Kit Palmer | March 29, 2017
Yamaha gives its FZ-09 a makeover.
Three years since its debut in 2014, the Yamaha FZ-09 received its first significant upgrade, and much of those upgrades were inspired by the four-cylinder FZ-10, the new flagship in Yamaha’s now very popular FZ “naked bike” line.
The updated FZ-09 is still everything you liked about the old FZ-09 and then some.
Some might say that the high-tech FZ-10 is a stripped down version of Yamaha’s supersport YZF-R1-S; I suppose you could say that, but the FZ-10, which, like the FZ-09, falls into the naked sportbike category, shares a lot of the R1’s DNA, and some of that DNA has now trickled down to the FZ-09.
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PHOTOGRAPHY BY DREW RUIZ
The ’17 FZ-09 has full list of things in common with the FZ-10: They are: ABS, traction control, assist and slipper clutch, optional quick shifter, fully adjustable forks, and LED headlight and tail light; previously, it shared with the FZ-10 just its Controlled Fill die-cast aluminum frame and swingarm, YCC-T (Yamaha Chip Controlled Throttle) and D-Mode (Yamaha Drive Mode); plus, of course, Yamaha’s 120° Crossplane crankshaft design in its wonderful, adrenalin-pumping 847cc, inline, three-cylinder engine.
As before, the ‘09’s D-Mode offers three choices: “A” (direct response), “STD” (normal response) and “B” (softer response), and the new-to-the-‘09 TCS system also has three options: “2” (street riding – high intervention), “1” (sports riding – low intervention) and “Off” (no intervention). The new two-stage ABS, however, cannot be turned off.
The FZ-09’s ECU has again been tweaked for even smoother off-to-on throttle feel; Yamaha says the ‘09 uses the same FI mapping as its XSR900 and FJ-09.
Yamaha pre-wired the ’17 FZ-09 for its accessory quick shifter that uses technology derived from the R-series, and the new assist and slipper clutch reduces lever effort by as much as 20 percent, Yamaha claims.
A welcome upgrade for sure is the more adjustable 41mm KYB USD fork—you can now say that the ‘09’s front suspension is fully adjustable, because an adjustable compression-damping cartridge has been added with the already rebound and preload adjustment features. Compression is handled in the left leg, rebound in the right leg, and preload in both legs.
The shock, however, hasn’t changed. It still features preload and rebound damping adjustments; it continues to lack compression tuning.
We wanted better suspension and we got it. At least up front.
Current FZ-09 owners will be jealous of the ’09’s new seat, which is now flatter in shape while retaining its narrow seat/tank junction. Seat height has risen slightly by 5mm. The passenger side of the seat has also been extended 13mm and now sits on a 29mm shorter subframe.
The ’09 also gets a full facelift to go along with its new performance mods. It has FZ-10-inspired dual headlights with four LED lamps (two LED low-beam lamps and two LED high beam lamps) with twin LED positioning lights. The headlight housing has been redesigned alongside new larger fuel-tank accents and radiator side fines.
The back end has not been forgotten, either; it’s been completely redesigned for a stubbier look. The exhaust cover is also reshaped. Overall, Yamaha was going after a more aggressive look with the FZ-09 and we think they got what they were looking for. It looks even cooler in person than it does on your computer screen.
Colors, however, aren’t over-the-top flashy or anything, but do go along well with the ‘09’s streetfighter motif. Three color options are available: Intensity white, Candy red, and Matte silver with Neon yellow. And they are all available with the same attractive $8999 MSRP. (For comparison, the FZ-10 will set you back $12,999.)
The FZ-09 definitely invites urban hooliganism but it’s still a fantastic canyon carver.
Rippin’ Around
If you like the previous FZ-09, which so many of you did (as did I), then you’re going to love the latest version (as do I)—it’s everything the older ’09 was and more. It still feels, sounds and performs a lot like the original ’09 but is far more refined, such as throttling. I attended the first FZ-09 introduction in 2014 in San Francisco and loved the bike, but its anything-but-smooth on/off throttling issue stole some of the bike’s glory. Since then, though, Yamaha has been addressing this issue and has it pretty much dialed now, though I wouldn’t say it’s perfect yet. Throttle response is still instant but not so herky-jerky anymore, especially compared to the 2014 model.
All three engine modes, which are easily accessed via a switch on the handlebar and can be adjusted on the fly, are useful, though I generally liked the standard mode best—it’s still spunky when you open ‘er up but remains very controllable and smooth at slower speeds. Direct (“A”) mode is great for when you’re feeling a little naughty and want instant response (and lots of it) to make it easier to loft the front wheel, and Soft (“B”) is nice for when you’re feeling a little chill. Standard is a great compromise, where you can get away with doing a little bit of both.
We’re likin’ the redesigned LED quad headlamp.
Suspension is much more pleasing now, now that the fork is fully adjustable, though it’s set up pretty darn good right from the showroom floor. For my 175 pounds, I didn’t feel the need to make any immediate changes, but I can probably see myself bumping up compression a click or two on the fork, and maybe even giving the rear shock a twist of preload and a tick of rebound if I was planning a more spirited ride for the whole day. But for casual riding—even with some aggressive moments thrown in—the FZ-09’s suspension is more than up to the task and is just plain impressive out of the box. Overall, the new fork is a huge upgrade over the previous FZ-09 fork.
Another big improvement is the seat. It is amazing what 5mm and a flatter shape did to improve overall comfort of the ’09, despite the ergos being the same. Before, you were constantly sliding into the tank. Not anymore. The flatter seat also makes it easier to slide around on.
Brakes are as strong as ever, but now you get ‘em with ABS, which I think is a smart addition. But not to worry; it isn’t so sensitive that it takes anything away from the ‘09s sports appeal or hooliganisms. Nor does the ‘09’s traction control, which in level one, still kind of lets you get away with doing power wheelies but definitely lets you know when gravel or something slippery is on the road as you grab a handful of throttle. Level two is for wet roads and slippery conditions when you want a lot of intervention. As mentioned, TC can be turned off completely. (TC can only be adjusted when at a standstill.)
The slipper clutch is another bonus; it makes downshifting a no-brainer, and clutch pull is indeed lighter, while still offering precise feel and control. It’s much easier to launch from a complete stop, too.
Although the FZ-09 gained a few pounds, you won’t notice on the road. It still feels light and nimble between your legs.
One of the things that made the previous FZ-09 so fun to ride was its lightweight; the 2017 FZ-09 is still light but not as light as before. According to Yamaha’s numbers, curb weight is now 425 pounds, which is up about 10 pounds, but I couldn’t feel it. It’s still super agile and a quick handler; the added weight is not an issue in my book.
Another attractive thing about the previous FZ-09 was its low $8190 MSRP; it’s now $8999, up about $800. But remember, the old ’09 didn’t have fully adjustable forks, ABS, traction control or a slipper clutch, so you’re getting a lot for the added dollars.
Overall, everything I liked about the old FZ-09 is still there and everything I didn’t like (mainly wonky throttling, B-grade suspension and funky seat) is gone, replaced by much-improved FI mapping, upgraded forks and a more comfy cushion. Plus, it gets traction control, a slipper clutch and a fresher look (the new LED headlight looks sweet!). Okay, it might’ve taken on a few pounds and cost a bit more but the trade-off is more than worth it. CN
SPECIFICATIONS: 2017 Yamaha FZ-09 ($8999)
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ENGINE:
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Liquid-cooled, 12-valve, DOHC, 4-stroke, inline triple
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DISPLACEMENT:
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847cc
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COMPRESSION RATIO:
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11.5:1
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BORE X STROKE:
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78.0 x 59.1mm
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PEAK TORQUE:
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64.5 lbf @ 8500 rpm (claimed)
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ENGINE REDLINE:
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11,250 rpm
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FUEL DELIVERY:
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Denso EFI with YCC-T
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THROTTLE VALVE:
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41mm x3
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EXHAUST SYSTEM:
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3 into 1
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IGNITION SYSTEM:
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TCI / 32bit ECU
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LUBRICATION SYSTEM:
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Wet sump
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TRANSMISSION:
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6-speed
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CLUTCH:
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Wet multiplate-disc / Assist and Slipper
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DRIVE:
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Chain
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FINAL DRIVE:
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45/16
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FRAME:
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Aluminum Controlled Fill die-cast w/subframe
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FRONT SUSPENSION:
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41mm KYB, USD, fully adjustable; 5.4 in. wheel travel
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REAR SUSPENSION:
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Single KYB shock, rebound damping and preload adj.;
5.1 in. wheel travel
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FRONT BRAKE:
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Advics, 4-pot, 298mm dual disc / ABS
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REAR BRAKE:
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Nissin, 1-pot, 245mm single disc / ABS
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FRONT WHEEL:
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3.5 x 17 in., 10-spoke cast aluminum
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REAR WHEEL:
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5.5 x 17 in., 10-spoke cast aluminum
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FRONT TIRE:
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120/70 ZR17 in.
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REAR TIRE:
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180/55 ZR17 in.
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RAKE/TRAIL:
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25° / 4.05 in.
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WHEELBASE:
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56.7 in.
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SEAT HEIGHT:
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32.3 in.
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FUEL CAPACITY:
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3.7 gal.
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CURB WEIGHT:
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425 lbs. (claimed)
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GEAR ID’D
