Post by anon on Feb 15, 2007 20:49:08 GMT
YAMAHA DIVERSION CLUB
TECHNICAL LIBRARY
ARTICLE 04/02 - A TALE OF 3 DIFFERENT YAMAHAS
Written by Paul Garner (Reaper) November 2004
TECHNICAL LIBRARY
ARTICLE 04/02 - A TALE OF 3 DIFFERENT YAMAHAS
Written by Paul Garner (Reaper) November 2004
Having owned 3 Diversion 900s, a Fazer1000 and now an FJR1300 I thought you may be interested in how they compare.
Before I start, this is based on my ownership of 3 different Diversion 900s, one Fazer 1000 and my current bike, an FJR1300. These are only my opinions so before any one says "but you say it will do A, B, C and my bike will do X, Y, Z", this is based on my riding style and is not a definitive test. I am not going to gloss over anything to make one bike seem better than the other.
Although they will all do pretty much the same thing, they each have a different way of achieving it. For instance only 1 has a 4 into1 exhaust, only 1 has chain drive, only 1 has an EXUP valve, only 1 has a power wind shield, only 1 has a single head light and only one has fuel injection and so on.
To start with there is a vast difference in price in the 3 bikes. Even though there are no new 900s left they were the cheapest option of the 3. There is also a difference in the way they are built. The 900 is the only bike of the 3 that was built down to a price, so as to be affordable transport for the commuter who may also like to tour.
The cheapest new price I have seen the 900 up for was £4,700
The Fazer 1000 can be had for £5,700 as an import. Official price is £6,700
The FJR1300 can be had for £8,450 as an import and will probably be an 02 model. Official price is £10,400 for the top of the range A.B.S. model.
Weight
The 900 is 241kg The Fazer 208kg and the FJR 244kg ABS model. These are Yamaha's figures.
The Fazer is the lightweight here and really does feel it. It can feel very twitchy at high speed and a few owners have fitted steering dampers. However we are talking speeds of 135mph plus.
The 900 is in the middle but as it carries its weight high up, so it feels the heaviest and can catch its owner out at below 5mph. Shorter owners may find that when it starts to go over then it's just too late to do anything about it, except to try and lay it down as gently as possible. I have seen quite a few 900's dropped including mechanics dropping them while moving them around the workshop.
The FJR is the heavy weight but also the most balanced of the 3, so feels very stable at any and all speeds. It does feel heavy when moving it around but so long as you are aware of it then it's not a problem.
Power
The 900 produces around 90bhp at the crank and is normal carb aspirated with 2 valves per cylinder. This helps with the torque output but the engine revs pick up the slowest of the 3. With 5 gears it's not designed to be an out right traffic light Grand Prix winner. But 5 gears make for an easier and more relaxed ride. The 900 will go when push comes to shove, but its way down in the power to weight ratio stakes.
The Fazer uses the R1 engine and produces 143bhp at the crank, again with carbs but 5 valves per cylinder, which makes for a faster pick up and harder revving and is the quickest of the 3 to build up its revs. It also has another trick up its sleeve; an E.X.U.P. valve in the exhaust system that makes the bike produce more torque lower down the rev range than it would normally have. This gives amazing power in top gear from as little as 30mph. Starting on these bikes can be a real pain and most owners have a jet kit fitted which sorts the problem, and also gives another 6bhp throughout the rev range. The torque figure the Fazer is 105.9Nm. The Fazer has a 6 speed box and will win most of the traffic light Grand Prix starts including ones against an R1 or a Blade, but only up to 80mph. But because the way the E.X.U.P. valve works you can stick it in top and use it like a bike with five gears.
The FJR uses technology derived from the R1 but is a totally new engine and also develops 143bhp at the crank but with electronic fuel injection and 4 valves per cylinder. Starting is just a case of press the button as the choke is fully automatic, although you can ride away before it's warmed up the bike is capable of 50mph on the choke alone in top gear. The fuel injection does produce a surging effect when travelling below 20 mph. It relies on its capacity for its torque which is easily the highest of the 3 at 134.4Nm. The FJR also has 5 gears and isn't going to win at the traffic light Grand Prix. But 5 gears make for an easier and more relaxed ride. Not that the FJR can't pick up its shirt tails and go when asked to. It's just not designed to be in the same league as the Fazer.
All 3 bikes will float the front wheel above the tarmac if given a good hand full of revs, but the Fazer will go truly airborne with just whiff more.
