Fz1 2001 motor blew, I have a 2001 R1 I can get but I don't know if it will fit?

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Hello I have a fz1 2001. I blew my motor last week and was wondering if a 2001 R1 motor will fit in the place of my old fz1 motor. Thank you
 
not too much more... the FZ was based off of the 1998 R1... which remained unchanged into 1999... it then had minor tweaks but remained carbed until 2002 when it got FI... so, the 2001 FZ and 2001 R1 are remarkably similar...

In order to do the swap correctly though, you'd need to get your hands on the R1's wiring harness and swap that over with the engine....

Now.. if I were going to do the swap... I'd be looking for the 2000-2001 R1 motor... as they changed the electronics and jetting to what ended up in our FZ's... the previous R1's had some fueling problems as well as charging problems...

As far as I can remember... the motor mounts bolt right up... the header from the FZ would have to be used, as the angle on the R1's exit pipe is a little different...


All of that said.... I see no reason at all to do it. FZ engines are readily available on eBay... No need to reinvent the wheel on this one...
 
This was the time they introduced the sleeker AIS and re-jetted the carbs too. If you can get the engine and wiring harness, I'd love to see the build and the end result. :D
 
va_rider said:
but the rejetted carbs and AIS is what ended up in the FZ... not the previous model R1 motor.
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Well, he did say he had his eye on the 2001 R1 and that did have the rejetted carbs and AIS.

2000–2001
In 2000, Yamaha introduced a series of changes to improve the bike, plus minor changes to the body work to allow for better long duration ride handling. The R1 was an excellent bike to live with on short runs, but due to its quick handling was not a favorite longer run bike. Yamaha's main design goal was to sharpen the pre-existing bike and not redesign it. Even so they instituted over 150 changes in hopes of making an already light, sleek and mean motorcycle even lighter, sleeker and meaner. For example, even with the addition of the new Air Induction System, which weighs four pounds, the overall weight of the bike is down five pounds to 414 lb (188 kg)[7] dry. At 127.8 bhp (95.3 kW) at the rear wheel,[7] top-end output remains the same but changes to the engine management system are supposed to result in a smoother, broader distribution of power.The bodywork is still unmistakably R1 although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing has a sharper profile, the side panels are more aerodynamic and slippery and the windscreen has been reshaped for better rider protection. In fact the bodywork changed so much that bodywork from previous R1s will not fit the Y2K edition. Also updated is the seating area. The fuel tank is reshaped with a more relaxed rear angle and deeper leg recesses to provide for better rider feel. The seat extends further towards the front of the tank and the new, steeper seating position puts additional weight on the front end. All of this is aimed at improving weight bias and offering sharper cornering and more stability. Again, the resounding theme here is to sharpen what was already a very sharp package. The carburetors have been rejetted in an effort to improve throttle response—especially in the low end—all the way up to the bike's 11,750 rpm redline. The redesigned camshafts are lighter and use internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provide less friction and create less engine noise. Also changed within the crankcase is the gearbox featuring a taller first gear, a hollow chrome-moly shift-shaft with an additional bearing and a completely redesigned shift linkage and foot pedal. These changes are aimed at nixing last year's transmission complaints as well as helping to transfer as seamlessly as possible the R1's prodigious power to the pavement
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