banner

Stop whining and get to work!

MOTORRAD’s Top Test showed that riding the new Yamaha YZF-R1 is as demanding as it is rewarding.

Written by Ralf Schneider , Date 4:35 PM
Six years after launch, Yamaha has drastically re-designed the YZF-R1, its sporty top model. The new YZF-R1 now has a completely different character.

Six years after launch, Yamaha has drastically re-designed the YZF-R1, its sporty top model. This bike has radically changed its character. MOTORRAD’s Top Test showed that riding the new Yamaha YZF-R1 is as demanding as it is rewarding.

How much does the Yamaha YZF-R1 owe to the M1? Expressed otherwise: How much of the legendary Jorge Lorenzo’s and Valentino Rossi’s MotoGP Yamaha has been channelled to latest supersport of the brand? More than ever before, even in terms of design. The striking central inlet for the intake air, the starting number field above, and the entire shape of the front panel, closely take after the YZR-M1. “I am a racing bike of the purest sort, built to be fast”, reads the announcement.
Indeed, much of the technology of hand-built racing prototypes flows into the series machine Yamaha YZF-R1, and this alone had its fans on the edge of their sits for several weeks. How much power does it have now? While Yamaha announced 197 HP, MOTORRAD’s test edged up to 199 HP. If we’re allowed the analogy, it felt like runaway horses at full gallop.
Quite a feat in our view, and one that surely boosts the new model’s performance. Not surprisingly, the new Yamaha YZF-R1 delivers 29 HP and 3 Nm more than its predecessor. Performance figures are staggering. As far as acceleration is concerned, the R1 is at par with the BMW S 1000 RR, and the specified maximum speed of 285 km/h is slightly understated. Indeed, MOTORRAD has actually measured 299 km/h before the ignition cut-off point – courtesy of Yamaha electronics.

 

199 kilograms with a full tank

The effort to create a fundamentally new engine for the Yamaha YZF-R1 has been worthwhile. A brief summary of the main changes evidences the enormity of Yamaha’s effort: The new engine receives 1-mm smaller bore and a 1.3-mm shorter stroke compared to its predecessor. This allows larger valve diameters and better filling. The new cylinder represents an even bigger step towards racing technology: Instead of using cup tappets, the valves are now operated by lightweight rocker arms – as in the MotoGP category. Not to mention other high-quality components such as titanium connecting rods and forged pistons.
Two further comparative figures bear witness to the enormous progress made by the new Yamaha YZF-R1: 215 and 199 kilograms. That’s indeed the weight with a full tank of the new and the old bike. Bear in mind though that the old R1 carried no ABS and featured a larger tank – one extra litre. Regardless, the drop from 18 to 17 litres only accounts for 0.8 of 16 kg in weight savings. With all probability, all parts in the R1 are indeed lighter than their old counterparts.

 

The Yamaha YZF-R1 consumes 6.1 litres

The new Yamaha YZF-R1 and her older sister only come close in sheer power. In fact, measured values hardly lead to lazy switching at low speeds while riding in high gears. And even though this is precisely how we gauged fuel consumption, the R1 engine passed the test with 6.1 litres per 100 kilometres. This would put you at 279km if you were to run the 17-liter tank dry. In a sacrificial self-experiment, we have proven that approximately one litre of fuel is not available, and the actual range is therefore reduced accordingly. By contrast, the R1 consumes just 5.5 litres on a steady 130 km/h trip.
The mediocre torque can be largely explained by the engine characteristics: Until about 7000 rpm, Yamaha’s four-cylinder seems intentionally restrained. Past that point, there is a steep torque boost between 7200-8800 rpm, which feels extremely spectacular. Driving at such speeds on the highway – but even in third gear – leaves your driving permit considerations far behind. Although the Crossplane four-cylinder might run and twang as a composed fellow, its response is surprisingly gruff, at least in power modes one and two. The numerous load changes on winding roads demand focused, conscious work on the throttle. In mode three, the engine of the new Yamaha YZF-R1 feels somewhat gentler on the throttle after overrunning. This, however, makes the still lower torque in the middle-range more evident, even when driving on public roads.

 

It tears along at incredible speed, but still manages to sound relaxed

The engine of the new Yamaha YZF-R1 demands highway trips and – even better – fast laps on the racing track to realise its full power and glory. And with its very special way to trick the rider into speeding. Even under full load near the cut-off point, when the four-cylinder pumps at almost unbelievable speed, it still sounds calm and relaxed. Besides the power reserves this evidences, drivers can thus focus on important things. Beyond all measurement values, one of the great advantages of the Crossplane principle lies therein.
Ever since Valentino Rossi’s first World Championship on a Yamaha, the M1 suspensions are deemed to be truly exceptional. We ignore whether the new Yamaha YZF-R1 has inherited such excellence – if at all. On the other hand, we’re reminded of its excellent chassis after the first few corners. Is offers an incredible connection to the front wheel, providing for laser-like steering, and no hard load shifts at the apex will throw it out of balance. When throttling up, it conveys the feeling of precise hindquarters, which push forward in neat and elastic fashion. That takes a while during extensive highway driving for the Yamaha YZF-R1, and can be downright enthusing on the race track.

