The Yamaha FZR1000 EXUP It was one of the first motorcycles that managed to leave me speechless when, in the early 90s, I was just a kid who had not reached ten years of age. That black copy with purple and silver details belonged to Mariano, the uncle of one of my best friends.
Many years later, with my “fat bike” license in my pocket and having enjoyed several mounts from the modern era, I began to consider the idea of getting a unit of that much idolized second generation EXUP, of which I still treasured a pleasant memory in my memory.
It was not a simple task, nor was it quick, since several years and different motorcycles passed in between until in the end, in 2021, I found a unit that suited me in almost all aspects, and I “released” my FZR1000 almost three decades after its commercial birth.
I have to say that the first impression I had when I came under his command was not good. Basically because of a totally different driving position from the rest of the motorcycles of the type and era that I had previously had. But we will go into these details a little later, when we analyze in depth the model presented, in this second generation version, in the fall of 1991.
Yamaha FZR1000 EXUP 1991: The technique
Yamaha took a step forward at the beginning of the 90s with what until then had been positioned as the brand's flagship: the FZR1000 EXUP. To do this, the Japanese firm released a new image in which a new headlight stood out mainly.
For the first time, on a production motorcycle, an ellipsoidal optic was mounted, but other types of improvements were also used compared to the previous version, such as the arrival of an inverted fork on the front axle.
Also a redesigned subframe, now partially visible, a new oil-water heat exchanger and some improvements to the braking system, which improved this performance in terms of performance. FZR1000.
In general terms, the new FZR1000 EXUP from 1991, it kept unchanged the main elements that had made it one of the large displacement sports cars preferred by the public.
We are talking, on the one hand, about its immeasurable tetracylindrical 1,002cc with double camshaft, 20 valves and liquid cooling, powered by a battery 4 Mikuni BDST 38mm.
On the other hand, the well-known double aluminum beam perimeter chassis, type Deltaboxresponsible for offering us the necessary rigidity to be able to take full advantage of the performance of the everlasting Japanese engine.
Going back to the mechanics, the FZR1000 It had really striking aspects compared to the competition. In addition to the 5 valves per cylinder, three intake and two exhaust, the block was inclined at 35º to the vertical, with intake ducts positioned vertically.
The result was a final power of 145 hp at 10,000 rpm and a maximum torque of 106.8 Nm rotating at 8,500 revolutions. The maximum declared speed reached 271 km/h, although in some publications of the time measurements were made above that figure, pointing directly to what at that time had become the queen of the category in this aspect, the Kawasaki ZZR1100.
Regarding the cycle part, we have already mentioned its main element, its Deltabox type chassis. This came supported by a suspension system where the new inverted fork with 41 mm bars stood out. At the rear, the assembly was entrusted to a monoshock adjustable in preload and extension.
For its part, braking was composed of two 320 mm discs and four-piston calipers at the front, while the rear wheel was assisted by a 267 mm disc and a double-piston caliper.
Yamaha opted for 17” wheels on both axles, shod with pneumatic tires for the occasion. Dunlop Sportmax in sizes 130/60-ZR17 and 170/60-ZR17. On them rested the 214 kilograms declared empty, about 235 kg in running order when we filled his fuel tank with 19 liters capacity.
Yamaha FZR1000 EXUP 1991: On the road
I have already mentioned at the beginning of this article that the first sensations that my FZR1000 EXUP When they gave me their commands they were, to say the least, displeased. Although it was clear that we are talking about a motorcycle with three decades behind it, its ergonomics are not designed for current sizes. I explain.
At the beginning of the 1970s, and in years prior to this date, the average height of men who in the 1990s were in a position to debut a FZR1000 It was approximately 1.70 m. Later this figure gradually increased and, therefore, when you put yourself at the controls of a motorcycle of this type you feel strange to say the least.
I, who am approximately 1.78 m tall, noticed from the first minute how my legs were too bent, and my torso was fully extended over the huge fuel tank to be able to reach the controls normally.
Undoubtedly, we are talking about a “sports theory” of the time, which today, both due to dimensions and weight, we would classify as a sport-touring, at most. However, as I say, both due to position and aerodynamic protection, it could not be included, a priori, in this category.
Once the ergonomic analysis is done, let's talk about how it behaves once you dock, manage to find a moderately comfortable position and turn on the gas. And the truth is, the first thing that surprises FZR1000 It is its general feel, especially the thrust of its engine and its linearity.
Of course, the moment we decide to go on the attack we have to hold on tight. Otherwise, as we already explained in the ZZR1100 Retrotest, we will have the sensation of literally flying away.
This perception is given again by the aforementioned driving position, in which at times you will believe you are Superman. As it is. Beyond this aspect, the second thing you notice, immediately, is that it seems to be going on rails, thanks to the poise of its front end, something very typical of motorcycles of its style and era.
Although the suspension is not as hard as we would initially expect, it honorably manages the potential emanating from the four-cylinder engine. FZR1000. In addition, it is helped by a wide wheelbase, 1,470mmwhich shows us its good side in the section of stability and poise in a straight line.
On the other hand, and like the suspension, the braking, although it was revised for this 91 variant, is still not a prodigy in terms of efficiency. You must always be prepared if you try to push it in sporty driving, constantly moving ahead when activating the system to avoid making miscalculations.
In any case we once again emphasize the same argument already used previously. We are talking about a sports car from thirty years ago, and it is difficult to assimilate this cataloging as soon as we resort to odious comparisons, as we could do, for example, with the new contemporary CBR900RR.
Other things to keep in mind, once we hit the road with one of these, are some relevant aspects of the FZR1000, as its consumption, of the order of 7L/100km at legal rates. Or the permanent control of your engine's oil consumption, an endemic problem that affected many units of the time, generally due to not using the oil recommended by the manufacturer.
This problem may be irrelevant, with minor expenses every thousand kilometers, or important, already taken into account, recording consumption of even one liter every 1,000 km. However, it is not something that should worry us too much, taking into account the recreational use that is usually given to a motorcycle of this type today.
Yamaha FZR1000 EXUP 1991: Present
After more than three decades of waging war over a good part of the planet, the FZR1000 It remains the wet dream of many Old School sports lovers. Although it is not easy to find a copy in perfect condition, more and more people who love the model buy a unit and leave it in the magazines.
Subsequently, occasionally, a copy of this type usually goes on sale at prices that, when compared to some contemporary rivals, and the current rates that have to be paid for them today, may even seem cheap to us.
We talk about prices ranging between 1,500 and 3,000 euros for units that will almost certainly have to undergo some repair, maintenance or improvement, or choose to pay a little more and look for a copy that has already gone through that process.
Our advice: get the latter because one FZR1000 In poor condition it can give you some headaches. Especially in aspects such as carburetion, malfunctions of the EXUP system or peripheral elements of the engine, such as spark plug cables and pipes, for example.
In short, a tune-up of this type can cost you almost the same as what the motorcycle in question costs you, so it is advisable to value copies that are well maintained, or have undergone a partial or total restoration, despite the initial extra cost.
