1000CC Used Test – Yamaha YZF1000
But Yamaha’s Thunderace should not be ignored. It makes an excellent, speedy sports tourer, and can be one of the biggest big-bike bargains on the market. The more image-conscious amongst you probably won’t be attracted to the Ace.
But those who aren’t put off by its slightly bulbous looks and less than racy handling will appreciate the Yamaha’s more practical attributes.
It ticks many boxes as an impressively fast sports tourer. And it’ll satisfy anyone wanting a good solid all-rounder with a bit of pace.
Its chassis design is aimed more at safe and dependable handling, rather than track sharpness, which puts it in a slightly lower handling division than anything from the modern era.
Or other stuff from the mid-Nineties, come to that. Even so, the Thunderace set the practice pole at the 1996 TT production race with an impressive 119mph lap. So it can’t be labelled a slouch. That was obvious when we tried a 1996 example which, though nearly a decade old, still had plenty to offer – not least the bargain price: just under two grand.
That’s a fast, comfy, reliable superbike that can take you to the south of France, or just as easily, pop round to the shops for a paper for just £2k. That’s great value bordering on the suspicious. But let’s consider the bike itself. Its hugely strong and grunty motor is a major asset. With 145bhp on tap and a torque curve as flat as a dining table, spinning the speedo needle round to high three-figure speeds couldn’t be much easier.
The five-speed box (a sure sign of a very grunty motor) doesn’t need much attention to maintain a rapid pace, and once the grabby clutch has been let out, huge stomp carries the ‘Ace from a standstill impressively quickly. If you’ve enough space, and aren’t too worried about an order to sleep at one of Her Majesty’s free hotels, the ‘Ace will soon whisk you to its top whack of 170mph. It’s a motor that lacks a bit of refinement mind you; a slightly harsh, vibey feel is evident, although not intrusive.
The comparatively heavy and bulky handling is a bit of a drag too. But, although it’s not as agile as some of the latest sports tackle, with the suspension stiffened up a bit the Ace can drag its footrests and end can, and give plenty of grin-inducing action through corners. Steering is a little heavy and a stern shove on the bars is needed for rapid changes of direction.
However the frame’s relatively relaxed geometry means a safe and stable ride whatever the speed. Other bikes may frighten their riders with tankslaps and wobbles, but the Ace stays planted and surefooted. The brakes play a part in building confidence when you’re playing hard. These brakes are still some of the better stoppers on the market, with a lot of power combined with enough sensitivity and feel to use them to the max.
Keeping the pace up all day long is another plus point for the Ace. The wide seat provides enough comfort for bums of all shapes and sizes. And fending off the high-speed windblast is a job done well by the generously sized fairing and screen. Bungee hooks, decent underseat storage, and useful tank range all help with the practicality and comfort over longer distances.
More modern supersports bikes might have shunted the Thunderace down into its current role as a sports-tourer. But with a handy pilot on board, riders of modern rivals will see it in their mirrors for a lot longer than they’d expect.
Spec Highlights
Engine: l/c DOHC 16v in-line four Power: 145bhp @ 10,000rpm
Torque: 79.5ft/lbs @ 8,500rpm
Weight: 198kgs
Suspension: (F) fully adjustable 48mm forks (R) fully adjustable rising-rate monoshock
Brakes: (F) Dual 298mm discs, four-piston calipers (R) 245mm disc, dual-piston caliper
Fuel capacity: 20 litres (4.4 gals)
What To Look For
- Because it was a bit unfashionable, the Ace didn’t really attract full-on hooligans. Most have been looked after quite well. And with a good, robust fi nish, there’s no reason why even the earliest examples shouldn’t be considered. Avoid rough-looking ones though.
- Thunderace engines are very strong. If they’re serviced often and generally looked after they’ll do massive mileages. Valve clearances only need attention every 24,000 miles. They do use a bit of oil, but the oil level warning light lets you know when to top up. Apart from a rattle from the EXUP valve, the motor should sound pretty quiet. Anything that smokes should be forgotten.
- The brakes are a great indicator of how well the bike has been looked after. Kept clean and lubed, they are extremely powerful. Anything less means negligence.
- EXUP valves will seize if not maintained, making the bike lose power. Listen for a whirring sound when you switch the ignition on. If there’s no noise, then it needs sorting. Cost of repair depends on how bad the seizure is. Can cost up to £500.
- If the rev counter needle shoots up to an engine speed the motor is obviously not at, it’s an indication of a problem with either the EXUP valve, throttle position sensor or fuel level warning sensor. See a dealer.
- All clutches grab. But take a test ride and give the bike a handful of throttle at low rpm in a higher gear to check it’s not slipping too.
- End cans with a good carb jet-kit are a good idea and reduce weight. But full systems rob the motor of its mid-range power as the EXUP valve has to be ditched. Stock downpipes can rot.
- Pillions aren’t looked after too well. Fitting a grabrail is a must. High-set footpegs are more difficult to sort out.
- Don’t be tempted to fi t a 190-section rear tyre: it spoils the steering, slowing it up.
- Fairing fasteners seize easily adding to servicing bills and frustration. A dab of grease solves the problem easily.
- The Ace’s headlights are not brilliant. Fitting brighter 55w bulbs improves matters.
- Suspension linkages will wear and lead to sloppy rear ends if not kept lubed.
- Fitting a rear hugger will increase the life of the rear shock.
- Tyre choice will depend on how hard you use the bike. But bear in mind the Yamaha’s engine makes a lot of power and will eat through really soft sports tyres, or spin up really harder, longer-lasting ones.
- Servicing a Thunderace at home isn’t rocket science. Getting the bodywork off can be a chore. But armed with a bit of time and patience, a set of vacuum gauges and a decent toolkit, most work can be tackled. It’ll save you lots.
- Chains and sprockets can wear quickly due to the engine’s high torque. Fitting a Scottoiler helps to reduce this.
Source: SuperBike Magazine