Greg 03
Well-known member
Anybody know why they're killing the FZ8 for the FZ-09? The specs look a little better on the 09 but I loved the looks of the 8. Just piss poor sales or mechanical issues?
FZ8 vs FZ-09
- Thread starter Greg 03
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Greg 03
Well-known member
clocklaw
Well-known member
My guess, the 09 is their response to the other brand's "triple"s
lnewlf
Well-known member
Me like....came a long way from Momaha's last triple..
VMaxChuck
Well-known member
I'd buy one! Can't wait for a test run at my local dealer!!
ionbeam
2 FUN
This basic bike has been previously discussed via a Japanese video in another thread.
Excerpted from Motocyclist On LIne:
A modest 11.5:1 compression ratio suggests “tuning for torque,” as does the omission of a horsepower spec for the U.S. models. (Yamaha Italy released information on the MT-09 before the American embargo expired, including a power rating of 115 CV, which converts to 113.4 bhp.) For us, Yamaha says only that the engine makes 65 lb.-ft. of torque at an unspecified speed. A cutaway on display at the press event reveals few groundbreaking technologies, just a compact, modern motorcycle engine with ride-by-wire electronics and three ride modes (but no TC). Yamaha has a new set of switch clusters for the FZ-09, and a pushbutton labeled Mode presumably switches among the three drive modes. In order to bolster midrange torque, Yamaha’s engineers fitted staggered-length intake trumpets inside the airbox. (They’re listed as “variable length” in the press materials, but they are of fixed dimension.) A single gear-driven counterbalancer resides just ahead of the crankshaft line, an important component to reduce vibration in a 120-degree triple.
It is, of course, liquid cooled, and makes use of a stacked transmission to reduce length. Cam drive via chain runs along the right side of the engine. Primary drive is on the opposite end of the crank via straight-cut gear to a conventional wet clutch sans slipper mechanism. It’s interesting to see a permanent-magnet alternator hung off the left side of the engine rather than tucked behind. That it stands out so much is probably more an indication of how compact the rest of the engine is.
At the heart of the FZ-09 is an all-new, 847cc triple featuring, you guessed it, a crossplane crank. Actually, it’s just your usual 120-degree arrangement familiar to anyone who’s opened up a modern Triumph or fiddled with any of Kawasaki’s two-stroke triples. With a bore and stroke of 78mm and 59.1mm, respectively, the liquid-cooled mill is less oversquare than the R1 or current FZ1 powerplants. Comparing Yamaha’s new triple to the Triumph Speed Triple’s 1050cc engine shows just how long-stroke the Hinckley machine is, with a 1.11:1 bore/stroke ratio against the Yamaha’s 1.32:1. Triumph’s newer triples, in the Tiger 800 and Explorer/Trophy, both run 1.19:1 bore/stroke ratios. The only engines in the Triumph catalog with a more oversquare configuration are the Street Triple (1:42) and Daytona 675 (1:53:1). Redline is 11,000 rpm, which is conservative for a 59.1mm stroke. So, the new Yammie mill is right in the thick of things, design-wise.
The FZ-09’s aluminum chassis is similarly compact, providing a wheelbase 0.8 inches shorter than the FZ8’s and less trail, too. At 414 pounds claimed curb weight (the 3.7-gallon tank full), the 09 undercuts the FZ8 by a whopping 53 lbs. Yamaha’s market research suggested a comfortable riding position was a high priority for potential customers, so the handgrips are 53mm higher and 40mm closer to the rider than on the already comfortable FZ8, and the footpegs are 26mm lower and 2mm more rearward. The swingarm mounts to the lower-aft frame section from the outside—the frame does not go around the swingarm pivot—making the bike very narrow. The pre-production machine we straddled felt remarkably light and lithe.
Part of that light feeling no doubt comes from the low, “mass centralized” exhaust system, which features connecting pipes between cylinders 1-2 and 2-3, an oxygen sensor, and stubby outlet behind the rider’s right heel. There are no EXUP-style valves in the system.
Best for last, though: Yamaha, continuing a trend started with the Star Bolt, has priced the FZ-09 aggressively. At just $7990, it’s $900 less than the FZ8 and $2800 under the FZ1, which will remain in the ’14 lineup.
Excerpted from Motocyclist On LIne:
A modest 11.5:1 compression ratio suggests “tuning for torque,” as does the omission of a horsepower spec for the U.S. models. (Yamaha Italy released information on the MT-09 before the American embargo expired, including a power rating of 115 CV, which converts to 113.4 bhp.) For us, Yamaha says only that the engine makes 65 lb.-ft. of torque at an unspecified speed. A cutaway on display at the press event reveals few groundbreaking technologies, just a compact, modern motorcycle engine with ride-by-wire electronics and three ride modes (but no TC). Yamaha has a new set of switch clusters for the FZ-09, and a pushbutton labeled Mode presumably switches among the three drive modes. In order to bolster midrange torque, Yamaha’s engineers fitted staggered-length intake trumpets inside the airbox. (They’re listed as “variable length” in the press materials, but they are of fixed dimension.) A single gear-driven counterbalancer resides just ahead of the crankshaft line, an important component to reduce vibration in a 120-degree triple.
It is, of course, liquid cooled, and makes use of a stacked transmission to reduce length. Cam drive via chain runs along the right side of the engine. Primary drive is on the opposite end of the crank via straight-cut gear to a conventional wet clutch sans slipper mechanism. It’s interesting to see a permanent-magnet alternator hung off the left side of the engine rather than tucked behind. That it stands out so much is probably more an indication of how compact the rest of the engine is.
