Yamaha FZR1000R EXUP

28 Фев 2015 | Author: | Комментарии к записи Yamaha FZR1000R EXUP отключены
Bimota YB 8 Exup 1000
Bimota YB 8 Exup 1000


The defines genesis as development being by growth or evolution which perfectly describes Concept that led to the award-winning FZ and FZR and the race-winning YZF which swept to in the last two successive Suzuka Hours Races.

The Genesis as stated by Yamaha was the parallel of engine and chassis design. playing its part in making the more effective. lt was evolved by who realised that building a engine and a good chassis did not mean a good motorcycle the two were in technical harmony one another.

That development by or evolution continues with the Yamaha FZR 1000 updated and by lessons learned on the racetrack the YZF.

Featuring a new Deltabox shorter and more compact the remarkable EXUP exhaust control system and improved design and performance, the latest of the FZR1000 is the most balanced in the sportbike world.

The original FZR won Machine of the Year awards magazine readers around the as soon as it was announced. Yamaha are that this second Genesis will be equally received. After all, the only sensible choice for who demand the very best.

With its brilliant 5-valve head, slant block and intake and exhaust systems. the FZR engine has an established place in history. For 1989 it has been even further.

A brief of the new engine’s features are: a redline thanks to a lighter train, more displacement cc). a higher compression and redesigned combustion chamber straighter intake ports. carburettors, a reduction in frictional with thinner rings, and the of the remarkable EXUP exhaust system. Now let’s take a at the details.

The new engine has been by 8mm. This was accomplished by the length of the valves and lifters and a new camshaft case. The shorter stem length also for a slight increase in valve

The middle intake valve has increased from 9 degrees to degrees, the outer intakes 17 to 18.5 degrees, and the exhausts 13 to 13.5 degrees. These idealized angles and the complementary to port shapes increase efficiency for higher power

Other changes to the valve include exhaust lifters in diameter from 20mm to for improved reliability, and an overall in valve weight, thanks to sterns and a reduction in stern from 5mm to 4.5mm. This valve train, combined stiffer valve springs, a 500 mm higher redline and, more top-end power. head diameter remains

An increase in bore from to 75.Smm brings displacement up 989cc to 1002cc. Combined reshaped combustion chamber and and slightly less dished this raises the compression from 11.2: 1 to 12:1. The is increased power and torque the mm range and improved engine

The shape of the intake tracts has been changed. Short and they allow for smoother air and increased intake performance. A in carburettors from Mikuni to BDST38 improves breathing further. In addition to offering venturi area and a rounder cross section, the venturi is much straighter and shaped an air funnel. These changes reduce flow resistance for efficiency and more power.

response is also better. And to sure these bigger get plenty of fuel regardless of bad, fuel pump has also been increased.

further down, we find new and rings. While the top ring unchanged, the second ring has thinned from 1mm to 0.8mm, and the oil from 2mm to 1.5mm. The result, multiplied by four, is a significant in frictional losses and consequent in engine output.

The connecting have also been to reduce friction and the resulting loss. By increasing the diameter of the pin from 18mm to 19mm, frictional loss has been This reduction in friction means increased reliability at the pin.

In this way, many improvements can add up to big gains in power and Power was also found by the air cleaner volume from 7.1 to 8.1 liter for improved engine

To better control temperatures in more powerful engine, capacity is increased from

cal to 21,000 cab. This overheating during sustained of high-rpm, high-load operation.

the transmission benefits from improvements. By using counter-tapered engagement dogs on the gears, engagement is much more and transmission reliability is increased to with the increase in power.

In virtually every area of the FZR engine has been improved. powerful and more reliable, it is more compact and more lt’s the second generation

(Exhaust Ultimate Powervalve)

One of the significant features on the new FZR1000 is the exhaust control system. Yamaha invention; in principle it is like the YPVS system improves 2-… engine by changing exhaust tuning in to changes in engine mm.

As more is designed into production the smooth powerband so desirable for the is replaced by the peaky, lumpy curve of the racing engine. pronounced with high-performance, 1 exhausts, this results in a spot at about two-thirds of mm and a rough idle.

