2011 Yamaha FZ8 Review - First Ride

Yamaha’s potent yet manageable FZ8 is enough to make its paternal grandfather, the R1, blush with pride.
As the latest beneficiary from Yamaha’s repli-racer genetic stock, the 779cc inline-Four is endowed with some of Yamaha’s most inspired sporting technology which should serve it well in its life as an everyday sporting Standard.
The FZ8’s DNA has roots in Yamaha’s premier sportbike, the YZF-R1. The current FZ1’s engine was derived from the pre-crossplane R1. The new offspring inherits the FZ1’s R1-inspired alloy perimeter frame, its chassis geometry, some engine components, as well as many design elements from its compact and efficient engine.

The FZ8 shares much in common with the FZ1.

Since we’ve already covered most of the FZ8’s tech details in our preview article, we’ll focus on why Yamaha thinks this bike is a good idea now, and what it’s like to ride.
Why it’s Here

It already looks right at home.

Yamaha says after extensive market research, it decided to import the previously Euro-only FZ8 to the U.S. and Canada for 2011 to span the chasm between 600cc and 1000cc street-oriented sportbikes – while for now bringing its half-faired Fazer 8 sibling only to the Canadians and Euros.
Since 2005, “sportbikes,” including hypersports, sporty bikes, and sport-tourers, have comprised about 20% of all U.S. motorcycle sales, Yamaha says, second only to cruisers, which account for more than 40%.
In mining demographic data in these recessionary times, Yamaha sees a glint of gold in a trend toward buyers who want one do-it-all sportbike. Some of these buyers will be replacing existing bikes, or trading up from smaller bikes, while at the same time there’s a 9% decline in those seeking an additional bike to add to a stable.
Among 53 buyer preferences Yamaha researched, high on the list were rider positioning, attainable price, large-enough displacement, color and graphics, physical size, ease of touching feet to the ground, light and maneuverable handling, fuel economy, and more.
In short, the mission was to create a versatile and economical bike that comes closer than ever to letting riders with sporting inclinations have their cake and eat it too.


After sampling an FZ8 for nearly 130 miles, in conditions varying from highways to canyons to around town, we would say that this new machine could certainly fit the bill.
How it Works

Depending on whether you’re feeling like a glass-half-full or half-empty kind of person, you could either say the FZ8 feels like a 600 – but with power like a strong 750 – or you could say it’s like a detuned, lighter FZ1.
But while the FZ8’s 12.0:1 compression, fuel-injected engine shares the FZ1’s crankcase, 53.6mm stroke and basic architecture, it is not accurate to call it a sleeved-down version of the 11.5:1 compression FZ1 mill.
To begin with, the FZ8’s four-valve-per cylinder head is all new, as are its shorter lift and duration camshafts, and new intake funnels – 125mm-long for cylinders 1 and 4, and 150mm-long for cylinders 2 and 3 – that help broaden its powerband.
Coupled with its 35mm throttle body – 10mm narrower than the FZ1’s – these features enhance torque while still allowing for a respectable top-end rush.
Yamaha doesn’t make power claims, but the FZ8’s 11,500-max-rpm mill reportedly peaks at around 105 hp, and 61 ft-lb torque when measured at the crankshaft.


Speaking of which, the crankshaft is modeled on the FZ1’s but weighs 30% less, which Yamaha says helps it still rev quickly, while positively influencing handling.


How? Although the FZ8’s 467-lb curb weight is only 20 lbs lighter than its big brother, Yamaha says decreased crankshaft inertial mass can be discerned in the way the bike transitions from side to side. Coupled with a 10mm-narrower rear tire, Yamaha says the FZ8 feels 50 lbs lighter. We didn’t have an FZ1 to compare it to, but it’s at least sure the FZ8 exhibits a nimbleness that belies its mass.


Straddling one is also meant to be as unintimidating as possible. Coupled with an identical 32.1-inch seat height, Yamaha says it narrowed the rear of the 4.5 gallon fuel tank and the front of the rider’s saddle just to help shorter riders reach the ground.

Comfortable, confidence-inspiring, and sufficiently powerful.

The FZ8’s riding position is slightly more aggressive than the FZ1’s, yet still relatively neutral and functional. Handlebars are 5mm forward, while the footpegs are 15mm more rear set and 10mm lower.
And while Yamaha took pains to meet those of lesser stature, surprisingly enough, a 6-foot, 5-inch motojourno who was along for our ride reported he had no discomfort either.
Also displaying no unwanted issues is its operability. Start-up is instant, whereupon it settles into a steady idle around 1100 rpm indicated on the analog tachometer, which resides next to the digital display for speed, fuel, temperature, and trip data. (At night, backlighting is red.)

Twisting the throttle yields immediate response; the engine revs smoothly and its power characteristics would make it reluctant to stall even under a newbie's wrist. Ample torque fed through a clutch – with one less fiber and metal plate than the FZ1 – coupled with a light clutch-lever engagement make it a snap to get rolling.
The FZ8’s 17-inch Bridgestone Battlax BT021 sport-touring tires – 120/70 in front, and 180/55 out back – were developed specifically for it, and contribute to predictable characteristics.
They span between a 57.5-inch wheelbase sporting a 51/49, front/rear weight bias. The package is held up by a non-adjustable 43mm KYB fork, and preload-adjustable shock, each offering 130mm of travel.
Whether trolling down the highway, or bending through canyon S-curves in mile after undulating mile, the setup works.

Thanks to Aerostich for its GORE-TEX® Roadcrafter one-piece suit – the perfect outfit for a cool and slightly rainy day.

Riders on our trip ranged from about 150 lbs to over 250. And while no one griped inordinately about the suspension, it is noteworthy that the FZ1’s suspension comes with full adjustability. We think this would have been nice on the FZ8 too – but for $2000 less, this is one of its engineered compromises. Riders wanting to fine-tune the FZ8 can still do it the old fashioned way, by changing fork springs or oil.

It’s easy to get used to this bike.

And really, as-delivered it’s not much of a problem. While the springs aren’t especially firm, handling only became somewhat less confidence inspiring under my 185 lbs plus gear when pitched over, charging hard traversing rough or patch-repaired pavement.
This ability to take what comes is mostly due to the FZ1 chassis. The over-built alloy perimeter frame, and huge, shapely alloy swingarm hold everything in line as the horizon tilts to peg-scraping angles, inspiring riders to keep dipping deeper and faster.
The chassis is welcome considering the FZ8 engine is a mean little runner and makes for an effective tool that you don’t have to spool up like an Indy car to make haste, the way you do with a 600cc supersport.

The extra torque over a 600-class bike is welcome.

While I admit a bit of unease about riding hard on OE sport-touring tires in cool weather – and if it were mine, I’d slap on some sticky sport tires just for the extra performance margin – the Bridgestones never slipped during spirited riding, even after running over medium-quality asphalt curves that had just been sprinkled by light rain.
And no matter what the corner or speed, gearing for the 6-speed transmission is well-matched to engine output. The FZ8’s gearbox differs only from the FZ1’s by a lower final-drive ratio and lower first gear – which nevertheless hits an indicated 74 mph when bouncing off the rev limiter.

Sprints to 100 mph and beyond are no big deal, though we did not try to see how high we could climb. Likewise, reversing thrust with the 310mm discs grasped by monoblock four-pot calipers up front, and 267mm rear disc is easy and predictable, regardless of the bike’s velocity.
The 4-into-2-into-1, catalyst-equipped, stainless-steel exhaust, with shorty muffler tastefully blacked out, emits a suitably powerful but muted note. This is especially true in the upper range, where – milder cams or not – the familiar snarl of a tight inline-Four coming on the pipe matches the resultant switch to warp drive.
Lacking the FZ1’s taller half fairing, the FZ8’s protection from the elements is limited, but wind-blocking gear negated the need for more coverage, at least this time. Yamaha does offer a $129.95 smoked polycarbonate fly screen (not tested), which could help if desired.

Of course it might sound cooler with an aftermarket exhaust, and make a few extra ponies. The stock system gives the stealth factor, however. You can scream it when you need to, without drawing unwanted attention. Note curvaceous, control-filled die-cast aluminum swingarm. The process lets Yamaha precisely tune its characteristics.

