This is a classic road bike, without any “zest” that will alienate connoisseurs of extravagant bikes. However, the Yamaha FZ8 doesn’t need anything like that, because its main positive feature is balance. It is not designed for high speeds, records and the like, it is just a comfortable car for everyday driving.
The motorcycle is well suited for connoisseurs of simple, comfortable bikes that are good both in the city and on the highway beyond, because it is a stable piece of equipment with a fairly powerful engine and a seat that is no less comfortable than any other sofa.
001-MOTO_0610_012
Yamaha FZ8 (in plastic - Fazer 8), roadster, 2010, 779 cm³, 106 hp, 211 kg (filled), 420,000 rub.
Yamaha FZ8 (in plastic - Fazer 8), roadster, 2010, 779 cm³, 106 hp, 211 kg (filled), 420,000 rub.
Don't worry, 600 fans, Yamaha hasn't killed the 600 class in the road category. On the contrary, it expanded the range of roadsters, committing a sabotage... The fact is that the 600th “Phaser” sported an engine from the R6 sports bike, which left its high-speed imprint on the character of the motorcycle, and it was frankly difficult for beginners to cope with its sharp character. For a wider audience of novice drivers, the XJ6, also known as Diversion 6 (if dressed in plastic), is better suited. The engine is softer and the handling is not as sharp as the Fazer 600, and the price has been reduced this year. And the eight hundred is precisely aimed at more advanced riders, but those who are either a little underdeveloped in terms of experience or solvency, or deliberately do not want to get on the “liter”. The FZ8 aims to take the lead in the mid-size roadster class from the Kawasaki Z750 (until now, only the Triumph Street Triple could timidly lay claim to competition with the Cava). Yes, the naked Yamaha is 900 euros more expensive, but it is also more modern than the Z750, which, by and large, has not changed since 2004. Well, since we’re talking about money, let’s note that the semi-fairing for the “naked” FZ8 (we’re talking about Fazer 8) will cost 500 euros. The price of retrofitting a motorcycle with an ABS system is the same.
Good day, friends! I decided to write, as always, a big post with a review of the motorcycle. Let's look at everything from performance characteristics to history and small features. Welcome and happy reading! I wanted to make a video review, but with such a Moscow summer there was no time or weather to implement this plan. Therefore, for now only in written form. I tried to make the post as pleasant to read as possible. Both for those who just like to read stories and look at pictures, and for those who are considering buying this motorcycle.
P.S.: All thoughts written below are the personal opinion of the author and may not coincide with yours, this is normal.
If you look at my profile, it will be clear that I bought this motorcycle for myself. This is my fourth motorcycle. You can read the purchase history here: TYK And one of the first questions I hear from people is: “Why didn’t you take a liter?” Really, why didn’t I take a liter? Answering this question as fully as possible, I will immediately touch on two brothers of the 800: Phaser 6 and Phaser 1. So we will smoothly move from the introduction to the first section of the post.
Not yet a liter, no longer 600
1) When considering my options, I immediately eliminated the Yamaha FZ6. There are several reasons. I don't like the 600 street and naked class at all. As I see, they are all uprated engines, that is, the service life of their engines is much less than that of their older brothers. I won’t go into this, just look at the number of horses and torque of the FZ6 (600 cc) and FZ8 (779 cc)
- Yamaha FZ6: 98 hp at 12,000 rpm and 63.1 Nm at 10,000 rpm
- Yamaha FZ8: 106.2 hp at 10,000 rpm and 82 Nm at 8,000 rpm
The difference in cubic capacity is significant, and the horses differ very little.
The maximum speeds are also close. The red zone at 600 starts at 14 thousand rpm, and at 800 at 11.5 thousand rpm. I think it's obvious that more has been squeezed out of the FZ6 engine than the FZ8 engine. Again, the FZ6 was discontinued in 2010, replaced by the FZ6R and XJ6 Diversion, and these are completely different motorcycles that I don’t like at all. In addition, their engine characteristics are lower, that is, they are no longer forced. But this does not save them. In addition, the FZ6 is equipped with simpler and cheaper components. Simple fork, simple swingarm, weaker brakes. And its design is outdated, after all, it has not changed since 2004, not counting the change in tidy in 2006. No, no, it's a great bike (FZ6S2), but if you compare it to the FZ8 without reference to the budget, it clearly loses to it for me personally. Yamaha FZ6 S2 Yamaha XJ6 Diversion (FZ6R)
2) Now let's turn to the big ones, namely the liter. Yamaha FZ1 is a great motorcycle. We are considering its second generation, since 2006, where an injector appeared, the frame, fork and much more changed. They say the carb is a very fun and cheeky little beast, but I'm not a fan of the old bikes. The liter is definitely more powerful than the 800 and has a larger power reserve. But for me personally, this brings more disadvantages than advantages. This is already 150 horses versus 106.2. That is, the road tax here is already significantly higher than on the 800. The appetite of a liter is also naturally higher. There are advantages: these are adjustable suspensions (although this is a + only in relation to the FZ8 until 13, in which they were installed on the 800). The increased maximum speed and reduced acceleration to 100 does not make sense to me personally. I don’t need such speeds, even on the highway, but 3.3 seconds. up to 100 or 3.2... Will you feel the difference? Despite the fact that these data are for ideal conditions. Once again, the liter design remained in 2006. No, it’s not outdated, it still looks good in 2022, but objectively speaking, the design of modern motorcycles is more daring, edgy, and I like it better.
Yamaha FZ1S Perhaps the most successful angle for a photo of a liter, IMHO.
Turning to the history of the Phasers, those same FZ6 (and not the FZ6R and Diversion) ceased production in 2010, and the Liter and 800 ceased production in 2015, alas. They were replaced by motorcycles of the MT series with their 3-cylinder engines. It’s difficult to say anything about their popularity yet. At least I haven’t heard about the particular success of these models and I don’t see them on the roads very often. I hope I answered the question of why the FZ8 is my ideal Phaser. By the way, words about design are more relevant to the semi-plastic versions than to the H-versions, where the design changes are not so noticeable.
If we talk about spare parts, many spare parts from Litra are suitable for the 800 due to the fact that they have the same base. But the headlight in the 800 is the same as in the 600. That is, the headlight will fit from 600, if anything happens. I keep writing about the FZ8, but its photo is still not in the post, I’m correcting myself.
Of course, this is far from the stock condition of my Phaser. I will tell you about all the additions and changes below.
A little about numbers
Technical characteristics
Year of manufacture: 2010-2015 Frame: aluminum Engine type: 4-cylinder, 4-stroke, in-line Displacement: 779 cc. cm Bore/Stroke: 68 mm x 53.6 mm Compression Ratio: 12.0:1 Cooling: Liquid Valves per cylinder: DOHC, 4 valves per cylinder Fuel Delivery System: Electronic Fuel Injection Ignition Type: Transistorized (TCI) ) Maximum power: 106.2 hp (78.1 kW) at 10000 rpm Maximum torque: 82 Nm (8.4 kgm) at 8000 rpm Transmission: 6-speed Drive type: chain Front tire size: 120/70ZR 17M/C (58W ) Rear tire size: 180/55ZR 17M/C (73W) Front brakes: 2 discs, 310 mm, 4-piston calipers (NA, SA - ABS) Rear brakes: 1 disc, 267 mm, 1-piston caliper (NA, SA - ABS) Front suspension: inverted fork 43 mm (from 2013 - adjustable), travel - 130 mm Rear suspension: pendulum with monoshock absorber (preload adjustment), travel - 130 mm Overall dimensions (LxWxH): 2140 x 770 x 1225 mm - Yamaha FZ8-S. 2140 x 770 x 1065 mm - Yamaha FZ8-N Seat height: 815 mm Ground clearance: 140 Wheelbase: 1460 mm Fuel tank capacity: 17 l (including reserve - 3.4 l) Maximum speed: 218 km/h - FZ8 -N. 230 km/h - FZ8-S Acceleration to 100 km/h: 3.3 sec. Motorcycle weight (curb): 212 kg / 217 kg (ABS) - FZ8-N.