Technically when the exhaust valve residual combustion pressure in the rushes in to the exhaust pipe, a primary positive pressure moving towards to collector Upon reaching the collector, it sending a primary negative back toward the cylinder. The continues to reverberate, alternating and negative. primary, secondary and

Header pipe length is set so the primary negative wave the cylinder at valve overlap brief instant when intake and exhaust valves are open). This negative or wave does two things. lt residual exhaust gas out of the cylinder, and it the flow of fresh fuel/air through the intake valve.

because these positive and pressure waves move the header pipes at uniform regardless of engine rpm, at rpm the primary negative wave too soon (before overlap), and in its a primary positive wave at valve overlap. This wave forces exhaust back into the cylinder, the charge, and it blows back the carburettor, delaying intake and double carburetion (carburetion in the direction). This is what the dreaded race-engine flat

Prior to EXUP, the only way to out power delivery was to sacrifice (less overlap, use of less exhaust pipes, etc.).

of EXUP as an exhaust throttle. By a rotary valve driven by a servomotor between the header and the collector, Yamaha engineers able to control the pressure The Computer senses engine from the ignition.

By choosing valve progressively as rpm decreases, the positive pressure wave is from reaching the cylinder at overlap. Double carburetion is torque rises back to a level and driveability is restored.

also reduces exhaust at idle by producing back that reduces boss of charge through the exhaust. The is also smoother and steadier. And a new has enlarged capacity to efficiently the increased power.

Equipped EXUP, the engine produces 10% more top-end power an engine without EXUP. importantly, driveability and throttle are greatly improved in that upper portion of the power There is an astonishing 30 to 40% increase in and mid-range torque and smoother The idle is much smoother: 30 to 50% fluctuation at idle mm.

The exhaust at idle is quieter. And, emissions are reduced.

In short, enjoy the best of both — high-performance power street engine tractability. first from Yamaha.


The aluminium Deltabox is the most technically refined on the market. Light, rigid, and resistant to flexing, its equal is only on the YZR factory road where it was developed. A slightly version of this frame Eddie Lawson to his 500cc Championships and Carlos Lavado to the World Championship.

It makes a level of handling and possible which has to be experienced to be

For 1989 the FZR 1000 benefits the next-generation Deltabox. Gone are the front down tubes of year’s frame. The engine now directly to the frame at the cylinder at the top of the upper case and, before, at the rear.

By making the a stressed member (essentially, of the frame) overall frame and stiffness are greatly increased.

increase in frame rigidity into improved high-speed performance. And, as the stopwatch so proves, when a frame is stiffer, lap times go down. lt permits a more compact of the engine/frame combination.

This compact design makes a shorter wheel-base — shorter, for a wheelbase of only 1 This shorter wheelbase and fork angle improve to turning inputs for accurate control.

The new frame is complemented by a new aluminium swingarm. Featuring a design for added strength, new swingarm is strong, light and resistant. The results are improved wheel control and tracking.

wheel maintenance has also improved with the use of YZF-type pullers.

In terms of appearances, the frame and swingarm have treated by a special chemical process for a better-booking finish.

In the frame has undergone a similar to the engine. lt is more compact, and higher performing — the generation.


To cope the increased steering loads of the new and steering geometry, the front has also been strengthened. The of the telescopic fork have increased in diameter from 41 mm to This greatly reduces tendency to flex under braking and cornering loads. The is more precise steering The fork is also adjustable for preload.

Bolting to the stanchions are new handlebars. These beautifully aluminium extrusions are something usually only on racing

The rear wheel is controlled by our rising-rate Monocross Suspension A direct descendent from our racers, it delivers progressively rear wheel damping as the compresses. For 1989 a modification to the arms increases shock … from 50mm to for improved shock action.

The rear shock comes with a separate reservoir for cooling of the damping fluid and is for spring preload and damping.


The most noticeable in this department for 1989 is the in rear wheel diameter 4.50 x 18′ to 5.50 x 17. smaller diameter wheel and the use of wide, bw profile radial further improves cornering The wheel design — hollow-spoke, cast alloy remains unchanged.

Unlike bias ply tyres which use fibres in the tyre casing. tyres use uni-directional fibres. permits flexing of the tread and allowing the tread to better to and grip the road surface Radial tyres also run because uni-directional fibres up less friction heat bias-ply tyres when the flexes.

And cooler running longer tyre life.

320mm front disc feature 4-pot opposed-piston using pistons of different

the top piston is larger than the piston (33.96 and 30.23mm, for improved feel. The same rear disc with opposed-piston calliper is used at the wheel. Braking power is more reliable, as befits a of this calibre.

