Review of the Yamaha FZR 750 Genesis motorcycle

Japanese motorcycle produced from 1985 to 1991
Yamaha FZ750

Yamaha FZ750

is a sports motorcycle produced by Yamaha Motor Corporation between 1985 and 1991. The FZ750 is notable for several reasons, perhaps the most radical being the 5-valve radial cylinder heads. It became something of a Yamaha trademark. The FZ750 will be the first motorcycle in the Genesis design concept.

The bikes were known for their linear power delivery with a top speed of around 140 mph. The engine has a forward-sloping cylinder block, which effectively lowers the center of gravity. This results in a relatively long wheelbase, which made it difficult to use in short-distance racing, but lowered the center of gravity and provided nearly 50/50 weight distribution. What was clear was that Yamaha viewed engine design as part of the overall package. The FZ750 showcased Yamaha's design capabilities. [2]

Content

• 1 Development
• 2 Design 2.1 Engine
• 2.2 Transmission
• 2.3 Chassis
• 2.4 Electrical system

Brief history of the model

1987 - start of production and sales. Model: Yamaha FZR750 (Japan, USA). Factory designation: FZR750RT.

1988 - no significant changes. Model: Yamaha FZR750 (Japan, USA, Europe). Factory designation: FZR750RU, 3CU1, 2YJ1, 3CS2.

1989 - appearance of the Yamaha FZR750R modification. Model: Yamaha FZR750; Yamaha FZR750R (Japan, USA, Europe). Factory designation: FZR750RW, 3PH1, 3JV1, 3SJ1, 3SG1, 3PK1, 3PJ1, 3PG1.

1990 is the last year of production. Model: Yamaha FZR750; Yamaha FZR750R (Japan, Europe). Factory designation: 3SJ2, 3SG2, 3PK2, 3PJ2, 3PG2, 3JV3.

Development[edit]

Yamaha began development in 1977 to replace the highly successful but then limited future two-stroke motorcycles. Given the design brief, the engine (in racing configuration) should produce at least the same power as the TZ750 two-stroke. [3] The FZ750 will be the first motorcycle in the Genesis concept, in which an advanced multi-valve liquid-cooled engine and a perimeter-style steel chassis will be designed to work together to provide increased power and handling. [4] The Genesis concept would become the basis for many future Yamaha models.

The FZ750 was introduced at the IFMA motorcycle show in Germany in the fall of 1984. [5] And 1991 was the last year when this car was included in the list.

Dimensions and weight

Without fuel, this motorcycle weighs only 213 kg - not that much, just average. The gas tank capacity reaches 20 liters, and taking into account the average consumption of about 6 liters per hundred kilometers, this is more than enough.

As for the dimensions, they are typical for a classic sports motorcycle and occupy a middle position between compact versions and giant representatives of the class.

Design[edit]

Engine[edit]

The FZ750 uses an all-aluminum, liquid-cooled, transverse-mounted four-cylinder engine. The complex cylinder head consists of two halves, with two chain-driven overhead camshafts operating 20 valves, 3 intake and 2 exhaust valves per cylinder. Although this has been disputed in recent years, it has been argued that for a given lift, 3 intake valves operate more efficiently than conventional dual intake valves. What was certain was that their lighter weight allowed faster opening speeds and softer valve springs, all of which contributed to a theoretical increase in engine speed and thus power output. Valve clearances are adjusted using shims under the lifter.

Yamaha FZ750 1FN, with optional Harris fairings

Four 34mm Mikuni constant-velocity downdraft carburetors are mounted in a row behind and above the cylinders and feed each cylinder through a short, straight and nearly vertical port. The air chamber is located in what would be the front of the fuel tank. The fuel tank is located behind and below the carburetors, and the fuel is lifted by an electric fuel pump. The four exhaust pipes are cross-connected by cylinders 1-4 and 2-3 and exit through two mufflers.

The crankshaft is connected directly to the clutch. No counter balance shaft is used. Engine width is minimized by placing the starter clutch, alternator, water and oil pump behind the engine and driven by the output shaft. Start - electric, lubrication - wet sump using a trochoid pump.

Transmission[edit]

The FZ750 uses a close-ratio six-speed sequential transmission; The gear shafts can only be removed by separating the crankcase halves. The clutch is wet, multi-plate, hydraulically driven. The main drive is an O-ring chain and sprockets. The FZ750's safety feature is that the engine ignition is cut off if first gear is engaged with the side stand down; This is common on modern motorcycles.

Chassis[edit]

The chassis was designed to facilitate the unique engine configuration. [6] The frame of the FZ750 is made of box steel and perimeter type, with replaceable motor trapezoids. The engine forms a stressed member of the chassis. The front fairing and upper rear section use separate subframes. The rear shock, which is remotely adjustable for damping and spring preload, is positioned vertically behind the engine and connects to an extruded aluminum alloy swing arm to provide suspension lift via two forged aluminum arms. The 16 in (410 mm) front wheel is suspended on air and oil damped forks.

Electrical system[edit]

The FZ750 features a 12-volt electrical system and at the time had advanced user features such as a side rack cutout, oil level gauge, and self-destruct indicators.

The FZ750 was also equipped with an alternator (automotive), rather than a fixed magnet dynamo, and therefore did not require a separate regulator/rectifier that was common on other machines. The starter is mounted behind the cylinder block and drives the output shaft through a Sprag clutch.

Variable resistance measurement system is used to monitor the engine oil content with corresponding warning light. Nippondenso Transistor Controlled Ignition is used in combination with two ignition coils. There is an electric tachometer, (together with a mechanical speedometer) fuel and temperature sensors. The electric reserve fuel system simulates the normal fuel supply by cutting off power to the fuel pump, when the fuel in the tank reaches a certain level, the reserve fuel can be activated via a switch.

Where markets allowed dueling, a single 35W headlight was installed, but other markets required a single 55W headlight, which also did not fit into the large rectangular hole. Self-suppression indicators, if installed, the distance between which is adjusted by the reed switch on the speedometer.

13.05.2003

For many years now, motorcycle manufacturers have been vying to create the best 600cc sports bike. The demand for these machines, which over time become not only faster, but also better, forces manufacturers to constantly modernize and improve each model... Nowadays, it is rare for any manufacturer of leading brands to leave their 600 cc sports motorcycle for more than three years without major modifications centimeters. While manufacturers have excelled in producing these wonderful motorcycles, advances in technology have led to high prices, some of which have now reached $8,200.

Now these top tier 600cc motorcycles are beyond the reach of most buyers, especially college students. And motorcycle manufacturers have even decided to finance their frugal, no-savings lifestyle in the hope that things will change later, in a few years, which is why a low down payment is often the main factor when buying a new motorcycle.

Check out this fast, mid-weight sports bike with a fairly reasonable price. It's not that expensive, you might think, and it was nice for them to have it. Therefore, we decided to introduce you to the class of 600 cc sports motorcycles, with two of its representatives - the Yamaha FZR600 and the Suzuki Katana 600.

One of the famous Americans said, describing the philosophy of the Katana and FZR: “If it doesn’t break, then don’t touch it!” This is what both of these motorcycles are remembered for, and their design has remained virtually unchanged since the late 1980s. By saving money on scientific research, as well as on modernizing production, Yamaha and Suzuki were able to reduce production costs, which naturally led to lower prices.

The Suzuki Katana has a simple instrument panel consisting of a large, easy-to-read speedometer, tachometer and fuel gauge.

The Yamaha FZR shows its sporting level by having its own tachometer and temperature scales separate from the speedometer.

But how much cheaper have they become? The 1997 Suzuki Katana retailed for $6,099, or $1,600 less than the new GSX-R600. And the Yamaha FZR600 costs $6,499, which is $900 less than its little brother, the 1997 YZF600R.

Obviously, a 600cc machine will cost a lot less than high-end sports bikes, but how much should you pay for this bike? Back in the eighties, both the FZR and Katana were competitive machines, but today neither can compete with modern 600-class motorcycles in any category. However, in the real world, both lap times and stopwatch times are not the same are important, but what's more important is that they can get you to class or to the office on time, which is more necessary in everyday life, and both cars can do this while giving you the pleasure of free movement on the road. Whether it's outdated technology or a lackluster ride, riding any of these bikes will still raise your pulse and be a lot of fun.

