First road ride: 2015 Yamaha YZF-R1

It's a conversation that's been had by many: when a superbike becomes more road-oriented it loses its on-track prowess and vice versa.

The 2009 Yamaha YZF-R1, the first with the big-bang engine, was an absolute fantastic road-going superbike. Yes, it could still hold its own at the track, but as the years rolled on and the latest generation superbikes were released (mainly from the Europeans, but also Kawasaki) it found itself being pushed more and more towards the road-end spectrum.

The 2015 YZF-R1 range (as there are two models now) is a no-holds-barred assault to return Yamaha to the top step of the podium in all forms of racing — an objective that is already showing positive signs in a number of domestic superbike titles around the globe. And there are continuing murmurs about a potential return to world superbike competition in 2016.
The two models available include a standard and an up-spec model dubbed the YZF-R1M. The ‘M’ shares the same engine and electronic package, but is fitted with electronic Ohlins suspension, carbon fibre fairings and a data logger. Bikesales tested the standard R1.

The world launch of the new R1 was held at Sydney Motorsport Park, in what was a typically controlled — and heavily scrutinised — environment. Bikesales certainly gave it the thumbs up (review HERE), but let's be honest: most new owners will be bash out the majority of their kilometres on the road. To that end, Bikesales has spent the last few weeks living with the new R1 purely as a roadbike. It even visited the dyno at RB Racing in Sydney to get a technical idea of what each power mode entails and to help us see what the best road map could be.

All four-engine modes were run up on the dyno, with quite a lot of difference between the four in terms of power delivery and throttle response. This is a tick for the road environment, as this is where riders really need the different power modes.

In ‘A’ mode, which is the most powerful and has the most direct throttle response, the R1 produced a peak horsepower output of 167hp at 13,500rpm at the rear wheel. Interestingly it was mode ‘B’ that produced the most torque with 98Nm at 9000rpm. ‘C’ mode produced basically the same peak numbers as the top two engine modes, but the 8000rpm kick-in-the-guts is toned down considerably. It also has the softest throttle response. ‘D’ mode is primarily for wet weather, with super-smooth power curve that sees around 60hp lopped off to a more adverse weather friendly 110hp.

For the road B is the pick. It has a noticeably softer throttle response that produces a smoother ride and makes small throttle openings jerk-free. It also covers up slight wrist movements over bumps, which is exaggerated quite a lot in A mode. Coupled with the extra torque and oddly enough more power right up until a smidgeon under the rev-limiter the B mode could very well be the fastest on the motorcycle.

The new R1 uses a six-axis Inertial Measurement Unit (IMU), which Yamaha claims is a first for a road motorcycle. It features a gyro sensor for machine pitch, roll and yaw, and a G-sensor for measuring machine acceleration and retardation in all directions.

Calculating at 125 times per second, these systems control the motorcycle’s traction control system (TCS), slide control system (SCS), lift control system (LIF), launch control system (LCS) and anti-lock brake system (ABS). Obviously, Yamaha also wanted to break the record for most acronyms used on a production bike!

Yamaha’s electronic system is hands down the best package I have felt. While I didn’t really sample the slide control, the traction control is unobtrusive and subtle in its handiwork. Power is cut gently and the motorcycle remains perfectly balanced. As the front wheel lifts under power in the first three gears the lift control maintains a perfect hover (MotoGP style) instead of slamming it back down and pogoing the front-end like some other superbikes do.

Every rider aid can be changed independently of one another and then saved into one of the four different default riding modes. While it is one of the best systems I have sampled it also suffers from one odd shortfall: you cannot cycle through the four riding modes on the fly.

So if A mode is your ‘angry face’ mode and D is your ‘get me home safely’ mode, you will have to come to a complete stop to change. Traction control, slide control and power modes can all be changed on the fly, so theoretically you can make A mode your D mode, but you have to cycle through three changes instead of a convenient one. This was the case with the test bike and was confirmed with Yamaha tech.

The six-speed box is sleek in its actuation, but the clutch is very grabby when it is cold — yes I did stall it in front of many people on a cold morning. Once warmed up it is faultless. Most quickshifters work impeccably at the track with a wide-open throttle and high-revving gear changes, but quickly show their faults on the road. Except the R1’s. Irrespective of revs, amount of throttle and gear position — even in the low gears — it never misses a perfectly fluid up-shift.

In the suspension and chassis department the new R1 is definitely stiffer and therefore the ride is inevitably rougher. It has more of a euro-feel about it than the traditional softer-sprung Japanese superbikes. Is it unbearable? Absolutely not. It is not the stiffest superbike I have tested and once you hit those twisties all is forgiven.

Tip-in is scalpel like, mid-corner stability is absolutely superb, and drive out of the corners is vigorous yet controlled — admittedly aided by the sticky Dunlop Sportmax tyres. The R1 is extremely nimble, and fast changes of direction happen in the blink of an eye with minimal effort required. The front-end inspires confidence to attack every corner and hold front brake pressure deep into the apex.

While it has taken a slight step back in comfort, the enhanced handling more than makes up for it. It also gets a tick over its predecessor in slow-speed manoeuvring. Its lighter weight and narrower design allows easier lane splitting and is less of a handful at peak-hour traffic speeds.

I will be the first to admit when I saw photos of the new R1 I wasn’t sold on the looks, but in the flesh it is quite possibly the best looking superbike on the market. It's a view that was supported by many onlookers. The front fairing mimics the Yamaha M1 MotoGP bike (won’t be long before there are 46 and 99 numbers stuck there…), while the aggressive tail is very Ducati Panigale like.

The 4.2-inch full-colour liquored crystal display is like having an iPhone for a dash. A white or black background display can be chosen, as well as a street display or track display. In street mode all the information is very easy to read, even under direct sunlight. Items displayed include odometer, tripmeters, intake temperature, gear indicator and average fuel. A fuel gauge would be a welcomed addition for road riding.

So does the new Yamaha YZF-R1 still make a great road bike or has it been engineered with too much of a track focus? It is both. The new model's home is obviously the track, but it still offers fantastic road-going acumen.

It would be a lie if I didn’t say it has taken a slight step back on the road in some categories such as comfort, but it has taken about five steps forward in the track department. You don’t have to be Einstein to figure out five is better than one. So do yourself a favour and check out the new YZF-R1 range, as it's taken the superbike category to a whole new level.

PERFORMANCE
Claimed maximum power: 200ps (147.1kW) at 13,500rpm
Measured maximum power: 167hp (124.5kW) at 13,500rpm
Claimed maximum torque: 112.4Nm at 11,500rpm
Measured maximum torque: 98Nm at 9000rpm
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 telescopic forks, fully adjustable, (Ohlins ERS), 120mm travel
Rear suspension: KYB monoshock, fully adjustable, (Ohlins ERS), 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: 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: $23,499 ($29,999)
Colours: Racing Red, Midnight Black, Yamaha Blue
Test bike supplied by: Yamaha Motor Australia, yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres