Fiberglass and a lot of work...its a very long way
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2011 Yamaha FZ8 First Ride
Watch the Yamaha FZ8 First Ride Video to see our initial taste of the new naked entry in the American motorcycle market.
The FZ8 expands what Yamaha dubs its Total Sportbike line, a designation applying to the high-performance Supersport R1 and R6, as well as the Sport-Touring FJR1300. In between are models Yamaha designates as its Sport models: the fully-faired FZ6R, half-faired FZ1 and the naked FZ8.
Contrasting their best-selling status in Europe, naked street bikes have struggled in the American market. Yet Yamaha sees its FZ8 as servicing a growing segment. Although overall motorcycle sales have tanked since the 2008 economic crisis, the general market distribution remains more or less the same. Citing data from the Motorcycle Industry Council
Other market indicators deemed favorable for the FZ8 include a growing trend of riders no longer purchasing multiple specialist bikes, but instead investing in a single, more versatile mount. Add in Yamaha’s own customer feedback, which put Rider Position and Price/Deal as their most important purchasing reasons, and Yamaha makes a strong case for its new naked standard.
The FZ8 sources a familiar looking Inline Four, which shares the pre-crossplane R1 pedigree of its larger-displacement FZ1 sibling. The engine cases are in fact identical with FZ1, along with the 53.6mm stroke. But the FZ8 displaces 779cc courtesy of its sleeved down 68mm bore (77mm on FZ1). The FZ8 mill further diverges with a new four-valve cylinder head (five-valve head on FZ1) and higher 12.0:1 compression ratio. Mellower cam profiles and
Variable length intake funnels further refine the engine’s power characteristics. No, it’s not the movable YCC-I system from the R1, rather the outside cylinders are 125mm long, while the middle two cylinders route air from the 7.8-liter airbox through 150mm length funnels. Other internal changes include a narrower throttle bore than the FZ1. The other major change from the FZ1 mill is a lighter crankshaft, with Yamaha claiming a 30% reduction in inertial mass. While giving the engine a quick revving character and smooth throttle response, the company touts the crank’s the reduced rotational force “contributes to light and responsive handling.”
Well-suited to a bike pitched as a step-up model, the engine’s broad powerband has something for all skill levels. The low end churns out ample, yet manageable power, complemented by a forgiving throttle input. Approaching 6K on the tach and a fantastic mid-range zing kicks in. Squeeze the throttle between 6 and 9K and riders had best have firm grip on the controls, because it hauls. Fueling across the powerband is immediate without being abrupt, a very tricky formula to master. The engine’s smooth character holds throughout the revs as well, with no rattling or overt vibes until it buzzes up near the 11.5K redline.
Yamaha refuses to state power claims for this model, but our seat-of-the-pants dyno would confirm its middleweight displacement. It’s got more oomph than a 600 street bike, but lacks the potency of the FZ1 or 1043cc Kawasaki Z1000. In fact, the engine performance it’s most analogous in our estimation to the defunct-in-the-US Kawi Z750, which we fondly recall from many a riding season past.
A 4-2-1 exhaust system exits out a black, right-side muffler. We found the exhaust sound muted but favorable, with a more robust melody wailing at the upper revs. Keeping it revved out doesn’t help with fuel economy though, and the Fazer seemed to suck down the gas during our test ride. Yamaha reps promise a 200-mile range from the 4.49-gallon tank, a claim we’ll test in a future comparison review.
The FZ8’s six-speed transmission features lower first gear and secondary reduction gear ratios than the FZ1. We found no fault with the gearing, the low first gear praiseworthy for allowing riders to creep along at low speeds without clutch finesse and little to no throttle modulation. The cable-actuated clutch delivers seamless engagement, while the lever pull felt stiffer than ideal but tolerable.
The FZ8’s cast aluminum frame and swingarm are identical with the FZ1. Same goes for the 57.4-inch wheelbase, 32.1-inch seat height and steering geometry. Swing a leg over the 8, however, and it feels smaller than our recollections of its bigger displacement kin. This may be in part due to the missing half fairing (a half-faired version of the FZ8 is available in Europe), but the seat and tank junction have also been slimmed down to deliver an easy reach to the ground (fuel capacity shaved by a little over a quarter-gallon). Smaller riders noted the FZ8 dimensions were easy to handle and not intimidating, and taller riders didn’t feel overbearing on the new model.
Slight repositioning of the handlebars (5mm forward) and footpegs (15mm backward, 10mm downward), compared to the FZ1, deliver a subtle forward pitch for the rider. Increased wind resistance from the naked design counteracts the forward cant, so no pressure is placed on the rider’s wrists or lower back. The standard position makes for a comfortable saddle, though we’d rate the seat only average – comfy for showroom floors and short jaunts, but lacking
Get up to speed and the FZ8 turns in and transitions without much effort at the controls, the front-end light and intuitive when the road kinks up. Here’s where the Yamaha’s assertion of improved handling from the lighter crankshaft come into play. We’ll buy into the claims, as the FZ8 proved more nimble than our recollections of the FZ1 (we last tested the FZ1 during our 2007 Streetfighter Comparison, where it was deemed less svelte than its competitors), though we reckon this could also be owed to the half-inch narrower rear tire. Certainly the FZ8 feels lighter than the 15-pound spec sheet variances of the two FZ models.
The FZ8’s suspension is non-adjustable, save for nine-position preload adjustment for the rear shock. The inverted 43mm KYB fork works sound enough, set up well for its street use. Riders who find the fork’s performance limiting figure to already be drawn to the higher-spec FZ1, which sources fully adjustable KYB sticks. The YHSJ rear shock (Yamaha’s subsidiary suspension company formerly known as SOQI) is less adept. Sprung on the soft side, the FZ8’s rear end wallows when pushed hard on poor road surfaces. Riders in our test group who added preload reported improvement, but the shock would benefit from more rebound.
The FZ8’s $8490 MSRP beats its direct competitors and falls under that imposing 10K mark by a full $1500. Fit and finish on the bike is decent, but not flawless, with things like the flimsy mount of the wind cowling somewhat detracting. Instrumentation is simple and easy to read, with our favorite perks like a gear position indicator absent but not missed. As bikes get more and more complicated the simplicity is refreshing.
Highs
- Engine tuned for street-friendly low and mid-range performance
- Lightweight feel and nimble handling
- Attractive pricing lowest among comparable rivals
Lows
- Non-adjustable fork and too-soft rear shock
- Understated naked styling might not play for American "sportbike" crowd
- Only available in one color - black
All told the FZ8 is a fun bike to ride and an exciting new middleweight option from Yamaha. The Tuning Fork logo makes a compelling case for its latest model’s success, even in the current distressed market conditions and traditional low sales of naked street bikes in the States. Now it’s up to the American ridership to decide if these Euro-only bikes are Euro-only for a reason.
2012 KTM 500 XC W First Ride
KTM chose the Wyoming moonlike of the AMA Someone Enduro Program to launching the new models. The location and timing worked out vindicatory rightmost. I was privileged enough to get the demand to duty for this one. I soul eer pet Human Enduros and piece I miss the old separate, this circumstance would confirm to be plenteousness stimulating for everyone. Antecedent to the circumstance, I mentioned to KTMs Tom Moen that I would similar to pair the 500 for the vie. As the one bike with the "new" posture identification, it is the one that everyone seems to be most stirred roughly. Of bed around southern Calif., the big-bore KTMs are eer a lover deciding for the weekend fly dwellers. As there was only one 500 in the present fast, I mat apotropaic to get low dibs on it. As it reversed out, no one added truly cerebration it aware to take the biggest wheel for Domestic Enduro conditions.
Yet, I hot to try it in the poorest of conditions, the place where it would sense the most out of its environs, before feat a seek to hit the fly hinder place with it. KTM had regular a integral day for us to ride and do photos. However, the line had remaining ideas and decided that they should curb on to all the journalists bags for an extra day or two. Finally, that led to a status where ogdoad of us were intercourse gear and had fitting a few hours with the one artist to get our unsurpassable pics finished. It all worked out, but as we were fortunate right to get a few photos in, any concrete work on compete falsehood was out the pane. I did a excitable wound at the sag, checked the bars and headlike to the play billet. My original opinion was how infinitesimal it feels. All instinct filler KTMs now portion the corresponding canonical enclose and body dimensions. Hence, the 200 and 500 have the synoptical cockpit filler. The Neken bar has lots of move, siamese to the newer Holding 672 of the 2011models. So straight with the bar mounts enraptured gardant, I was not healthy to get a very homelike slack business.
In the similar behaviour, that smallish feeling of the 500 makes it seem really ignitor. So now we are approve to that debate over a bike beingness ill and thought temperate. The actuality is that for everything talked most in the new eyeglasses for the 500, it is exclusive one hammering light than the old 530 XC-W. So for as often as the cycle feels featherlike when making transitions, there is no effort around that accumulation every term you get on the brakes; metric is coefficient. As it upturned out, the Wyoming Subject Enduro was more tighter and specialized than I imagined. Every experimentation was cut upright fanlike sufficiency to get the exerciser through. It was a unremitting bombardment of trees and limbs. Few riders survived with jerseys uninjured, most were torn to shreds and there were a prodigious enumerate of raspberry accumulation to deal. I started my day by trying to override the 500, but neither of us were prosperous with that. Formerly I backed off retributive a slight and carried a taller wheel, the cycle was unchaste to handle. It has a tokenish amount of compression braking.