Conclusion
If the race toward repli-racer superiority has done anything for the rest of motorcycling, it’s been to create a rich repository of technology ready to be re-tasked in bikes like Yamaha’s latest rendition of the Universal Japanese Motorcycle.
And as of yet, the $8490 FZ8 is essentially in a class by itself. It offers 80% the low and midrange torque that a literbike does – instead of something like 55-60% typical to a peaky 600 supersport. At the same time, it is about as agile as a 600, but its several-thousand-rpm lower operating range will be easier going on all those close-tolerance internal parts.
Of course, with limited suspension adjustability, and being somewhat heavier than uber-competitive 600 supersports, it is not really a direct opponent, but merely a competitive alternative for riders looking for a broadly talented performer.
In terms of displacement, the FZ8 best lines up with the 798cc parallel-Twin BMW F800R we recently tested. While we did not compare them back to back, the FZ8 feels more potent than the $9950 BMW. In terms of power, Triumph’s 675cc Street Triple is likely a close match, as is its $8899 MSRP

Yamaha had a fleet waiting for us at the lobby of a hotel in Venice, Calif.

Under a steady hand, it should get 40 mpg or better – Yamaha says it’s seen 201 miles from a full tank – and should be slightly less to insure than the $10,490 FZ1. Its price is just $1000 more than the FZ6R while being a generation ahead in performance and technology – especially its frame and swingarm.

While there are bikes that arguably compete, in a real sense, the FZ8 stands alone.

Other optional accessories for the FZ8 include a frame-mounted center stand ($189.95), protective frame sliders ($129.95), steel engine guards ($199.95), a passenger seat cowl cover ($229.95), bolt-on passenger grab bars ($119.95), a lower cowl ($219.95), radiator cover ($99.95), tank bag ($89.95), and more.
Unfortunately, that most useful of options – ABS – as offered in Europe, is not available in the U.S.
Offered in Raven (black) for this year only, Yamaha says it is shipping the FZ8 now, and has met with enthusiastic response from U.S. dealers who have pre-ordered an undisclosed quantity that nevertheless has Yamaha reps satisfied. They tell us the supposition is that this is a bike that should sell.

source:www.motorcycle.com

2011 Honda CB1000R Review

Turns out they listen to us after all. For years we’ve complained that our European counterparts get all the cool-looking motorcycles, and whenever we try to get them here those requests seem to fall on deaf ears. This holds especially true when it comes to naked sportbikes, which never seem to sell well over here.
Not this time. Honda’s CB1000R has already been available in Europe since 2008, and the liter-size sports naked has received positive reviews. For 2011, American Honda reps finally agreed to bring it to the USA.
Conservative as the company is, Honda is producing the CB1000R in limited numbers initially from its Italian manufacturing plant and will increase shipments if sales deem it worthy. As such, don’t expect to see it here in anything except black.

Every once in a blue moon we get a cool bike first seen in Europe on this side of the pond. In this case it’s the 2011 Honda CB1000R.

A Throwback To The Way Things Used To Be
Before the age of CBRs, GSX-Rs, ZX-Rs, and YZF-Rs, bikes like the CB1000R were considered the superbikes of the day. With minimal bodywork and upright handlebars, standard bikes like this didn’t have a category – they could do it all. Over the years, that formula has mutated into the genre-specific motorcycles we see today. Honda is aiming to bring back that classic style of the CB750 into a form fit for the 21st century.

While it doesn’t make nearly as much power as the CBR1000RR it was sourced from, the “retuned” mill provides plenty of grunt for street riding.

Pictures don’t do it justice, but when viewing the CB1000R in person from this angle, it really is svelte.

Where else should we start, then, but the engine. Based on the 2007 CBR1000RR 998cc motor (before the current generation), Honda refrains from calling the repurposed mill detuned, but instead calls it “retuned” for “loads of right-now power.” Whatever you want to call it, the “old” Honda superbike engine from just a few years ago now pumps out a modest 107 horsepower and 63.6 ft.-lb. of torque, according to the Superflow dyno at Gene Thomason Racing.
Retuned as it might be, the mill has plenty of power to get you out of the tightest situations. Or, if you’re like me, it has enough grunt to allow the rider to leave it in sixth gear and never touch the shift lever again at speeds above 20 mph. Speaking of gearing, the CB1K shifts with precise clicks each time you call for a gear. This is a feat we’re used to in many of Honda’s sport and sporty-type bikes.
Unlike Honda’s sportbikes, or any sportbike for that matter, the cockpit of the CB1K is noticeably neutral and unusually narrow, especially considering there’s a liter-class engine underneath you. Seat height is a reasonable 32.5 inches. The reach to the gold-anodized, tapered handlebars feels natural, while the footpegs are seemingly directly underneath the seat, which itself is fairly well cushioned. All told, the rider triangle harkens back to that of the CB750 of yore. Its narrow stature, however, “almost feels motard-like” as our own Pete Brissette put it.
A Trip Through Time
Riding the CB1000R is much like being transported back 30 years before motorcycles were so specific. Granted, I wasn’t alive 30 years ago, but I’ve heard stories. It’s so eager to hit the road, and the comfortable riding position makes it enticing to do so. Despite the fact it doesn’t have a windscreen, wind blast is fairly tolerable even at highway speeds.
Around town the bottom-end torque and rather short first gear makes quick work of stoplight drag races. And the fueling, especially at lower speeds, feels refined and seamless. Its narrow profile makes it a great urban dweller, as slicing between cars is supremely easy. The upswept handlebars provide enough leverage to maneuver wherever you need.

With plenty of torque on hand, simply sit back and twist the wrist and you’ll get results like this.

But when it comes down to it, the soul of the CB750 that’s found in the CB1000R yearns to be unleashed on twisty canyon roads, not in a straight line. It all starts in the die-cast aluminum frame that’s strong yet light and is the basis for the rest of the handling package.
That package consists of a fully adjustable 43mm Showa inverted fork in the front and a single Showa shock in the rear, adjustable only for spring preload and rebound damping. That shock is attached to a single-sided swingarm, which adds a bit of class and distinction to an already attractive design.

Suspension components are fully adjustable in front and lack only compression damping in the rear. Brakes on the CB are also competent for most situations, though our testers are split on their performance at the limit.

Thankfully the CB1000R performs as well as it looks. The handlebars that allow maneuverability on the everyday commute also add leverage to turn the bike in the canyons, aiding the bike’s lightweight feeling. In actuality, the CB1000R’s claimed wet weight is a substantial 485 pounds — about 30 pounds more than the 2007 CBR1000RR sportbike. It seems odd that a naked and minimalistic motorcycle weighs so much more than the fully-faired cousin it was derived from. Especially considering the CBR1000RR of the time was one of the heaviest literbikes on the market.
Nonetheless, the CB1000R hides that weight well with its ability to transition side to side extremely quickly and accurately. “Honda engineering at its best,” says Pete. “I don’t know how Big Red hid the extra pounds, but the CB’s feathery handling absolutely makes it feel as lightweight as a modern supersport. I didn’t believe the bike weighed as much as it does until I saw the figure in an official Honda press kit.”
Credit in this department also goes to the 180/55-17 rear tire Honda chose to fit on the CB. The taller, rounder profile helps make turn-in on the nearly 500-pound motorcycle a breeze.

We’re impressed by the Honda’s supremely agile handling, which is at least partly due to the 180/55-17 rear tire. Note also the single-sided swingarm.

When ridden at a brisk pace the suspension handles the bumps well, absorbing the bulk of imperfections on the road. It also allows the bike to track a consistent arc through turns. As delivered, our test bike was set up for a plush ride, with the preload ramp set to its lightest setting. Considering this, the ride was a touch soft when we ramped up the pace, but nothing a few clicks and turns of the adjusters couldn’t handle.

Get a little carried away with lean angle, and these comically long peg feelers will let you know.

Stopping the CB is a set of 310mm rotors and four-piston Tokico radial-mount calipers up front, sourced from the same generation CBR1000RR that donated its engine. A single 256mm disc and twin-piston caliper handle braking duties in the rear. Much like the suspension, for 90% of riding situations it has plenty of power and feel at the lever. But when pushed that extra 10%, our testers were split on the braking performance. Editor Duke felt the brakes were plenty strong, while Pete felt they lacked a strong initial bite like he prefers from most sportbike brake sets. The CB doesn’t come with ABS that is optional in other countries.
Blast From The Past
All told, the CB1000R really does its best to bring back the spirit and tradition of Hondas of old, but with the usual contemporary upgrades of less weight and more power. Not only does it look the part and carry some design cues from 30 years ago, its overall package feels like a modern-day interpretation of the early CBs as well. On the agility front, it’s uncanny how quickly the bike likes to get on its side.

source: http://www.motorcycle.com