It’s generally common knowledge that Honda is the largest motorcycle company, at least in the UK. However, if you ask someone who comes in second, you could receive a strange reaction. Naturally, Yamaha is the solution (at least in terms of “proper” large motorcycles). While companies like Lexmoto sell a ton of little commuter scooters and motorcycles, and BMW has the most well-liked 1000 cc+ bike in the R1250 GS and Adventure series, The business “Tuning Fork” has the most comprehensive in depth sales statistics
Yamaha essentially has something for everyone, ranging from its modest scooter line to the highly popular MT-07 and MT-09 models to the formidable R1 superbike. It had every bike sport championship last year, including BSB, BSS, MX2, WSB, and MotoGP. Its performance credentials match its spectrum.
The top 10 Yamaha models from the previous 20 years are shown here.
1998–2003 Yamaha FZS600 Fazer
It debuted as a pretty conventional roadster in the late 1990s, competing in the middleweight 600cc class that was arguably created by the Suzuki Bandit 600. However, when it was first introduced, the FZS600 Fazer was a true little jewel of a bike, and it’s still full of fun and performance after more than 20 years.
It seems like a parts-bin special on paper. With modifications to the carb and cam, the inline-four 16v DOHC engine is a more midrange and less peak power version of the YZF600R Thundercat engine (the block is more upright on the FZS). It is mounted onto a simple steel tube frame with traditional forks, road-sport tires, and an aluminum monoshock swingarm.
Although it seems a little out of date now, the tiny frame-mounted half-fairing helped the Fazer outperform the similarly introduced Honda Hornet 600 and less-useful Bandit 600 (both rivals would eventually adopt comparable fairings to be competitive). Yamaha also made a crucial choice that helped the Fazer win: it installed the identical ‘blue-spot’ Sumitomo four-piston calipers that are used on the Thundercat, Thunderace, R1, and R6 sportbikes. They were (and still are) very good brakes, which provided the Yamaha a significant edge in the fiercely contested 600 roadster class.
The Fazer was and still is a pleasure to drive. Its robust, energetic motor and light, agile, and vibrant design make it easy to handle. The 599cc engine is well-suited for a variety of riding terrain, including winding A-roads, tight backroads, and small towns. The tuning is ideal for all of them. Even if the gearshift can be a touch jerky, the traditional carburetors provide excellent fueling (as long as they’re maintained). This is one of the most iconic power plants ever. Everything seems very standard as far as handling goes, with the exception of those brakes.
The handling package was more than enough, and the suspension was good in the late 1990s (albeit the original parts are now somewhat worn out). However, the brakes were on par with complete superbikes and far superior to those of the competitors (Honda, for example had reportedly purposefully fitted softer pads to the Hornet to make it more novice-friendly). You had a bike that gave far more than you would have imagined, especially when you added the little fairing that made riding on motorways and doing light touring extremely comfortable.
The first version of the bike debuted in 1998 and saw a few updates. There were cosmetic changes and an enlarged fuel tank in 2000, and stainless exhaust headers and a redesigned ‘fox-eye’ fairing on bikes manufactured from 2001. The final design addressed the two main issues with the original square-headlight model: the mild steel headers’ propensity to rust and their extremely poor performance, which made night riding a genuine challenge.
When the FZS600 failed to fulfill the new Euro3 emissions regulations in 2003, it was terminated. It was swapped out with a new Fazer 600 with an aluminum frame and fuel-injected R6 engine, which, while it appeared superior on paper, performed poorly when driven. Although the engine was peakier and the brakes were upgraded to twin-piston sliding calipers, there was still more power and technology.
2001–2005 Yamaha FZS1000 Fazer
The Fazer 1000 didn’t exist back in 2000, but it felt like a blatantly obvious bike that Yamaha should create. Since the Fazer 600 was such a success in the middleweight roadster class, everyone predicted that the company would follow suit in the big-bore roadster class. Put the old Thunderace engine in a steel tube chassis with some good road running gear and a small fairing, sell it by the truckload, and boom.
Therefore, there was initially little surprise when the FZS1000 Fazer did come in 2001. However, Yamaha had outperformed our expectations: instead of using the antiquated Thunderace lump, it just went ahead and installed a legitimate YZF-R1 superbike engine.
The Fazer 1000 had many characteristics with the 600, including excellent brakes, a practical half-fairing, an upright, comfortable riding position, and precise handling. However, it also weighed a respectable 208 kg and had an additional 50 horsepower, which propelled it to a far greater performance level. The BMW S1000R, the KTM Super Duke, and the Ducati Streetfighter are just a few of the modern super-nakeds that the outdated FZS1000, with its 145 horsepower and 208 kilograms, can nearly match in terms of performance.
But because of the fairing and the sizable dual seat and tail unit, it was much more of an all-arounder. It was a really good sports tourer, with room for two and baggage, and an engine more than capable of towing it all around. It was also quite effective for daily commuting, and if you let the throttle go too far, you could turn it into a real hooligan on a winding back road. The R1 brakes were amazing at the time and are still excellent now, and the broad bars, adjustable suspension, and relaxed suspension allowed for agile handling.
A few individuals expressed dissatisfaction over the motor’s little revviness and as the kilometers increase, components such as the EXUP exhaust valve require maintenance. The lack of traction control and ABS may be a little disturbing if you’re used to newer bikes because there is no safety net here. The FZS1000 was replaced in the mid 2000s much like the Fazer 600 since it was unable to meet pollution rules. The FZ-1 and FZ-1 Fazer the model that followed the Fazer 600 were likewise a bit of a regression. Although it was heavier and the fuel injection was not Yamaha’s best work, the second-generation bike included ABS as an option. Even though the fuel mapping was greatly enhanced in later versions, it never quite had the aggressive character of the original and needed some time to catch up to the old carbureted bike in terms of rideability.
Yamaha T-Max 2001-onwards
It’s difficult to recall a period when big-bore maxi-scooters weren’t such an integral element of the motorcycle industry. However, they are truly just a couple of decades old. At the close of the 1990s Suzuki’s Burgman 400 brought the 250cc scooter into a more sensible long distance class, even if there weren’t many of them on the market.
But at the start of the new century, the industry took off thanks to the arrival of larger twin cylinder cars like the 2000 Yamaha T-Max the 2001 Honda Silver Wing and the 2003 Suzuki Burgman 650. Though the Silver Wing and Burgman in particular were big, soft, roomy touring bikes, the T-Max was smaller, sharper, and more performance-focused from the outset, particularly in handling. The chassis was significantly sharper, but its smaller engine had less sheer torque and was revvier than the Burgman 650.
While still allowing a step-through design, a rigid motorcycle-style frame was lighter and more sporty than the outdated scooter-style frames. The engine, meanwhile, was an eight-valve DOHC dual carbureted engine with a unique balancer: a third “slave” conrod that drove a balancer weight instead of a piston, mitigating some of the vibrations from the engine.
In addition to having less room under the seat for storage than the Burgman, the T-Max also offered less comfortable pillion sitting and weather protection. However, a lot of riders considered the performance to be well worth the compromise. In 2004, Yamaha added fuel injection and increased engine power, as well as larger 15-inch wheels and a number of other detailed modifications.The engine was changed to a 530cc setup in 2012 and a brand new aluminum frame was introduced in 2008 for better handling and less weight.
Among other technical improvements the Yamaha flagship scooter now has LED lighting, ABS, traction control, cruise control, and keyless start. The modern T-Max boasts a 7″ color LCD dashboard, crisp, contemporary appearance, and a 562cc engine that produces 47 horsepower.
Yamaha MT-09 2013-onwards
In the late 2000s and early 2010s Yamaha experienced some stagnation. Its bikes were expensive and after being severely damaged during the 2008 financial crisis some models required extensive renovations. Even now, the R1 and R6 were amazing pieces of equipment with amazing performance and tons of technology. But everything seemed a little “meh” outside of the supersports industry.
But the company changed its lineup for 2013. The MT-09 was the company’s first attempt at improving, as the CEO had stated during his speech at the Milan bike show. At a somewhat more affordable price point, it was a whole new vehicle with a three-cylinder engine housed in a stylish roadster chassis.
Yamaha had previously employed three motors in its air-cooled shaft-drive XS850 and 750 models from the late 1970s; but, the MT-09 boasted a far better performance level. With DOHC heads, contemporary fuel injection, and four valves per cylinder, the water-cooled engine produced about 115 horsepower. While the 847cc design may not have produced earth-shattering power, the motor’s entire tuning was intended to produce low-to mid-range grunt and rideability. It was perfect for a naked roadster, with a powerful bottom end and quick acceleration.
However, it wasn’t flawless; the power delivery was slightly hampered by strict EU emissions regulations, and the early motorcycles had fairly jerky fueling. Everything went well at full speed, however, there was occasionally some hesitation when accelerating.