215kg / 220kg (ABS) - FZ8-S Overall there's not much to talk about in the numbers section. The performance characteristics reflect almost everything that is needed. I can only correct them a little in relation to our realities. When I measured the consumption, it turned out that if I drive at an average pace on an open road, in traffic jams and on the highway at about 180+ km/h with accelerations of 200+, then the consumption is 6.7 liters of 95 gasoline per 100 km. Not a bad result at all. If you drive long distances in economy mode at 100-110 km/h in 6th gear, then you can travel 400 km. I can handle it on one tank. I’m glad that the reserve is large enough and if you get it, you can drive 80 kilometers on it. My maximum speed was as follows:
No other way. Well, maybe if the driven star were 1-2 teeth smaller (I have 1 tooth more relative to stock), then I would go 240 in ideal conditions, no more. The Phaser maintains this speed at 11 thousand rpm. Acceleration to hundreds took me about 4 seconds. But I tried without fanaticism or desire to cram into my passport data. The motorcycle accelerates very happily when the tachometer needle is over 6000 rpm. and up to ~ 200 km/h. Further acceleration is more sluggish. In 5th gear it is excellent, 6th is a pure cruiser, the acceleration is rather weak in it, it is ideal for driving on the highway.
The operating temperature of the engine in traffic is ~ 83 degrees, on a free road when driving up to 200 km/h ~ 73 degrees. In traffic jams and heavy traffic in warm weather up to 101 degrees. At 100 degrees, the fans turn on and drive up to 93, and so on in a circle until you get into free flow. Some people complain that the frame burns their feet. Yes, the motorcycle frame gets quite hot, especially in traffic jams. Therefore, wearing shorts is not an option at all. Its temperature doesn’t bother me, but when you accelerate a little in the heat, hot air blows on your legs and there’s nothing pleasant about it. There is no treatment. If it gets very hot, then you should try replacing the antifreeze and cleaning the radiator. I didn't find any other options.
We meet by clothes
So, the first thing we encounter after we have compared the models and studied the numbers is
the appearance .
So let's talk about it. Returning to the history of the 800, it is worth saying that in 5 years of production there was only 1 restyling in 2013.
Then the Phaser was given an adjustable fork, new seat upholstery and a different muffler. The changes are extremely positive, since adjustable suspension is always good, the new upholstery is not slippery and looks nicer than leatherette, and we sweat less on the butt. And thanks to the Yamaha people for the muffler. The old stock muffler looked as bad as possible, especially compared to the overall cool look of the bike. Only the lazy didn't crap on this designer piece
Old (2010-2012) New (2013-2015)
New seats (the old ones are the same as in the Liter photo above)
So let's get back to the overall design. The motik looks bold, sharp, fast, stylish. Appearance is 5+, looks more expensive than it costs. The color schemes of the motorcycle are quite subdued. White, Gray, Black with different color variations of parts and Blue, as well as 2 anniversary versions. Why almost all versions have a gold fork and front calipers with gold elements is a mystery to me. This gold does not always go well with the overall colors of the motorcycle.
One of the stock variants of the Yamaha FZ8SA 2013
The ABS version differs in addition to the presence of additional wiring suitable for the calipers, also by the presence of lower plastic fairings along the manifold. It seems to me that without them the motorcycle looks inferior from some angles.
Version with ABS 2015
Version without ABS 2011
The controls are all standard, there is an emergency light on the left console. Reaching for the emergency lights is not very convenient, but it is quite possible. The mirrors are excellent, you can see everything beautifully. The throttle is responsive, neither long nor short. Allows you to turn the throttle to full speed without acrobatic twisting the wrist into an unnatural position. I like the dashboard. I love the combination of an analog tachometer with a digital speedometer. In addition to speed and revolutions, the device shows: engine temperature, fuel level, time and a choice of odometer, Trip A and Trip B. When the reserve is turned on, the fuel level begins to flash and Trip F appears, which counts the kilometers traveled on reserve. Of course, there are lights for the immobilizer, ABS, oil pressure, high beams on, neutral and check engine.