But how can these motorcycles be compared? Which one works better? After all, both cars have the limited capabilities of a linear four-cylinder engine configuration, but if you directly compare the results of driving on the ring, the FZR will be ahead in comparison with the Katana.

The Yamaha has more power at the higher end of the engine spec and is weaker than the Suzuki engine, pulling over a wider rpm range. But even the dynamic performance shows that the FZR has a few more horsepower than the Suzuki, and it weighs noticeably less, which obviously helps with better acceleration.

This combination of superior power with two-point braking, light weight and a narrow cockpit makes the FZR easy to hop on and go fast. Our only concern was the clunky gearing and the yaw of the rear suspension. And installing a new aftermarket rear shock could greatly improve the rear suspension.

Suzuki is a completely different story. Its extra weight, combined with poor cornering performance, thanks in part to Suzuki's choice of Metzeler Laser front tires, makes the inexperienced rider uneasy at high speeds. Often the Katana requires extra steering effort to finish a curve smoothly compared to the FZR.

The Katana would also benefit from modifications aimed at reducing handling effort. Some effect can be achieved by extending the fork tubes a few millimeters at the fork mounting point, which will reduce the effort required to turn the motorcycle. Other tires with a different, more triangle-shaped profile would also help. Around town, the Katana shines with its wide seat, light clutch, tall handlebars, and compliant suspension that make for a very enjoyable ride.

The brakes on the Yamaha FZR are excellent, providing great stopping power and excellent feedback.

The Katana's brakes lack smoothness and power.

Each of the bikes is very capable on a twisty road, but they're just as exciting in the monetary department, with every effort put into affordability on the FZR600 and Katana. Suzuki's offer is better because the purchase of a new Katana 600 requires zero down payment and a financing rate of 14.90 percent. And Yamaha requires a minimum down payment of $750 and a credit financing rate of 18.00 percent to purchase the FZR 600.

With a 60-month payment plan, the Katana will cost $166.69 per month versus $170.48 for the FZR. Also note that buyers can save significant money by locating a dealership that still has remnants of 1996 models that only have a different paint scheme.

In the US, when purchasing a new motorcycle, full insurance coverage is required and the associated additional costs are at your discretion. Relative to the 600cc class, this insurance is inexpensive because motorcycle rates are based on weight and location. At California State Farm Insurance Agency, the total cost of insurance is $133.81 per month for any motorcycle. But the price of insurance can be reduced to $33.30 per month if your car policy is issued through this agency and you have been insured with it for 10 years or more.

Obviously, the costs of financing and full insurance add significantly to the final price of any motorcycle. And purchasing the FZR with a $750 down payment plus interest would bring its total final cost to a very high $10,978, which is almost a thousand dollars more than the $10,001 you'll pay for the Katana! But that doesn't even include the insurance amount, which, with a full credit program over a 60-month period, can reach an equally high value of $8,028. But while not many of us are able to buy a motorcycle outright, we can save more by purchasing a motorcycle in installments.

Another, no less important point, if you have a tight budget, is the cost of spare parts. In the event of an accident, restoring a full fairing motorcycle is very expensive. On most sport bikes, the upper fairing, lower fairing, tail section and gas tank parts are interlocking and therefore subject to damage in a typical drop-over collision. Replacing these parts on a Yamaha would cost you, or your insurance company, $1,600 versus $1,900 on a Suzuki.

While new riders and those who love a smooth, streamlined style might choose the Suzuki Katana, most people will prefer the FZR. The Yamaha FZR 600 is a joy to ride, giving you complete safety even at high speeds. And when driving around the city, the FZR is straight and light, making it easier to maneuver in city traffic. Its ergonomics are very respectable for a sportsbike, and are well suited for planning 300-mile weekend trips.

Of course, these motorcycles may not provide you with the leading technology, but you do get reliable equipment that the budget of most of us, hungry students and new riders can handle. If you don't need the trickiest, fastest, newest model, then any of the 600 class motorcycles will satisfy your requirements as a good and reliable city bike.

