Motorcycle specifications Yamaha800 FZ8 2015 The heir to the saga

the FZ8 has its work cut out for it with the Z and GSR on its hands, not to mention the much lighter and more efficient Street Triple. Upgrading became more imperative than usual, and 2013 brought changes to the Yamaha roadster's main grievances. THE change is the appearance of fork and shock settings. At last, the rider will be able to adapt the damping to his needs. The FZ8 was heavily criticized for its soft suspension, which was not really suited to its riding style.
The fork can now be adjusted for rebound and compression on the right-hand fork, and for spring preload on the left-hand fork. The shock absorber gains a firmer spring (83.4 N/m vs. 78.4 previously), new settings and a knob for rebound adjustment.
On the cosmetic side, a special Race Blu color scheme, transparent indicators and, above all, a new muffler replace the ugly previous pan. Refined and polished, the muffler no longer calls for criticism. All that's left to do is breathe in the FZ1-derived engine block.

enclosed in a large aluminum frame, the 4-cylinder engine is Yam's first of its kind. At 779 cm3, the FZ8 is right on the 106 hp mark. But what interests us is the torque available with this displacement. The FZ8 produces 8.4 mkg, i.e. 2 mkg more than the previous FZ6 (from which it took over). In the absence of EXUPs, Yam has placed intake cones of different dimensions above the injectors: 125 mm for cylinders 1 and 4, in the center, 150 mm for cylinders 2 and 3. Thanks to the physical properties of pressure waves, these ducts optimize filling and inflate the curves. As for the character of the boiler, it should be quite similar to that of the FZ1. This "little" 800 is a reduction of the 1000 cm3, itself derived from the R1 hypersport. The piston stroke is exactly the same (53.6 mm), while the bore has been reduced by 9 mm to 68 mm. A technical choice that favours torque and its availability. The almost 8-liter airbox is a similar choice.

the FZ8's technical platform differs from that of its 1000 sibling only in anecdotal respects. A narrower rear tire, a few kilos less, a smaller fuel tank (- 1 liter) and that's it. The policy of cost rationalization favors cloning, and this FZ8 is really an FZ1 in terms of the chassis. There's not much left to criticize in its panoply: the diamond-shaped aluminum frame with the engine as stiffener, the 43 mm inverted fork, 4-piston calipers that aren't radial but are very efficient, a superb swingarm... Renewal isn't the order of the day, because a troublemaker is redistributing the roles. The FZ8 has the versatility of the Fazer history, while the MT-09 shakes up the market.

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