1987: First big supersport (in Englisch)

image FZR 1000 in 1987: breakthrough for big Supersport

The FZR 1000 Genesis is a milestone model as it marked the transition from 2 stroke to 4 stroke supersport motorcycles. This shift represented a new generation of high performance big bikes, which employed Yamaha racing technology from the track. The first FZR 1000 Genesis, presented to the public at the Cologne IFMA motorcycle show in Germany on September 18, 1986 continued the success of it's supersport predecessors the RD 350 and RD 500. However, the FZR 1000 layout had already made its debut 2 years earlier. The first YZF 750 Genesis endurance racer was entered at Suzuka 8h race and at the Bol d'Or on the Paul Ricard track in France to "race proof" the "Genesis" technology.


image Former French team Sonauto (today Yamaha Motor France) entered the Bol d'Or with the Genesis racer.

Technology came from GP racing
The endurance racer featured an all aluminium DELTABOX type chassis like the YZR 500 GP racer in 1984-86, which won the world championship under Eddie Lawson. This frame was a novelty and combined strength with lightness.

Project leader Yoshiharu Nakayama benefited from Yamaha's vast racing experience with this layout, as Yamaha used the first aluminium frame in 1983 on the GP 500 racer.

One of Yamaha's most talented engine designers, Tamura-san, had worked on a radical new layout: four cylinder engine with five valves per cylinder and downdraft carburettors mounted on the 45° forward incline cylinder bank. Today, the basics of this power plant still represent Yamaha's four stroke high performance layout.

The engine and frame were designed as a unit, therefore they fitted together very tightly and gave the FZR 1000 Genesis a compactness, that a big bike had never seen before. The handling set new tandards and the machine felt more like a racer than any other mass production Yamaha before it. With a weight distribution of nearly 50/50 front and rear and a rather low centre of gravity with the rider neatly fitted in the bike, the FZR was not only a high performer for straight line roads. This big bike was made for cornering and enjoyment both on a track and on public roads. The big engine delivered enough torque to roll along in fifth gear without the engine stalling and at the same time was able to rev up to over 10.000 rpm with an output of 135 HP.

image The first model in 1987 image Second generation in 1989

Machine of the year 1987
The official Yamaha press kit called it the "Ultimate Road Machine" and the media responded enthusiastically. Ex-racer and former editor of a German bike magazine, Franz Josef Schermer, commented after his first test ride, "This was great…it may be likely I have just ridden the bike of the year. The FZR is a superbike through and through and I can only say: excellent." And indeed the FZR 1000 won the title "Machine of the year" only a few months later, from magazine readers all over the world.

Second generation
In 1989 the second generation, called the FZR 1000 EXUP, marked a further step up the ladder to high perfection supersport. In spite of the motorcycle world expecting a revised version of the earlier machine, the "EXUP", as it was nicknamed by enthusiasts later, was a totally new machine. The world's motorcycle press testers were again enthusiastic, when they were given the opportunity on October 25-28, 1988 to test the bike at Laguna Seca racetrack in Monterrey, California. The engine now had an increased displacement of 1002 cc and higher performance with 145 HP. In spite of higher displacement its size was 8 mm shorter and more compact, due to a revised inclination angle of the cylinders to 35°. Valve angles and sizes had been changed, as well as the camshaft timing. Bigger carburettors helped boost performance and the crankshaft had been strengthened, along with countless other modifications.

image The 1989 frame was a completley new construction

The frame now called DELTABOX II, used the engine as a stressed member. Gone were the down tubes, replaced by a sturdy fixation of the cylinder head with the frames upper box section. This layout was the foundation for the radical YZF-R1 chassis layout almost 10 years later.

The resulting increase in chassis rigidity and improved high speed cornering performance allowed the engineers to make this big bike more compact than ever. A 10 mm shorter wheelbase with its 26° fork angle contributed to responsiveness in turning inputs for accurate steering control.

image The EXUP system boosted perfomance & torque

EXUP: New technology for 4-strokes
The EXUP system, was first used on a 4-stroke engine. The EXaust Ultimate Powervalve is an exhaust control system still used on the YZF R1 in a refined form, which controls the exhaust gas flow depending on engine revolutions. It was first introduced on the RD 250/350 YPVS 2 stroke machines in 1983.