Travel impressions

:

1. Brent Plummer, Editor-in-Chief

A crisp winter day dawned in Los Angeles, filling it with bright sunshine. A hard left, then a hard right, the FZR takes these corners really quickly and has plenty of power to spare. As you twist the throttle to a stop and gradually descend the incline, you realize how difficult it is to descend safely on the brakes on a 400-pound motorcycle. “A little more than six degrees,” I think to myself, “that’s not bad at all.”

And then, when the excitement of the canyon wears off, I have to make the 25-mile trek back to the MO office. Five miles down the road, my wrists are completely exhausted, and my opinion of directional stability is destroyed: “Understanding the majority of people interested in this bike and paying for it, they still want to know, is this bike really worth a thousand dollars more than the Katana? »

The answer, at least to the senior members of our firm's staff, is obvious. In this test we were clearly divided by age with the younger part of our firm outnumbering the old guard. And there is only one answer - “No”.

I don't like to ride down on the road and in pain, so the Katana's good seat, high bars and low pegs make this bike a clear winner in my book.

2. Sean Hijby, technical writer

Reliability is my number one priority, whether I'm driving on the streets or on the highway. The most rewarding thing is when the bike is predictable and requires little effort when moving, that's when it gives me a feeling of complete control. The narrow cockpit, light weight, and quick and easy handling make the FZR600 feel like a toy motorcycle.

Within minutes of starting the ride, I felt confident pushing the FZR to its limits. I was able to get the FZR back into the corner quickly and spin the wheel out just as quickly. The chassis is light and turns quickly, and seems to be constantly calling, “turn me!”

I've ridden both the FZR and the Katana several times in a row, and this has further solidified my choice in favor of the FZR. After riding the Suzuki Katana for several weeks, I became accustomed to its features and was able to accept it as a city bike. But when I switched back to the FZR again, I came to the conclusion that Yamaha - “Oh... Wow!”

3. Billy Bartels, Graphics Editor

We had both of these two bikes at the same time for a while. At the end of the summer I rode them both non-stop and grew with them. And then I switched to the Kawasaki ZX-6 and Buell Cyclone to review them.

When I switched back to the Katana a month later, I thought someone had decided to let the air out of the tires. It was a difficult and thankless comparison. To clarify the differences, I drove the FZR the next day and was pleasantly surprised by its lightness and reasonable comfort. I went back and forth many times to make sure, and I was completely exhausted by the comparison. No, I genuinely like the FZR and don't like driving the Katana at all.

Katana has a low price, which speaks in its favor, but, unfortunately, this is also an indicator of quality. In addition to the handling shortcomings, there is also a whirring noise right at the top of the power curve, but it's not a big part of the curve, and the gearbox sometimes jumps out under high acceleration. By the way, it's also hard.

However, the FZR is by no means presented as a clear winner. Its seat is useless if you weigh more than 180 pounds, or are carrying a backpack (which I've learned myself is not an easy feat). The drive is oversized, which sometimes forces the suspension to unload when cornering (and it's not fun).

The view in the rearview mirrors is also limited, as if you were looking through the hub. But other than those little quirks, it's a small and very capable bike. Faster and better control in one package justifies the significant price difference.

4. Gord Mounce, Associate Editor

While these 600cc cars are in the same category, they have very different personalities. The Katana is user friendly and built like a big street bike. However, when acceleration and energetic cornering are required, the slow turning speed and added weight of the car limit the fun.

The Yamaha FZR is not so light that jumping on it will immediately feel like being on a motorcycle that you have known for a long time, but at the same time it is just as comfortable as the Katana. But once you put a few miles on the bike, the FZR's chassis starts to inspire you, cutting corners at speeds that wouldn't be possible on a Catana. For me, owning a sports bike is everything. FZR gets my vote.

5. Tom Fortune, Managing Editor

Numbers make it possible to compare. And in this comparison, those numbers equal dollars. I prefer to have dollars in my pocket. And this is the whole point of this story, as it is supposed to find out which of the motorcycles actually represents the greatest value, valued in dollars, isn't it? And with zero down payment plus a $400 lower purchase price on the motorcycle, the Katana is my choice.

For the money I'd save, I'd be able to live with the shortcomings of the little Kata, which really isn't that bad. But on a winding country road, I thought that this steering actually turned out to be a rather pleasant curse.

