Now coming to the 'living with it' aspect, we think Yamaha has done a fair job. For example, the seating triangle is quite comfortable. It is easier to reach the saddle, even though it is a few millimetres taller than the FZ. The footpegs are slightly forward seat, the handlebar is easy to reach and then this seat is wide and it feels nice. So these three things make the FZ-X a comfortable commuter motorcycle. For the pillion, the space is decent and if you are one of those guys who tour a lot, well, we think you will be fine with a good amount of luggage.
The FZ-X is based on the FZ platform. So the 149cc air-cooled engine that you see here is from the FZ. In fact, nothing has changed for this new model. The power output. The torque. The compression ratio. Everything is the same as the FZ. And, the five-speed gearbox too, has been borrowed from the FZ. Because of such extensive cycle parts that's shared with its naked sibling, the FZ-X has the same engine character. The refinement level is really good. The NVH is quite controlled. The power delivery is linear and the engine revs quite nicely. We really enjoyed the mid-range as there’s enough torque to overtake vehicles easily. The bike feels sober till 5000rpm, post that the FZ-X does deliver a fun experience. And if you are one of those, you like stay at higher revs most of the time, this bike can do that with ease but you will deal with some minor vibrations on the tank and the handlebar.
The FZ-X rides on traditional 41mm telescopic forks at the front. And at the rear it gets twin shock absorbers with a seven-step preload adjuster. This is something we usually see in motorcycles of this segment. But what we really liked here is the way all of this comes together. We thoroughly enjoyed the low speed ride. The monsoon has hit Mumbai and the roads have started to show its true colours. But the FZ-X has been tuned well to tackle the poor roads and stay calm and composed. But yes, the high speed ride something that we aren’t truly happy about. Maybe Yamaha found out that being a city bike, most of the time it will be at lower speeds. So that’s why not a lot of focus has gone on the quality of its high speed ride.
Now coming to the brakes, the entire setup has been lifted from the FZ. So we are talking 282mm disc at the front and a 220mm one at the back. Single-channel ABS is standard. Even with its weight increase, this braking setup works fairly well. The stopping power is decent. You don’t have to put a lot of effort on the levers. But yes, as we see on other commuter motorcycles, the feedback on the levers is quite poor.
Let’s agree to the fact that the FZ-X is a commuter or you can call it even a city bike. That's why you see a low seat height, accessible kerb weight and good weight distribution. All these factors have made the FZ-X a motorcycle that is super easy and such a joy to ride in the city. The wide and easy to reach handlebar, the fantastic view from the saddle and the comfortable seating triangle - all come together really well and that makes the FZ-X one practical bike to own. In the corners, the bike works decently well. You might not feel comfortable entering and exiting a corner as you would do on the FZ-S, but you won’t be disappointed if you are on some twisty roads.
The FZ-X can easily take on some good off-road conditions. Thanks to its decent ground clearance, the bike can go through some nasty dirt conditions pretty well. The tyres offer decent grip in the dirt and that does improve the overall confidence. But it is not a Tenere, so one should avoid jumping it around or climb some steep hills. We tried all of it and it felt as if the bike doesn't want to do any of it.