 

“Are you stable in corners or is it just stubbornness?”

The test team treated itself to a little trip from the hinterland of the Spanish coastal town of Cambrils to the Circuito de Alcarràs. One of the attractions of this track is its fast, steep downhill double-left turn, which is dotted with a few long and deep bumps here and there. It is indeed in these short of stretches that the Yamaha YZF-R1 truly shines; it guarantees a steady, trouble-free front wheel behaviour, while making sure that no bumps throw the bike off track. This helps drivers to neatly feel front wheel slips with enough anticipation to absorb them.
These virtues should not be mistaken for playful handling and, therefore, need not be necessarily appreciated. In fact, the Yamaha demands vigorous steering impulses, especially when negotiating S-shaped bends. As if further proof were necessary after carving countless highway curves, the machine negotiates the tight left-right chicane in Alcarràs with astounding ease. In this section, one may be tempted to ask the Yamaha YZF-R1 this question: “Are you still up for cornering or are we going straight on?”. Its pitiless answer would possibly be: “Stop whining and get to work”.

 

Stooping lowly, hanging down beside the front wheel

Yes, that’s it. Unfortunately, the outstanding suspension qualities of the Yamaha YZF-R1 come at a hefty price: Physical labour in the form of high steering forces or dynamic weight shifting. Because cornering works best if riders hang off the right way, bringing their centre of gravity lower, to the inside and forward.
Leaning on the handlebars with straightened elbows is certainly not recommended. One can hardly – let alone comfortably – steer the Yamaha YZF-R1 from such seating position. With its high seat and deep handlebars, it is designed to bring most of the rider’s weight forward. For reference value: The grips in the extreme Ducati 916 lie over four centimetres above the bench, and just 3.5 centimetres for the R1. When driving slow, which by R1 standards means highway speeds, riders must hold their weight with abdominal and back muscles – and that can be exhausting over the long run. Over time, you become the poster child of a well-known DIY chain: There is always plenty to do. That’s a given for hardcore racing-circuit drivers, who are either making record laps, or on their way to the next circuit. Still, the majority of supersport bike riders move most of their time in public traffic.

 

Assistance systems of the Yamaha YZF-R1

It is practically impossible to assess highly technical motorcycles without the acknowledging their assistance systems. Despite the complexity of these systems and the multi-level configuration of most individual components (for operation, see next item pages), the Yamaha YZF-R1 manages to simplify their operation reasonably well. Once soon realises that this complexity also conceals a major development effort.
Differences in the four power modes, which are sorted after a short testing time, can be best felt during routine trips. At the racing track, MOTORRAD testers selected mode one, otherwise one or two. Yamaha YZF-R1’s nine-mode traction control stood at two at the race track and mostly at three on the highway. Defensive drivers beware: This setting allows significant rear slip so choose four or five for a relaxed ride. Warning: Drift and wheelie control are automatically disabled when you switch off the traction control. As regards the SCS (Slide Control System), even aggressive sports riders should get along with two modes out of three; level one should be left to those seeking deeper drift angles.

 

The ABS on the R1 cannot be switched off

On the rising and undulating stretch of the Alcarràs circuit, the author favoured the lift control in stage one when revving up, which allowed beautiful – and still safer- acceleration wheelies. You can easily remain in this stage for highway trips. And don’t let anybody think that’s unnecessary. The two shift assistant modes feel so close that they seem irrelevant.
Yamaha does not allow any deviations from the ABS factory tuning. The anti-lock and combined brake system cannot be switched off, which seems rather unusual in a supersport bike. As already hinted on the highway and confirmed on the circuit, the braking system is not the limiting factor for curve braking, but the rear wheel lifting. As we brake in full while driving straight ahead with clutch pulled, the Yamaha YZF-R1 holds the line without swerving, although we notice a minor gap between the rear tire and the road.
As noted in the manual, control processes are indeed noticeable but not intrusive. The average 9.4 m/s deceleration from 100 km/h is just impeccable. A word or caution for YZF-R1 riders: Go gentle when downshifting on the track, and/or braking inside the curve. Otherwise, you might end up with the tail flaring wildly out of the intended line.
And we cannot blame the fork tuning for it. It features a staunch spring with a steep progression; stronger preload would have made the Yamaha YZF-R1 a better carrier. The low spring preload is also to blame for the pronounced tail lowering. On the other hand, the extremely forward-leaning seating position may also help pull up the tail. We’re sure chassis specialists will figure it out at some point. For now, however, a special braking technique will do: Brake softly, modulating its action belatedly, with restraint, and well inside the curve. Exactly as pros would. The Yamaha YZF-R1 is entitled to make such claims. Most likely, such bragging rights also come from the M1.

