2020 Yamaha YZF-R1 launch review

The Yamaha YZF-R1 has been positioned at the pointy end of the company’s sports bike range since 1998 and, in addition to consistently strong sales, continues to be strong performer on race tracks around the globe.

The last major update to the Yamaha YZF-R1 was in 2015, when Yamaha also released the up-spec YZF-R1M. Here’s our review.

The pair has now been updated with a suite of engine enhancements, electronic improvements, suspension upgrades and styling refinements. Have the changes made a discernible difference? We took to Sydney Motorsport Park to find out.

On the styling front, the nose of the Yamaha YZF-R1 has new LED headlights and a sharper shape – while the marque also claims a 5.3 per cent improvement in aerodynamic efficiency.

The balance of the R1’s silhouette is still much the same, save for graphic and paint updates. The dash is still cutting-edge TFT but offers more electronic options – including altering the level of engine braking and the way the ABS cuts in.

Related:
Yamaha unveils 2020 YZF-R1 and YZF-R1M
2019 Yamaha YZF-R1 review

Adjustments are also available for traction control, slide control, lift control, power maps, throttle maps and the quickshifter settings, while the M dash has another screen for its Ohlins electronic suspension. It’s like having an in-built technician, with wise counsel in areas like acceleration, brake and/or corner support. And if you want to simplify things further, you can leave it in auto mode.

The standard YZF-R1 also receives the option to change the dash settings via the mobile app that was only achievable on the YZF-R1M in the past.

Quite simply, the level of adjustment puts the YZF-R1 line-up right at the upper echelon of sports bikes.

The base remains the same, with Yamaha opting to retain the brilliant 998cc inline four-cylinder crossplane crankshaft powerplant. However, there have been important changes on a couple of fronts. Firstly, it’s now Euro 5 compliant. A new pipe with a catalytic converter moved closer to the headers is the biggest difference, but the good news is that performance hasn’t been compromised.

In fact, to eke out more performance, Yamaha has adopted a new finger-follow rocker arm system which increases the efficiency of the valve train. Additionally, the cylinder head is new, as are the fuel injectors with a more direct path to the inlet. Add those changes to revised cam profiles and the Yamaha YZF-R1 still has plenty of go.

The throttle cable is now gone altogether, replaced by a full ride-by-wire system, while the chassis is the same as the original 2015 model. However, there is now more scope to alter the wheelbase and change gearing, which is a nod for the more racing-orientated clientele.

Ergonomics are very similar to the 2019 model, but one massive improvement is the new Bridgestone RS11 OEM tyre. It’s a huge step forward from the Bridgestone RS10. The Yamaha YZF-R1M has a 200-section rear and the YZF-R1 a 190-section, but there’s no obvious difference between the two – if anything the 190 steers better.

Both models have light magnesium rims, which can be expensive to replace or have spares for wets.

The first few laps were a real eye-opener on the $26,399 ride away. The settings were all in the standard position with maximum power. And it was a handful: the power was instantaneous and aggressive. It was a thrill to ride but I needed to stay on top of things otherwise it felt like it was going to bite.

To calm the situation I changed to a different map (bit still with full power) and backed off slide and traction control, but it did make me think about how lost you can get with so many changes available – not just on the YZF-R1 but all the latest sports bikes.

Nevertheless, once the electronic settings were sorted it was time to carve up the track. The machine handles well, but if you really want to word hard on setup the high-quality Kayaba suspension responds in kind. In my case it was eradicating some softness in the rear, which saw it run a little wide at a fast pace.

For track use, changing the tyres is a must. The RS11 tyres worked well enough for most of the day but were screaming enough by the afternoon. The brakes were a little soft after being out there for a while, but I certainly got more out of them than the unified braking system on the 2019 model.

I ended up putting the lever out to maximum reach and it was okay. If you were to buy a YZF-R1 and hit the track regularly, proper fluid, brake pads and bleeding will bring the brakes up to scratch.

The YZF-R1 has a uni-directional quickshifter (but I prefer the M model’s bi-directional blipper system), while the traction control system works well providing appropriate ‘interference’ but feel at the same time. The combination of tyre, system function and power let me feel the back-end grip levels, which was a big confidence boost.

The M is just a beautiful bike, with flash bits everywhere. There’s more carbon than the 2019 model and more trickery with the electronic suspension.

I rode the bike a couple of times, starting with my base YZF-R1 electronic settings as there is no difference between the two models in that regard. However, the big disparity is in suspension, and with the new Ohlins on the M there is no need to buy aftermarket gear to go fast. These suspenders are as good as it gets.

The best part is that the M in auto mode is also more comfortable to ride on the road as the system can detect the aggression of your inputs. Riding to the shop equals soft and going hard equals racy.

The wider rear tyre of the M does change the handling slightly, but in reality if you can afford an M sticky tyres will be the first items on the shopping list.

The YZF-R1M, priced at $34,849 ride away, also has a GPS receiver, which has the ability to log laps and data. Yep, it’s a pretty trick machine.

Final thoughts

Yamaha hasn’t made stratospheric updates to the YZF-R1 and YZF-R1M – but what the company has managed is extremely impressive. Suspension improvements have stabilised the ride, the engine has forged ahead in the grunt department, and the electronics have gone to another level.

It’s now getting to the point where it’s hard to make sports bikes a lot better in one fell swoop, but the 2020 Yamaha YZF-R1s have both taken another step toward perfection.

Yamaha is probably scratching its head on the next step, because in reality it will be hard to move forward and maintain the same price point. Whatever it does let’s hope it keeps the big-bang engine concept because it's the duck's guts.

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

PERFORMANCE
Claimed maximum power: 200ps (147.1kW) at 13,500rpm
Claimed maximum torque: 112.4Nm at 11,500rpm

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

CHASSIS AND RUNNING GEAR
Frame type: Aluminium Deltabox
Front suspension: 43mm KYB upside-down telescopic forks, fully adjustable (Ohlins electronic), 120mm travel
Rear suspension: KYB monoshock, fully adjustable (Ohlins electronics), 120mm travel
Front brakes: 320mm discs with radial 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: Bridgestone RS11 -- front 120/70-17, rear 190/55-17 (200/55-17)

DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Trail: 102mm
Claimed kerb weight: 201kg (202kg)
Seat height: 855mm
Wheelbase: 1405mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $26,399 ride away ($34,849 ride away)
Test bikes supplied by: Yamaha Motor Australia
Warranty: 24 months, unlimited kilometres