Previewing the Yamaha FZ6 FazerIt's that time of year when the motorcycling world is full of talk, some fact, some fiction, about new models for 2004. "New" ranging from a ground-up total rethink right down to a slightly different colour scheme.
So often "new" can be disappointing, occasionally exciting. When a bike regarded as one of the best in its class, one many would consider very hard to beat, gets the "really new" treatment then it is worth a closer look.
Middleweight bikes, such as Yamaha's Fazer, Honda's Hornet and Suzuki's 600 Bandit have proved popular in Europe, with the 599cc Fazer generally regarded as the best of its class. Introduced at the Paris Show in 1997 it quickly became a success. By 1999 it had become the best selling machine in its class. With an outstanding Thundercat-based engine, superb brakes and excellent handling it is a machine that suited sports riding, touring or commuting. We have always been impressed, in particular with its excellent roadholding and cornering ability.
Now it is no more. The "original" - FZS600 Fazer - cannot meet the new, more stringent EU-2 emissions standards. It had to go.
Rather than tweak and re-tune the engine, Yamaha have come up with an entirely new model whose only connection with the "original" Fazer is the name. The design brief for this all-new FZ6 Fazer required a higher level of engine performance with more mid-range acceleration and smoother, free-revving performance at higher engine speeds, lighter cornering performance, easier manoeuvrability, a new look and it had to exceed the EU-2 emissions standards by a large margin. Yamaha's aim was to produce a "next generation middleweight sports bike that surpasses the expectations of consumers" and one that is "fast when the rider relaxes and leans through the curves on winding roads".
The 600cc liquid-cooled, in-line four cylinder engine is almost identical to the Yamaha R6 supersports bike. The only differences are new cast camshafts, intake valve springs and reshaped intake ducts. Fuel injection is standard, with two pairs of 36mm throttle bodies and four-jet/two-direction, spray-type injectors, a 6.3 litre airbox all controlled by a 32-bit CPU.
The exhaust system is a four-into-two-into1 "up-muffler" assembly, incorporating a metal honeycomb catalyser. The gearbox is essentially the R6 box with a modified secondary reduction ratio.
The frame is vacuum moulded, die-cast aluminium and uses the five-point mounted engine as a stressed member. The wheelbase is 23mm greater at 1,440mm, the box-section, aluminium swinging arm is 70mm longer than the previous model. Front to rear weight distribution is claimed to be an ideal 51/49 per cent. Front forks are now 43mm diameter with 130mm travel. New wheels, similar to the R6 are 18 per cent lighter. The lock-to-lock turning angle has been increased to 70 degrees. Instrumentation is now an LCD panel, claimed to give a 3D effect.
The top fairing, with twin headlights, can take an optional 90mm taller screen. The 19-litre fuel tank is made from low-carbon alloy containing titanium.
Well, that is the recipe. The big question is will it be as good as it sounds? Time alone can answer that. Only just launched, few mortals have had a chance to see it in the metal, let alone ride it. The first models could be in Ireland in November, but you are sure to see it at the 2003 International Motorcycle and Scooter Show at the NEC in Birmingham, November 13th-23rd. Given its heritage, and studying the specification, it looks as if it ought to be even better than the original Fazer; definitely one to consider if you are considering a high-specification middleweight. We look forward to trying one on the road.