The headlights are quite enough to move around in the dark. Yes, this is certainly not a Vyfer 800 or a Gus, but if you are not a fan of night trips, then the light will be enough for you. With normal lamps, of course. The headlights shine: right - low beam, left - high beam. At the same time, the circuit of the lamps themselves is somehow strange. On the right side there is H7 with one thread, block H4 goes to it through an adapter. There is an H4 on the left, but it only works for long range. They were tricky... but at least it shines well and thanks for that! Both headlights can be adjusted in height separately. The dimensions are in the upper corners of the headlights and I have LED ones instead of the standard ones. They burn brightly, no complaints.
Many people still put extra.
light on the arcs or not the fork stays. But for myself I don’t see the point in them. Moving closer to the body =D Ergonomics and fit . Landing on the Phaser is quite comfortable. I got on it after a year without a motorcycle and didn't experience any problems. My height is 184. Everything is in its place, everything is convenient. And having driven it after the purchase until Moscow time, I did not experience any problems. The feet stand confidently on the footpegs and the footpegs themselves can be felt intuitively the first time (not for sports enthusiasts, I myself am special), the legs are not bent so much that it tires them on long trips. The height of the saddle is excellent, higher than my previous sea bream, but I didn’t notice it, the length of the legs allows it, fortunately. The tank, although narrower than on the Litra, is wide enough to make it comfortable to squeeze with your feet. The landing involves a slight tilt of the back forward. Without fanaticism. It’s not comfortable to ride the Phaser in a recumbent position or so, that’s not what it’s made for. To hide behind the windbreaker, you just need to lie down a little. You can drive like this for quite a long time, but this position is definitely not for long-distance driving. The lateral outgrowths of the muzzle do a good job of protecting your hands on the steering wheel from midges and from oncoming rain or water from under the wheels of those in front.
The passenger is also not deprived, although his seat looks a little defective. However, my number two is still uncomfortable with respect to the cb400. It’s uncomfortable due to the fact that she doesn’t reach the tank with her full palm and therefore, when braking, rests her fingertips on the tank, which makes her arms very tired, and behind them her back. Most likely the fact is that they are very protective of me and are afraid to lie on me more strongly. I think this is a matter of habit, but it’s worth taking this point into account.
Life is in motion
If we are talking about motorcycles, then everything is learned in motion.
Therefore, further about the engine, gearbox and handling .
There is nothing new or unusual about the engine It's just an inline four with 779 cubic meters. Moderately powerful and moderately sluggish. The lows are a little lacking. The beast wakes up at 6000 rpm. Next comes excellent acceleration. If you want to ride dynamically, keep the needle at 6000. The engine is a little noisy, compared to the cb400, but quite pleasant. Especially with direct flow. At 5-6 thousand rpm there are noticeable vibrations. They are not strong, but compared to the rest of the ranges they are clearly noticeable. This is the norm for Phaser. There is nothing more to say about the engine.
The gearbox is working properly.
Clear and loud, even excessively loud. 1st gear at a traffic light sometimes sticks so loudly that it seems as if you were hitting something on metal. Otherwise, the checkpoint is quite nice and user friendly. Doesn't react to old oil at all. I didn’t notice that it had any effect on the feel of the gearbox. The clutch is a little tight, but it’s still not 400cc. On Litra it is still tighter. Here the hand does not get tired even in long traffic jams, where you constantly work the clutch. The braking system is quite sufficient for this motorcycle. Braking is adequate and predictable. But in the first millimeters of travel of the front brake lever on the new pads there is a large braking force due to which the motorcycle bites. This is also affected by the fact that I have a 12-year-old motorcycle and the suspension is not adjustable. There are floating discs at the front and a floating caliper at the rear - a classic. Two 4-piston calipers coupled with 310 mm. The front discs do their job with a bang. The rear brake isn't very effective, and it doesn't need to be bold and sharp. It is just ideal in that it is difficult to squeeze. But it is quite capable of blocking the rear wheel.
At the same time, the rear brake pads come with 2 pairs of pads from the factory. 1 pair for each pad. Plastic and metal. It's a small thing, but nice. ABS works nicely, not harshly. It hasn’t worked on the road yet, thank God, but I tested it myself. I like it. However, there is no button to turn off the ABS, like on many other motorcycles. But I managed to turn it off by removing the ABS fuse from under the driver's seat. But at the same time, the tidy also stopped showing speed. By the way, the ABS sensor and its response in the wheels are covered with covers. And there is not the usual familiar comb, but some kind of brown rim (apparently magnetized in places or something like that), and the sensor looks like just a metal cylinder.
The motorcycle handles pleasantly, the steering wheel does not tilt in the direction of the turn, and the weight of the motorcycle is not particularly felt. In terms of performance characteristics, it is only 5 kg lighter than the Liter, but it feels much lighter, I don’t know why. It seems the layout is almost the same. But maybe it was my imagination. It doesn’t rear up from the gas, no matter how surprising it is for me. It goes along the highway like a glove. There are slight vibrations from the wind, but they do not interfere. Turns go well, pleasantly. But on recumbents it gives a little bit to the butt. But here you either need to release the rear spring too much for softness or so that turns can be taken well.
I also managed to go to the track I tried out the Phaser at the Firsanovka karting track. He feels much more confident there than the sea bream; he drives the entire track in 2nd gear. There is no need to switch. However, just like on the seabird, it was not possible to get rid of the chicken strips on the wheel. There is still about a centimeter left on the tires, and the running boards are already scraping the asphalt. You can purchase and install position-adjustable footrests, of course, but the Phaser is not a track device, so I don’t see the point in this. It’s better to take up sports if you’re so inclined to set records on the tracks. I drive a Pirelli Angel ST. Great tires! There are no complaints. The grip is excellent, wear resistance is also good.
I also managed to visit the ground Although not much, but still. Here the Phaser feels like any other road bike. We drive carefully and don’t get into the mud. The suspension travel of 130 mm and the ground clearance of 140 allow you not to catch your belly even on large bumps. Overall nothing special.
What's under the seats?
The Phaser doesn't have much space under the seats. This is of course not like it was in the Duke 200, but it is far from the cb400 with its 2 glove compartments and space under the seat for a bunch of things. The original set of tools is placed under the passenger seat (in the photo it is attached to the seat on the back side), and a belt also fits. a tubeless tire kit (pictured) or a motorcycle cover, or a pair of luggage nets.
And under the driver's seat only the battery, fuse boxes and brake fluid reservoir are hidden.
Additionally, you can install central and side cases or hang bags or stick a bag on the tank. In general, there are no restrictions here other than personal considerations and budget.
Service and Features
We always have to
service Spare parts for the Phaser are the same as for other Japanese bikes. There is nothing outstanding about the prices. Getting spare parts is also not a problem. There is also something in stock (in Moscow time), there is a disassembly, there is something to order. There are no special nuances in service. Change everything during +- and there will be no problems. Only the manual says replacing the air filter at 40 thousand km or so. God knows where the Japanese got these numbers from. Of course, the filter becomes unusable after 10,000 km. Therefore, it is necessary to change it, as with other similar equipment in Russian realities, every 10 thousand or so. The main thing is not to forget to remove the rubber seal from the old filter when replacing it. New ones come without it. Very often you can forget about it. A new one costs 178 rubles, and delivery from Japan costs 1,300 rubles. Therefore, you have to make a seal from sealant if your original one is thrown out by accident. I will highlight a few points from the features: 1) I was very surprised by the process of replacing spark plugs . On the Seabird, I removed the tank, unscrewed the filler neck for the coolant, and at the very least you can get to all the spark plugs. Nothing is right here. Remove the side plastic, remove the radiator and then you can change the spark plugs. Moreover, you can be perverted and simply bend the radiator, but it’s easier to remove it from 3 out of 4 tubes. Of course, the antifreeze will have to be drained from it. But I make it simpler. I change the antifreeze along with the spark plugs. According to the manual, they should be replaced at about the same mileage.
2) The antifreeze and oil . They are located at the bottom left side by side. Literally 1 cm from each other. It's really convenient.
