Yamaha FZ8
The more I think about it, the more it seems that European competitors are to blame for the birth of the new FZ8. It's not so much focused on 600 and 1.000 "cubic meters", and for a very simple reason - because the Aprilia Shiver 750 and BMW F 800 R are not supercar versions, but cars designed for this class.
Not to be overlooked is the Triumph Street Triple 675, which, unlike Aprilia and BMW, is actually a stripped-down supercar (originally from Daytona), but also unaffected by its 600 cubic inch displacement.
It is also true that none of them have four-cylinder, but three- and two-cylinder engines, which consume fewer kilowatts on a bike for the same volume, but at the same time offer more of what the rider needs on the road (and not race track): torque, responsiveness and power in the lower rev range. And the FZ8, compared to the FZ6, offers just that.
Let's start with paper: the FZ6 S2 is capable of delivering 12.000 "horsepower" at 98 10.000 rpm and has a maximum torque of 63 Newton meters at XNUMX XNUMX rpm. The power is the highest in the class, but at (too) high revs, even the torque is not good enough, and even the engine revs are too high.
Its liter sister FZ1 develops up to 150 of them, namely "horses", a thousand rpm less, and the maximum torque is 106 Nm at 8.000 rpm. 150 "horses" is a lot, too much for inexperienced bikers. . A newcomer with a volume of eight hundred cubic meters is able to develop 106 "horses" at ten thousandths and 2 newton meters at two thousand revolutions less. You are behind the black review
on white it is clear where the rabbit prays tacos?
What about practice? On the road, the numbers mentioned in the previous paragraph turn out to be real and quite eloquent.
The four-cylinder engine is versatile, easy to use, allows you to mess around with the gearbox and thus allows you to drive around town in sixth gear. At XNUMX rpm, the power is enough for solid acceleration, followed by a more horizontal torque curve in the mid-range, and at XNUMX rpm, the acceleration becomes more aggressive again.
However, the motor can be described as very linear, with a gradual increase in power. The character itself is closer to the XJ6 (Diversion) than the FZ6 or FZ1, both of which are more athletic.
From the data alone, it may be clear to you that when fully overclocked, the FZ8 cannot be much faster than the FZ6. He has only eight good horses more, so those of you who are planning to exchange your phaser for this one with another 200 cubes are not waiting for the rocket.
Moreover, to reach speeds of over 200 kilometers per hour, it is important that the engine is more useful on winding roads and when driving with a passenger. The engine also lacks anything, maybe just a little more lively, a sharp howl through the tin pipe on the right.
He wants to follow fashion trends in his design, but he is made too light for praise (designer), if not cheap.
It's a shame the Japanese (yes, the bike is made in Japan, at least that's what the nameplate says) didn't provide a smoother drivetrain.
It took some getting used to just the right force in the left leg to get through without a little mechanical jamming. The gearbox was especially capricious when I drove into an intersection too high, even sixth (which is not at all unusual due to the nature of the engine), and I had to idle at low revs.
The brakes are very good, so we recommend that you shell out another 700 euros from your wallet for the anti-lock braking system. I tell you, at 10 degrees Celsius in September, the bike glides quickly with more braking! Slightly inferior to the brakes, we also boast a suspension that will be compact enough for most drivers, yet stiff enough to take away ride comfort.
We missed out on customization as this is, after all, a motorcycle with an accentuated sporty touch. Since the front forks (okay, at least they are upside down) are not adjustable, and since the rear wheel impact is a mechanical shock, no gold color is needed. How can any other moped have a golden fork? Owners of real Öhlins racing bars in, say, an R1 or a Tuonu Factory can be rightly offended.
The design of the FZ8 is aggressive and, as such, sleek, but what if we've known something like this for years. The air intake at the front of the handsome fuel tank and the attractive rear end with a pair of headlights are nice, but not enough. Given how mysteriously Yamaha announced the new product, we (rightly) expected more.
More innovation in exterior line design, if this technique doesn't serve something that could get whoaaaauuuuuuuuuuuuuuuh out of our mouths. But maybe the FZ8 is completely similar to the sisters?
The valve is simple and transparent (clock, fuel level, coolant temperature, speed and three odometers on the digital and engine rpm with warning lamps on the analogue part), there may be no information on fuel consumption.
It is available from Shiver and Street Triple, which can be purchased at BMW's Ru for an additional fee. Mirrors, unfortunately, are more useful when driving with "open" elbows, the sidestand is too close to the gearshift pedal, and therefore it is inconvenient to start it. The driving position is neutral, the legs nicely wrap around a rather wide (in-line engine!) Frame.
Yes, the FZ8 is a better choice than the FZ6. Not much power and kilos to be feared by a less experienced motorcyclist (which is not the case with the FZ1, as mentioned), but at the same time the engine is more useful and therefore more competitive than Europeans with fewer cylinders per engine. Otherwise, the BS Center at 199 Shmartinskaya has a motorcycle for testing. Try it yourself, so that not only we are smart.
Technical information
Test car price: 8.490 EUR
engine: four-cylinder in-line, four-stroke, liquid-cooled, 779 cc? , electronic fuel injection.
Maximum power: 78 kW (1 km) at 106 rpm
Maximum torque: 82 Nm @ 8.000 rpm
Energy transfer: Transmission 6-speed, chain.
Frame: aluminum.
brakes: front coil? 310mm rear coil? 267 mm.
Suspension: front telescopic fork, 130mm travel, rear single damper, adjustable preload, 130mm travel.
Tires: 120/70-17, 180/55-17.
Seat height from ground: 815 mm.
Fuel tank: 17 l.
Wheelbase: 1.460 mm.
Fuel weight: 211 kg.
Representative: Delta team, Cesta krških žrtev 135a, Krško, 07/492 14 44, www.yamaha-motor.si.
We praise and reproach
+ pleasant athletic form
+ flexible motor
+ brakes
+ stability
+ driving position
- too much in common with FZ6 and FZ1
- sloppy gearbox
- non-adjustable suspension
– installation of mirrors and side rack
Matevž Gribar, photo: Aleš Pavletič
