2019 Yamaha YZF-R1 review

Yamaha has a long history of pushing boundaries, technologically speaking, and when it decides to rock the boat there are no half measures.

The Yamaha YZF-R1 was introduced way back in 1998 and at that time many thought we'd reached the pinnacle of sportsbike specification. However, 20 years, a few major revamps and two generations of cross-plane crank technology later, and the original Yamaha YZF-R1 looks like a commuter next to the latest missile.

I've ridden Yamaha YZF-R1s on many occasions in many guises, including in superbike spec at the Australian Superbike Championship where I handle the two-up rides during the lunch break between races.

It's never tiresome twisting the Yamaha YZF-R1's throttle; this bike always gives you that little bit extra, and seemingly has no limits. No matter how much riding talent or bravado a rider may have, the Yamaha YZF-R1 always has that little bit more left in the tank – and that's a recipe for pure adrenalin.

Every litre-class superbike on the market is ultra-competitive, and while their respective outputs and weights may differ slightly, they all have one thing in common: for road riding they are all capable of mindboggling speed.

So what then makes the $23,999 (plus on-road costs) 2019 Yamaha YZF-R1 different? What gives it its edge, and compels you pull $24k out of your bank account and stick your name on its screen? Well, there are a few reasons…

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The Yamaha YZF-R1 draws heavily from the Yamaha MotoGP bike. Its engine has a similar (yet far removed) cross-plane crank with an uneven firing order that gives it its unique growl. This engine is neither cheap nor easy to make and to hone it for road use means the associated development costs were staggering compared to more traditional four-cylinder engine formats.

The theory is that with the uneven pulses of power, there's more grip and traction to be had at the rear wheel. That's true, because in MotoGP – where R&D costs are on another level and the pursuit of grip is paramount – all the bikes run this technology.

Having said that, mere road-riding mortals are never likely to pull up at the café and claim they have more grip than their mate on a standard screamer – they're just buzzing because they've been riding something that sounds a bit like a V8 and goes like a scud missile…

Yamaha's Deltabox chassis has remained unchanged from 2015, when the current-generation Yamaha YZF-R1 launched. It's a great thing; the Yamaha YZF-R1's handling is impeccable and particularly so at road speeds, where there's a seemingly subliminal link between your brain and the bike's steering.

I rode the bike in the wet and the manner in which it turned on a winding road through the hills, with minimal lean angle and physical effort, was amazing. It feels compact when you're crouching down behind the bars and I did find it difficult to hunker down behind the screen – an aspect with which taller riders may struggle. However, it's a small price to pay for the sheer thrill of riding this machine.

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On the flipside, the appreciable 860mm seat height won't lend itself to riders at the shorter end of the spectrum, although from those lofty heights the bike turns in with near zero effort. And with only the dash and handlebars in view, there's very few visual cues at all that you're riding a bike (apart, perhaps, from the way the scenery blurs with every small throttle input…).

It took me perhaps a 100km or so to fully gel with the Yamaha YZF-R1 but, once I had, it's pure exhilaration. And the more I rode, the more I appreciated its insane capability.

There are no shortage of niceties, either, with things like magnesium wheels, an alloy tank, LED lighting and even a race number board sure to please road riders and track fiends alike.

The list of fancy electronics is impressive, with cornering ABS and multi-level traction control and engine maps allowing riders to tame the beast with confidence. The TFT dash looks trick and offers up a wealth of information, and its menus are easy enough to navigate once you know what you're doing.

The four engine maps (A through D) alter a number of internal electronic settings, effectively transforming the YZF-R1 from superbike-race-winning fast to something with the speed of an YZF-R3 off the lights. It got me thinking… do we even need 600 supersport models anymore, when so much edge can be taken out of a litre-class bike for city riding or wet-weather conditions?

Suffice it to say, you can personalise the Yamaha YZF-R1 to your heart's content, and although the standard version might not have the integrated telemetry function of the flagship YZF-R1M, it's just about there when it comes to getting on the track.

Certainly the brakes are up to the rigours of track use. The radial-mount, twin-320mm-disc setup washes off speed with gusto and precision, and while Yamaha's Unified Braking System is a linked arrangement (applying the front brakes automatically delivers a degree of braking force to the rear caliper), it works great for most people. And, of course, for track enthusiasts it's no drama to play around with different pad compounds to tailor the braking performance to your own preference.

The 2019 Yamaha YZF-R1 isn't the latest thing on the litre-class superbike scene, but it sits in the middle ground in this hotly contested segment and it cover the broad spectrum of superbike applications. For those who want a little more, there's a raft of factory race kit parts available to take the bike's bling or performance (or both) to the next level.

This is a race-winning machine and on the road it's nothing short of mind-blowing. It looks like a GP bike and it goes like one too. I hope I'm around in another 20 years to see how Yamaha's YZF-R1 has evolved, because today's model is already seriously hard to top…

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, forward-inclined 16-valve four-cylinder
Capacity: 998cc
Compression ratio: 13.0: 1
Bore x stroke: 79.0mm x 50.9mm
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 200hp (147.1kW) at 13,500rpm
Claimed maximum torque: 112.4Nm at 11,500rpm
Economy: 7.1lt/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet slipper

CHASSIS AND RUNNING GEAR
Frame type: Aluminium Deltabox
Front suspension: KYB upside-down 43mm fork, fully adjustable, 120mm travel
Rear suspension: KYB monoshock, fully adjustable, 120mm travel
Front brakes: 320mm discs with radial-mount four-piston calipers
Rear brake: 220mm disc with twin-piston caliper
Wheels: Cast magnesium – front 3.5 x 17, rear 6.0 x 17
Tyres: Dunlop Sportmax – 120/70-17 front, 190/55-17 rear

DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Trail: 102mm
Claimed kerb weight: 199kg
Seat height: 860mm
Wheelbase: 1405mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $23,999 plus on-road costs
Colours: Yamaha Blue or Tech Black
Test bike supplied by: Yamaha Motor Australia, yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres