Martin Child•20 Sept 2011
REVIEW
Yamaha YZF-R1
It sounds like a cross between a V-twin and triple, but it's a torque master in-line four-cylinder which reels in the scenery with some real purposeThe modern era of Superbikes started back in 1992 when Honda unleashed the mighty Fireblade. It was a sensation that ruled the track, road and sales chart until it was joined by Yamaha’s YZF-R1 and Suzuki’s GSX-R1000.
Fast-forward a decade and Honda’s original 900cc machine has morphed into a litre bike, while the Suzuki has evolved but still uses the same basic ingredients. So what of the R1?
It could be argued that Yamaha’s YZF-R1 has changed the most. Yes it’s still 998cc, yes it’s still a four-cylinder, four-stroke. But since 2009, the way the engine makes its power has completely changed the character of the bike.
And it’s not just a re-tweaking of the previous engine. Yamaha has completely re-engineered the powerplant, borrowing heavily on technology used in its MotoGP campaign. At the heart of this new mill is a crossplane crankshaft, which gives an uneven firing order that helps deliver linear torque. Sounds impressive, but what does it mean on the road?
The initial clue is in the sound. At first you’ll not believe your ears. It’s a Japanese, four-cylinder superbike, but it sounds like a mix between a V-twin and a triple. Instead of the usual race scream, it boooowhaaaarrrrrrss like a Ducati. Very strange.
And the strangeness doesn’t stop there. Although the clutch can be a touch grabby, the drive from a standstill isn’t. Instead of the usual wailing of revs and rising of front wheels associated with launching a litre rocket, the R1 drives hard and low and finds traction where others would still be looking.
On cold tyres, ‘normal’ four-cylinder bikes can easily spin the back tyre under hard acceleration. But the Yamaha refuses to do so. While you’re waiting for the slip ‘n’ slide ride, the R1’s already hooked-up and reeling in the scenery at an impressive rate. It’s very deceptive though, as the engine’s note gets louder rather than rises. In a way, it’s similar (but different) to the early Honda RC30’s ‘sounds-slow-but-isn’t’ exhaust tune.
To house this potent engine, a new generation of Deltabox frames has been created. Completely redesigned, with a nip here and a tuck there, the main change is in the new aluminium mix used throughout the chassis. Where the engine sits in the frame has been modified so that a new, longer swingarm can be used while keeping the wheelbase short.
On top of all this mechanical change comes a new set of clothes. From a sharp front fairing to the tiny seat unit that covers the twin, underseat pipes, the R1 has edged even further away from the look of the rest of the pack and even that of its smaller brother, the R6.
But the looks are secondary to the ride -- a good job as the test bike had questionable skull graphics on it. The bike rides on a strong wave of torque that seems omnipresent. There’s never a time when you feel you’re in the wrong gear. And when you do start to stir the box, this thing kicks like an angry bull shown a red flag.
But even though you feel this motion, your brain doesn’t quite understand it. It’ll take a look at the speedo to fully compute how fast this bike is. That effortless speed is a bonus on a track but can be a pain on the road. And I doubt if your local copper is as interested in your new technology as he is keen on relieving you of your licence. Be careful of what you wish for and all that…
Styling-wise, the wine-red and black scheme on this bike looks pretty drab. Add in those tacky skulls and you’ve got an awesome Superbike that looks like it’s been sprayed by Stevie Wonder. Also, if you’re tall, your knees and the edges of the middle fairings won’t be best friends forever.
If you don’t live at a track, you’ll need some good, empty roads nearby to fully get the R1. Ride this thing around a choked-up city will have it taunting you with, ‘Is that all you’ve got?” Around Sydney, it can feel like a tiger couped up in a granny flat.
But exercise some right wrist control and that ever-reliable torque makes it a pussycat in all situations. The new engine’s firing order has given the bike a vibe, a feel. It tries its best to remind you that this is the future, that this is special.
It seems to have grown a mechanical soul that's easy to like, no matter where and how you ride the machine. It’s like the R1’s been reborn.
Visit the Yamaha YZF-R1 in Bike Showroom.
Type: Liquid-cooled, DOHC, 16-valve in-line four-cylinder
Capacity: 998cc
Bore x stroke: 78.0mm x 52.2mm
Compression ratio: 12:7.1
Fuel system: Electronic fuel injection with YCC-T and YCC-I
Emissions: Euro 3
Claimed maximum power: 182hp (134kW) at 12,500 without ram-air
Claimed maximum torque: 115.5Nm at 10,000rpm
TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet
CHASSIS AND RUNNING GEAR
Frame type: Aluminium Deltabox
Front suspension: 43mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Monoshock with piggyback reservoir, fully adjustable, 120mm travel
Front brakes: Dual 310mm discs with radial-mount six-piston calipers
Rear brake: 220mm disc with single-piston caliper
Wheels: Spoked -- front 2.5 x 18, rear 3.5 x 17
Tyres: Front 120/7-17, rear 190/55-17
DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Trail: 102mm
Claimed wet weight: 206kg
Seat height: 835mm
Wheelbase: 1415mm
Ground clearance: 135mm
Fuel capacity: 18 litres
OTHER STUFF
Price: $19,999
Colours: Yamaha Blue, Raven or special-edition Candy Red/Raven (as tested)
Test bike supplied by: Yamaha Motor Australia, www.yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres, parts and labour
Fast-forward a decade and Honda’s original 900cc machine has morphed into a litre bike, while the Suzuki has evolved but still uses the same basic ingredients. So what of the R1?