Control processes are not noticeable but not intrusive

As noted in the manual, control processes are indeed noticeable but not intrusive. The average 9.4 m/s deceleration from 100 km/h is just impeccable. A word or caution for YZF-R1 riders: Go gentle when downshifting on the track, and/or braking inside the curve. Otherwise, you might end up with the tail flaring wildly out of the intended line.
And we cannot blame the fork tuning for it. It features a staunch spring with a steep progression; stronger preload would have made the Yamaha YZF-R1 a better carrier. The low spring preload is also to blame for the pronounced tail lowering. On the other hand, the extremely forward-leaning seating position may also help pull up the tail. We’re sure chassis specialists will figure it out at some point. For now, however, a special braking technique will do: Brake softly, modulating its action belatedly, with restraint, and well inside the curve. Exactly as pros would. The Yamaha YZF-R1 is entitled to make such claims. Most likely, such bragging rights also come from the M1.

 

Observations

  • Reversing the shift pattern is an easy task in the Yamaha YZF-R1. You need only change the lower eye of the shift rod from the front fastening point of the shift lever to the rear. In this case, riders should affix an admonishing sticker in the cockpit, as a reminder of the change.
  • Normal racing boots and a few kilometres are enough to scratch the swingarm of the Yamaha YZF-R1. A protective cover would come in handy.
  • When threading the rear brake after a tire change, we noticed that the ABS sensor cable can be easily pulled out of its holder. It scratches against the brake disc. Meticulous control is needed.

Elektronics Overview of the controls

Shift and govern

In the past, a driver’s manual was light reading. Today, however, it is nearly an essay-like document. The German manual of the Yamaha YZF-R1 contains 134 pages, 36 of which describe the choice of electronic driving aids and display options.
I would not be overly concerned, as the menu navigation of the Yamaha YZF-R1 is extremely clear. Even better, this oversimplification is not gained at the expense of functionality. Specialists will find endless ways to configure their bike to meet nearly any requirement. If necessary, saved configurations can be quickly enabled. Of course, such adjustments are only possible at a standstill to avoid driver’s distractions.

The core of the electronics package consists of the YRC settings

These are the settings of the so-called Yamaha riding control.
It offers four modes A to D, with each mode featuring the following, individually adjustable components: traction control, engine characteristics, drift control, shift assistant and race-start aid. Thus, you can set up mode A, for example, with subdued traction control, deep drift angle, and fast response times; alternatively, you may want to configure a mild, highway mode under B, and one for rain driving under C. What is more, drivers sharing a Yamaha YZF-R1 can set up and store their own modes. And all it takes is a few turning and pushing flicks on the menu switch to the right. Once modes are configured as desired, they can be easily activated with the mode switch group on the left handlebar. This also allows rapid reconfiguration of individual functions – while driving too for TCS and SCS. The VRC setting table provides a quick overview and change option for individual system settings per mode.
Furthermore, indicators like the tripmeter, and the instantaneous or average fuel consumption can be viewed and reset while driving by means of rotary switches.

Competition

  • Aprilia RSV4 RR
    Four-cylinder V-engine with 198 HP
    Weight 199 kg
    0-100 km / h n.a.
    Vmax 290 km/h
    Consumption n.a.
    18,490 Euro*
  • BMW S 1000 RR
    Four-cylinder engine with 196 HP
    Weight 205 kg
    0-100 km/h 3.2 sec
    Vmax 299 km/h
    Consumption 5.7 litres
    17,200 Euro
  • Ducati Panigale 1299 S
    Two-cylinder V-engine with 202 HP
    Weight 194 kg
    0-100 km/h 3.2 sec
    Vmax 299 km/h
    Consumption 5.8 litres 25,490 Euro.

Conclusion

Huge peak power, a comparatively weak mid-range, and a tough response. The suspension is tuned for extreme accuracy and stability, and demand the driver’s best handling abilities and commitment. A wide range of assistance systems that are easy to use. High-quality components, solid finishing. In our view, a reasonable price tag for the offering. In a nutshell, this is the new Yamaha YZF-R1.

Article Tags:  
Article Categories:   Motorcycle Reviews Yamaha

Lesen Sie diesen Top Test der Yamaha YZF-R1 auf Deutsch

Leave a Comment

Your email address will not be published. Required fields are marked *

×