Yamaha FZR1000 1987, PRKit 1987 Service Manual
‘87 YAMAHA
FZR 1000
Yamaha FZR1000 Genesis lays claim to
“ultimate road machine“ title
Yamaha‘s line leader for 1987 is a sensational newcomer. The FZR1000 Genesis, a
machine that can, quite justifiably, claim to be the most sophisticated, most
technologically-advanced motorcycle currently available for road use.
lt is the embodiment of Yamaha‘s progressive thinking that has unequivocally
established the company as one of the world‘s leading four-stroke engine
manufacturers. A new concept, introduced two years ago with the highly-successful
FZ750 Genesis, links engine and chassis development programmes so that each
positively affects the other.
Central to this concept is an advanced-specification, steeply inclined, four-stroke
engine; this lay-out we call “Genesis“. The weight distribution is such that it actively
promotes good handling as well as allowing the use of state-of-the-art chassis
engineering by virtue of its configuration.
In the case of the Yamaha FZR1000 Genesis, both the engine and chassis represent
the highest level of motorcycle development.
The four-cylinder engine is an enlarged version of the 20-valve FZ750 Genesis unit
that has proved its capabilities with worldwide racing success... including the famous
Daytona 200.
This well-proven basic power unit is installed in an aluminium “DELTABOX“ chassis
originally-developed for Yamaha‘s World Championship-winning Grand Prix
machines and the YZF75O “Genesis“ endurance racers. Suspension, wheels and
brakes are also constructed to the same Grand Prix standards, so that the obvious
horsepower capabilities of the FZR1000 Genesis can be used with the full
confidence that handling and safety aspects are totally compatible with the speed
potential.
The package is completed by a full fairing with aerodynamics that have been tested
and proved to increase both air penetration and machine stability at the high speeds
it is capable of. Dual headlights and frontal air intakes in the fairing emphasise the
endurance-racer heritage of the FZR1000 Genesis. Yamaha have set out to do one
thing with this machine. To prove that the highly-advanced four-stroke engine
development with Genesis concept, genuinely marks a new beginning for motorcycle
design thinking. Optimum performance from engine, chassis, Suspension and
brakes result from the “Genesis concept“ and the Yamaha FZR1000 Genesis is a
superb example of what can be achieved.
The successful FZ750 Genesis pointed out a new direction for supersports
motorcycling. The Yamaha FZR1000 Genesis confirms that this direction was no
dead-end street.
‘87 YAMAHA
FZR 1000
Yamaha FZR1000 engine close-up:
Base unit for the FZR1000 Genesis engine is the now-familiar FZ750 Genesis 20valve, parallel four-cylinder, four-stroke. The FZR, however, is far from being just a
bored-out version of this double overhead-camshaft motor with its characteristic
Genesis lay-out: 45-degree forward inclined cylinder block. There are numerous
other modifications to the FZR1000 designed specifically to match its larger capacity.
Most obvious difference is still, of course, the increase in size. To arrive at the
capacity of 989cc, Yamaha have expanded both bore and stroke of the FZR. Its vital
statistics are a 75 mm bore x 56 mm stroke, compared to the 68 x 51,6 mm
measurements of the FZ750.
Bigger Valves:
All five valves in each combustion chamber are increased in size, to flow the greater
amounts of fuel demanded by the bigger engine. The triple intake valves go up from
21 mm to 23.5 mm in diameter, while the two exhaust valves are expanded from 23
mm to 25 mm.
To maintain the correct combustion chamber shape with these larger valve heads,
the valves are set at narrower angles in the cylinder head. The centre intake valve is
now set at 9-degrees and the two outer ones at 17-degrees. Exhaust valve angles
are 13-degrees.
Both camshafts have modified profiles and are driven by an automatically-tensioned
cam-chain.
Big-Bore, Downdraft Carburettors:
Feeding in the fuel/air mixture is a bank of four BDS37 Mikuni carburettors (3 mm
larger venturi size than those on the FZ750 Genesis). As on the smaller FZ, the 450inclined cylinder block and well spaced top chassis members allow the use of true
downdraft carburetion. The inlet tract is so straight and unobstructed that it is
possible to see the piston crown through the carburettor throat when the inlet valves
are open! This, plus the gravity effect on the ingoing mixture, makes for the bestpossible cylinder filling from a normally-aspirated engine. lt‘s one of the major
benefits deriving from Yamaha‘s “Genesis“ design and 5 valve technology.
Lighter Pistons and Con-rods:
Inside the engine, the pistons, rings and connecting rods are all-new and even lighter
than last year‘s 750cc components! This cuts reciprocating weight so allowing the
engine to rev quicker with improved throttle response. One thing that is common to
both FZ750 Genesis and FZR1000 Genesis is the engine‘s bore centres. What this
means is that the FZR is no wider than its smaller cousin, making it - without doubt the narrowest bike in the l000cc class. Maintaining the same bore centres was
achieved by using “siamesed“ bores in the bw pressure alloy cylinder block casting,
with inserted cast-iron sleeves. This keeps the block as narrow as possible and
minimises heat distortion, and it sits on a new, metal gasket to ensure better sealing
with the crankcase.
‘87 YAMAHA
FZR 1000
Oil-Jet Piston Cooling:
To reduce piston temperatures, a new oil-jet system has been incorporated into the
crankcase. These jets direct a continuous stream of fresh, cooling oil to the
undersides of the pistons.
Oil is circulated through the engine by a dual-rotor pump and an oil-cooler is
standard equipment.
Also assisting in maintaining the liquid-cooled FZR Genesis unit at an even
temperature is a radiator 25 mm wider than the FZ750 component. Air is directed
over it by a thermostatically-controlled, electric fan that is 10 mm larger in diameter
than its FZ750 counterpart.
Digital Ignition Control:
The electronic ignition that sparks the FZR1000 Genesis engine is digitally-controlled
and operated by a microprocessor. lt delivers a superhot spark, and has a preprogrammed advance control that matches spark timing to the engine‘s ignition
advance requirements. The ignitor box also includes the control unit for the electric
fuel pump.
Finally, exhaust efficiency and overall power are both improved by the use of a
racing-pattern, 4-into-1 exhaust system.
Strengthened Transmission
The extra power and torque of the big engine are dealt with via a five-speed
transmission that has had gear pinion sizes increased to cope with the strain. Nine
clutch friction plates (one more than on the FZ750 Genesis) are employed to deal
with the FZR1000‘s massive power on take-off, and a stronger 532 size final drive
chain is used.
Summary:
From these details, therefore, it becomes clear that, although the FZR1000 Genesis
power unit is a bigger version of the FZ750, Yamaha engineers have taken great
care to maintain perfect combustion chamber shape by narrowing the valve angles
and have made sure that in both engine and transmission aspects, the reliability of
the FZ Genesis engine is in no way compromised by the extra capacity and higher
power output.
Yamaha FZR1000 Genesis rolling chassis close-up:
The most obvious and significant item as far as the FZR1000‘s chassis parts are
concerned is the “DELTABOX“ frame, fabricated from aluminium sheet into an
incredibly-strong box-section.
This frame was originally developed for the YZR500 factory Grand Prix road racers
and has played a part in Eddie Lawson‘s two World Championships (1984 and 1986)
and countless Grand Prix wins for Lawson and the legendary Kenny Roberts. lt has
also been employed for the fearsome YZF75O “Genesis” endurance-racer to which
the Yamaha FZR1000 Genesis bears such a striking resemblance.
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