3) Replacing the air filter is a real epic. Although I’ve had to do this 8 times already (either the gasket needs to be made, or the filter box needs to be removed, or whatever the hell), the process is not the easiest. You need to remove the tidy trim, unscrew the 2 bolts holding the side plastic, remove the plastic trim of the tank, remove the tank, remove the filter box cover and only then the filter element itself. You need 3 different keys and a total of 28 bolts to unscrew
4) light bulbs can be changed without problems. It's very easy to climb. And what’s nice is that all the tidy is LED, which means it’s almost eternal. You won't have to climb to change light bulbs. 5) To remove the drive sprocket cover, you need not only to disconnect the gearbox shift rod, but also to remove the left step, because the rod passes through the cutout in the frame.
6) Weak progression . Quite often, people's progression plates bend and the motorcycle sits on its belly or the progression stops working. What it is for and why it is - there is a lot of controversy. But this often happens to people on normal roads without huge potholes or other suspension overloads. So this node should be frequently inspected for something like this:
or something like that
I wrote about this in more detail here: TYK It is solved by installing reinforced plates, made to order or purchased from Mad Irons.
7) The problem that occurs on Liters with a generator did not affect the 800. Until, it seems, 10 years ago, Litra had problems with the design of the generator. Magnets could fall out of the rotor and fall into the crankcase. And the trouble began. Later, Yamaha began to install a new version of the rotor with protection against this. At 800 this is exactly what it costs. People took it apart and looked. And, by the way, once again Yamaha refused to make a recall company. As with the progression, as with the oil drain bolt on the MT-09 crankcase, which came off on bumps... Yamaha is such a Yamaha. Mistakes are admitted, but correct them yourself.
In my opinion, the expansion tank in Yamaha was shoved according to the principle: - The motor is ready, but it seems we forgot something... - Where is your expansion tank? -Damn, that's what we forgot, that's for sure! Let's squeeze it in somewhere, otherwise in 2 hours there will be a presentation of the motorcycle! That's how it appeared in the rear behind the shock absorber. A very wild shape and no way to get close to it. Somehow, using a syringe, you can pump out antifreeze from there and add new one when replacing it.
peek-a-boo
Tuning
On the Phaser, like on many other motorcycles, there are a lot of various additional options that can be installed. There is Chinese, there is European, and there is American. The main things that are highly desirable for installation are arcs and radiator protection. During this season, already 2 people on Phasers managed to break through their radiator with a pebble. Well, a front fender extension wouldn't hurt either. Of the special stages that are absolutely necessary, that’s all. But I’m a fan of all sorts of things and I’ll tell you about what I put on the Phaser.
1) By tradition, I replaced the triggers with adjustable ones from Ali. They are perfect as always. I bought a bunch of aluminum oil filler plugs in color.
2) I bought and installed LED turn signals with a new relay and an LED light bulb in the stack. Now I am also 100% satisfied with the lighting technology. The turn signals from Ali are quite good for the price. The only thing is that their wiring is a bit thin and the copper is not annealed, and they twist very poorly. But for the brake light, I first bought a cheaper bulb and realized that I couldn’t save money on this. It was shining terribly. But the Philips Vision 12V-21/5W LED Red shines perfectly. Even though it costs much more.
3) The standard seat on models before 2013 is not very comfortable. And since the budget was very small and there was no money for a full reupholstery, I decided to try covering it with 3D mesh. The result pleased me. Your butt doesn’t sweat, it’s softer, and when it’s raining you don’t sit in a puddle. And the appearance is nice.
4) Well, of course I was not happy with the appearance of the muffler. And it doesn’t sound at all and weighs 8 kilograms or more. It’s good that the previous owner already had a Two Brothers exhaust. Only now I ordered a DB killer for it. And it's too loud. Now he is perfect for me.
5) And finally, I slightly updated the color scheme of the motorcycle to match my favorite colors and the color of the equipment. I did it very simply. I figured out what I wanted, took masking tape and a pen, covered the areas for the stickers with tape, and drew sample stickers directly on the mote. Then I peeled off the tape and transferred it to cardboard. I finalized the lines of the stickers and cut out templates from cardboard. And I cut out a set of stickers from car vinyl. It turned out very nice in my opinion.
Stickers on the rims - Puig reflective tape on the outer rim and stickers with inscriptions from Ali on the inside of the rim.