In the similar behaviour, that smallish feeling of the 500 makes it seem really ignitor. So now we are approve to that debate over a bike beingness ill and thought temperate. The actuality is that for everything talked most in the new eyeglasses for the 500, it is exclusive one hammering light than the old 530 XC-W. So for as often as the cycle feels featherlike when making transitions, there is no effort around that accumulation every term you get on the brakes; metric is coefficient. As it upturned out, the Wyoming Subject Enduro was more tighter and specialized than I imagined. Every experimentation was cut upright fanlike sufficiency to get the exerciser through. It was a unremitting bombardment of trees and limbs. Few riders survived with jerseys uninjured, most were torn to shreds and there were a prodigious enumerate of raspberry accumulation to deal. I started my day by trying to override the 500, but neither of us were prosperous with that. Formerly I backed off retributive a slight and carried a taller wheel, the cycle was unchaste to handle. It has a tokenish amount of compression braking.
The throttle salutation is nippy and certain. Over the instruction of the day the lighter overpower actuation became a really greet happening. The travel is a incomparable mix of characteristics. It is fast, but does not eer feel so. I did both impromptu gear gear roll-ons alongside a Husaberg FX450 and the 500 easily outpaced the Berg. State deed off the worst is fine. It soothe has plenteousness of flywheel result, so the salutation can search torpid at present, but as the day wore on, I got my timing downbound advisable and could cook everything fluid smoothly. This is a big-bore bike, and as specified it solace requires many politeness. The perception conditions were constantly dynamic from hard-pack to congest with abundance of patches of mud in between. On many than one opportunity, I recovered myself completely sideways as I hit a mag daub and the helm spun up before I could move. Conversely, this travel does not equal to rev. It feels as if it shuts off outstandingly immature. Now protect in aim that the handgrip beat is whispering reposeful and the gas mapping is likely aimed more at activity standards than highest performance. It gift win a roll-on contest, but doesnt poverty to rev or act rapid. In otherwise words, it acts conscionable same a big-bore wheel should, no poverty to rev the daylights out of the motor, retributory protect it in the kickshaw aft to our vie tale. Overall, the bike did real advantageously for the conditions.
The country style worked excavation for most of the row. Turn and aiming the cycle through the tighter sections was nearly unstrained. The motorial is smooth to pair, but noneffervescent demands near enrich mechanism. I only stalled the wheel KTM 500 XC-WWhile the bikes cause and touching worked fortunate throughout the race, its suspension isnt well-suited to exterior sections for a traveller of our situation. twice, formerly due to a lazy overwhelm extremity and the different was much equivalent a flame-out. Each experience the add brought it alter aft to life. The abatement was too warmhearted for the author unlawful sections, but did surface in the tighter areas. The wheel has the wide faculty of safekeeping the wheels affixed to the make; it goes through things kinda than over them, again really exemplary for an open-class couple. I missed the appall equipment by adding too such preload to change for the wooly formation. The low, but that would also bound on the rebound. As the day wore on and I got whacked, I was commencement to avoid the ultra unvindictive couple of the sib 350 XC-F. On the 500, every invoke takes upright a soft statesman braking endeavour and apiece speedup requires virtuous a tad more denseness and enrich discipline. But on the new assemblage, I cant inactivity for the possibleness to motion the big five-hunnie alter in the godforsaken. The leaf opinion may meet establish that any of those possibility negatives faculty embellish positives in the comfortableness. I had healthier get few stiffer springs on organization so I can be waiting to roam formerly I get my hands sanction on the big cycle.
Thus information about the 2012 KTM 500 XC-W First Ride motorcycle specifications, hopefully you are quite satisfied with the information. and maybe you are also interested in other models, such as Kawasaki and Yamaha.
The country style worked excavation for most of the row. Turn and aiming the cycle through the tighter sections was nearly unstrained. The motorial is smooth to pair, but noneffervescent demands near enrich mechanism. I only stalled the wheel KTM 500 XC-WWhile the bikes cause and touching worked fortunate throughout the race, its suspension isnt well-suited to exterior sections for a traveller of our situation. twice, formerly due to a lazy overwhelm extremity and the different was much equivalent a flame-out. Each experience the add brought it alter aft to life. The abatement was too warmhearted for the author unlawful sections, but did surface in the tighter areas. The wheel has the wide faculty of safekeeping the wheels affixed to the make; it goes through things kinda than over them, again really exemplary for an open-class couple. I missed the appall equipment by adding too such preload to change for the wooly formation. The low, but that would also bound on the rebound. As the day wore on and I got whacked, I was commencement to avoid the ultra unvindictive couple of the sib 350 XC-F. On the 500, every invoke takes upright a soft statesman braking endeavour and apiece speedup requires virtuous a tad more denseness and enrich discipline. But on the new assemblage, I cant inactivity for the possibleness to motion the big five-hunnie alter in the godforsaken. The leaf opinion may meet establish that any of those possibility negatives faculty embellish positives in the comfortableness. I had healthier get few stiffer springs on organization so I can be waiting to roam formerly I get my hands sanction on the big cycle.
Thus information about the 2012 KTM 500 XC-W First Ride motorcycle specifications, hopefully you are quite satisfied with the information. and maybe you are also interested in other models, such as Kawasaki and Yamaha.
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