Speed and Fuel Consumption
The 900 has a 24ltr tank which includes the 5ltr reserve, The Fazer's is 21ltr inclusive of the 4ltr reserve. The FJR' is 25ltrs inclusive of the 5ltr for reserve
Both the 900 and the Fazer have vacuum operated fuel taps which can be manually switched off, however the FJR doesn’t have a fuel tap and is the only bike of the 3 that has its fuel pump inside the tank.
The 900 tops out at a realistic 130mph which is more than quick enough for its brakes. 60mph in top gear is at 4,000 rpm and the red line starts at 9,500.
The Fazer has a top speed of 155/160mph and 60 mph in top gear is at 4,000 rpm. The red line starts at 11,500
The FJR also has a top speed of 155/160mph and 60 mph in top gear is at 3,500 rpm. The red line starts at 9,000 and the rev limiter kicks in at 10,000. This is when the ECU cuts the spark to two of the cylinders.
As you can see from the figures the FJR has the most relaxed engine, and as it has the highest torque available it doesn't need to rev as high to produce the same speed as the other 2 bikes.
The 900 returned an average of 45pmg with a best of 50mpg and a worst of 38mpg.
The Fazer returned an average of 47mpg with a best of 52mpg and a worst of 35mpg. This figure is according to those I have spoken to that use it to commute, I never did.
Now the FJR upsets the apple cart by returning an average of 50mpg and a best so far of 54mpg. This was obtained on the last group run we did (Staffs & Shrops). As the engine is still tight with only 3,500 miles I expect this to get better towards 6,000 miles. This is when most Yamahas are truly run in and the engine in its best condition. These fuel figures I would attribute to its fuel injection and full fairing. The faster you go the more wind resistance plays a part and the other 2 bikes only have partial fairings. I can't say what its worst figure would be as I don't commute on it.
Tank range on the 3 bikes before reserve are The 900 = 180miles The Fazer = 180miles and The FJR = 240miles
Stopping
This is were the 900 really falls down against the other 2 bikes, which it must be pointed out are at least 20 years in front with brake technology. The 900 is a heavy bike to haul to a stop. Fitting braided hoses and H&H brake pads improves the plot.
Both the Fazer and the FJR use the R1 callipers up front but only the Fazer has the R1 brakes at the rear. The FJR has a single piston Brembo system that while is good would have been much better if, like the Fazer, it had an R1 unit. So what makes these callipers so good? Well, they are cast in a single unit, unlike the 900's which are 2 halves bolted together and therefore don't splay apart when the pistons push on the brake pads. Also, these 2 bikes have modern floating disk rotors. So the calliper stays still and the rotor moves from side to side. This allows for finer tolerances and so faster and more powerful brakes.
The Fazer being lighter than the FJR can stop quicker but both bikes are easily stood on their front wheel by applying the front brake with only 2 or 3 fingers. Now this sounds scary and the brakes do take some getting used to after the 900. But I would rather have too much brake than not enough. I looked into fitting these brakes to the last 900 I owned and it was going to cost around £1000 in donor parts from a TDM900.
Both the Fazer and the FJR brakes will make the bikes harder to push around if it isn't used for a week or so, as the surface rust on the rotors will come into contact with the pads. However this cleans off the first time you apply the brakes when riding.
Also both the Fazer and the FJR's brake lever are 5-position adjustable for span.
Clutch
All 3 bikes have the same type of wet multi plate clutch. However the 900 and the Fazer use a cable operated system while the FJR's is hydraulic. Now being hydraulic you would have thought the FJR would have the lightest lever operation, but it is twice as heavy as the other 2 bikes. The FJR is the only bike of the 3 that has a 5-position adjustable span on the clutch lever.
Handling
The 900 is bound to lose out if the 3 bikes are put up against each other, as it is based on 1980's technology. Not to say it's bad though. It hasn't got the sharper steering of the other 2 and the tyre section is a bit narrow for sports riding. But this is not what the bike was designed for or about. Front and rear suspension are simple units for the job and on later models the front forks have preload adjusters.
The Fazer was designed to keep up with sports bikes in the real world i.e. on the road. And I can tell you that it does it quite easily. The original tyres are carp to say the least and the bike really comes alive when shod with Pirelli Diablos. They let the bike tip in and out a lot faster and the wear rate is very good, at least as good as the original tyres if not better. We are talking 7,000miles from a rear. Suspension is adjustable for pre load, compression damping and rebound damping on both the front and rear. Straight from the factory the bike' suspension settings are way out for the average rider, never mind anyone who wants to use the full potential of the R1 motor, A bit of fiddling can drastically improve the plot. However, riders of 18 stone or more have found that the rear spring is way too soft and have had to have an upgraded spring fitted.