However, later motorcycles (or an ECU remap) fixed the issue, and an MT-09 that has been tuned is a pleasure to ride. While the base model suspension was a tad underdamped and mushy, the chassis itself was decent enough in stock configuration. Yamaha provided Öhlins new forks and shock as an aftermarket option, and the shock was included as standard equipment on the later SP version of the MT-09. With Yamaha’s reliable four-piston calipers up front, the brakes are more than capable of bringing a contemporary upper-middleweight roadster to a halt.
Along with the SP, the MT-09 has given rise to a few other variations. These include the three-wheeled Niken, which is essentially an MT-09 from the steering head back, the XSR900 retro-roadster, and the Tracer 900 soft adventure-touring version. With its bigger, 889cc engine that produces even more torque and technology, the most recent model of the MT is a fantastic choice for anyone looking for a naked roadster under 1000cc.
The Yamaha FJR1300
Before 2001 Yamaha had few choices in the heavyweight touring class. In the 1980s and 90s, the FJ1200, which was still in production, was a respectable mile-muncher with the addition of aftermarket baggage. Additionally, the Thunderace proved to be a reliable liter-class fast sport-tourer. Additionally, the extreme V4-powered Venture Royale and Royal Star American tourers were available in the US. But Yamaha had nothing to offer if you wanted to compete with the Pan European from Honda or the R1100RT from BMW in the European full-tour market.
All of it abruptly altered in 2001. Building on its previous phenomenal success with the R1, R7, and R6 supersports motorcycles, the company successfully integrated sporty technology into a large tourer. The FJR1300 and the previous 1200 featured the same 16-valve cylinder head and FJ moniker, but the latter was equipped with water cooling, contemporary fuel injection, an aluminum beam frame, R1 brakes, and a respectable 264 kg dry weight.
With a broad torque distribution that allowed for a five-speed gearbox and shaft final drive to increase the touring capacity, the 1,298cc engine produced a powerful 144 horsepower. A substantial fairing including an electronic windshield and integrated hard panniers concluded the mile-crunching specification. The FJR effectively blended athletic performance with the space, security, and practicality needed for tandem travel.
The FJR had several upgrades over the course of the following ten or so years. The fairing became larger, traction control and an ABS option showed up, and finally the transmission became semi-automatic. It was equipped with a sixth gear, upgraded brakes and suspension, cruise control, LED headlights, cornering lights, an electronically-adjustable suspension system, and an improved trip computer. Although it is no longer available in the UK, a late high-spec model is still a fantastic substitute for the more popular models in the class.
A significant endorsement comes from law enforcement agencies throughout the globe: Yamaha has effectively marketed a customized emergency services edition of the FJR1300, with an enhanced electrical system, emergency lighting, radio integration, and roomier baggage arrangements.
The Yamaha YZF-R1
Superbikes aren’t as common as they formerly were but the YZF-R1 is still thought of as a truly classic motorbike. It is among the few really groundbreaking motorcycles in the pantheon of the greatest modern sportbikes along with the Suzuki GSX-R750, Honda FireBlade, Kawasaki Z1, and GPZ900R.
It revolutionized the liter bike market when it debuted in late 1997, offering the mass and dimensions comparable to 400cc classes, 750 superbike handling, and 1,000cc+ hammer-blow power. It outperformed the CBR900RR FireBlade and made room for liter superbikes like the BMW S1000RR, ZX-10R, and GSX-R1000. It’s also partly responsible for the advancement of superbike racing from 750 to 1000cc vehicles: finally, the large-displacement motorcycles were able to steer, brake, and handle like true sportsbikes.
The original R1’s stacked 20-valve engine produced 150 horsepower, long-travel suspension, 40mm carburetors, and a very low dry weight of 190 kg. The motor was shortened from front to rear by Yamaha’s relocation of the transmission shafts up behind the cylinders, allowing for a larger swingarm with the same wheelbase. This, together with the somewhat longer fork travel, improved stability and made it possible to have powerful power and light weight in a manageable compact without the need for any of the modern electronic assistance.
Over the next twenty-five years, the R1 has developed into the fuel-injected, ride-by-wire, ultra-modern spacecraft that easily wins superbike races. There are now four valves per cylinder instead of the original five (the five-valve heads were mostly for marketing purposes), and the bottom end has a big-bang type crossplane crankshaft. Here, the firing sequence is offset, with the cylinders firing at 90-180-180-270 degrees, as opposed to the pistons going up and down in pairs with even firing intervals.
This enhances low-down drive and offers the R1 a distinctive sound that is more akin to a huge twin than a roaring four. With 177 kg of dry bulk and 200 horsepower, Yamaha’s premier sports bike now has an amazing array of technologies. In addition to features like engine brake management, launch control, and wheelie control that simplify life on the track, advanced IMU-assisted traction control and ABS allow the rider to maximize performance while maintaining greater safety.
Yamaha also sells the R1M, an upgraded version of the R1. In addition to the usual R1 tech specs, it also features Öhlins electronically controlled suspension and even higher-spec electronics with this.
The Yamaha YZF-R6
In 1998 the top class in the UK was the 600cc sportbike class. These four motorcycles were just too excellent to ignore: the Suzuki GSX-R600, Kawasaki ZX-6R, Honda CBR600F and Yamaha Thundercat. Inspired by the GSX-R750 SRAD, the GSX-R600 was more of a track weapon even if it was primarily an all arounder with respectable road manners and comfortable riding positions.
With the increasing popularity of production race series such as the World Superbike and British Superbike championship, Yamaha saw that things were heading in the wrong direction and decided to go for a more extreme sports 600. In 1999, entered the YZF-R6. The R6 wasn’t quite as groundbreaking as its bigger sister, but it nonetheless made waves in the 600cc industry thanks to design cues taken from the already wildly successful R1 that was introduced the previous year.
The outdated Thundercat design, which dated back to the FZR600, was replaced with a brand-new engine installed in an ultra-slim aluminum Deltabox chassis. With a dry weight of only 169 kg and a motor rated for 120 horsepower, the R6’s small frame and new engine helped propel it to the top of the class.
The standard front forks and rear monoshock were completely adjustable and of a respectable quality, but the brakes, like other Yamahas at the period, were particularly notable for their power and feel. Though the hefty ZX-6R was somewhat faster at high speeds, the R6 didn’t perform as well overall as the R1. Honda’s CBR nevertheless won a lot of races and was the superior all-arounder.
Yamaha continued to update the R6 throughout the 2000s; fuel injection first appeared in 2003, followed by USD forks in 2005. Peak horsepower was reached at 125 bhp, and the weight decreased to 163 kg. The largest change, however, came in 2006 with a new engine that included ride-by-wire fuel injection—a first for a bike—and a stratospheric 17,500 rpm redline on the tacho. That redline proved to be overly optimistic when owners found out that the engine really reached the restriction much earlier, at 15,800 rpm, leaving Yamaha looking very foolish due to the tachometer’s extreme overreading.
The 600 market shrank throughout the 2010s, and the competition gradually withdrew. Kawasaki had developed its ZX-6R into a 636cc machine that was excellent on the road but ineligible for supersport racing (it sold a limited edition 599cc version for a while), while Honda had abandoned the CBR600RR and stopped updating the GSX-R. When the Kawasaki returned to its 599cc engine, the majority of racers preferred the R6. Road bikers were branching out to include adventure touring motorcycles, vintage vehicles, and naked roadsters.
The 600s were severely hampered by stricter pollution regulations, though. The companies had to install large, weighty catalysts on outdated motors in order to pass the test, lowering power output, because they didn’t sell enough to warrant the development of new Euro4 engines for 2017. The 600s simply stopped functioning on the road, but all the power returned if you added a race exhaust and remapped the fueling. Ultimately, Yamaha conceded to the inevitable, and the R6 has only been offered in track-only, non-road-legal configurations since 2021—more akin to a motocross bike than a road bike.
The Yamaha MT-10
By 2016, Yamaha’s MT lineup was booming, with the MT-09 and MT-07 selling like hot cakes and the entry-level MT-03 performing admirably. However, things were about to get much more serious as the company was going to replace the outdated and unimpressive FZ-1 Fazer in its lineup with a new 1000cc version called the MT-10.
In contrast to the previous MT models, the MT-10 was a straightforward swap: Yamaha took the engine and nearly the whole chassis from the modern R1 superbike and transformed it into a crazy, hyper-naked vehicle that resembled a Transformer. Similar to the past when enthusiasts of street fighting removed the fairings off GSXR-R1100s and installed MX bars, the MT-10 offered maximum performance with few sacrifices. Yes, the engine was slightly undertuned, but it was still capable of producing over 160 horsepower and even more low-down grunt thanks to the reduced final drive ratio. A curb weight of 210 kg is also rather respectable for the class, though somewhat bulkier than the most ostentatious Euro-nakeds.
With cruise control, traction, and ABS, the electronics package was decent for the time, although it lacked IMU-assisted rider aids (which would arrive later with the 2022 model). A few years afterward, Yamaha released the SP model, which had the full-color LCD dash absent from the original MT-10 and Öhlins semi-active electronic suspension.
The engine of the 2022 model has been completely redesigned, and offset steel conrods have taken the place of the previously utilized, highly costly lightweight titanium components. In addition to saving Yamaha money on the bill of materials, it gives the engine more inertia, which is a good thing for a naked road bike. The engine has undergone a dramatic, somewhat contentious exterior makeover and now produces 6 horsepower more than it did previously. While the original MT-10 lacked natural beauty, some people find the newer model to be excessive. Of course, if that matters to you, you’ll know.
The most recent MT-10 is a serious piece of equipment when you include the quickshifter, color LCD display, new titanium exhaust, IMU-assisted rider aids, and a ton of other improvements. In addition to the aforementioned enhancements, the second-generation Öhlins semi-active suspension is included in the 2022 SP option, which is rather great.
The XJR1300
That seems like a real bike, don’t you think? Tighter pollution regulations forced the XJR1300 out of business in the middle of the 2010s, and its air-cooled, hairy-chested 1,251cc engine couldn’t compete with such an authentically vintage piece of equipment. It had cheated death earlier in 2006 when Yamaha fitted a catalytic converter arrangement and upgraded from its outdated fuel injection system to a new fuel injection system, thereby clearing up the pollutants. However, the company was no longer able to maintain the old bus’ legality by 2015.
The original FJ1100 sporty-tourer which introduced the fundamental air-cooled DOHC 16-valve carburetor design is where the engine got its start. Later, this motor powered the FJ1200 with a 3 mm larger diameter. It was also the engine behind the 1994 XJR1200, the first big-bore XJR. To become the XJR1300 motor for 1999, the motor acquired an additional 2mm of overbore.
The XJR1300 produced about 105 horsepower and a wonderful grunty torquay power delivery because of its soft cams and low compression. It was far more calm and could get away with a five-speed transmission without any drawbacks when compared to its more aggressive rivals, such as the Kawasaki ZRX1100.
The chassis combined new and ancient technology. The primary frame featured a double cradle steel tube construction with traditional forks and a twin-shock rear suspension system. However, the swingarm was a beautiful piece of aluminum fabrication, and the dual shocks were Öhlins units that could be adjusted and had remote reservoirs (initially limited to the SP version, then made standard). The four-piston monobloc calipers, which are shared by the Thunderace and R1 superbikes, are Yamaha’s premium brakes, and the XJR13 also received them.
The Yamaha XJR1300 was a bit of a quiet seller for the company over its 15-year run. Because it had high-quality parts, it was quite expensive; cheaper alternatives, such as the Suzuki Bandit 1200, sold many more of them. However, it’s totally in style right now because of its fantastic vintage appearance, reliable performance, and sturdy construction. It has to be a safe bet as a fantastic “future classic” computer if you can get one quality one for a reasonable price.
The MT-07
There was a slight void in the market for anyone searching for their first “big” bike due to the demise of the 600cc inline-four class. It’s not necessary to bother with little 400 twins or 600 singles once you have a full license, but you also don’t have to switch right away to a liter class vehicle. Now for the twins, middleweights. They’d always been there, offering the Kawasaki ER-6 and Suzuki SV650 as possibilities. But the class has really taken off in the last few years, and new models such as the Yamaha MT-07 play a major role in this success.
The MT-07, which debuted in 2014 with the three-cylinder MT-09, was powered by a brand-new “CP2” parallel twin engine that had a 689cc displacement and 74 horsepower. It had DOHC, water cooling, fuel injection, and four valves per cylinder a fairly conventional setup. However, Yamaha’s parallel twin has an offset crank, which prevents the pistons from rotating in unison or 180 degrees out of sync like in traditional twins. The crank used a “cross plane” design instead, with crankpins spaced 270 degrees apart, which results in an off-beat firing sequence more akin to a V-twin.
The aluminum monoshock swingarm, traditional non-adjustable forks, steel tube frame, and Yamaha monobloc four-piston front brake calipers were all features of the rather conventional chassis design. Traction control and other riding aids were absent, and basic ABS took care of stopping safety.
Although it was reasonably priced and a lot of fun, the basic suspension setup on the original MT-07 was the main drawback. Although Yamaha provided an Öhlins shock as an official performance upgrade option, aftermarket components might potentially improve the situation. However, the 2018 upgraded model addressed these criticisms by introducing a better suspension package. A returned Euro5-compliant power plant and bigger front brake discs were added to the bike for 2021.
These minor adjustments improved an already excellent bike. As with the MT-09 family, Yamaha has also made effective use of the fundamental engine and chassis package. The 689cc engine may also be found in the XSR700 vintage roadster, the World Raid and Ténéré 700 adventure motorcycles.