To sum it up, I can say that the FZ8 is an excellent all-round motorcycle for every day and even long-distance riding.
I never regret that I made a choice in favor of the 800. And I wish you all that your choice will never disappoint you! Smooth roads, good weather and may your horses always make you happy!
003-MOTO_0610_015
Usually, when searching for compromises, there are sacrifices.
But here, as it turned out, there are no compromises, but rather harmonious combinations. And this, I must say, is not the first time for the FZ/Fazer family. Usually, when searching for compromises, there are sacrifices. But here, as it turned out, there are no compromises, but rather harmonious combinations. And this, I must say, is not the first time for the FZ/Fazer family.
When designing this 800, the engineers used as a base the same engine that powers the FZ1 (the latest 20-valve engine that came from the 2006 R1 sportbike), but “scaled it up” a little. The volume of 800 cm3 was not chosen by chance - it is rare that an engine of a smaller volume pulls passably at low and medium speeds, while having a “juicy” top. Thanks to the dimensions of 68x53.6 mm, the designers lowered the cylinder block (relative to the crankcase) by 9 mm, which brought the center of gravity of the entire power plant a little closer to the ground. The stiffness of the springs in the clutch was reduced, which means the squeezing force, and they “played around” with the gear ratios of the box a little - bringing them closer together to improve dynamics. The engineers also abandoned the 5-valve timing scheme in favor of the classic 4-valve, and the profile of the camshaft cams was made less “greyhound”.
Chassis and brakes
The frame of this motorcycle is made of aluminum, which significantly reduces the weight. The rear brake is served by a single disc along with a single-piston caliper, while at the front there are already a pair of discs, and they are assisted by four-piston calipers.
The suspensions here are no worse than the brakes and are just as well-chosen. Both the rear swingarm monoshock variant and the front inverted fork have the same average travel of 130mm. This makes the bike quite maneuverable and especially suitable for urban conditions.
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The only thing I didn't like about the appearance was the muffler.
It clearly does not fit into the design framework. The only thing I didn't like about the appearance was the muffler. It clearly does not fit into the design framework.
A new multi-throttle fuel injection system with a valve diameter of 35 mm (versus 45 mm for the “liter”) is designed to make engine thrust smooth at medium speeds. There are eight dampers in total: one cascade is controlled by the throttle grip, the second by a stepper electric motor, which receives commands from the engine control unit - a kind of carburetor with constant vacuum. This was done in order to provide the rider with a maximum of controlled torque, coupled with smoothness in all engine operating modes, which is especially important when driving in the rain. Another feature is that the cylinders have different lengths of inlet pipes: the outer ones are 125 mm, and the middle ones are 150. This solution not only spreads the peak of torque over the revolutions, but also changes this very peak for traction in medium load modes, replacing the power valve at the exhaust, which there is no. As a result, the torque reaches 82 Nm at 8000 rpm. Yes, few “civilian” engines manage to jump over the 100 Nm bar per liter of volume. I think you can draw your own conclusions. Well, the absence of dampers in the exhaust not only reduced the overall weight of the car, but also inexplicably influenced the design of the muffler, which... ahem... I would characterize as strange - a completely amorphous piece of hardware that does not fit into the design of the car. Although, most likely, Igor Akrapovich is already rubbing his hands, having prepared a high-tech “pipe” for the FZ8 in his arsenal.
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The silhouette of these legendary brake calipers is more recognizable than any emblem.
The silhouette of these legendary brake calipers is more recognizable than any emblem.