The FJR is no slouch and doesn't seem follow suit in the tourer stakes, which is why it's billed as a Sports Tourer. The FJR shares the same downfall as the Fazer as it too comes with Metzler K4's, but the extra weight of the bike makes the tyres warm up better and so they have a little more grip on this bike. Its massive alloy frame keeps the whole plot tightly together and with 48mm forks up front there is never any sign of the bike's weight getting out of control. Suspension is adjustable for preload, compression damping and rebound damping on the front only. The rear unit has adjustment for pre load and rebound damping only. The rear adjuster for the preload is a simple lever system at the side of the frame that is set to either hard or soft. From the factory the bike is set up pretty much spot on.
All 3 bikes benefit from a fork oil change as the oil Yamaha use has past it's sell by date at around 3,000 miles. Also there are manufacturers that will sell upgraded front and rear suspension parts and units for all 3 bikes and if fitted make a huge difference. But you are talking anywhere from £60 to £800 and the average rider would never need to go down that route.
Comfort
All 3 bikes are of the same sit up and beg style so they are comfortable on a long journey, unlike modern sports bikes. By my standard the 900 was good for 30 minutes before my bum needed a break, the Fazer 40 minutes and the FJR 60 minutes. But then again a Goldwing was only good for 50 minutes. The problem is I have no natural rear padding! The fairings on the 900 and the Fazer are pretty much the same and both benefit from a taller screen being fitted. This is where the FJR comes into its own with a full fairing that gives good weather protection and an adjustable (even while on the move) screen. The screen is electrically adjustable via a rocker switch on the handle bars. The only problem is that as soon as you switch the bike of the screen resets to a parking position. This is easily over come by pulling a loop wire and then it just stays were you leave it when the ignition is switched off.
Both the 900 and the Fazer have conventional bars and so can be changed and the Fazer works well with Renthal 758's which give a lot better feel. The FJR has 2 separate cast alloy bars and they can't be adjusted. However, after market risers are available to give lift and rake, but at a cost of around £90. Also the FJR has the lowest seat height of the 3 bikes and is the only 1 of the 3 that has a split seat (the rider and passenger seats are 2 separate units).
Luggage
The 900 can be fitted with aftermarket rack top box and panniers quite easily and can carry as much as a mule.
The Fazer also can be fitted with aftermarket rack top box and panniers quite easily, but the side rails are tubular and there is a weight restriction issued on them by the manufacturer.
The FJR has its own dedicated luggage but at a price, £500 for the panniers and around £400 for the top box. All use the same key as the ignition and come colour coded to the bikes paint scheme. However they do not offer the same internal volume as some of the aftermarket ones as around 10% of the internal space is taken up by the locking mechanism. The panniers do however look an integral part of the bike when fitted. It must be said that the Yamaha box wobbles on its mounting plate where as the Givi one is rock solid. It is possible to fit Givi's panniers as well as the top box but it needs a different fitting kit than the one which just lets you use the Givi topbox with the Yamaha panniers.
While on this point the 900 has the largest store space under the seat of the 3 bikes, with the Fazer having only half as much and the FJR half as much as the Fazer.
All 3 bikes though have a provision to carry Yamahas U bar lock under the seat.
Lights
The 900 has a single headlight and will restrict the speed the rider can travel at on unlit country lanes. Fitting a Philips or Osram bulb will improve this but it's not going to be as good as the other 2 bikes.
Both the Fazer and the FJR have 2 headlights which are individual units that make up single beam. The left unit lights up from the left to the centre and the right unit from the right to the centre. This gives a good powerful spread of light. Out of the 2 though the FJR has the better by around 20% and this can be noticed when you travel the same road on the 2 bikes. The FJR can be ridden 10mph quicker in the same circumstances.
The rear lights on the 900 and the Fazer I always thought were fine until I had the FJR, and then I realized how much better they could be. The bigger the better to stop those car drivers running up your backside. Especially when you have decent brakes.