New for 1989 are diameter, hollow wheel and swingarm pivot. These permit an increase in strength making them heavier. The axle diameter has increased 15 to l7mm, the rear from 17 to and the swingarm pivot from 16 to

Both of these features directly from the YZF racers.


The full fairing has been redesigned for improved efficiency. The dual headlights are with the front cowling, and the of rearward slant of the cowling has increased. The result is smoother, efficient air penetration and a lower of drag.

The FAI (Fresh Air Intake) system cool, fresh air to the airbox via running from openings at the of the fairing. This fresh air engine performance because cooler, it is also denser. cylinder filling is improved as air per volume unit is sucked the engine.

For 1989 the ducts are rather than curved for direct routing of air.

the addition of EXUP to the new FZR 1000, the digital ignition and the control for the EXUP are integrated into one This unit not only ignition timing in response to in mm for maximum performance at all power it controls the amount of EXUP opening in the exhaust collector.

nice touch is the new electrically fuel reserve switch. that used on the FJ 1200, it the rider to switch over to with a minimum of effort.

The panel has also been for more compactness. Meter are smaller, and the tach is located than the other instruments for reading.

And finally. the tail assembly has also been for better looks


As the FZR draws ever closer to the YZF racers in terms of performance, and styling, we see a fulfilment of the Genesis

The 1989 FZR 1000 is still much the FZR 1000, knowledgeable riders and racers have to love. But it is also considerably Lt is faster, better handling and accelerating.

In short, a balanced — balanced on the cutting of Sport bike technology.

Y-6 vs Yamaha FZR 1000

If this 472.5 pounds of exotic wrapped around triple-digit this machine had wings it climb so hard and so high it give you a nosebleed. Here, sensuality melds with the design reason: Show-quality and fiberglass enclose a chassis argues less is more, no unneeded part or bracket ever litter a frame. beads show that uniform spacing achieved by masters, and parts everywhere machining marks as badges of as the sign they were from solid blocks of aluminum.

It is a Bimota Y-6. It be yours for only $20,500.

the Bimota is a motorcycle that the same power source: FZR1000. Yamaha’s 1988 Genesis engine powers the the enhanced version, with an cylinder head and a power-valve EXUP exhaust system the 1989 Yamaha. The two motorcycles are than superficially similar: use massive twin-beam aluminum and share a sport bike

The $7600 Yamaha, though, a useful reference point for the exotic Bimota.

The Y-6, first made available a ago, established Bimota as a in motorcycle design, and confirmed the newly refound Midas But a hard period came Five short years Bimota went bust in a market no longer able to the high price of handmade and the company was forced to rely on legislation to keep its creditors at Today, Bimota’s factory in on Italy’s Adriatic coast is with 34 employees producing than 500 motorcycles per year, the is plowing 25 percent of its profits into research and development.

Two contributed to Bimota’s resurgence: The success of the Ducati-engined DB1 introduced in and a deal with Yamaha Corporation. Yamaha agreed to Bimota with its advanced FZR750/1000 engines, plus distribution of Yamaha-engined Bimotas in the Japanese market through Yamaha dealerships.

In the thriving economy, Bimota found a eager for its exotic creations, and the responded with innovation. the de- sign leadership of Ing, Martini, Bimota produced the Y-4 racer, its alloy chassis a departure from Bimota’s steel-tube space frames. The Y-4 won the 1987 Formula One World and Bimota followed with the Y-4 and Y-6 in 1988.

This year, will introduce the FZR400-based for which the company has already 500 orders from Japan—at a pop, the same as the Y-6. also offers the 750— Y-4 fuel injection for $24,800. If not rich enough for you, will happily supply the Y-4EIR racer for a cool

By comparison the Y-6 is something of a bargain. It the same twin-spar aluminum with the Y-4 racer, but uses the FZR1000 engine—a liquid-cooled, four-cylinder with a 45-degree block, 11.2:1 compression, induction, and a five-speed gearbox. Cycle last tested engine in 1987, it made 122 horsepower at its 11,000-rpm redline, and the standard FZR1000 through the in 10.71 seconds at 127 mph.

In its Y-6 this powerhouse remains save Bimota’s own 4-into-1 system.

Our test Y-6, one of five in the U.S. was bought by Sam through the U.S. importer, Cosmopolitan Motors. Bernstein, a San art dealer and founder of the Bimota Club, U.S. (he also a DB1 and an FJ1200-powered Y-5), shares the for exotic speed with his brother, Funny Car World Kenny Bernstein. Yamaha the 1989 FZR1000, which has completely redesigned since year (see Feb.

