A Yamaha FZ750 story
Some bikes are 100% correct out of the crate, generate stunning headlines, wow the press, suddenly become THE BIKE to have and then for no apparent reason simply drop off the radar almost completely and as if they never existed.
This seems to have been the fate of Yamaha’s FZ750. And the reason for the apparent fall from grace is? Absolutely nothing to do with Yamaha or the FZ750’s reliability.
Rewind a little and we’re in the early 1980s where things have been getting increasingly out of hand. The Big Four have year-on-year engaged in a horse power race and only latterly paid more than lip service to the handling of now seriously fast machines. There’s now a movement towards building better thought out, comprehensively researched machines where none of the key components try to outdo their neighbours.
Yamaha’s first range of four-stroke multis (XS750/850) was better than just okay and the next generation (the XJ series) sold well in the most important market – the USA. Everyone has been on a steep learning curve and mass centralisation, weight reduction and keen handling are the buzz words in each of the factories.
These attributes have become so important that within some 18 scant months four vitally fresh designs, concepts and ultimately leading edge technologies will be launched upon an unsuspecting market.
Each manufacturer still sees the 750cc machines as crucial to their ultimate sales figures. Yes they will also offer 1000 or 1100s but threequarter litre sports bikes are where it’s at. Yamaha’s take on the theme is, as expected, singularly radical, ground breaking and unique.
First off the bike is liquid-cooled; something not seen much before on four-stroke Yamahas. Next is the unique cylinder head which runs five valves; and in the R&D stage Yamaha had evaluated six and even seven valves! The engine has been canted forward 45 degrees to reduce its height within the frame rails but also fundamentally this moved the C of G downwards and forwards placing more mass on the front wheel.
The engine’s angle allows the use of near vertical downdraft carburettors to aid performance. Taking advantage of modern electronics the engine runs an 11.2:1 compression ratio; this is something normally only found on race machinery. The frame may owe more than a nod to the old FJ1100 but it’s purpose built for the new motor and designed from first principles.
Unfortunately however Yamaha has neglected a key issue in its key market – America. In a move to protect the sales of home built machines the American government has been applying crippling engine capacity taxes on imported machines; anything over 700cc carries a very high duty. The FZ750 is selling against the older V4 700 from Honda that has now had its demons fully exorcised. On balance the Yamaha FZ750 really should have a serious competitive edge but…
It is at precisely this moment that Suzuki chooses to launch its own take on the 750 market and what rolls out the Hamamatsu factory is jaw droppingly radical. Suzuki has been refining the GSX range for some years now and has reworked the theme to deliver a true race replica for the road. With an alloy frame it’s some 32kg lighter than the FZ750. As soon as the bikes go head to head on the track everyone raves about the new Gixer and the FZ is suddenly yesterday’s news. You might have thought the Yamaha still stood a chance but no; Kawasaki launches its game changing GPZ900R the very same year, delivering a double whammy to Yamaha’s hopes and dreams.
Was the FZ750 an abject failure? – no not at all. Was the GSX-R better – yes but not by as much as some might suggest. The future lay with designs such as the Kawasaki but not exclusively so. Yamaha learned a lot from the FZ750. Within a couple of years that same steeply angled engine with its downdraught carbs would enlarged to a full litre and wrapped in an alloy Deltabox chassis. From there miniaturisation came into play as Yamaha sought to exploit its hard won expertise; 600, 400 and even 250cc versions of the FZ750 were rapidly brought on stream. The FZ750 lived on until 1991 before being dropped but should you fancy a stunning 80s 750 they can still be picked up for sensible money.