At the heart of the FZ-09 is an all-new, 847cc triple featuring, you guessed it, a crossplane crank. Actually, it’s just your usual 120-degree arrangement familiar to anyone who’s opened up a modern Triumph or fiddled with any of Kawasaki’s two-stroke triples. With a bore and stroke of 78mm and 59.1mm, respectively, the liquid-cooled mill is less oversquare than the R1 or current FZ1 powerplants. Comparing Yamaha’s new triple to the Triumph Speed Triple’s 1050cc engine shows just how long-stroke the Hinckley machine is, with a 1.11:1 bore/stroke ratio against the Yamaha’s 1.32:1. Triumph’s newer triples, in the Tiger 800 and Explorer/Trophy, both run 1.19:1 bore/stroke ratios. The only engines in the Triumph catalog with a more oversquare configuration are the Street Triple (1:42) and Daytona 675 (1:53:1). Redline is 11,000 rpm, which is conservative for a 59.1mm stroke. So, the new Yammie mill is right in the thick of things, design-wise.
The FZ-09’s aluminum chassis is similarly compact, providing a wheelbase 0.8 inches shorter than the FZ8’s and less trail, too. At 414 pounds claimed curb weight (the 3.7-gallon tank full), the 09 undercuts the FZ8 by a whopping 53 lbs. Yamaha’s market research suggested a comfortable riding position was a high priority for potential customers, so the handgrips are 53mm higher and 40mm closer to the rider than on the already comfortable FZ8, and the footpegs are 26mm lower and 2mm more rearward. The swingarm mounts to the lower-aft frame section from the outside—the frame does not go around the swingarm pivot—making the bike very narrow. The pre-production machine we straddled felt remarkably light and lithe.
Part of that light feeling no doubt comes from the low, “mass centralized” exhaust system, which features connecting pipes between cylinders 1-2 and 2-3, an oxygen sensor, and stubby outlet behind the rider’s right heel. There are no EXUP-style valves in the system.
Best for last, though: Yamaha, continuing a trend started with the Star Bolt, has priced the FZ-09 aggressively. At just $7990, it’s $900 less than the FZ8 and $2800 under the FZ1, which will remain in the ’14 lineup.
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LAF
Well-known member
Just talked to the owner of my local Yamaha. He raved about this bikes Cross Plane motor in a triple seems to be the stuff. He just came back from a show. 414 Pounds and a very very low center of gravity from the cross plane and it's position. It sounds like a real screamer at that weight.
He also stated they will release 7 new bikes over the next few years. He had no idea of what platforms. Says Yamaha is getting real aggressive in the next 2 to 5 years.
Said 8995 for the F9 or whatever it will be called.
He also stated they will release 7 new bikes over the next few years. He had no idea of what platforms. Says Yamaha is getting real aggressive in the next 2 to 5 years.
Said 8995 for the F9 or whatever it will be called.
Bungie
FrostBack #2 - IBA # 44620
Theirs been rumors of an 800cc FJR. I think your looking at a 'world' motor here. Time'll tell, but I am interested in this bike.
414lbs wet / 113hp = WOOHOO!
414lbs wet / 113hp = WOOHOO!
wheatonFJR
...
It won't be 414lbs wet with the aux tank that you guys will be putting on because of a 3.7 gal tank.
I'd love to test ride one in a year or two when I'll be in the market...to see what sort of get up and go it has...and whether it feels flickable. (Different world, but my XS850 was a dog which replaced my stolen XS11...back in the day)
SoCalFJR1300
Well-known member
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wheatonFJR
...
Yeah...the small gas tank makes this a little day rider bike. The small gas tank also carries less gas (duh) and there for has a much more boastful wet weight.
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Bungie
FrostBack #2 - IBA # 44620
You guys completely missed my point. Congrats!Yeah...the small gas tank makes this a little day rider bike. The small gas tank also carries less gas (duh) and there for has a much more boastful wet weight.
Think this engine in a totally different bike. Think FJRLite.
I'd still like this bike for
But please Yammie, no ground spiders, stronger sub-frame and contract Russell to build the production seats
I agree. The FZ8 was just a mid sized FZ1-FZ6. This new bike will create a totally different experience. I'm looking forward to the full release.
wheatonFJR
...
I didn't miss your point...I don't think I even contradicted it.
I still read woo hoo!...just not sport-touring WooHoo!
MEM
Well-known member
Listed on the Yamaha USA Web site already, so can't be too far away.
Purpose wise, compare the new FZ-09 at $7990 list to the Ducati Hypermotard 800 at $11995. They have about the same weight, the FZ will be smoother with 3 cylinders and a bit more torque with an extra 100cc. Oh and they both come in stealth black and ticket me red. I'd prefer the latter color:
FZ-09
Hypermotard
Purpose wise, compare the new FZ-09 at $7990 list to the Ducati Hypermotard 800 at $11995. They have about the same weight, the FZ will be smoother with 3 cylinders and a bit more torque with an extra 100cc. Oh and they both come in stealth black and ticket me red. I'd prefer the latter color:
FZ-09
Hypermotard
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wheatonFJR
...
...only if an FJR had a 4 Gallon gas tank...
If you really want to travel, this bike does not open the door for that. It sounds fun...but only if you trailer this bike to a fun area and base out of a central point and trailer it back home.
If yer gonna do that, don't you want an R6 instead?
How far does one really need to go between fill ups? If it gets 60mpg and has a 3.7 gallon tank that's 200 mile range. Not iron butt material, but neither are the other bikes in this category. But it should be good enough to get you to the playgrounds, and when you get there it will most likely spank the 650 - 700 lb supersporttourers in the corners.
I don't know about anyone else but I couldn't ride an R1 or R6 all day anymore. My body cannot deal with that riding position.
I don't know about anyone else but I couldn't ride an R1 or R6 all day anymore. My body cannot deal with that riding position.
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wheatonFJR
...
60mpg? wow.
