fINALLY!
and yes, after taking a little time out from my year of testing to "choose a new style of motorcycle", you'll find here the final point of the Harley / KTM / Yamaha's / Suzuki comparison.
First, I was going to try the FZ8 on its own... But the arrival of the GSR 750 changed all that!
So I made a date to do the comparo, and off we went!
beauty and the beast by Oli le belge
Photos: manufacturer / David Jones
I could also have called this comparison "the obvious", so much so - and this is quite rare - for once that the ramage matches the plumage.
When the bikes are side by side, you can't help but notice the very similar design of the headlight plate / mini fairing and the virtually equal size of the two bikes (both with a seat height of 815 mm).
but there's a big difference in terms of overall finish and presentation.
The Yamaha looks richer than the Suzuki's more track-oriented appearance.
The FZ8's saddle is very comfortable, while on the GSR, the cut-out sides of the slim saddle suggest that wiggling is bound to be easy!
As for the rest, it's a matter of taste. The GSR has very aggressive radiator covers, while the FZ8 just has an engine that sticks out everywhere.
I'm not too keen on the miss Suz's front fender cut-out, nor on the "hole" in the engine compartment that gives a glimpse of the bike from the side.
As for the Yam, if we have to remember anything, it's the surprise installation of the "regulator" on the ABS version.
I can just imagine the scene in Yamaha's offices in Japan: a group of engineers looking proudly at the production model of the FZ8, just as the new kid comes in with the "regulator" in hand, saying: "Chief, chief, we forgot to put a part in!
"Bah," says the engineer, "we'll just put it there in front of the engine oil level sight glass, no one ever looks at that sight glass anyway! ".
Of course, I can only imagine what a headache it was to install this part, which is normally located under the seat but which they had to move following the installation of the ABS control unit, but it's still a special installation...
The Suzuki's swingarm has the same crude aesthetics, while the Yamaha's is a darker, much more attractive element.
On the other hand, the pot outlet on the FZ8 is a disaster. In my opinion, Yam wanted to do the manufacturers of adaptable pots a favor, so much so that the original element forces you to invest from the outset.
Well, let's just say that when it comes to statics, I have a slight preference for the cozier Yamaha.
on the road!
I differentiate the meter blocks while the bikes warm up.
The element on the FZ8 is the same as on the FZ1, so it's simple (very simple) and clean.
Big rev counter and small display for all the usual information.
Same simplicity for the Suzuki, except that once again we can only congratulate Suzuki for the gear indicator, a little extra for these mills that turn rather fast and therefore regularly lead you on the freeway to try to pass 7th!
let's move on to the mill.
The FZ8's in-line 4 is an all-new engine developed to distill power and torque at the most frequently used engine speeds.
The engine develops a maximum power of 78.1 kW (106.2 bhp) at 10,000 rpm and a maximum torque of 82 Nm at 8,000 rpm.
The Suzuki, on the other hand, is based on the GSX-R 750, but the engine is less sharp in the rev range.
Same power, so no castrating throttle for the French market
Virtually the same displacement, the same power, yet very different engine behavior.
Side by side, the FZ8 takes advantage of its low-end torque to outrun the GSR by a few meters on start-up, but as soon as the Suzuki hits the revs, the roles are reversed.
In fact, when the Suzuki teases the red zone (after 9,000 rpm), the front wheel really struggles to stay on the ground!
the bottom line
Should we bury the little and big sisters of these roadsters?
To get an idea, I'm trying to find a GSR 600, an FZ6 or even an FZ1...
The press park at the end of the season doesn't have any of these models, so I search my "contacts" and, bingo, I manage to find an FZ1.
The bike isn't exactly original, but is fitted with an Akrapovic muffler.
Parked next to each other, the FZ8 and FZ1 are really very close, except that the FZ1 benefits from an engine that protrudes even MORE everywhere.
In full throttle (a 44hp difference for the 1000, after all!) Yamaha's engine work on the 800 is astounding, and for the first 50 meters, the 8 puts the 1 in its place.
After that, however, the 150 horsepower came back into play, and the white racer took a commanding lead.
And it's during these accelerations that you realize just how beastly 150 real horsepower can be.
Both the GSR and the FZ8 are already pulling hard on their arms, while the FZ1 is ripping them off.
That's why these "mid-range" power bikes are so interesting. Their smooth, powerful engines provide a bridge between the sharp 600s and the powerful 1000s, which consume tires, gasoline and tendons!
which one to choose?
Each of these models left me with fond memories, but I had to make a choice...
The last comparison reminded me just how much fun it is to ride a "four-legger", but the lack of protection on these roadsters remains a real problem for a biker who rides as much as I do.
Riding over 50 km on the freeway at sustained speed is a real ordeal.
If it rains, the few drops you miss from the front catch up with you from behind, as the mudguard doesn't keep anything in (I even managed to get mud ON the top of my helmet)
So I ended up signing an order form for a roadster with some semblance of a fairing, the FAZER 8!