It could be argued that Yamaha’s YZF-R1 has changed the most. Yes it’s still 998cc, yes it’s still a four-cylinder, four-stroke. But since 2009, the way the engine makes its power has completely changed the character of the bike.
And it’s not just a re-tweaking of the previous engine. Yamaha has completely re-engineered the powerplant, borrowing heavily on technology used in its MotoGP campaign. At the heart of this new mill is a crossplane crankshaft, which gives an uneven firing order that helps deliver linear torque. Sounds impressive, but what does it mean on the road?
The initial clue is in the sound. At first you’ll not believe your ears. It’s a Japanese, four-cylinder superbike, but it sounds like a mix between a V-twin and a triple. Instead of the usual race scream, it boooowhaaaarrrrrrss like a Ducati. Very strange.
And the strangeness doesn’t stop there. Although the clutch can be a touch grabby, the drive from a standstill isn’t. Instead of the usual wailing of revs and rising of front wheels associated with launching a litre rocket, the R1 drives hard and low and finds traction where others would still be looking.
On cold tyres, ‘normal’ four-cylinder bikes can easily spin the back tyre under hard acceleration. But the Yamaha refuses to do so. While you’re waiting for the slip ‘n’ slide ride, the R1’s already hooked-up and reeling in the scenery at an impressive rate. It’s very deceptive though, as the engine’s note gets louder rather than rises. In a way, it’s similar (but different) to the early Honda RC30’s ‘sounds-slow-but-isn’t’ exhaust tune.
To house this potent engine, a new generation of Deltabox frames has been created. Completely redesigned, with a nip here and a tuck there, the main change is in the new aluminium mix used throughout the chassis. Where the engine sits in the frame has been modified so that a new, longer swingarm can be used while keeping the wheelbase short.
On top of all this mechanical change comes a new set of clothes. From a sharp front fairing to the tiny seat unit that covers the twin, underseat pipes, the R1 has edged even further away from the look of the rest of the pack and even that of its smaller brother, the R6.
But the looks are secondary to the ride -- a good job as the test bike had questionable skull graphics on it. The bike rides on a strong wave of torque that seems omnipresent. There’s never a time when you feel you’re in the wrong gear. And when you do start to stir the box, this thing kicks like an angry bull shown a red flag.
But even though you feel this motion, your brain doesn’t quite understand it. It’ll take a look at the speedo to fully compute how fast this bike is. That effortless speed is a bonus on a track but can be a pain on the road. And I doubt if your local copper is as interested in your new technology as he is keen on relieving you of your licence. Be careful of what you wish for and all that…
Styling-wise, the wine-red and black scheme on this bike looks pretty drab. Add in those tacky skulls and you’ve got an awesome Superbike that looks like it’s been sprayed by Stevie Wonder. Also, if you’re tall, your knees and the edges of the middle fairings won’t be best friends forever.
If you don’t live at a track, you’ll need some good, empty roads nearby to fully get the R1. Ride this thing around a choked-up city will have it taunting you with, ‘Is that all you’ve got?” Around Sydney, it can feel like a tiger couped up in a granny flat.
But exercise some right wrist control and that ever-reliable torque makes it a pussycat in all situations. The new engine’s firing order has given the bike a vibe, a feel. It tries its best to remind you that this is the future, that this is special.
It seems to have grown a mechanical soul that's easy to like, no matter where and how you ride the machine. It’s like the R1’s been reborn.
Visit the Yamaha YZF-R1 in Bike Showroom.
SPECS: YAMAHA YZF-R1
ENGINE
ENGINE
Type: Liquid-cooled, DOHC, 16-valve in-line four-cylinder
Capacity: 998cc
Bore x stroke: 78.0mm x 52.2mm
Compression ratio: 12:7.1
Fuel system: Electronic fuel injection with YCC-T and YCC-I
Emissions: Euro 3
Claimed maximum power: 182hp (134kW) at 12,500 without ram-air
Claimed maximum torque: 115.5Nm at 10,000rpm
TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet
CHASSIS AND RUNNING GEAR
Frame type: Aluminium Deltabox
Front suspension: 43mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Monoshock with piggyback reservoir, fully adjustable, 120mm travel
Front brakes: Dual 310mm discs with radial-mount six-piston calipers
Rear brake: 220mm disc with single-piston caliper
Wheels: Spoked -- front 2.5 x 18, rear 3.5 x 17
Tyres: Front 120/7-17, rear 190/55-17
DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Trail: 102mm
Claimed wet weight: 206kg
Seat height: 835mm
Wheelbase: 1415mm
Ground clearance: 135mm
Fuel capacity: 18 litres
OTHER STUFF
Price: $19,999
Colours: Yamaha Blue, Raven or special-edition Candy Red/Raven (as tested)
Test bike supplied by: Yamaha Motor Australia, www.yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres, parts and labour
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Tags
Yamaha
YZF-R1
Review
Road
Road Racers
Written byMartin Child
Disclaimer
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
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