WHAT you are reading about here (and looking at) is a new
generation four-cylinder bike. The first of the big bangers…
The 2009 Yamaha YZF-R1 has been one of the most
eagerly anticipated sportsbikes of the past decade. In terms of technical
advancement, Yamaha really have upped the ante with the new 1000.
The chassis has received some major updates such as an entirely
new frame, repositioned engine, 43mm inverted forks with independent
damping and all-new bodywork. However, it is the engine that stands out
in this machine.
Not only have Yamaha mass produced the very first crossplane
crankshaft with a big bang firing order of 270 – 180 – 90 – 180, they have
also incorporated dozens of other high tech design features into their most
oversquare, largest bore multi-cylinder engine to date.
The compression ratio is up, the fuel system features YCC-T and
YCC-I and twin-injectors per cylinder and the cylinder-head features a
closed-deck design – so no coolant passes between the cylinders and
the head – coolant enters and exits each componant separately. This enables better sealing for the high compression ratio and also provides a
more uniform combustion chamber temperature. The crank journals are
now a massive 36mm in diameter to cope with the big bang firing order.
This could add substantial weight to the crank but Yamaha engineers have
cleverly removed material in other areas to reduce this – such as behind
the primary gear.
Cunning stuff…
The rest of the engine has had the features of the previous generation
– namely the slipper clutch, cooling system and gearbox – updated and
refined. In short, Yamaha have not left a stone unturned in their quest to
improve their flagship motorcycle.
AT A GLANCE
The world press debut of the 2009 R1 was held locally, which meant (for
once) that Aussie journalists avoided the usual 30-hour flight to Europe to
sample the latest and greatest. Eastern Creek was the venue – so even
better, I got to sleep in and drive there…
It was forecast to be a hot day, 43°C, not ideal for the Russian, Dutch
or Canadian journo’s (the latter had arrived from –22°C), so as I geared up
after the technical briefing I was more than keen to get some laps in while
the temperature was still below 30-something.
Sitting on the bike for the first time revealed a completely new riding
position. Much tighter than the previous model, the 2009 position is closer
to the compact CBR. The ’bars are 10mm further back, the seat is 7.6mm
further forward and the footpegs are also 10mm further forward than the
2007/2008 R1. At 185cm, I find the bike a bit cramped and will be opting
to alter the position of the newly adjustable footpegs of our long termer
(which arrives real soon!). The screen on the R1 is also quite low so I’ll go
a genuine double-bubble or an aftermarket item but the fuel tank shape is
accomodating and makes tucking in fine.
There are some new functions on the dash to familiarise myself with
while I’m stationary (see spec’s), along with a new button on the right-side
switchblock that controls the D-Mode setting (see breakout). The seat feels
wide and there is plenty of room behind to slide back. The mirrors and their
position are great… And the styling is, in my opinion, stunning. I particularly
dig the red anodised frame on the Competition White model.
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THE RIDE
Firing up the new R1 for the first time is a memorable experience.
I love
new technology, so as I hit the starter and hear that unmistakeable big
bang rumble I grin like an idiot.
Within seconds there are a dozen more
R1s idling away and the sound is fantastic.
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Blipping the ultra responsive throttle reveals a deep induction noise and
an engine note somewhere between a Honda V4 with cans and a 1098R
Duke. The weird part is, I can’t seem to get my head around the fact that
I’m on an R1. A four-cylinder bike doesn’t sound like this…
We exit pit lane and follow endurance legend and multiple Dutch
superbike champion Jeffry de Vries for two laps. This lets our guests
familiarise themselves with the track and lets me check out the lines of de
Vries, now a long-time Yamaha test rider. He does 1:36s on the R1 here.
On street tyres…
It takes me those two laps to get comfy on the bike. After living with our
own Project R1 throughout 2007 and getting used to the most spacious
1000 in the class, I’m struggling to fit into the new bike. 1000s just seem
to be getting smaller and smaller, which is fine for the average 170cm racer
but useless for anyone over 180cm. Anyway, once I settle in the bike starts
to get more familiar. That R1 feeling is there and once I relax I realise that
although there is a lot of change, there is also a lot of the old R1 feeling
in the chassis.
The engine, however, is another story.
There are three D-Mode positions; A, B, Standard. I am using Standard
for this first session. B Mode is low power and feels like a 600, A Mode is
too aggressive on initial opening and the bike steps sideways all the time.
Once I come to terms with riding a bike that looks nothing like the way
it sounds – as in talking to a chick who sounds like a dude – I start to take
in some feedback from this amazing motorcycle. The power delivery is flat
and seemless with no big hit anywhere – not in the middle, not up top.
There is just power there whenever I twist the YCC-T throttle. Torque is on
hand anywhere – more so than on a V-twin or triple.
The engine is powerfull and the bike accelerates hard. As I crest the
hump over the tunnel into turn four the R1 is on the back wheel, shaking
its head on touchdown. Gearing is incredibly tall and I can hold secondgear
through corners that are normally third gear. But that hit of power and
excitement is not there. Yamaha have taken a big gamble with this bike.
Owners will either love the tractable, endless torque or dislike the flat feeling
and lack of the torque. Personally, I enjoy controllable power like this on
a track. But on the street a more exciting powerband often makes those
Sunday morning rides more fun…
The revised slipper clutch settings are great. On corner entry there is
just the right amount of engine braking and clicking back all the way to first
for turn two has the rear gently stepping out under hard braking, helping
turn-in. And into the fast turn 10 the rear remains stable when trail braking
for turn 11. Clutch action for launching and upshifting is smooth and light.
I have minimal shifting issues with the gearbox however the lever did fail
to return on a few occasions after selecting second gear. I didn’t use top
gear at all on the track and reached a top speed of 280km/h on Eastern
Creek's long front chute.
On turn-in the new R1 is light and fast but the bike has a definite
tendencey to oversteer, so as I tip into Eastern Creek’s flowing curves I’m
losing some concentration by having to keep the bike off the ripple strips.
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WAYNE GARDNER ’S RIDE
Last year I voted the Yamaha R1 second place in our 1000cc Shootout. I loved the
top-end power of the bike and the aggressive nature. The 2007 R1 was a thrilling,
exciting motorcycle that really gave me a buzz. The only reason it did not win the
comparison test against the Fireblade was because it had a tendancey to run wide
off the turns and was not quite a refined or as neutral in steering as the Honda.
When the opportunity came for me to attend the 2009 world press launch of
the new R1 I jumped at the chance. Jeff is getting one of the bikes in March but I
couldn’t wait that long to ride it! After sitting through the technical breifing I was extremely impressed by the
technology in this motorcycle.
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The crankshaft, firing order, fuel injection system,
suspension and manufacturing techniques are all cutting edge and above the
opposition.
I had an idea of what the bike would be like engine-wise, based on my
experience riding big bang 500s and some of the V4 endurance bikes I raced.
I really enjoyed the bike, the engine power is very deceiving. It doesn’t feel like
182-horsepower, or even that fast, yet my lap times were the same as they are
on a Fireblade or GSX-R1000, for example. I think Yamaha are on the right track
with the engine and that this is definitely the way of the future. Bikes are getting
so powerfull that they need more control and the R1 is on that track. However,
the bike does lack excitement so whether the bike is popular or not will depend
on personal preference.
To me the bike felt more like a triple or even a V-twin, with big long gears and
lots of torque.
Yamaha engineers have worked hard on the chassis, and I spent a few hours
discussing the bike with them. After my test I can conclude that, in my opinion,
they just need to slow down the steering a bit as it tends to oversteer into a corner.
And they still need to address the bike running wide off turns.
I found the suspension to be fantastic and also the brakes, so I am confident
that there are some slight chassis geometry issues there. However, this is an
all-new generation of R1 and Yamaha have done a great job for the first model.
Well done Yamaha on a great bike that is doubtless the most stylish of all the
Japanese sportsbikes (apart from the mufflers, which look like B-King ones. Yuk!)
and it is good to see Ben Spies second fastest in pre-season testing in WSBK,
proving the importance of good drive off turns – WG
The bike feels much more willing to respond to my inputs as I lap out for my
third session. Turn-in is still very quick however the grip is now there on the
front to give me the confidence I need to commit to the turn. The bike feels
much more planted mid-corner and is tracking better off turns too. In fact I am
having more fun than I’ve had for a long time on a street bike. Amazing stuff.
Getting used to the throttle on the R1 takes some time. With the crossplane
crank and the 270 – 180 – 90 – 180 firing order the rear wheel responds almost
one-to-one to throttle inputs, so the feeling is almost like a throttle with no
cable freeplay – which I’m sure you have all experienced before. This is a real
advantage in all aspects apart from initial opening mid-corner, where the bike
snatches forward abruptly until I learn to calm down a bit and open the throttle
more gently. The Pilot Powers could not cope and stepped out all the time, while
the super sticky Power One A tyres were OK.
By midway through the session I am lapping in the 1:41s and feeling really
comfy on the bike but concerned at the engine temperature, which has not
dropped below 106°C all day. Old R1’s are hard enough to keep cool in race
tune so it will be interesting to see how this engine goes. Whether it is the radiator
or the closed deck design that contributes to the high tempurature I’m not sure
but the heat is immense and all of us journo’s are ripping our boots off pretty
quickly in the pits – some even got blisters from the heat coming off the motor.
The engine is just amazing and that note really makes me grin. No 1000 drives
off turns like this bike – not even a Ducati 1098R. I feel like I’m going slow but
the front wheel is always lifting off the ground. It is a feeling that can’t really be
described – you need to get to a Yamaha dealer and try one yourself... |
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ENGINE
The new 998cc liquid-cooled inline four-cylinder
four-valve engine features a bore x stroke of 78.0mm
x 52.2mm – the largest bore dimension used on a
Yamaha 1000cc engine. Compression is 12.7:1. The most significant change for 2009 is the use of an
all-new crossplane crankshaft, originally developed for
the Yamaha YZR-M1 MotoGP bike [see breakout].The electronic mapping for the EFI system features
twin injectors per cylinder and provides separate fuel
and ignition timing for each cylinder, and this results
in highly linear torque characteristics that would not
have been achievable on a conventional engine with a
standard crankshaft and 180-degree firing sequence.The new engine is also fitted with a primary coupling
balancer which reduces the vibration produced by the
asymmetric crankpin layout. |
Lightweight forged pistons are lighter and stronger
than in 2008 and the new short-stroke cylinder features
a closed-deck design in which the coolant passages do
not pass from the cylinder into the cylinder head. This
makes for high levels of reliability in this type of high
compression inline engine. The new R1 is equipped with
fracture-split (FS) carburized conrods, a system that
has been used successfully by Yamaha since the 2004
model YZF-R1. The two halves of each fracture-spit
big end ring are re-assembled along the same fracture
lines, and this makes for a stronger and more perfectly
round big end.
The main journals are larger 36mm (compared
to 32mm) to cope with the new power and torque
characteristics of the crossplane crankshaft.
The YCC-I system is also featured on the 2009
model, as it was in 2008.
At low to mid engine speeds the long and short
funnels operate as a single connected unit, but when the
engine speed exceeds 9400rpm the YCC-I separates the
lower funnel and upper funnel. The advanced YCC-T
electronic throttle system helps to prevent any hesitation
caused by an excessive fuel/air supply when the throttle
is opened suddenly. The system adjusts the throttle
valve opening via a servomotor at intervals of 1/100th
of a second. The YCC-T operates a highly-efficient twin
injector type fuel injection system featuring a main
injector together with a secondary injector, which is
situated at the upper edge of the funnel. The secondary
injector comes into operation in the engine’s mid to
high-speed range.
The redesigned forced air intake system utilises the
natural airflow to increase the pressure of the air in the
airbox, and this ensures increased levels of power at
higher speeds.
The slipper clutch on the R1 has also been revised for
2009, to provide optimum corner entry.
The trick four-into-two-into-one-into-two exhaust
system features a three-way catalyser and lightweight
titanium mufflers.
The cooling system on the new YZF-R1 features a
number of innovations, and a unique feature of this
advanced new design is the use of lightweight plastic
resin piping between the curved radiator and engine.
This durable plastic piping has been manufactured
using the ‘floating core’ method which makes for a
lightweight structure, and this is the first time that
this weight-saving technology has been used on a
production motorcycle |
CHASSIS
The 2009 R1 runs with a completely new Deltabox frame.
With the exception of the internal forced air intake ducts, the
newly designed Deltabox frame is virtually completely different to
the 2008 design.
The new frame uses a combination of different types of aluminium
to achieve the desired balance of rigidity. Gravity cast parts are used
for the head pipe as well as the engine mount assemblies and the
pivot support assembly, while the outside tank rails are made from
CF die-cast aluminium which allows the use of much thinner walls.
Parts for the inner tank rail are made from extruded aluminium. The
lateral rigidity has been adjusted, and as well as enhancing high speed
stability improves traction off turns.The engine is a stressed member of the frame, and the engine
mounts are rigid types, with two on the upper crankcase and two
on the lower crankcase, and two at the right and left ends of the
cylinder-head.
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The new frame uses extremely strong cast parts at the head
pipe, swingarm pivot and engine mounts, while the die-cast and
extruded aluminium structures that connect them are given a degree
of forgiveness.
The new R1 engine is mounted 9-degrees more upright
than the 2008 model, and the cylinders are angled forward at
31-degrees. Also, the engine mounting position is 8.2mm further
forward in relation to the drive axis than the 2008 YZF-R1. This
factor helps contribute towards making the front wheel feel more
‘stuck’ to the road.
These factors, together with a new fuel tank design, have come
together to create a centre of gravity that is slightly lower than the
existing model. The magnesium rear sub-frame made its debut on
the 2008 model R6.
The proven and successful combination of a short wheelbase and
long swingarm has been a feature on all YZF-R1 models since the
machine was launched.
For 2009 the swingarm features a gravity-cast pivot assembly,
while the arm and end-piece is a single-unit CF die-cast assembly.
As a result of these changes, the weight of the new swingarm is
reduced, and the rigidity balance has been optimised. Wheelbase is
5mm shorter at 1415mm, while the handlebars are 10mm further
back, seat 7.6mm forward and footpegs 10mm forward. Weight bias
is 52.4/47.6 per cent.
The adjustable rear shock absorber is equipped with both low and
high-speed compression as well as a hydraulic preload adjuster.
The new bottom-link type suspension has been developed to
make the most effective use of the 120mm stroke. Surface feedback
and damper response are all improved by the use of a new pillowtype
ball joint in the rear shock.
Furthermore, the bottom-link system enabled Yamaha to lower
the mounting location of the rear suspension, and contributes to
concentration of mass by setting the fuel tank in the vacant space.
The 2009 R1 is equipped with 43mm forks, but they are of a
completely different design to previous suspension systems. The
rebound and compression damping functions are separated, with
the left fork equipped with the compression damping valves, and
the right fork equipped with the rebound damping valves. This
system offers a number of advantages, including the simplification of
valve designs and oil flows, as well as minimising cavitations during
successive strokes, and easier adjustment.
The improved front braking system features 310mm dual rotors
and dual six-piston calipers. The inner rotor has been redesigned to
give the desired amount of play to promote stable braking force,
and a newly designed front brake lever offers improved operability
and feel.
A new 190/55R-17 rear tyre is fitted. This slightly higher profile
tyre (compared to a 50 per cent aspect ratio on the old YZF-R1) is
designed to deliver a good grip feeling especially when accelerating
early from a turn. |
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BODYWORK
The press-formed shape of the new fuel tank was developed using
3-D simulation analysis technology, and this has enabled the engineers
to create a larger, elongated fuel tank which sits neatly within the new
twin spar aluminium Deltabox frame.
With a capacity of 18-litres, the shape and position of the new fuel
tank helps to improve concentration of mass.
One of the most significant visual changes to the new YZF-R1 is
the completely redesigned front cowl which features dual projector
headlights integrated with the air induction intakes. The innovative new projector headlight design features a solenoid coil
type high/low beam switching mechanism, the first time this system has
been used on a production motorcycle. On low beam settings, a shade
covers part of the headlight, and when the high beam setting is selected
by the rider, the shade retracts to reveal the whole of the projector
headlight’s beam. The newly-designed sculptured middle cowl offers excellent
aerodynamics for enhanced performance, as well as high levels of wind
protection. In addition, this stylish cowl has also been designed to ensure
that hot air is removed from the engine compartment, |
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is to ensure that hot air is extracted from the engine compartment to give
excellent heat dissipation.
New for 2009 is the option of a red frame, which is featured
exclusively on the white coloured YZF-R1.
A new dash is fitted. The new multi-function panel features a speedo,
tacho, coolant temperature indicator, intake air temperature indicator,
dual trip meters, trip fuel meter, clock, stopwatch, shift light, gear
position indicator and engine mode indicator. |
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As mentioned, the wheel shakes on touchdown so that damper is needed (by the way there is a dash
warning light for damper failure!). Stability is otherwise good and the bike settles quickly after changes of
direction. The fork action is great and although I found the rear very soft – at 98-kilograms that is to be expected
– I had no opportunity to make suspension changes but I am sure that could be firmed up. The rear shock has
high and low speed comp adjustment but even better is the hydraulic preload adjustment – wow, about time
on a modern day sportsbike and good on Yamaha for doing it.
The forks are revelutionary and seperate rebound from compression damping, allowing more oil volume,
smoother action and eliminating the usual lack of control from compression to rebound transition – this is
completely eliminated so there is oil control at all times with these new forks.
Ground clearance on the bike is quite good however I did go through a pair of boots in one day! Weight wise,
Yamaha are now claiming in wet weight so we can’t really compare to the 2006/2007 model.
Overall the R1 is an amazing machine. The drive out of corners will really amaze you when you ride
this bike. The rear hooks up so well it really does give confidence like no other bike. The machine also
features great security, high-end finish and oozes style. Yamaha have not released a price yet, however
if they can keep the machine close to the price of their competitors I am convinced they will top the
sportsbike sales charts for 2009…
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D MODE
The new YZF-R1 is equipped with a
D-mode Map which works in association
with the YCC-T (Yamaha Chip Controlled
Throttle) and allows the rider to select
a performance profile to match their
requirements when riding.
The D-mode Map consist of three
modes which are: Standard mode; A mode;
and B mode; and the rider can choose
which mode is best suited to the prevailing
riding conditions by operating a switch on
the handlebars. Standard mode is mapped
to give optimum all-round performance,
while the A mode delivers sharper engine
response, and the B mode gives a gentler
response to the rider’s throttle inputs.
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MICHELIN PILOT ONE
We were fortunate enough to sample the
all-new Michelin Pilot One race tyres on
the 2009 R1. The new Pilot One’s are for
racing, track days and street sports rifding
and come in Power One (standard 80per
cent road, 20 per cent track) and three
variations of race (80 per cent track, 20
per cent road):
Power One A (soft)
Power One B (medium)
Power One C (hard)
The sharper profile of the tread crown,
compared with
Power Race, is designed to provide
quick turn-in, while the flatter shoulder
increases cornering stability and grip
when approaching maximum lean angle
(45 to 60-degrees).
The Power One range also heats up
quicker, allowing for better first lap charges,
and the Silica Rain Technology increases
the performance of the tyre in cold or
damp conditions, however the grooved
area of the tyre is just five per cent, making
the Pilot One close to a slick tyre.
We will have a full report on the Pilot
One range in coming soon in Rapid Bikes.
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SPECIFICATIONS
www.yamaha-motor.com.au Price: TBA Warranty: two years/unlimited kilometer Colours: Yamaha Blue
Competition White Midnight Black Claimed power: 133.9kW[182hp]@12,500rpm Claimed torque: 115.5Nm[84ftlbs]@
10,000rpm Wet weight: 206kg Fuel capacity: 18L (3.73L reserve) Engine: Liquid-cooled four-cylinder 16-valve
DOHC four-stroke Bore and stroke: 78.0 x 52.2mm Displacement: 998cc Compression ratio: 12.7:1 Fuel
delivery: 8-injector EFI with YCC-T and YCC-I and D Mode map switch controlling YCC-T programs Exhaust: Fourinto-
two-into-four titanium, dual undertail mufflers, three-way cat Gearbox: Six-speed cassette-style Ratios: 1 2.533,
2.063, 1.762, 1.522, 1.364, 1.269 Final ratio: 2.765 (17/47) Clutch: Wet, multi-plate slipper clutch Final drive: O-ring
chain Frame type: Aluminium Deltabox Wheelbase: 1415mm Rake: 24-degrees Trail: 102mm Front suspension:
43mm inverted forks with left-side compression, right-side rebound, 120mm travel Rear suspension: Bottom-link rear
shock with three-way damping adjustment, remote preload adjuster and 120mm travel Front brake: 310mm rotor with
six-piston radial-mount calipers and radial-pull master-cylinder Rear brake: Single 220mm rotor with twin-piston caliper
Front wheel: Cast alloy, 3.75 x 17in Rear wheel: Cast alloy, 6.00 x 17in Front tyre: Michelin Pilot 120/70 – 17 Rear
tyre: Michelin Pilot 190/55 – 17 Ground clearance: 135mm Seat height: 835mm Overall height: 1130mm Overall
length: 2070mm Instruments: Multi-function dash with shift light, oil warning, water temp, steering damper warning,
neutral indicator, high beam, turn signals, fuel level, throttle opening display, engine mode display, gear position, lap timer,
fuel consumption, EFI warning, tacho and speedo, dual trip
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