Indeed, you wouldn't notice any handling quirks at all unless you switched from the Katana to the FZR, and then returned to the Katana again. It's only then that its high weight and slow handling seem wrong. And for taller riders like me, the Suzuki was more comfortable than the FZR with its boyish, race-inspired ergonomics.

But I'm not confident enough to say with certainty which bike has more horsepower or can make a turn faster. But if you go to buy one of them, remember that the Katana is very user friendly, which is an important fact for a budding motorcyclist, and represents the best option in terms of budget purchase.

FZ750 models [edit]

FZ750 models can be divided into three different model ranges according to the first letter of the model suffix: [7]

Series 1 1985–1987 (1AE, 1FN, 1FM, 1KT, 1FU, 1FT, 1FT)[edit]

Yamaha FZ750 1FM

The FZ's immaculate styling and short fairing panels that displayed the forward lean of the engine but covered the sides of the radiator gave the bike a very distinct styling. Very early models had the old style removable fuel filler cap, large square indicators and vented disc brakes. Cars were equipped with dual headlights if the local market allowed it. The Japanese domestic market (1FM) had telescopic forks with adjustable damping.

Later cars were equipped with an optional single seat slide (replacing the seat belt), an aircraft-style fuel filler cap, thinner indicators, a grab handle and belly pan, or a combination of all of these. An optional full fairing was also available.

Series 2 1987–1989 (2MG, 2KT, 2FM, 2FJ)[edit]

Yamaha FZ750 2MG

A significant redesign has seen some weight loss and attempts to make the machine perhaps more suitable for sports touring. Most noticeable were the new full fairing panels, new side panels and a redesigned rear subframe that incorporated the license plate/tail light. The front turn signals have been moved to extend through the body.

Minor changes to the engine included slightly shorter pistons and longer connecting rods. New digital ignition unit which required only one sensor compared to the previous dual sensors and repositioned ignition coils. A push-pull cable throttle system was installed. The 4-2 exhaust was replaced by a much lighter 4-1 system.

The redesigned side stand now featured a cutout for a side stand. The rear suspension was changed to a forged steel "dog bone" with an aluminum rocker arm, replacing the forged double wishbone suspension, which resulted in the removal of the B-pillar. The remote rear shock adjuster has also been removed. The rear running boards were now separate pieces with cast aluminum suspensions, and the cars now had a red or blue "speedblock" color scheme.

Series 3 1989–1995 (3BY, 3KS)[edit]

Only minor changes, including more muted color schemes. New front brake discs have been enlarged from 270 mm to 300 mm floating type, and 4-piston calipers have been installed. The front wheel was now 17 inches, and the slightly wider rear rim made the bike suitable for the latest radial tires, and both wheels were a hollow-spoke design.

In the United Kingdom and possibly other markets, some unsold 2MG bikes were brought up to Series 3 standard, many were not registered until 1989 or later but still had the 2MG suffix. 3BY models destined for Switzerland are limited to 100 hp.

Other FZ750 models[edit]

FZ700[edit]

This model was officially sold only in the USA. A slightly reduced stroke of 48 mm gave the FZ700 2KU a displacement of 697 cc. See, which beat the 1983 US tariff on motorcycles over 700cc. See: Despite being similar in appearance to any other 2 Series car, the engine shared more in common with the FZR750 with lightweight pistons and candy rods.

FZX750[edit]

The sales success of the Yamaha VMAX led to the introduction of a cruiser version of the FZ750 with a slightly detuned engine as the Yamaha FZX750.

FZ750P[edit]

In 1987, Yamaha took advantage of the FZ750's high performance and stability to release the FZ750P 2KW police model. Using a mixture of parts from previous Yamaha and FZ750 models, the car featured a single seat and police equipment, including a calibrated speedometer. Some vehicles were imported to Taiwan for use as escorts after retirement from the Japanese police.

