Yamaha FZ-6S Fazer

The Yamaha FZ6 is a brilliant all round motorcycle that combines exciting performance and great style with an incredible level of riding comfort. One of the most affordable rides in the 600 class, the FZ6 is truly a best buy in the Yamaha line-up.

The multipurpose, go anywhere do anything middleweight; the FZ6 is just as happy taking you to work, for a brisk sport ride or on a weekend tour.

Featurew

R6"S" based, ultra-compact, 600cc, liquid-cooled, DOHC, 16-valve, slant block inline four powerplant. Virtually all the internal engine components are R6"S" spec including crankshaft, con rods, valve sizes, bore & stroke etc.

Specially designed, one-piece cylinder and upper crankcase assembly provides superior engine rigidity and reduces weight.

Ceramic plated sleeveless cylinder bores provide greater heat dissipation for consistent power delivery and reduced frictional power loss. Sleeveless design also reduces weight.

Lightweight forged pistons feature carburized connecting rods for superb strength and reduced reciprocating mass. The result is incredible engine response.

Hollow side-driven camshafts with computer perfected valve timing help create a very narrow engine. The key difference between the R6"S" and FZ6 engines is the camshafts in the FZ6 have revised cam profiles and slightly different intake tracts for more low to mid range power.

One-piece cylinder and upper crankcase assembly provides superior rigidity and reduce weight.

Lightweight forged pistons run in ceramic composite plated cylinders.

Compact slant-block engine uses stacked gearbox shafts to create a shorter engine (front to back) which allows for optimum engine placement in the frame for a balanced weight distribution and great handling.

"Liner less" cylinder has special ceramic composite plating applied directly to the aluminum cylinder block for greater heat dissipation, reduced frictional losses, reduced oil consumption and lighter weight.

"Tri-Axis" 6-speed transmission has been optimized to accommodate the engine character of the FZ6. The secondary reduction ratio is 46/16 (Vs. a reduction ratio of 48/16 for the R6S). Gear widths, splines and engagement dogs are optimized for smooth shifting under power.

"Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the frame for optimized balanced weight distribution and incredible handling.

"Group-Type" Mikuni 36mm throttle body fuel injection provides outstanding throttle response and excellent fuel economy. This system uses fewer sensors (5) than the R6"S" (7) while also being lighter and more compact.

Group fuel injection divides the four cylinders into two groups (1 & 4 and 2 & 3) with two injections of fuel for every 720 degrees of crank rotation (the R6"S" system utilizes a sequential injection for each cylinder).

Compact "high dynamic range" injectors use 4-hole / 2-direction spray type injectors. A high powered, compact 32 bit CPU controls the injection process. For 2007 the FI settings and mapping were revised for improved performance in the most often used speed ranges.

Progressive type throttle pulley and direct coupler type TPS (throttle position sensor) provides easy throttle control without the annoyance of FI surging.

6.3 litre airbox is "optimized" to take full advantage of the downdraft intake system.

Air Induction System (AIS) reduces harmful hydrocarbon and carbon monoxide (HC & CO) emissions.

4 into 2 into 1 into 2 stainless steel exhaust system features a stylish under seat muffler that is a one piece unit with dual outlets. A special resin cover protects the muffler and keeps hot components away from the rider and passenger.

A special connector pipe joins the header pipes between cylinders #2 and #3 pipes to provide outstanding low to mid range torque.

The exhaust system utilizes a total of 3 honeycomb catalytic converters to reduce harmful emissions such as CO, HC, CO2 and NOx into less harmful by products. The result is very clean running engine that easily surpasses the new EU3 European emission standards.

A heater type oxygen sensor has been installed in the exhaust system to provide continual info back to the ECU which in turn provides the optimum fuel/air mixture for impressive performance with reduced emissions.

Revised, larger high capacity radiator with ring-type cooling fan insures maximum cooling efficiency.

Liquid cooled oil cooler maintains consistent oil temperatures for extended engine and lubricant life.

R6 based clutch assembly is utilized but the clutch boss, spring rate and friction plates are specially designed for the FZ6.

Maintenance-free transistor controlled digital ignition ensures fast starts and optimum engine performance.

High tech, C.F. (controlled fill) die cast twin spar main frame is used. There are no welding points on this frame, since it bolts together. A rigid type engine mounting system is used to increase overall chassis rigidity for great handling and also to reduce the weight of the actual frame.

Front / rear weight distribution is 51% front and 49% rear for light, responsive handling.

Detachable steel rear sub frame provides easy access to the rear shock and reduces costs in the event of a "loop-out".

New, extra long extruded box section aluminum swingarm has been re-designed for improved rigidity and improved appearance. The chain adjuster area is revised as well. The long design provides maximum rear wheel traction and a light handling feel that the FZ6 is famous for.

