Review of the Yamaha FZX 750 Fazer motorcycle

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Brief history of the model

• 1986 - start of production and sales of Yamaha FZX 750.

Model

: Yamaha FZX750 (Japan).
Factory designation
: 2AK0.

• 1987 - no significant changes.

Model

: Yamaha FZX750 Fazer (Europe).
Factory designation
: 2JE, 2MU.

• 1988 - no significant changes.

Model

: Yamaha FZX750 Fazer (Europe).
Factory designation
: 2JE, 2MU.

• 1990 - the motorcycle receives a 5-speed gearbox and power reduction to 74 hp. (Japanese versions).

Model

: Yamaha FZX750 (Japan).
Factory designation
: 3XF1.

• 1991 - no significant changes.

Model

: Yamaha FZX750 Fazer (Europe).
Factory designation
: 4AM1.

• 1993 - no significant changes.

Model

: Yamaha FZX750 (Fazer) (Europe, Japan).
Factory designation
: 3XF2, 4AM3.

• 1996 - no significant changes.

Model

: Yamaha FZX750 (Japan).
Factory designation
: 3XF3.

• 1998 - no significant changes.

Model

: Yamaha FZX750 (Japan).
Factory designation
: 3XF5.

• 2000 is the last year of production in Japan.

Model

: Yamaha FZX750 (Japan).
Factory designation
: 3XF6.

Pilot and passenger comfort

The owners of this model note that the classic fit is comfortable and ergonomic. Even on a long journey, the body does not become stiff or sore, which eliminates the need to make frequent stops to warm up. The seat is equipped with shock absorbers. This gives the pilot the opportunity to easily pass small imperfections in the road surface without noticing them. The manufacturer also took care of the comfort of the passenger - a fairly spacious seat was designed for him, behind which there is a handrail. One of the design features inherent in this model is the special shape of the front part of the saddle. It floats onto the tank, which has a very beneficial effect on driver comfort during heavy braking. The pilot is not carried forward by inertia, as sometimes happens.

Specifications

Technical characteristics of Yamaha FZX 750 Fazer:

74.0 hp (54.4 kW) at 9000 rpm – FZX750 (Japan) 1990-2000

96.0 hp (70.6 kW) at 9500 rpm – max. power for FZX750 Fazer (Europe, engines - 1uf, 2ak, 3mu)

63.0 Nm (6.4 kg*m) at 6000 rpm – FZX750 (Japan) 1990-2000

76.5 Nm (7.7 kg*m) at 8000 rpm – max. torque for FZX750 Fazer (Europe, engines - 1uf, 2ak, 3mu)

Tuning options

By today's standards, the design of this motorcycle needs some work. He simply does not shine with anything that the eye would cling to. And a real master can add expressive individual features to even an old-school appearance. If you put the fairing on the motorcycle, the front end and the tidy will look much more organic. The light is also being modernized. The angular, almost square headlight is replaced with a more modern one.

Some people want to give the motorcycle more sporty features. Of course, in this case, the first thing to upgrade is the brakes. Often design ideas working in this direction lead to changes such as high wheel fenders and getting rid of the rear seat. A sports fairing is installed on a motorcycle to perform a windproof function at high speeds. Based on the Phaser, you can build motorcycles in other styles, for example, sports tour or naked. Yamaha branded parts are now sold all over the world, which opens up wonderful opportunities for tuning.

Reviews

Reviews about Yamaha FZX 750:

The FZX750 is a very sharp bike. 87 horses are tearing oh so. For a beginner, and not only. Of course, I didn’t do the passport 4 seconds to a hundred, but I think a good rider can do it in 5 seconds or even 4. It takes turns. I won’t say anything about turns. YES. An interesting point, the steering wheel pulls in the direction of the turn. The gearbox is hard, with a clattering sound. (They say it’s typical for pits). The seating position is comfortable, straight, but after 120 it starts to blow away, so the shield wouldn’t hurt, and I don’t recommend it for people taller than 180cm. It won’t be comfortable .it took me a long time to get used to the appearance, I wanted to change the square in front, etc. Now I'll change the fuck. I like it, unique. not capricious. Starts with a kick. Winks.

AND FURTHER! HE'S IRON. when I took it, then, concerned about the safety of the skin, I asked. What about the arcs? Why did the wise seller tell me. I’ll give you this shit. Look at the Glushaks, they’re bitches from 1.5 ki or even 2 ki, x. you will bend when sliding. and the muzzle is narrow, it will lie on the steering wheel, so you don’t care until you’re 50, and then it’s your luck.

So at the beginning, I said that I was writing under the impression. And it is like that. Yesterday, due to inexperience, I put the bike down for the 3rd time. At 40-50 kilometers, I turned at a wet intersection. I myself ride in full protection (everyone around is big and iron, and I got up from the meat) and immediately ran to turn it off, I saw the antifreeze was running, the headlight was shining crookedly, the gear foot was shaped like a Z, well, I think I skated. Then a friend drove up, we lifted it up, we looked - everything was actually intact. Except for the gear foot. And the antifreeze I stupidly ran off the radiator cap. It was knocked off by an impact. They put the cap on, straightened the headlight, shook the box, and after smoking, started it up. It started up. And 7 km to the house under its own power. On half of the antifreeze. Obviously keeping an eye on the temp sensor. so the bike is reliable and protects the rider, for which many thanks to the Japanese engineers. Mot is good and clearly underrated. Have a great trip and take care of yourself.

I rode the FZX for one season, almost 20 thousand kilometers. I changed the oil twice and the rear tires twice. Fuel and oil filters are very easy to find and inexpensive. An air filter does not exist in nature huh.gif, it is most likely found only in Japan. I didn't change the pads, chains or sprockets. They say that sprockets with a chain are quite difficult to find. Spark plugs NGK-DR8EVX, simple ones, lasted the entire run after Japan.

The motorcycle is very dynamic, but unique in handling. At low speeds it steers very easily, the steering wheel is light. At a speed of more than 120 mph, the motorcycle makes corners very difficult (dragster - nothing can be done about it). But in a straight line it is very stable, and in general it is pleasant to ride.

Very flexible engine, derated engine from FZ750. Due to deforcing, the power in the direction of torque is reduced, so the engine picks up well already from 1.5 thousand revolutions. It can easily accelerate to 200 mph, but I have a speedometer limiter. Fuel consumption - from 4 to 10 liters. per hundred. If you drive on the “limiter”, it will burn out all 10 or even more.

BMW f650gs owner reviews

Well, the time has come to write a short report on my conic.
I think it will also be useful for owners of Aprilia Pegaso motorbikes, since essentially the horses differ only in nameplates and engine covers. So, as some may remember, at the beginning of September 2010, I decided to switch from choppers to tourneys and bought a BMW that had run around Russia quite a bit. The odometer showed something like 14 thousand km. however, by all indicators it was clear that the motorcycle had traveled no less than 40,000 km. The steering and wheel bearings were damaged, the oil pressure sensor did not work, the turn signals had traces of numerous soldering and gluing of the body, the brake pads were riveted in a makeshift manner. However, the moto had a new chain with new original sprockets.

After a day of getting used to a completely atypical landing position, a more high-torque and less elastic engine, I began routine repairs and tests.

Impression from the moto:

Landing.

It’s hard to call the mot a road builder, but you can’t really call it an endurik in the usual sense either. Although, if we draw analogies with cars - something like a Subaru Forester. It looks like it’s still a passenger car, but it’s already making its way through medium-sized shit. At the same time, it runs well on the highway and even steers and brakes normally on it. Hence the parallels in ergonomics. On the one hand, “I sit high, I look far away” in the Endur style, on the other hand, the concave saddle, slightly offset footpegs and far-standing handlebars make the landing more classic and high-speed. Again, the wheel size is not quite Enduror - front 100-19, rear 130-17. The wind protection with my cut-off non-standard windshield is not very good, but I was pleased with the aerodynamics of the lower part of the motorcycle - even in slush, the knees remain almost clean.

Engine.