Yamaha FZ750P

FZ750 OU45 Factory Racer[edit]

1986 Yamaha FZ750 OU45

Built to compete in the AMA Superbike Championship Daytona 200, the machine was based on the production FZ750 model. Following the transfer of the AMA Daytona 200 title from the Formula 1 class to the Superbike class in 1985, this machine scored its 14th win, driven by Eddie Lawson to win the 1986 Daytona 200. The bike contained many exotic parts such as a cable clutch, performance camshafts, a dry clutch and an oil cooler. Many of these parts found their way into the sought after factory race kit and into the later FZR750/1000. The maximum power was somewhere around 95.6kW (130PS). [8]

FZ7R50 OW74 Full Factory Endurance Racer[edit]

Yamaha FZR750 OW74 Suzuka 8H 1985 — price: + 0 rub.

Factory endurance racing machine TT-F1, based on the production sports model FZ750. The engine featured a modified forward cylinder tilt from 45° to 35° to accommodate the shortened wheelbase and the adoption of an air intake system. A custom designed aluminum Deltabox frame similar to the Yamaha YZR500 was installed. These features are coming soon to the 1987 Yamaha FZR750/1000. In the 1985 Suzuka 8 Hours endurance race, Kenny Roberts and Tadahiko Taira came close to winning but retired due to mechanical failure in the final stages of the race. [9]

Bike features

Here are the main features of the Yamaha FZR 750 Genesis:

• more powerful than the “six hundredth”, but more compact than the “liter”;
• ease of landing, despite the sports class;
• magnificent, hurricane dynamics, so many have not appreciated.

The motorcycle turned out great, no matter what anyone says. This model is the quintessence of everything a good sports bike needs. The Yamaha FZR 750 Genesis is perfect for racing on race tracks, but is also capable of leisurely riding.

Motorsport[edit]

The FZ750 enjoyed a successful racing career. Unusual at all levels of the sport from Clubman racing to full international series. The bike remains popular in the hands of privateers and is eligible for Superstock racing around the world. A factory racing kit containing engine parts is available.

Finished third in the Formula 1 race on the Isle of Man in 1985.

Finished first in the Castrol Six Hour and Arai 500 Bathurst in 1985 and 1986.

Finished first in the Castrol Six Hour (New Zealand) and the Daytona 200 in 1986.

Placed first in the Superstock class at the Northwest 200 in 1987.

The FZ750 engine mounted on a Bimota chassis as the Bimota SB4 took first place in the first round of the Superbike World Championship in 1987. [10] [11] [12]

Chassis and brakes

The suspensions, both rear and front, are equipped with all adjustments. The motorcycle brakes from the rear using a disc with a diameter of 267 mm. This disc is assisted by a two-piston caliper. At the front, the brakes are a pair of discs, each with a diameter of 320 mm, but they are still supported by two-piston calipers, which some will consider a minus.

The frame is made of aluminum. Considering that the bike was not too light, this was the right decision on Yamaha's part. In general, the exterior, although bright, is unobtrusive, which will please those who cannot stand intrusiveness and deliberateness.

Links[edit]

1. ^ abcd "Take Five: 1985-1991 Yamaha FZ750". Motorcycle classics
   . September-October 2014. Retrieved April 7, 2022.
2. Brown, Roland (1999). Arizona Motorcycles . London: Aness Publishing Limited. ISBN 1-84081-254-0.
3. Michael Boyle ISBN 978-1-913446-42-0 Yamaha FZ750
4. Michael, Boyle (2020). Yamaha FZ750
   (1st ed.). W&G Baird Ltd (Belfast). ISBN 978-1-913446-42-0.
5. https://global.yamaha-motor.com/stories/yamaha-handling/list/vol06/02.html
6. Brown, Roland (2002). Fast bikes
   . Bath, UK: Parragon. ISBN 0-75258-507-X.
7. Boyle, Michael (2020). Yamaha FZ750
   . W&G Baird Ltd (Belfast). ISBN 978-1-913446-42-0.
8. Yamaha Global. Yamaha Global Motor Co.
9. Yamaha Global. Yamaha Global Motor Co.
10. Inside motorcycles. "Inside Motorcycles".
11. Technical characteristics of motorcycles. "Motorcycle Characteristics".
12. Guntrip, Bob. Slow Burn - The Rise of Superbike and Superbike Racing from 1970 to 1988
    . ISBN Veloce Publishing Ltd. 9781787113169.