A+
Oli the Belgian
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| Yamaha 800 FZ8 2011 | Suzuki GSR 750 2011 | ||||||||||
Chassis |
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| Nombre de places | |||||||||||
| Frame | |||||||||||
| type Diamant en alu | périmétrique en acier | ||||||||||
| Fuel capacity | |||||||||||
| 17 liters (4.49 US gallons) | 17.50 liters (4.62 US gallons) | ||||||||||
| Oil capacity | |||||||||||
| Seat height | |||||||||||
| Seat height : 815 mm (32.09 in) | Seat height : 815 mm (32.09 in) | ||||||||||
| Length | |||||||||||
| Length : 2,140 mm (84.25 in) | Length : 2,115 mm (83.27 in) | ||||||||||
| Width | |||||||||||
| 770 mm (30.31 in) | 785 mm (30.91 in) | ||||||||||
| Height | |||||||||||
| Min height : 1,065 mm (41.93 in) | Min height : 1,060 mm (41.73 in) | ||||||||||
| Ground clearance | |||||||||||
| Wheelbase | |||||||||||
| 1,460 mm (57.48 in) | 1,450 mm (57.09 in) | ||||||||||
| Dry weight | |||||||||||
| Curb mass | |||||||||||
| Weight when fully loaded | |||||||||||
| 211 kg | 211 kg | ||||||||||
| Brake assist | |||||||||||
Front axle |
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| Suspension | |||||||||||
| Reverse telehydraulic fork Ø 43 mm | Reverse telehydraulic fork Ø 43 mm | ||||||||||
| Wheel travel | |||||||||||
| 130 mm (5.12 in) | 120 mm (4.72 in) | ||||||||||
| Angle de chasse | |||||||||||
| Setting | |||||||||||
| Brake | |||||||||||
| Braking 2 discs Ø 310 mm (12.2 in), 4-piston caliper | Braking 2 discs Ø 310 mm (12.2 in), 2-piston caliper | ||||||||||
| Wheel | |||||||||||
| Front tire : 120 / 70 - 17 | Front tire : 120 / 70 - 17 | ||||||||||
| Pressure | |||||||||||
| 2.5 bar | 2.5 bar | ||||||||||
| Handlebars | |||||||||||
Transmission |
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| Gearbox | |||||||||||
| 6 stage gearbox | 6 stage gearbox | ||||||||||
| Transmission | |||||||||||
| Secondary by chain | Secondary by chain | ||||||||||
Rear axle |
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| Suspension | |||||||||||
| Mono-damper | Mono-damper | ||||||||||
| Wheel travel | |||||||||||
| 130 mm (5.12 in) | 135 mm (5.31 in) | ||||||||||
| Setting | |||||||||||
| Brake | |||||||||||
| Braking 1 disc Ø 267 mm (10.51 in), 2-piston caliper | Braking 1 disc Ø 240 mm (9.45 in), single-piston caliper | ||||||||||
| Wheel | |||||||||||
| Rear tire : 180 / 55 - 17 | Rear tire : 180 / 55 - 17 | ||||||||||
| Pressure | |||||||||||
| 2.9 bar | 2.9 bar | ||||||||||
Motor |
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| Motor type | |||||||||||
| 4 cylinders online , 4 strokes | 4 cylinders online , 4 strokes | ||||||||||
| Cooling system | |||||||||||
| liquid | liquid | ||||||||||
| Fuel system | |||||||||||
| Injection | Injection | ||||||||||
| Fuel | |||||||||||
| Starting system | |||||||||||
| Timing | |||||||||||
| 2 ACT | 2 ACT | ||||||||||
| Number of valves | |||||||||||
| 4 valves per cylinder | 4 valves per cylinder | ||||||||||
| Displacement | |||||||||||
| 779 cc, Bore x stroke: 68 x 53.6 mm | 749 cc, Bore x stroke: 72 x 46 mm | ||||||||||
| Power | |||||||||||
| 104.5 ch to 10,000 rpm | 104.5 ch to 10,000 rpm | ||||||||||
| With compressed air | |||||||||||
| - | - | ||||||||||
| Compression | |||||||||||
| 12 : 1 | 12.3 : 1 | ||||||||||
| Torque | |||||||||||
| 8.40 mkg to 8,000 rpm | 8.10 mkg to 9,000 rpm | ||||||||||
| With compressed air | |||||||||||
| - | - | ||||||||||
| Émission sonore | |||||||||||
| - | - | ||||||||||
| Motorcycle can be restricted to 34ch (A MTT1 Permit) | |||||||||||
| No | Yes | ||||||||||
| Motorcycle can be restricted to 48ch (French A2 Permit) | |||||||||||
| No | No | ||||||||||
Options/Equipment |
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Practical information |
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| The advantages | |||||||||||
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| The disadvantages | |||||||||||
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| Performance | |||||||||||
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| Price | |||||||||||
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| Country of manufacture | |||||||||||
Compare |
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Torque
Yamaha 800 FZ8 2011
: 8.4 mkg
Suzuki GSR 750 2011
: 8.1 mkg
Power
Yamaha 800 FZ8 2011
: 106 ch (104.50 hp)
Suzuki GSR 750 2011
: 106 ch (104.50 hp)
Power-to-Weight ratio
Yamaha 800 FZ8 2011
: 1.88 kg/ch
*
Suzuki GSR 750 2011
: 1.87 kg/ch
*
Torque-to-Weight ratio
Yamaha 800 FZ8 2011
: 23.35 kg/mkg
*
Suzuki GSR 750 2011
: 24.17 kg/mkg
*
Speed
Yamaha 800 FZ8 2011
: approximately 230 km/h (142.90 mph)
Suzuki GSR 750 2011
: 220 km/h (136.70 mph)
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