2011 Yamaha Fz8
2011 Yamaha FZ8
Meet me in the middle
DON CANET
CW FIRST RIDE
cycleworld.com/tz8
WHEN MOTOGP’S DISPLACEMENT
limit was dropped to 800cc a
few years ago, we sort of ex-
pected street-going sportbikes might
follow suit. YZF-R8, anyone? While
that never happened, Yamaha has rolled
out its all-new FZ8, completing a hat
trick of sporting standard models that includes the FZ1 and FZ6R, all of which offer a more-relaxed, real-world
alternative to the company’s YZF-R1
and R6 supersports.
The timing of this bike’s entry to the market is no accident. Fewer buyers have
the financial means of owning multi-
pie specialized bikes these days, so the appeal has never of been a versatile, greater. sporty Recent machine market
research conducted by Yamaha found
that a comfortable riding position tops
the list of features that customers look
for in a bike that fits into this growing
niche. Low price is a close second, with
easy-to-manage physical dimensions and light-effort handling also in the mix. The 779cc FZ8 slots in nicely be-
tween its FZ siblings in both displace-
ment and price, while also blending
handling agility with very smooth and versatile power delivery. The result is
a bike that convincingly captures the
middle ground. And, at an MSRP of
$8490, it may also become the logical choice for value-minded buyers in the class. Of the Yamaha’s bikini-fairingclad competitors, the Aprilia Shiver 750 is nearest in price at $9499, while the BMW F800R, Ducati Monster 796 and Triumph Tiger 800 all carry a $1500 premium above the sticker for the FZ8.
As is also true of its competitors, the FZ8 is an excellent step-up machine that bridges the gap between entry-level and more-expensive-to-purchase-and-insure liter-class-and-larger models. While a competent novice rider is certain to appreciate the FZ8’s more docile side, there’s enough sporting performance here to entertain more-advanced pilots. The FZ8 shares its chassis geometry with the FZ1 and so has inherited that bike’s superb stability; yet the FZ8 offers notably lighter handling than its larger stablemate. According to Yamaha, this is due largely to a 30-percent reduction in crankshaft inertia and a 0.5-inchnarrower rear wheel.
Although the 8 uses the same 53.6mm stroke as the FZ1, the two engines share few parts. The crankcase is based on that of the 2008 Rl, but many engine parts are said to be newly developed for this model. As with its FZ siblings, the 8 employs a conventional EFI system featuring servo-controlled secondary throttle valves rather than Yamaha’s throttle-bywire, chip-controlled scheme. Great emphasis was placed on producing strong low-end-to-midrange torque. From valve timing to the 35mm Mikuni throttlebody bores (10mm smaller in diameter than those on the FZ1) to the lengthy velocity stacks and an increased 12.0:1 compression ratio, the goal was to fatten the lower part of the torque curve. A stainless-steel, 4-into-2-into-l exhaust further helps the cause. The six-speed gearbox’s lower first-gear ratio furthers the effect, as does shorter final-drive gearing than what’s used on the FZ1.
If all this suggests that departure from a standstill is ultra-easy and smooth, well, the FZ8 is so sweet to get off the line that it could be the grounds for a marketing campaign itself! A featherylight clutch pull, slick shifting action and spot-on ftiel mapping combine with impressively low vibes for a super-fluid feel when casually cruising through town or droning on the freeway at midrange revs.
Smooth throttle response, little driveline lash, nimble handling and ample steering lock add up to excellent lowspeed maneuverability and a very pleasant city riding experience. A narrow midsection and a 32.1-inch-tall seat help broaden the bike’s appeal by allowing shorter riders an easy reach to the ground at stops.
The other face of the FZ8’s versatile character was revealed when, during the bike’s press introduction in the nearby Santa Monica Mountains, I was able to put the chassis to task on some of Southern California’s most serpentine roads. I was pleased to find an added surge of controllable power coming in at 6000 rpm (where the engine really begins to sing), as well as the aforementioned low level of engine vibes even when approaching the 11,500-rpm redline.
Handling proved light and composed, with adequate cornering clearance when the bike was ridden smoothly at a fairly brisk sporting pace. But when I pressed harder and made more assertive steering inputs—particularly while negotiating a quick side-to-side transition from one positive-cambered corner into the next—the shock’s lack of rebounddamping control became clear. This allowed the rear of the bike to top out abruptly and unsettle the chassis. Sadly, the only suspension adjustment provided on the bike is rear spring preload. Such are the sacrifices in achieving a targeted price point.
So, as it stands, the FZ8 is a shock upgrade shy of handling nirvana. Its suspension calibration is clearly a compromise that serves well for general-purpose riding, striking a balance between comfort and mild sport use. Riders with more-aggressive sporting aspirations will have to turn to the aftermarket for suspension alternatives.
My press ride aboard the FZ8 was limited to a few hundred miles. We look forward to more seat time, as well as pitting this new Yamaha against its pricier competition. Only then will we be able to trade our speculation for a solid determination of just how much value Yamaha has delivered with its latest answer to market demands. □
