Launch: 2015 Yamaha YZF-R1 and YZF-R1M

My love affair with Yamaha's in-line four-cylinder 1000cc machines goes back a long way. I still remember the first FZR I raced in 1987. It was light years ahead of the competition. In 1989 Yamaha did it again with the introduction of the EXUP model, which was faster and more refined than the earlier FZRs.

I raced that 1989 model to an Australian production title, the trophy still hanging high on my wall at home today.

I moved away from Yamahas for a period but I still remember the day I saw the first YZF-R1. It was way back in 1998 when I was at Mallala Raceway in South Australia racing a Ducati -- but when I saw that Yamaha I knew the Japanese company was getting serious again.
In 2007, I raced a Yamaha in world superbike, and then the following year in world endurance. In 2009, the first of the big-bang models was released and we (Ed: Yamaha Austria Racing Team) managed to win the world endurance title the first time out, which was an amazing credit to Yamaha and the development team.

However, the problem with the first generation big-bang was that in street form it was very restricted, which made it a little slow compared to the competition. It was also too wide and too heavy but in full race trim it was a bike that could win races with ease just like its more refined brother, the M1 MotoGP bike.

Now the dynamics have changed again with the release of the new-generation R1, one I have very much been looking forward to on the strength of my long history with the brand. One thing I do know is that when Yamaha wants to make a splash it normally makes a big one.

The first thing to say about the 2015 model is that it’s a completely new machine from the ground up. Yes it's still an in-line four-cylinder and it’s still got that big-bang engine configuration, but that is where the similarities end. The specifications of the new model spell that out loud and clear.

There’s more though: not only did the boffins design one model but there's also another. Yes, that’s right: one for the street and one for the street or serious track day rider called the M. And I managed six 20-minute sessions at Sydney Motorsport Park on both the standard R1 and the M to kick off Yamaha's international track-only press launch.

We started in the morning with the KYB suspension-equipped standard machine, fitted with a Bridgestone 190 RS 10 RR rear and matching 120 70 RS10FR front. These tyres aren’t original equipment but are sportier for sport road riding and edging into track use.

The bikes were set up as standard with showroom-floor settings on the first outing, as Yamaha wanted us to feel the standard bike and adjust it from that point. Heading down pit lane for the first time made me feel like a boy again. I have always loved the noise of the crossplane crank Yamaha with its unique burble. Even with the standard pipe I felt like I was on a race bike heading out of pit lane. The lack of clutter as well as hidden headlights and indicators all made this R1 feel race-prepped out of the box.

We had to follow the Yamaha test rider for a couple of laps at a 'sensible' pace, which was great as it gave me a good opportunity to work my way into the seat and get comfortable. The bike is very ergonomically friendly for my 'average' size, and I didn’t hear too many grumbles from the taller guys either so I think Yamaha has found a good compromise.

On those exploratory laps I also got to grips with the ultra-modern dash, which was set to track mode for a more race-orientated focus. That includes  a lap timer option and a tacho which reads from 8000rpm up to the 14,000rpm redline. Yamaha has put a lot of thought into the layout of the switchblocks, which are so much more important than they were a few years ago as a lot of the electronics tuning is done through them -- and with the amount of adjustments available you need an intuitive system to tailor the bike's performance to your personal taste.

As the pace picked up the first thing that became apparent was the engine. It's narrower, more refined and 4kg lighter than before, and also fast. It’s way more potent than the old model with a very linear powerband and plenty of it. My bike was initially in power map 3, which is a softer delivery. However, I enjoyed the feel as it made the connection from the throttle to the rear wheel very smooth when opening and closing the gas.

The other thing I noticed was how the handling has such an easy disposition. It’s a bike you can get on and just ride. It’s a 'flat handling' machine, and by that I mean it doesn’t pitch forward and back under acceleration or braking like some others do. Flat handling bikes are usually easier to wrestle around than bikes with pitch built into them, as the rider position has less effect and the bike is more stable as well.

I have to say at this point I was surprised by the feel of the Bridgestone tyres, as I had ridden on some a couple of years ago and they scared me. These on the other hand had a great deal of feel and more grip than I was expecting for a tyre not narrowly focused on winning races.