Conventional 43mm cartridge style forks provide great handling and excellent ride comfort. Plastic protectors help prevent tube damage due to stone chips. Wheel travel is 130mm (5.1").

"Link less" rear suspension means the rear shock mounts directly to the frame and swingarm without the use of linkages. The rear suspension system has been designed to provide a rising rate feeling without the additional weight of linkage arms and pivot points. The shock features 7-way spring pre-load adjustability. Wheel travel is 130mm (5.1")

Dual 298mm floating front disc brakes are squeezed by 4-piston, ultra rigid R6S inspired monoblock calipers. Braking performance is impressive and lever feel is excellent. "Trifurcate type" front brake hose reduces weight (Trifurcate type brake hose means there is one brake hose from the master cylinder and it splits at the front fender area and crosses over to the second caliper).

245mm rear disc brake with Nissin single piston caliper provides outstanding stopping power.

Sporty FZ1 inspired ½ cowl offers great wind and weather protection. An inner panel around the instrument area provides a clean, quality image for the "cockpit". The fairing also features a stylish 'conventional" windshield design that it easier to clean than the old version. This new windshield also reduces turbulence and noise in the cockpit

Stylish 19.4 liter (4.3 Imp. gal.) fuel tank (3.6 liters is the reserve portion) features an in-tank electronic fuel pump.

Lightweight R6 style, 5-spoke mag wheels fitted with Z rated radial tires reduce unsprung weight for incredible handling performance.

One-piece seat design offers excellent rider and passenger comfort.

FZ1 based multi-function instrument assembly. Features include an analog tach, digital speedo, dual tripmeters, fuel reserve tripmeter, clock, fuel gauge and water temperature as well as a selection of warning lights. The back lighting can be adjusted to suit rider preferences.

Conventional handlebar design provides a comfortable riding position and also allows easy handlebar replacement. The handlebar holder has been changed from a 2 piece design to a more stylish single component embossed with the Yamaha tuning fork.

R1 inspired dual "cat eye" halogen headlights cast a bright beam of light. (Note: Only one headlight - RHS- lights on low beam. Both lights light on high beam)

Locking helmet holder

Convenient passenger grab rails

Inner rear fender reduces splash and provides that sporty appearance.

5-position adjustable front brake lever

Rider footrest brackets are rubber mounted to reduce vibration

Super convenient center stand makes chain adjustments and tire changes a snap

Heavy duty "O" ring chain

Low maintenance sealed 12 amp hour battery

Review

Cutting down tight canyon roads with knifelike precision, hooligan antics abounded. Rolling through gears and wicking up throttles, redlines were bounced more often than checks at a liquor store. Wheelies popped like pills at a Lindsay Lohan post-rehab party. Tires smoked like a $40 baggie of hippie lettuce in a state college dorm. Stoppies stopped like, well, a lot of stoppies. As for speed limits, let's just not even open that can of worms...

What motorcycles could inspire such reckless, irresponsible behavior from our usual law-abiding test riders and rambling analogies from this author? Well, my friends, it's time once again for the MotorcycleUSA Streetfighter Comparo.

The literbikes and supersports may be the hot sellers here in the States, but in our opinion there's nothing wrong with garage full of naked streetfighters. For the majority of riding situations, streetfighters, with their upright riding positions and relaxed ergos, are often a more preferable mount than the race replicas. We discovered as much last year conducting our first Streetfighter shootout, which we billed as the Euro Streetfighter Comparo - all our '06 entries hailing from the Old World.

For 2007 we diversified the comparo lineup by tossing in a couple of Inline-Fours from the Land of the Rising Sun - the Yamaha FZ1 and Kawasaki Z1000. The FZ1 has been a stalwart of the standard/streetfighter scene since its 2001 inception, and the redesigned Kawasaki made a strong impression on us at the 2007 Z1000 press intro. We were eager to see how both would fair against their three Euro competitors, a pair of Twins and lone Triple from our '06 test - the Aprilia Tuono, Ducati S4R Monster and Triumph Speed Triple.

The Italian Twins return to defend their top two positions from '06, with the Aprilia Tuono our reigning Streetfighter champion. The Ducati is unchanged from '06, but Aprilia saw fit to equip us this year with its 2007 Tuono Factory - the Factory moniker entailing dolled up bodywork, carbon fiber bits and Ohlins suspension. Like the Tuono, the Speed Triple returns from last year's test invigorated, with Triumph lending us one of 50 special-edition 2007 Speed Triples it released this summer - the British beauty brandishing an aftermarket exhaust along with a host of carbon fiber accoutrements out of the Triumph accessory catalog.

We'll get into the details of the modified Triumph and its four competitors in more detail in the following pages, but just how improved the aftermarket Triple was became apparent when we rolled all five machines onto our Dynojet 200i to snag some performance numbers. In this year's 2-3-4 dyno battle royal, the four-cylinder FZ1 came out on top in raw horsepower, peaking at 129.3 hp at 11,500 rpm - not an unexpected result, given the Fazer's R1-sourced mill. The pair of Twins put up respectable numbers, with the Tuono maxing at 111.9 hp at 9,700 rpm and the Duc hitting its 110.4 hp power ceiling at 10,400 rpm. The other Inline-Four, Kawasaki's Z1000, was a bit of a surprise as the lowest pony producer, cranking out 107.5 hp at 9,700 rpm. The jaw-dropper on the dyno, however, was the Triumph, with its 123.1 hp at 9,400 rpm good enough for second overall and stomping its '06 horsepower stat by 13.5!

The Triumph dominated in the tourque figures, with its 73.2 lb-ft registering 6.6 lb-ft above the next highest producer, the Z1000 at a devilish 66.6 lb-ft. The Yamaha was right behind the Z at 66.2 lb-ft, with Ducati and Aprilia registering an almost identical 62.4 and 62.3 lb-ft.

The bikes having been dynoed, it was time to fill them up with gas and toss them on our Intercomp scales. Subtracting the weight of fuel, the Ducati emerged as the lightest with a tank-empty weight of 430 lbs. The buoyant Duc was followed by the Triumph at 439 lbs and the Aprilia next at 443. The bulky FZ1 tipped the scales at 467, leaving the chunkiest of the lot the 481-lb Z1000, which, having loaded and unloaded the hefty kWakker a number of times, was not a shock to us. The shock, once again, was from the Triumph, whose pipe and carbon fiber goodies trimmed 23 lbs off last year's weigh in.

Raw numbers on a spec sheet are great for the objective-minded bean counters out there, but the character and practical application of that power and weight in the real world is what counts. To help us make these subjective evaluations, besides myself, we tapped out our regular test riders and MotorcycleUSA employees Editorial Director Ken Hutchison, Creative Director Brian Chamberlain and our new Associate Editor Adam Waheed. We also enlisted the services of So-Cal master of motorcycle mayhem, Brian Steeves, who would evaluate the one-wheeled potential of our machines without mercy - the San Diego resident being the true instigator of the do-not-try-this-at-home behavior outlined in our opening paragraph and highlighted in the numerous videos accompanying this test. We also got the opinion of former 250GP AMA champion, current MOTO-ST competitor and Motorcycle Hall of Fame member Jimmy Filice. Our diverse testing fold included skill levels ranging from novice to professional road racer and riders varying in size from Jimmy's 5'3" 130 lbs to my 6'1" 210 lbs. The preliminaries concluded, it was time to do some serious riding.

Our testing evaluation took place in two major phases, a street ride through the mountainous backroads surrounding our Southern Oregon HQ and a track evaluation at Willow Springs' Horsethief Mile. We had tested at the Horsethief Mile during last year's comparo and felt it was a perfect arena to push our streetfighter mounts in a safe environment, with the hilly circuit closer to a hazard/ticket-free street ride than a knee-scraping, tire-shredding day on the racetrack.

For our street evaluation we shipped our Southern California boys up North to get the full Southern Oregon experience. Our So-Cal employees wondered at mountainsides with actual trees on them and riverbeds not constructed from concrete. Steeves, our mercenary hooligan, even got his first two-wheeled close encounter with Bambi when a couple of deer jolted out in the road. It was just one of the surprises in store for us on the asphalt, which also including a punctured radiator.

A couple hundred street miles and countless track laps in the books, our six test riders buckled down to rank this year's crop. No easy feat. Trying to choose my favorite out of this bunch was like jumping in a DeLorean to visit my 13-year-old self and telling him to rank his favorite models from the Victoria Secret catalog. It wasn't easy, but after much silent study and consideration, it was just a matter of time before the Heidi Klum of our Streetfighter flock would be found. Our evaluation came straight down to the cold equation of a revised 100-point scorecard. We gave our six test riders ten questions, rating each bike on a 10-point scale and then added them up for the winner.
Oh yeah, we also crashed another streetfighter this year, just like in '06. Last year it was the MV Agusta Brutale. Needless to say, we were unable to secure another beautiful Brutale for this year's test. Well, as the classy novelty hat says "pobody's nerfect" and this year we managed to nerfectly mangle another of these beauties. Was it the budget-friendly Z1000, a cheating aftermarket Speed Triple, or the luxurious $16,999 Tuono Factory?

The above statement, my friends, is what we in the business call a hook, so if you're reading this test at work, start shuffling some papers around your desk to look busy because you're just going to have to keep on reading.

Source Motorcycle-USA