Bimota YB 8 Exup 1000


The FZR and YB6, the best and from Italy and Japan, the similarity of high-performance motorcycling. it is the Yamaha that gets its cues from the Bimota. The have always taken a interest in Bimota’s design and the redesigned FZR 1000 clearly the influence of the Y-6.

T- build a machine, Bimota engineer rotated the standard FZR engine 7 degrees for more vertical inclination, thus compressing the bay and allowing a shorter wheelbase. For its redesign, Yamaha did fundamentally the thing to the FZR1000 by tilting its back 10 degrees to reduce angle from 45 to 35 degrees. change, along with a swing arm, netted a shorter wheelbase.

Weight is another area of the new FZR that a distinct Bimota touch. believes that the Oriental for front-end bias is less than a perfect 50/50 weight balance. The Y-6, has a 49.3/50.7-percent front-to-rear weight

When Yamaha engineers the FZR, they arrived at a distribution—nearly identical to that of the

For better handling, the Yamaha adopted the Bimota’s wheel replacing last year’s 17 combination for the more balanced effect of wide 17s front and

Roll the FZR and Y-6 beside each however, and it’s hard to they belong in the same Despite its enviable compactness, the FZR huge by comparison. That’s not The Y-6 has the physical proportions of a middleweight.

to the FZR1000, the Y-6 is an inch shorter axles, narrower, and lower in the partly to its 20mm-thin racing At 472.5 pounds fully the Y-6 is 50 pounds lighter than the FZR about average for a 600 sport It’s best to think of the Y-6 as a with one-liter horsepower.

10 minutes with the supplied wrenches strip the Bimota Little else but race come apart and go together so The entire fairing is one exquisitely piece of fiberglass: Loosen the fittings in the lower fairing and the fairing slides right

The one-piece tank-and-seat section, by four bolts, lifts off to the centrally located plastic tank, and the airbox.

The Yamaha’s comes off in a dozen pieces, it more time-consuming to remove and integrated in appearance, but it’s less costly to replace in the of a tip-over. Bimota’s fiberglass are beautiful but costly—$3300 for the fairing For the price of a complete set of the Bimota’s you could almost buy the FZR1000.

the FZR and Y-6 expose strikingly similar layouts: Perimeter-style alloy wrap around the engines, are solidly mounted for greater rigidity. Both bikes removable subframes—steel for the FZR, for the Bimota. Here the similarities

The Bimota’s Verlicchi-made frame Honda’s NSR500 Grand frame of two seasons past. extruded main spars of 3mm connect to a tubular steering at the front, and massive swing arm plates behind that the marks of modern, computer-controlled Intricately machined engine welded to the main spars solidly to the cylinder block.

This upper frame is further supported by a massive extrusion. In back, the extruded arm uses eccentric chain Two cross-members, two solid engine-mounts, and the shock tower buttress swing arm pivot area.

The gives the impression of being rigid and perfectly proportioned, a of alloy craft that justifiably share space the $200,000 jade sculptures in Sam gallery of oriental art.

The Deltabox frame, in contrast, tapered main beams from aluminum sheet. design can put metal and stiffness where they’re needed, but expensive metal-forming dies to justify for small-scale production. the FZR’s sheet-formed swing an expensive, 10-piece affair sliding-block chain adjusters.

sport bikes rarely appealing with the bodywork and the FZR1000 is no exception. The requirements of production prompt the use of injection-molded ABS panels to cover what is too and expensive to finish. Hoses and run amuck on the Yamaha chassis.

beads laid down by robots can’t hold a to the flawless hand welds of craftsmen.

Now look at the Y-6, and see detail finish. All hydraulic are braided steel. Every is meticulously machined, perfectly All the electrical components are concentrated the battery, leaving the rest of the uncluttered.

One part suffices two might have been Bimota design leaves no material, no rough edges. small pieces, such as the hanger bracket, are hollowed, for lightness.

You see such effort on racing machines where the of shaving a few grams of weight is at the finish line. This is the between mass production and the of artisans, and that difference it easy to understand why the Bimota what it does.

Pared to the the Y-6 has the dense mechanical simplicity of a backed by front-line chassis Three-spoke Oscar wheels—a front, and a wide, 5.5-by17-inch European-spec Michelin A59- and radials: a 1301 60 front, and a 180/60 rear. A pair of Brembo calipers puts the on 320mm floating front

A smaller, 230mm rotor in back.