The chassis also shows a clear similarity with the FZ1 - from the frame layout to the same pendulum length as the “liter”. Let's not forget that the Kawa Z750 has a steel frame and is less rigid (this is related to the higher price of Yamaha). The engine is attached to the frame at six points and helps keep it in shape. In general, the layout of the motorcycle is such that the weight distribution along the axles (51% front, 49% rear) provides a good foundation for precise handling. The wheelbase is 1460 mm, like a liter car, which means a spacious seating position not only for the driver, but also for the passenger, and this is beneficial for directional stability. Stopping the car are 310mm front brake discs with monobloc four-piston Advics calipers (formerly known as Sumitomo) and a rear 267mm disc with a two-piston caliper, which complements the engine's considerable stopping torque. It would seem that the chassis is completely identical to that of the liter older brother, but not quite. Here the seat is 12 mm narrower, and the gas tank is “skinnier” in the place under the knees, which reduced its capacity by half a liter - to 17 liters. The FZ1 has a rear tire with a width of 190 mm, but here it is 180. The wheel is narrower, the handling is better, let's go! I guess I'm not a real Englishman - I don't like rain. But I was glad for this damp, gloomy morning in Marseille. Ideal conditions to test the engine in non-limiting modes of medium and low loads, its balance and confidently restrained character. One thing was upsetting: there were no motorcycles with ABS in the test park, and I really wanted to check its performance on wet asphalt. And, I note, I took the raincoat out from under the saddle, replaying in my head the memories of the Z750, devoid of any luggage capacity.
Dimensions and weight
The weight of the motorcycle including fuel is not small, but not too large either, and amounts to 212 kg. The tank volume here is as much as 17 liters, which some may even consider too large. However, if you use a motorcycle for country trips, this volume will be just right, because the average gasoline consumption per 100 km fluctuates around 5 liters. The saddle height is average and reaches 815 mm.
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...and Fazer is in FZ.
...and Fazer is in FZ.
A couple of kilometers on the roads was enough for me to understand that Yamaha engineers hit the bull's eye with the engine tuning - the engine follows the throttle so smoothly, but at the same time quickly and confidently. Moreover, confident and even traction starts from 1100 rpm, that is, practically from idle. The engine does not stall or jerk, does not rattle from detonation and does not struggle from being “under-rotated”. It just pulls, and pulls great: the nature of the engine allows you to confidently accelerate in sixth gear from 50 km/h. No dips, no sudden pick-ups until the cutoff, which occurs at 13,000 rpm. It’s just a soft and smooth kick as soon as the tachometer needle crosses the 7000 rpm mark. The box clicks easily and clearly, without clanging or roaring.
So I can confidently call the FZ8 the ideal motorcycle for both beginners and veterans - it is so friendly and easy to ride. The throttle handle can be used to control not only any speed of acceleration, but also deceleration - by closing the throttle, it is possible to very accurately dose the braking torque. In general, it’s an ideal option for the city. Having got out of Marseille, on the mountain serpentines I became inspired by the handling of the 800. Although the chassis geometry here is the same as on the “liter”, the kinematics are clearly different - the motorcycle steers literally with the power of thought, shifting from step to step. Well, those who drive not only through traffic jams in megacities should take a closer look at the dressed-up Fazer, which has replaced the angular avant-garde headlight with a semi-fairing with Yamaha’s signature squinting headlights. Inside the fairing there was a digital speedometer, which, as soon as I looked at the scenery a little, already showed 200 km/h, and the tachometer needle hovered at 9200 rpm - three-quarters of the way to the red zone. Here I was pleasantly surprised by the ergonomics, which are clearly in harmony with aerodynamics. Sitting upright, I was in a cocoon between the rushing air currents, and the soul was not blown out of my chest, and there was not even a hint of a helmet coming loose. If you want to relax, slow down to a hundred and get high, immersing yourself in Zen.
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The 800's engine is only 8 horses more powerful than last year's 600.
Squeezing out an additional 200cc is a juicy moment that spreads across the entire rev range. The 800's engine is only 8 horses more powerful than last year's 600. Squeezing out an additional 200cc is a juicy moment that spreads across the entire rev range.
Returning to the winding mountain road, I carefully studied the operation of the suspension and brakes. If the suspension seemed a little soft after the road euphoria, then the brakes can be given a solid five. Then add a plus by installing reinforced brake hoses and call them ideal. But that’s later, when the Fazer settles in my garage. And here’s the summary: Yamaha released not an update of the six hundred and not a smaller copy of the “liter”. Fazer 8 is basically a new machine. Very balanced, functional and friendly. Two-faced, but not like Janus - both faces, covered and naked, are beautiful and multifaceted in their own way. It’s a pleasant trend, I must say. So, next year we’ll be waiting for two incarnations of the eight hundredth “Diversion”?