A typical single-barreled gun with a large cubic capacity.
Thrust from a steam locomotive, vibration from a threshing machine. Despite the presence of a balancer shaft, the motor begins massaging the fifth point after 4500 rpm. Its effective speed range is very narrow, from 3500 to 6500 revolutions; below this limit, of course, it also pulls, but the feeling is that it begins to grind itself. I heard more terrible sounds only once - when a Ducati stood next to me at a traffic light))). However, despite the modest power of 48 horses, the engine allows you to ride on par with fairly charged 400 sportbikes, at least in the speed range from 0 to 120 km/h, which is more than normal for an endurik. Moreover, its maximum speed is 170 km/h, which is also more than enough. Fuel consumption also pleased me - in summer the average consumption was 5 l./100 km. However, the engine showed one drawback in winter - it, like most single-barrel large-capacity engines, has a decompressor installed, due to which in cold weather (below -10) it is possible to start the engine only with ether injection. Pendants
.
They are quite comfortable. The only thing that didn't please me was the lack of adjustment on the fork. The rear suspension is adjustable for preload. It was comfortable to ride alone in the summer, and just as good with a load and a stroller in the winter. Article on the topic: Hyundai Solaris reviews from owners 2014
Brakes.

Pleased. A fairly large disc in front and a soft fork, of course, at first required adjustments to braking skills, but still the motorcycle applies the brakes very controlled and powerfully. Again for its class.

Repair and operation.

Costs: 660 rubles for 7 bearings. 120 rubles for a pressure sensor. 160 rubles for an oil filter. 2.1 liters of mineral water 10W40 every 5000 km. Possibly by car. Brake pads are in the catalog of any manufacturer, in stock, front about 1100 rubles, rear about 990 rubles. Well, check the antifreeze sometimes. Something like this.

What I didn’t like: - a very complicated procedure for changing the oil, and even a sportbike would be jealous of so much hard-to-remove plastic on one motorcycle.

UPD:

I ordered a 15 tooth traction drive sprocket. 920 rubles. Just right for towing a stroller.

Specifications

In short, this is an archaic-looking monster that can leave many modern pompous classmates behind on the track. In appearance, it is not even presentable, especially when compared with modern aesthetic models, adjusted to the last bend. But the filling here is simply brutal, and the main advantage of the Yamaha FZX 750 Fazer is, of course, the engine.

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#1 Honda Tact

• Participant
• 537 messages
• City: Togliatti
• Equipment: Honda Tact AF24=>Yamaha YZ250F=>Yamaha TT250R OE=>Yamaha FZ400

Arriving in Carline for a room with *Kolyan*, my eyes fell on the Yamaha FZX 750. Various kinds of tuning: hoses, face, tidy, rear plastic, brake light, turn signals, frame-bar amplifier, steering wheel and much more.

Kolyasya said that the mot is generally well-groomed and is worth the money for 1996. They asked to start it. We inserted the key and it won’t start because... The battery seems to have died there.

*Kolyan* also added that the motorcycle is very famous in Tolyatti circles and that at one time it was sold on this forum.

I would like to hear opinions and reviews about the model as a whole and about this particular instance. It would be most satisfying if the former owner of the spendthrift posted here, or if they at least directed me to him.

Post edited by Honda Tact: August 22, 2012 – 20:14

#2 wambr

• City: Kinel-Paradise
• Technique: SAVA I have. what a little savage

Chassis and brakes

Since this bike has sporting roots, this could not but be reflected in the suspension features. They are downright stiff, which, of course, makes the motorcycle completely unsuitable for rough roads and off-road conditions. But on a good track, the FZX 750 Fazer will be able to please you with its handling, on par with many top representatives of the sports class.

Despite the fact that the rear brake here is quite reliable, because, firstly, it is a disc, and secondly, it is helped by a two-piston caliper, in general the braking system cannot be called sufficient due to the small diameter of the front two discs , equal to 267 mm.

Topic: Selecting a BMW F650 GS

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Hello everyone, this summer I passed my category A license. I decided to buy a Tourist Indura (before that I rode cross-country carburetor motorcycles), due to my long-standing love for the BMW brand, the choice fell on the F 650 GS, I decided not to take a new one, take a used one, having traveled around salons, settled on MISTER MOTO. The interior features two motorcycles: a 2001 F 650 GS with panniers and a 2003 F 650 GS DAKAR, both bikes look like a top five in appearance. This brings up the question, what exactly should you look at when choosing an F 650 GS? When you turn on the ignition, a lot of lights come on, some go out, some continue to burn (what should be on and what shouldn’t?).

When the engine is running, neutral should be on (in neutral), the fuel reserve and high beam may be on)

Why did you choose Mister Moto? The reputation of this salon, to put it mildly, is not very good! If you want a BMW, take it to the appropriate showrooms where it was serviced and where there is a whole history of its ailments!

depending on what city