2.688:1 to 2.750:1.
Suspension-wise, the FZ-1 has very little in common with the R1. The front forks
are fully-adjustable 43mm unverted units that are made by SOQI (a Yamaha-owned
company) and feature 5.5-inches of travel. They feature dual-rate springs in
place of the R1's single-rate items "for improved riding performance in all
ranges from low-speed to high-speed." In other words, it's supposed to be more
compliant. Likewise with the rear end, though this time it's thanks to a SOQI
piggy-back shock that works through a linkage, turning its 65mm of piston travel
into 135mm (5.1-inches) of rear wheel travel. Again, pre-load, rebound and
compression are all adjustable back here, too
Other changes include a new aluminum swingarm (gone is the heavy bracing of the
R1's hind legs) and a rear disc that's now 267mm (the R1's is 245mm) and gets
its pressure applied by a Sumitono caliper whose pistons are 4.8mm larger. Oh,
and the rear tire is a 180-section in place of the 190-section found on the R1.
This is, of course, courtesy of a rim that's one-half an inch smaller (now at
5.5-inches).
Source Motorcycle.com
Any corrections or more information on these motorcycles will be kindly appreciated.