Two more model improvements followed in 1991 and 1994, until the FZR 1000 was replaced by the YZF 1000 ThunderAce in 1996, which had slightly more comfort for the rider and was developed more for sporty road use rather than the track.
The ThunderAce still sold well for another 2 years next to Yamaha's new generation supersport YZF R1 after it was launched in 1998.

Technical explanation EXUP (Exhaust Ultimate Powervalve)
One of the most significant features on the new FZR1000 is the EXUP exhaust control system. Another Yamaha invention; in principle it is much like the YPVS system which improves 2-stroke engine performance by changing exhaust timing in response to changes in engine rpm.

As more horsepower is designed into production engines, the smooth powerband so desirable for the street is replaced by the "peaky", lumpy power curve of the racing engine. Especially pronounced with high-performance, 4-into-1 exhausts, this results in a flat spot at about two-thirds of peak-torque mm and a rough idle.

Technically speaking, when the exhaust valve opens, residual combustion pressure in the cylinder rushes in to the exhaust pipe, creating a primary "positive" pressure wave moving towards to collector (muffler). Upon reaching the collector, it expands, sending a primary "negative" wave back toward the cylinder. The header continues to reverberate, alternating positive and negative. primary, secondary and tertiary.

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

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

Prior to EXUP, the only way to smooth out power delivery was to sacrifice performance (less overlap, use of less resonant exhaust pipes, etc.).
Think of EXUP as an exhaust throttle. By placing a rotary valve driven by a microcomputer-controlled servomotor between the header pipes and the collector, Yamaha engineers were able to control the pressure waves. The Computer senses engine speed from the ignition. By closing this valve progressively as rpm decreases, the harmful positive pressure wave is prevented from reaching the cylinder at valve overlap. Double carburetion is eliminated, torque rises back to a normal level and driveability is restored.
EXUP also reduces exhaust emissions at idle by producing back pressure that reduces loss of fresh charge through the exhaust. The idle is also smoother and steadier. And a new muffler has enlarged capacity to efficiently quiet the increased power.

Equipped with EXUP, the engine produces about 10% more top-end power than an engine without EXUP. Most importantly, driveability and throttle control are greatly improved in that critical upper portion of the power band. There is an astonishing 30 to 40% increase in low- and mid-range torque and smoother acceleration. The idle is much smoother: 30 to 50% less fluctuation at idle rpm. The exhaust note at idle is also quieter. And, hydrocarbon emissions are reduced.

image The first model in 1987

YAMAHA CLASSICS FZR 1000: Original Presskit text 1987

Yamaha FZR1000 Genesis lays claim to 'ultimate road machine' title
Yamaha's line leader for 1987 is a sensational newcomer. The FZR1000 Genesis, a machine that can, quite justifiably, claim to be the most sophisticated, most technologically-advanced motorcycle currently available for road use. lt is the embodiment of Yamaha's progressive thinking that has unequivocally established the company as one of the world's leading four-stroke engine manufacturers. A new concept, introduced two years ago with the highly-successful FZ750 Genesis, links engine and chassis development programmes so that each positively affects the other. Central to this concept is an advanced-specification, steeply inclined, four-stroke engine; this lay-out we call "Genesis". The weight distribution is such that it actively promotes good handling as well as allowing the use of state-of-the-art chassis engineering by virtue of its configuration. In the case of the Yamaha FZR1000 Genesis, both the engine and chassis represent the highest level of motorcycle development. The four-cylinder engine is an enlarged version of the 20-valve FZ750 Genesis unit that has proved its capabilities with worldwide racing success... including the famous Daytona 200. This well-proven basic power unit is installed in an aluminium "DELTABOX" chassis originally-developed for Yamaha's World Championship-winning Grand Prix machines and the YZF75O "Genesis" endurance racers. Suspension, wheels and brakes are also constructed to the same Grand Prix standards, so that the obvious horsepower capabilities of the FZR1000 Genesis can be used with the full confidence that handling and safety aspects are totally compatible with the speed potential. The package is completed by a full fairing with aerodynamics that have been tested and proved to increase both air penetration and machine stability at the high speeds it is capable of. Dual headlights and frontal air intakes in the fairing emphasise the endurance-racer heritage of the FZR1000 Genesis. Yamaha have set out to do one thing with this machine. To prove that the highly-advanced four-stroke engine development with Genesis concept, genuinely marks a new beginning for motorcycle design thinking. Optimum performance from engine, chassis, Suspension and brakes result from the "Genesis concept" and the Yamaha FZR1000 Genesis is a superb example of what can be achieved. The successful FZ750 Genesis pointed out a new direction for supersports motorcycling. The Yamaha FZR1000 Genesis confirms that this direction was no dead-end street.

Yamaha FZR1000 engine close-up:
Base unit for the FZR1000 Genesis engine is the now-familiar FZ750 Genesis 20-valve, parallel four-cylinder, four-stroke. The FZR, however, is far from being just a bored-out version of this double overhead-camshaft motor with its characteristic Genesis lay-out: 45-degree forward inclined cylinder block. There are numerous other modifications to the FZR1000 designed specifically to match its larger capacity. Most obvious difference is still, of course, the increase in size. To arrive at the capacity of 989cc, Yamaha have expanded both bore and stroke of the FZR. Its vital statistics are a 75 mm bore x 56 mm stroke, compared to the 68 x 51,6 mm measurements of the FZ750.

Bigger Valves:
All five valves in each combustion chamber are increased in size, to flow the greater amounts of fuel demanded by the bigger engine. The triple intake valves go up from 21 mm to 23.5 mm in diameter, while the two exhaust valves are expanded from 23 mm to 25 mm. To maintain the correct combustion chamber shape with these larger valve heads, the valves are set at narrower angles in the cylinder head. The centre intake valve is now set at 9-degrees and the two outer ones at 17-degrees. Exhaust valve angles are 13-degrees. Both camshafts have modified profiles and are driven by an automatically-tensioned cam-chain.

Big-Bore, Downdraft Carburettors:
Feeding in the fuel/air mixture is a bank of four BDS37 Mikuni carburettors (3 mm larger venturi size than those on the FZ750 Genesis). As on the smaller FZ, the 450-inclined cylinder block and well spaced top chassis members allow the use of true downdraft carburetion. The inlet tract is so straight and unobstructed that it is possible to see the piston crown through the carburettor throat when the inlet valves are open! This, plus the gravity effect on the ingoing mixture, makes for the best-possible cylinder filling from a normally-aspirated engine. lt's one of the major benefits deriving from Yamaha's "Genesis" design and 5 valve technology.

Lighter Pistons and Con-rods:
Inside the engine, the pistons, rings and connecting rods are all-new and even lighter than last year's 750cc components! This cuts reciprocating weight so allowing the engine to rev quicker with improved throttle response. One thing that is common to both FZ750 Genesis and FZR1000 Genesis is the engine's bore centres. What this means is that the FZR is no wider than its smaller cousin, making it - without doubt - the narrowest bike in the l000cc class. Maintaining the same bore centres was achieved by using "siamesed" bores in the bw pressure alloy cylinder block casting, with inserted cast-iron sleeves. This keeps the block as narrow as possible and minimises heat distortion, and it sits on a new, metal gasket to ensure better sealing with the crankcase.

Oil-Jet Piston Cooling:
To reduce piston temperatures, a new oil-jet system has been incorporated into the crankcase. These jets direct a continuous stream of fresh, cooling oil to the undersides of the pistons. Oil is circulated through the engine by a dual-rotor pump and an oil-cooler is standard equipment. Also assisting in maintaining the liquid-cooled FZR Genesis unit at an even temperature is a radiator 25 mm wider than the FZ750 component. Air is directed over it by a thermostatically-controlled, electric fan that is 10 mm larger in diameter than its FZ750 counterpart.

Digital Ignition Control:
The electronic ignition that sparks the FZR1000 Genesis engine is digitally-controlled and operated by a microprocessor. lt delivers a superhot spark, and has a pre-programmed advance control that matches spark timing to the engine's ignition advance requirements. The ignitor box also includes the control unit for the electric fuel pump. Finally, exhaust efficiency and overall power are both improved by the use of a racing-pattern, 4-into-1 exhaust system.

Strengthened Transmission:
The extra power and torque of the big engine are dealt with via a five-speed transmission that has had gear pinion sizes increased to cope with the strain. Nine clutch friction plates (one more than on the FZ750 Genesis) are employed to deal with the FZR1000's massive power on take-off, and a stronger 532 size final drive chain is used.

From these details, therefore, it becomes clear that, although the FZR1000 Genesis power unit is a bigger version of the FZ750, Yamaha engineers have taken great care to maintain perfect combustion chamber shape by narrowing the valve angles and have made sure that in both engine and transmission aspects, the reliability of the FZ Genesis engine is in no way compromised by the extra capacity and higher power output.

Yamaha FZR1000 Genesis rolling chassis close-up:
The most obvious and significant item as far as the FZR1000's chassis parts are concerned is the "DELTABOX" frame, fabricated from aluminium sheet into an incredibly-strong box-section. This frame was originally developed for the YZR500 factory Grand Prix road racers and has played a part in Eddie Lawson's two World Championships (1984 and 1986) and countless Grand Prix wins for Lawson and the legendary Kenny Roberts. lt has also been employed for the fearsome YZF75O "Genesis" endurance-racer to which the Yamaha FZR1000 Genesis bears such a striking resemblance.

Main frame weighs only 12.2 kilos!
The main frame unit weighs only 12.2 kilos and, thanks to its construction, has immense inherent strength around the key suspension pick-up points of steering head and swinging arm pivot. The forward-inclination of the Genesis engine allows the top beams of the frame to join swinging arm pivot and steering head by the shortest, straightest route and this guarantees the FZR1000 Genesis incredible torsional rigidity. lt is this resistance to twisting and flexing that ensures the good handling so vital to such a powerful machine. Handling is also enhanced by the near 50/50 weight distribution that the bower, more forward-positioned Genesis engine allows. The top beams of the FZR chassis are splayed around the cylinder head of the engine to permit true vertical downdraft carburetion and to facilitate work 011 the motor's top end. Another example of how Genesis engine deliberately complements the chassis design. The rear end of the main frame beams slope down to the swinging arm pivot, allowing this area below the seat and behind the engine to be utilised for fuel tank location. Putting the fuel bad here both bowers the overall centre of gravity and centralises the machine's weight mass for responsive, predictable handling. The area occupied by the fuel tank on more conventional models is used to locate the carburettor airbox, which is covered by the "dummy" front section of the FZR1000's tank unit. Obviously this is much lighter than the actual fuel bad and has no ill-effect on handling.

Rising Rate Monocross Suspension:
Rear suspension is by Yamaha's totally-proven Monocross system and, again, is near-identical to the Grand Prix and endurance-racer machines. A box-section, torsionally-rigid alloy swinging arm carries the rear wheel, its movement controlled by a single shock absorber. The shock is linked to the arm by a system of linkages which exert pressure 011 it in rising rate to wheel movement. The Yamaha chassis design positions the main weight of these linkages and shock absorber below the centre-line of the bike, which further helps in gaining the handling and steering virtues of low centre of gravity and machine mass centralisation. The shock absorber is adjustable for spring pre-load while the swinging arm pivot area is a precision-made, high-strength, cast-alloy component.

Flex-free Front Forks:
Front forks have massive 41 mm stanchions that are flex-free under normal road conditions. They have a steep caster angle of 24.670 - which is indicative of the frame's high-rigidity - that translates into quick but precise steering. The forks are adjustable for spring pre-load and provide front-end handling to racing standards.

Floating Brake Discs, Hollow-Spoked Wheels:
The new-design cast alloy wheels for the FZR Genesis are again based on Yamaha's racing machines, featuring hollow spokes that achieve maximum strength plus minimum weight. Wheel sizes are MT3.50 x 17-inch front and MT4.50 x 18-inch rear. They are shod with ultra-wide, low-profile radial tyres a 120/70-VR17 V270 front and 160/60-VR18 V270 at the back. The use of a 17-inch front tyre lessens the tendency to "turn in" too quickly that some 16-inch front wheel machines suffer from but still bowers the overall profile of the FZR1000. The weight distribution of the FZR, in fact, makes it quick to react to steering without the assistance of a 16-inch wheel. Braking systems have deliberately been built to racing standards, in keeping with the performance potential of the machine. At the front there are two 320 mm stainless steel discs, drilled for lightness. They "float" on their mountings so that they automatically centre themselves under use and always maintain maximum disc to pad contact. Four-pot hydraulic disc callipers with opposed pistons generate optimum braking force via semi-metallic pads. At the rear, a single 267 mm drilled disc is used in conjunction with a two-pot, opposed piston calliper.

Aerodynamics Aid Speed and Stability:
The full fairing shows evidence of Yamaha's endurance racing experience with its dual headlights (a single headlight in Switzerland). lt is aerodynamically tested to improve both performance and stability at high speed. Air intakes above the headlights direct cool, dense air around the airbox, to achieve better cylinder filling. The ducting, however, does not run direct into the airbox as the downdraft carburettors need to draw still, rather than turbulent, air. The bower fairing includes heat shields and ducting that keep hot air, that has flowed past the radiator, away from the rider's legs. Finally, clip-on handlebars located below the fork's top clamps combine with rearset footrests to give a natural, forward-leaning riding position that keeps the rider tucked down behind the fairing.

In terms of chassis, suspension and braking components, therefore, the Yamaha FZR1000 Genesis is more than well-equipped to deal with both the power output of its advanced engine and any road or speed conditions. lt is the epitome of Yamaha's "Genesis" engine and chassis technology and of large-capacity "pure sports" machine of today's roads has closer links with World Championship-winning Grand Prix engineering.


Type Liquid-cooled, D.O.H.C., 45° forward inclined, 5 valves per cylinder, parallel 4-cylinder, 4-stroke

Displacement 989cm3
Bore & Stroke 75.0 x 56.0 mm
Compression ratio 11.2:1
Maximum power (DIN) 135 PS (99.3 Kw)/10.000 rpm
Maximum torque 10.4 Kg.m/8.500 rpm
Starting system electric
Carburetion 4 x BDS37 Mikuni
Lubrication wet sump
Oil pump type double-rotor trochoid
Engine oil capacity 3.7 L
Transmission type 5-speed, constant mesh
Primary reduction ratio 68/41 (1.659)
Secondary reduction ratio 46/16 (2.875)
Clutch type/operation wet, multiplate disc/ hydraulic
Gear ratio (1st) 36/14 (2.571)
(2nd) 32/18 (1.778)
(3rd) 29/21 (1.381)
(4th) . 27/23 (1.174)
(5th) 28/27 (1.037)
Ignition system Digital Transistor Controlled Ignition (Digital T.C.I.)
Generator A.C. Generator Battery 12V i4Ah

Overall length . 2210 mm
Overall width . 730 mm
Overall height 1220 mm
Seat height 790 mm
Wheelbase 1470 mm
Min. ground clearance 150 mm
Dry weight 204 kg
Wet weight 229 kg
Frame type. Double cradle aluminium DELTABOX
Caster . 24.670
Trail . 96mm
Fuel tank capacity 20 L
(manual fuel cock)
Fuel reserve amount 4.5 L
Steering head bearing type Taper roller
Front suspension Pre-load adjustable centre
axle telescopic forks
Fork stroke 130 mm
Fork tube outer diameter 41 mm
Rear suspension Pre-load adjustable gas/oil monoshock
Rear shock stroke 50 mm
Pivot shaft bearing type Taper roller
Wheel travel - front 130 mm -rear. 130 mm
Tyre - front 120/70-VR17 V270 Pirelli MP7S tubeless radial- rear 160/60-VR 18 V270 Pirelli MP7S tubeless radial
Rim - front MT 3.50 x 17 (cast aluminium) - rear MT 4.50 x 18 (cast aluminium)
Brakes - front Dual 320 mm floating type, drilled discs
caliper type 4-pot opposed piston - rear single 267 mm 0 solid disc
caliper type opposed piston
Drive chain 532 'O'-ring type


Letzte Änderung:
2009-08-24 15:22
Durchschnittliche Bewertung:0 (0 Abstimmungen)

Es ist möglich, diese FAQ zu kommentieren.

Chuck Norris has counted to infinity. Twice.