Running Costs
The 900 is group 12 when it comes to insurance and with no chain or sprockets to purchase you will save a bit of cash. It doesn’t use the exotic tyres of a race replica so they aren't going to cost you an arm and a leg to replace. I used to run my 900s on Contiforce tyres but a lot of riders have said that Bridgestone 020s are the way to go. Like the FJR, Avon Azaros can be used and at least one rider I know has them on and is pleased with them. Sooner or later you are going to have to fork out for a new exhaust system on the 900 as it will rot away. The other 2 have full stainless systems so should last the life of the bike.
The Fazer is group 15 because of that R1 engine that Yamaha thankfully didn't neuter but just retuned to produce the power lower down the rev range. Being a chain drive bike unlike the other 2 it has an extra cost to factor in, but the chain and sprockets should last a good 18,000 miles at least if kept clean and lubricated. There is now a belt drive conversion available and the belt lasts 30,000miles. It would also give back a few more bhp. Tyres well you can take your pick from cheap and cheerful to the stickiest ones on the market. But the ones that suit it best are Diablos, quick to warm up with excellent grip and a good life expectancy.
The FJR is group 14 and like the 900 is shaft drive, so a saving there. Tyres can be chewed up in half the time it takes the other 2 bikes but that’s only if you are ham fisted with the throttle and you are then in either the wrong company for a ride out or even riding the wrong type of bike for your needs. Avon Azaros seem to be the favourite fitting and are nearly as good as the Diablos that I fitted to the Fazer.
Fuel wise none of these bikes will break the bank to run unless you abuse the throttle.
Updates to the Models
The 900 is no longer in production as the last round of euro laws killed it of for its emissions. Yamaha did update the bike slightly with a different seat cover, they moved the choke from a pull type in the centre of the handle bars to a thumb controlled unit on the left handle bar, the front brake pipes were changed but with no change to braking forces, also later models had an 18" rear wheel fitted instead of the 17". They also added hazard warnings on later models.
The Fazer, while still in production at the moment, looks to go through a big change after the next round of euro laws in mid 2006. It looks as though the Fazer will fall foul of them for its emissions. It looks like getting the new R1 fuel injection engine along with a catalytic converter. The only change in its life so far is that Yamaha tried to sort the poor starting problem by shimming 2 of the fuel needles higher. However this didn't work as it wasn't the problem. The problem is that while the bike is standing there is a bleed over of fuel vapour into the cylinder and so the plugs and cylinders are too wet with stale fuel to let the bike start. Lowering the float height and setting the mixture screws properly helps a great deal. Haven't seen a Fazer that came out of the factory that had all its mixture screws all set at the same level. Also the throttle position sensor and EXUP position are usually way out. A jet kit sorts the problem as well but that's because while fitting the kit you set the carbs and T.P.S. up properly.
The FJR was built to pass the next round of euro laws and the one after and should be good till 2012. It comes with clean fuel injection and a catalytic converter as standard. So far Yamaha have only upgraded the front brake rotors to give it a bit more stopping power, fitted a tiny glove box in the left hand side of the fairing and changed the front indicators to integral moulded ones. They have also fitted a wider and taller screen, which from all accounts still isn't as good as the Givi aftermarket one.
Aftermarket add-ons
Sensible add-ons that will enhance the ownership and longevity of the bikes are widely available.
On my 900s I fitted braided hoses to help with the braking. A fender extender at the front to keep down the amount of carp chucked up of the front wheel onto the engine and header pipes. A hugger at the rear to stop the swinging arm getting grit blasted and therefore going rusty. It also keeps the rear shock cleaner and so aids its life expectancy. A higher wattage head lamp bulb for better visibility. A taller screen for added comfort at speed. And the usual heated grips for colder weather riding. Luggage and an alarm to help keep the bike in my possession.
The Fazer had no expense spared on it. With all the above and a jet kit and an after market silencer to make it sound a little more fruity. Renthal alloy bars look the business and give even more control. A stainless radiator grill was also fitted in place of the steel one. Givi luggage has always been my favourite and an alarm was fitted to help keep the bike in my possession.
The FJR doesn’t need a rear hugger as it comes with a rubber flap that does the trick. But it still will have money spent on it as I want to fit a Power Commander to get rid of the surging at low speeds. Heated grips, braided hoses and a fender extender have all been fitted. A stainless radiator grill has been fitted as a must, because Yamaha don't fit a grill as standard and that radiator is in the right place for a stone to go straight through it. Other owners have had it happen. An alarm to help keep the bike in my possession has also been fitted.