Suspension quality that of Bimota’s real a 41.7mm Marzocchi fork adjustable anti-dive in the left a rebound damping adjuster in the and air caps—though Bimota specifies pressure. In back, a single, Marzocchi shock offers compression and 25-position rebound adjustment, and a threaded preload Unfortunately, only the rebound is accessible with the shock in

Such is the price of the Y-6’s packaging.

The FZR is similarly equipped—same brake design, though by Nissin, and same wheel wrapped in Pirelli’s —7 radials. The Yamaha’s massive fork offers preload only, but the gas-charged rear also incorporates a four-position damping adjuster.

Both offer ride-height adjusters in the rear suspensions—a genuine touch. The Bimota goes the one better with eccentric cones that can alter from 23.5 to 26.5 with 25 degrees, 4.03-inches of as standard. The longer, heavier FZR through slightly slower 26 degrees and 4.2 inches.

As the chassis indicate, the FZR 1000 feels at low speeds, especially in company the feathery Y-6. On the other the Yamaha’s more compliant provides supple relief the constant pounding delivered by our rear shock, which was not to specification. A severe shortage of damping allowed the shock to hard over rough and a broken adjuster prevented us cranking in more damping.

The streets of San Francisco were hard on the Bimota, rattling the jiggling the rubber-mounted Yamaha cluster. We headed for smoother where even a rubbery shock could not spoil the of the YB6.

On the mythical mountain of Mann County, the FZR1000 its supple ride for more movement under braking and than the Y-6. Off-throttle loads the FZR’s front and the bike shows a slight to stand up under braking. The FZR is when braked upright, flicked into the turn in GP fashion.

Ridden this way, the instantly builds speed appropriate for the racetrack than for the

The Bimota’s firm suspension and fork provide a more chassis attitude. Steering is … neutral on the brakes or on the It’s important to remember that high corner-speed to a large extent on the rider’s of the front end.

How much he it determines how hard he is willing to it. You instinctively trust the Bimota’s end. No matter how deep you or how hard you flick the bike corners, the front end never like it’s going

Ridden quickly on a smooth the Bimota has an almost magical to disappear beneath you, only the road to deal The combination of lightness, unshakable and tack-sharp steering makes the easy to ride fast or on sweepers or switchbacks. On tight the heavier, longer, slower-steering FZR more effort at the handlebars, by body English, to initiate a turn.

FZR and Y-6 brakes are equally hitting a brick wall—though the hard-compound pads require effort at the lever. Both offer more corner than sane people on the street. The Yamaha’s Pirelli are the best standard-issue rubber ever sampled, the Bimota’s merely excellent.

Prudence us from thrashing Bernstein’s at the dyno and drag strip, but acceleration contests had the Bimota in the FZR’s mirrors. That’s not Our Y-6 ran decidedly flat in the middle and rev ranges. The ’89 FZR1000 engine—which shows a whopping spike from 6000 to rpm—offers crisp, immediate response.

he pilot-production ’89 we tested in February 1989, was a rear-wheel horsepower—that posted a mile best of 10.8 at 129 mph. Our 1989 production fulfilled the promise of the pilot pumping out 113.9 horse- and scorching the drag strip in seconds at 128 mph. The production however, proved slower in roll-on acceleration than the bike, giving the low-speed to the Y-6.

The Bimota leaps to an lead over the FZR at low revs, its combination of lighter weight and low-speed jetting (and slightly taller gearing) the Bimota ahead until the goes flat at 5500 that it constantly poses the Are you good enough as a rider to this?

But you don’t have to the Bimota well—or ride it at for that matter—to know makes it worth the money. In an age of sameness, the Y-6 is a machine of inspiration, design, and flawless beauty, the of obsessive attention to detail by who love motorcycles.

out 85 mph in top gear. You ride the Bimota fast all day ever spinning the engine but that’s a bit like breaking Fort Knox and taking enough for lunch. Better to the YB6’s jetting, and use it all.

talking about a clash of edges here. Both the FZR and Y-6 speed capabilities that be fully explored on the street. bike is remotely practical, the Bimota’s firm suspension, solo seat, clip-on and radically rearset footpegs the FZR feel like a sport by comparison.

The FZR1000 is the fastest, handling big-bore street ever made in Japan. But the sharp handling, light and magical combination of agility and solidity place it closer to perfection than any large-caliber we have ever ridden. The Y-6 is so and self-assured at ludicrous spe


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