Since the Honda CB 350 Four I have been attracted to four cylinder in line engines, and this was bond to in line fours became even stronger after the short ownership of the Honda CBX 550 F. It was therefore with great expectation I traded the BMW R 850 R in favour of the Yamaha FZS 600 Fazer. This was in the spring of 2001, and we bought two Fazers, one silver for my wife Elin, she sold her Kawasaki ER-5, and the black one for me. While Elin thought the Fazer was big, I used two seasons to adopt to the more compact Fazer.
The Fazers are powerful an the handling is perfect. I have done some minor upgrades to my bike. To get a little more protection I have fitted a higher windscreen from Puig. It gives better comfort, and in addition it has contributed to a 10 percent reduction in fuel consumption.
The original mirrors was changed in favour of mirrors from the 2000 R1 which have longer stems and give a better rear view. It is possible to fit mirrors from the 2003 FZS 600 Fazer, these are even longer than the R1’s.
I have also fitted smaller and shorter turn signals front and rear. The shorter turn signals at the rear makes it easier to fit through over bags.
The Fazer has a good balance between comfort and roadholding, but I wanted better balance between damping and suspension and bought a rear damper and new front springs from Wilbers. That made the Fazer much better and the original setup from Wilbers suites my riding perfect. The only problem is that it is very complicated to change the preload setting for the rear damper. If I knew then what I know now I would had put some extra money in the project and bought the damper with remote preload adjustment.
My Freeway tankbag is a trusted companion on any trip. I bought it to the R 850 R, but I fits perfect to the Fazer. The magnets work without problems, and so far the have not made any marks on the paint. I always clean of the tank and bag before I fit the tankbag.
When leaving for a four week holiday to Italy, Corsica and the French Riviera we bought Oxford sidebags and a rear pack. These plus the tankbags gave us enough luggage capacity for four weeks on the move. But the through overs was complicated to mount securely and they since the first to long trips to Italy and France they haven’t been used.
When riding alone I use the tankbag plus the Kriega 25 backpack, or I put the Bags Connection Cargobag on the rear seat. I also have a couple of Ortlieb watertight bags, and these have enough room for a tent and sleeping bag. For a two day trip I trust my Kriega US 20 and US 10 bags on the rear seat.
The Fazer have been without problems. We had one warranty, after 15 000 km we changed the headlight on both bikes. There was some kind of corrosion on the lamp holder and this made some dust which covered the reflector. I have changed the chain and sprockets once at 30 000 km, and at 50 000 km I got the steering head bearings, and after a minor crash on a ice-covered bridge on my way to Lindesnes I changed the fairing.
I have tried several different types of tyres and so far the Dunlop Roadsmart II has been the best choice when it comes to handling: I have been very satisfied with the Bridgestone BT 21 as well, but the front tyre was short lived. I have used the Metzeler Z6 for two seasons. The Metzeler tyre changed the bikes behaviour more than any other tyre I have tried. They are very sensitive to longitudinal grooves in the road. They turns very easy, but still they are very stable once in a curve. The stability is not as good as I prefer. The Dunlop Roadsmart II have better stability, but the still turns very easy and offer very good grip on dry and wet road. They are my choice of tyre at the moment. 2013.
At 73,000 km there was time for a proper service before the start of the season (2014). Oil and oil filter changes are required every spring, but this year I took a full engine service at Hestmann Motor a valve clearance check included. The valves should be checked every 40,000 km, but because of a little sloppy cam chain tensioner I felt to take a check of the valve clearances already. They proved to be within factory tolerances on all cylinders. I had to accept the “noise” coming from the somewhat unwilling cam chain tensioner. A familiar problem for FZS 600 Fazer engine and on that can fix itself, which it did for my bike’s part too, and suddenly the engine was pleasantly quiet.
I also put inn new spark plugs and air filter, and the engine coolant was changed, I changed the brake fluid front and rear, and the front brake pads. At 76 400 km the Dunlop RoadSmart II tires were replaced. I have never previously had tires that have been worn as evenly across the contact surface. No flat spot in the middle, just a nice and even arch across the tire. I went for Bridgestone Battlax T30 this time. First impressions are good.
The joints between top and carburettors, cracks on most FZS 600 Fazer, and mine were no exception. I changed them as I had to remove the carburettors to install the new cam chain tensioner. Km 78 000.
That’s it for this time. Fazer is unlikely faithful, and even if I desire something new, I end up with this bike, it has everything I expect from a motorcycle. Could be nice with ABS and traction control, but maybe not.
As it turned out it was maybe. On May 31. I sold my FZS 600 Fazer which through 14 years has been a faithful companion on Corsica’s winding mountain roads, on the German Autobahn, over Dolomites stunning alpine passes and Norway’s most beautiful roads.
Km-stand: 80 000.
Yamaha R1 rear view mirrors (Originale Yamaha).
LSL brake and og clutch levers .
Wilbers rear damper.
Oxford rear seat softbag.
Original engine guard.
Original luggage rack.
Yamaha FZS 600 Fazer 2001
Engine: 4-cylinder four-stroke. Liquid cooled. 4 carburettors.
Bore x stroke: 62,0 x 49,6 mm.
Cylinder volume: 599 ccm.
Power: 95 hp at 12 000 rpm.
Transmission: 6-speed. Chain.
Fuel capacity: 20 litres.
Tyres: 110/70R17 front, 160/60R17 rear.
Brakes: Two discs and callipers with four pistons front. Single disc rear.
Weight (wet): 203 kg.
Top speed: 210 km/h.