As I upped the pace the standard settings of the KYB shock and fork started to be a little too soft. This caused the bike to run wide and wallow a little at some of the hard accelerating exits, so I then made some setting changes which included stiffening the front and rear suspension to help find the right attitude.

The KYB technicians didn’t do anything radical, and just added some more damping clickers front and rear and a couple of millimeters of rear spring preload to stop the bike from wallowing. I was then really able to appreciate the handling of the R1 with its suspension set correctly for the conditions.

After the suspension tweaks the fun really began. I’m glad I rode the bike soft first though, as it really bought home the fact of how adjustable it is and how when you do make changes they affect the motorcycle. That’s a good thing and the way good race bikes are made.

With the handling now sorted for my style and speed, I turned my attention to the electronics package, which is derived from the 2012 M1 -- so it's cutting edge and quite involved. There are four preset power mode settings, which means although the system is highly adjustable you don’t need to play with anything and can just choose one of those standard maps and ride.

The big thing about the electronics is the way in which this motorcycle measures its position related to the ground by using G sensors and Gyro sensors. These sensors measure pitch in all directions and roll left and right so the ECU knows exactly where this bike is sitting in relation to the road. This is important as there are so many adjustable components to play with if you want to.

There are seven major adjustable components, which is a massive increase on the old R1. They are as follows:

All of these settings are actually quite easy to change as well, thanks to Yamaha's new Ride control system which groups all the adjustable components onto an easy-to-read table so you know where everything is at. It really is a little like PlayStation – I love the tech side of this bike.

For my last morning session I dialed the settings of the electronics back and reduced wheelie control, left the slide control on level three and power mode on level two. I found this to be quite a good track setting and it allowed me to go even faster, but it was definitely at the expense of some safety feeling that I had from the combination of standard settings.

My last outing on the standard R1 was pretty much a scrap with Cam Donald and we weren’t holding back. I was happy with the R1 and the adjustments I had made over the course of the morning. I wish I had more time with the suspension, as at warp speeds it required more adjustment. But lunch was beckoning -- and more importantly time to get on the M model.

As soon as I tipped in to turn two I knew I wanted the M. The bike's Ohlins suspension is just racetrack ready. I definitely had a lot more bump-absorption especially when my knees were on the ground, and a lot more turn as well. I was a lot quicker than I had been in the morning with the standard machine. I didn’t touch the suspension and just dialed my preferred electronic settings on to the machine. The Electronic Racing Suspension (ERS) has manual and auto settings which adjust the suspension automatically depending on the situation the bike is in. Yamaha and Ohlins have done a great job because it's a sophisticated system but one that you can set-up and forget. It will just work.

You would think that it would be harsher than the KYB standard equipment, but due to the ERS it’s actually more compliant at cruising speeds, too.

The other cool thing about the R1 M is it comes with CCU, which is a communication control unit that allows data to be transferred from your smartphone or a tablet to the bike. Yes that’s right: sit in the lounge and set the bike up.

Other points of interest include the engine braking on both models, which is perfect, while the new clutch -- which is lighter and smaller and only has three springs -- also played a part with its slipper qualities. There has to be some electronic aid helping out there, too.

The brakes are fine on both models at standard speeds with good feel, but on very heavy stopping I felt I had to use too much lever pressure to pull the bike up. Perhaps a pad change will fix this but I’m being picky. Another thing I would do is change the footpeg hangers, as when things start to get really serious I found my feet dragging a little.

As a standard package, this bike is just so good. We only had the bikes on track so it’s impossible for anyone to say at this stage if this bike is the fastest 1000 sportsbike on the market -- but it’s certainly going to give it a good nudge. Would I buy one? I always did like the letter M…

2015 YZF-R1 AT A GLANCE (M MODEL IN BRACKETS)

Electronics

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: 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: Front 120/70-17, rear 200/55-17

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: Rapid Red, Pearl White, Raven Black, Yamaha Team Blue, Matte Silver (Carbon Liquid Metal)
Test bike supplied by: Yamaha Motor Australia, yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres