Yamaha YZF-R1 (2016)
KEY FEATURES AND COMPETITORS
SUSPENSION AND CHASSIS
DIMENSIONS AND WEIGHT
INSTRUMENT CONSOLE FEATURES
BATTERY AND LIGHTING
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2016 Yamaha YZF-R1
2016 Yamaha YZF-R1
2016 Yamaha YZF-R1
2016 Yamaha YZF-R1
2016 Yamaha YZF-R1
2016 Yamaha YZF-R1 Review
2016 Yamaha YZF-R1 on www.Totalmotorcycle.com
The completely new R1 – MotoGP technology and performance for you!
The new YZF-R1 blurs the line between MotoGP and production superbike like never before.
MotoGP, the highest form of motorcycle racing, is our proving ground. The technology Yamaha has pioneered and proven on MotoGP circuits around the world can now be enjoyed by racers and riders alike. The R1 provides racers and enthusiast sport riders with a taste of what it would be like to ride the race winning Yamaha M1. A showcase of Yamaha’s technology leadership, the R1 raises the bar with its uncompromised performance and handling.
We R1. 60 years of dedication to racing.
Featuring an iconic Yellow/Black colour scheme with retro speedblock graphics – and fitted with an Akrapovic muffler – this limited edition superbike pays homage to Yamaha’s illustrious racing heritage.
Developed without compromise using YZR-M1 MotoGP technology, the R1 was born for the track. 200PS, 199kg and 1,405mm wheelbase give an insight into its capabilities. But it’s what you can’t see that makes this focused superbike so special.
Its central nervous system is a 6-axis Inertial Measurement Unit that constantly senses chassis motion in 3D, creating controllability over traction, slides, front wheel lift, braking and launches. Yamaha R1. We R1.
2016 Yamaha YZF-R1 www.Totalmotorcycle.com Key Features
Cross plane crankshaft, titanium “fracture split” con rods & offset cylinder
• Titanium intake & steel exhaust valves & special “Finger Follower” rocker arms
• Twin injector 45mm throttle body FI & high capacity air box
• Mid ship 4 into 2 into 1 exhaust system with EXUP & titanium header pipes & muffler
• Magnesium wheels, oil pan, cylinder head cover & crankcase covers
• Yamaha Ride Control: PWR / TCS / SCS / LIF / LCS / QSS plus YCC-T & YCC-I
• Compact, lightweight aluminum Deltabox chassis & swingarm
• ABS & Unified Brake system, with dual 320mm front discs
• MotoGP M1 race bike inspired body design
• TFT multifunction instrument
• LED headlights, position lights & turn signals
2016 Yamaha YZF-R1 www.Totalmotorcycle.com Features and Benefits
Cutting-edge Crossplane Engine
The 998cc in-line 4-cylinder, crossplane crankshaft engine features titanium fracture-split connecting rods, which are an industry first for a production motorcycle. The specific titanium alloy used to manufacture the new connecting rods is around 60% lighter than steel, and this major reduction in weight gives the R1 engine a responsive and potent character at high rpm. This stunning engine delivers extremely high horsepower and a strong pulse of linear torque.
Compact Stacked Transmission
A 6-speed transmission has also been adopted to match the new engine. The transmission “stacks” the input/output shafts to centralize mass and to keep the overall engine size shorter front to back, which optimizes engine placement in the frame for outstanding weight balance.
Advanced rocker-arm valve actuation uses the arm’s lever ratio to allow for larger valve lift while using lower cam lobes and reduced spring pressure, further boosting power.
Lightweight Engine Components
Lightweight magnesium covers are used to further reduce engine weight.
Titanium Exhaust System
The R1 is equipped with an exhaust system manufactured mainly from titanium. Plus, a compact midship muffler contributes to mass
Assist and slipper clutch is used to give the rider more confident downshifts when entering corners aggressively, while still handling
the torque of the R1’s high-output inline-four motor.
Inertial Measurement Unit (IMU) uses six axes of measurement: It consists of a gyro sensor that measures pitch, roll, and yaw, as well as an accelerometer, or G-sensor, that measures acceleration in the fore-aft, up-down, and right-left directions… all at a rate of 125 calculations per second. The IMU communicates with the ECU, which activates the technologies in Yamaha Ride Control (YRC). YRC includes Power Mode, Traction Control System, Slide Control System, Lift Control
System, Launch Control System and Quick Shift System. All these systems are adjustable and can be saved within four presets in the YRC system.
Power Delivery Mode (PWR), similar to the earlier “D-Mode” system, lets the rider choose from four settings of throttle-valve opening rate in relation to the degree of throttle-grip opening to best match their riding conditions.
Lean Angle Sensitive TCS
Variable Traction Control System (TCS) reduces rear wheel spin when exiting corners, calculating differences in wheels speeds and in relation to lean angle. As lean angle increases, so does the amount of intervention… with ten separate settings (off and 1-9) enabling the rider to dial in the exact level of control needed.
Slide Control System (SCS), the first of its kind on a production motorcycle, comes directly from the YZR-M1. It works in tandem with the IMU, where, if a slide is detected while accelerating during hard leaning conditions, the ECU will step in and control engine power to reduce the slide. This too can be adjusted by the rider. Four settings (1-3 and off).
Lift Control System
Lift Control System (LIF) IMU detects the front to rear pitch rate and the ECU controls engine power to reduce the front wheel lift during acceleration. Four settings (1-3 and off).
Race Start Control
Launch Control System (LCS) limits engine rpms to 10,000 even with wide open throttle. It maintains optimum engine output in
conjunction with input from the TCS and LIF systems to maximize acceleration from a standing start. Three setting levels regulate the
effect (1-2 and off).
Quick Shift System (QSS) cuts engine output so riders can up-shift without using the clutch and closing the throttle for quicker lap times, also with three variable settings (1-2 and off).
The R1 uses YCC-T® (Yamaha Chip Controlled Throttle), fly-by-wire technology providing optimum power delivery. YCC-I® is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power in both low and high rpm.
Full Color Instruments
The R1 features a brilliant full-color, thin-film transistor LCD meter, including front brake pressure and fore/aft G-force readouts, giving the rider even more feedback from the machine. It features both street mode and a track mode that focuses on performance information, such as YRC settings, a zoomed-in view of the tachometer in the upper rpm range, a lap timer with best lap and last lap feature, gear position indicator and speed.
Aluminum Deltabox® frame and magnesium subframe contribute to a light weight and compact chassis design. The aluminum frame is both strong and flexible, with rigid engine mounts, making the engine a stressed member of the frame for optimal rigidity balance and great cornering performance on the race track.
Full Adjustable KYB® Fork
The R1 features an advanced inverted KYB® front fork with 43mm inner tubes and a 4.7 inch stroke with full adjustability, for incredible front-end feel on the track.
Linkage-type KYB® Shock
The fully adjustable KYB® shock has a rear bottom link pivot position that is optimally placed to provide exceptional handling, and excellent transmission of engine torque to the track surface.
Compact Chassis Dimensions
The wheelbase is 10mm shorter than the 2014 YZF-R1 adding to cornering performance. However, the ratio of swing arm length to
wheelbase is 40.5% for excellent handling.
Aluminum Fuel Tank
An aluminum 4.5 gallon fuel tank, weighing in at a full 3.5 pounds less than a comparable steel tank, further reduces overall weight.
Powerful, Controllable Brakes
The track developed and tested racing ABS and Unified Braking System provide maximum braking performance. UBS inhibits unwanted rear end motion during braking by activating the rear brake when the front brake is applied, with force distribution based on the bike’s attitude and lean angle. ADVICS 4-piston radial mounted front calipers ride on big 320mm rotors for excellent stopping power.
Race-ready Magnesium Wheels
10-spoke cast magnesium wheels that reduce rotational mass by 1.9 pounds over the 2014 model reduce unsprung weight for quick
direction changes and improved handling.
Dynamic “M1” inspired styling that creates a more compact profile with improved aerodynamics.
Compact LED Headlights
LED headlights are both lightweight and compact allowing for a more streamlined design and layout of the front face.
LED front turn signals are integrated into the mirrors for improved aerodynamics, while an LED tail light is stylish and highly visible.
Factory Level Telemetry
Available as an option is the Yamaha-exclusive Communication Control Unit. The CCU allows riders to communicate with the vehicle via Wi-Fi through Yamaha’s exclusive Y-TRAC smartphone and tablet app. The system is comprised of the CCU and GPS antenna, running data can be recorded via a data logger, with course mapping and automatic lap timing managed by GPS. This data can then be wirelessly downloaded to the Android® or Apple® iOS® app where it can be analyzed. Changes to settings can be made via the Yamaha Ride Control (YRC) Setting app and then uploaded back to the R1.
2016 Yamaha YZF-R1 – www.Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: $16,990 – 60th Anniversary Yellow – Available from February 2016
$16,490 – Matte Gray – Available from February 2016
$16,490 – Team Yamaha Blue/Matte Silver – Available from February 2016
Engine Type 998cc, liquid-cooled inline 4 cylinder DOHC; 16
Bore x Stroke 79.0mm x 50.9mm
Compression Ratio 13.0:1
Fuel Delivery Fuel Injection with YCC-T and YCC-I
Ignition TCI: Transistor Controlled Ignition
Transmission 6-speed w/multiplate slipper clutch
Final Drive O-ring chain
Suspension / Front 43mm KYB® inverted fork; fully adjustable; 4.7-
Suspension / Rear KYB® Single shock w/piggyback reservoir, 4-way
adjustable; 4.7-in travel
Brakes / Front Dual 320mm hydraulic disc; 4-piston caliper,
Unified Brake System and ABS
Brakes / Rear 220mm disc; Unified Brake System and ABS
Tires / Front 120/70ZR17
Tires / Rear 190/55ZR17
L x W x H 80.9 in x 27.2 in x 45.3 in
Seat Height 33.7 in
Wheelbase 55.3 in
Rake (Caster Angle) 24.0°
Trail 4.0 in
Ground Clearance 5.1 in
Fuel Capacity 4.5 gal
Fuel Economy 34 mpg
Wet Weight 439 lb / CA model 441 lb
Warranty 1 Year (Limited Factory Warranty)
Color 60th Anniversary Yellow; Matte Gray; Team
Yamaha Blue/Matte Silver
** Fuel economy estimates are based on US EPA exhaust emission certification data obtained by Yamaha.
Your actual mileage will vary depending on road conditions, how you ride and maintain your vehicle,
accessories, cargo and operator/passenger weight.
*** Wet weight includes the vehicle with all standard equipment and all fluids, including oil, coolant (as
applicable) and a full tank of fuel. It does not include the weight of options or accessories. Wet weight is
useful in making real-world comparisons with other models.
2016 Yamaha YZF-R1 – www.Totalmotorcycle.com Canadian Specifications/Technical Details
Canada MSRP Price: Starting from $19499 CDN
Liquid-cooled, DOHC, 16-valves (4-valves / cyl), in-line four
BORE AND STROKE
79 x 50.9mm
11.5 kg-m (83.2 ft-lbs.) @ 11,500 rpm
YCC-T, YCC-I, PWR, TCS, LCS, LIF, SCS, QSS
Mikuni 45mm throttle body FI
ESTIMATED FUEL CONSUMPTION±
14.4kpl / 40.6mpg (Imp.)
IGNITION / STARTING
TCI / Electric
520 series “O” ring chain
Fully adj. 43mm inverted fork / 120 mm (4.7″) wheel travel
Fully adj. bottom link Monocross / 120mm (4.7″) wheel travel
Dual 320mm discs / 4-piston calipers / ABS & Unified
220mm disc / single piston caliper / ABS & Unified
/// CRITICAL DATA
2,055 mm (80.9″)
690 mm (27.2″)
1,150 mm (45.3″)
RAKE / TRAIL
24° / 102mm
130 mm (5.1″)
855 mm (33.7″)
17 litres (3.7 Imp. gal.)
60th Anniversary Yellow & Black
Deep Purplish Metallic Blue
Specifications, appearance, and price of product are subject to change without notice.
* MSRP does not include freight, PDI (Pre Delivery Inspection), pre-rigging (boats), or taxes. Dealer may sell for less. See your local dealer for out the door pricing.
± Fuel economy estimates are based on US EPA exhaust emission certification data obtained by Yamaha and converted into Canadian measurements. Your actual mileage will vary depending on road condition, how you ride, maintain your vehicle, accessories, cargo and operator/passenger weight.
2016 Yamaha YZF-R1 – www.Totalmotorcycle.com European Specifications/Technical Details
Europe/UK MSRP Price: See Dealer for pricing in GBP (On The Road inc 20% Vat)
Engine type liquid-cooled, 4-stroke, DOHC, forward-inclined parallel 4-cylinder, 4-valves
Bore x stroke 79.0 mm x 50.9 mm
Compression ratio 13.0 : 1
Maximum power 147.1 kW (200.0PS) @ 13,500 rpm
Maximum Torque 112.4 Nm (11.5 kg-m) @ 11,500 rpm
Lubrication system Wet sump
Clutch Type Wet, Multiple Disc
Carburettor Fuel Injection
Ignition system TCI (digital)
Starter system Electric
Transmission system Constant Mesh, 6-speed
Final transmission Chain
Frame Aluminium Deltabox
Front suspension system Telescopic forks, Ã˜ 43 mm
Front travel 120 mm
Caster Angle 24º
Trail 102 mm
Rear suspension system Swingarm, (link suspension)
Rear Travel 120 mm
Front brake Hydraulic dual disc, Ã˜ 320 mm
Rear brake Hydraulic single disc, Ã˜ 220 mm
Front tyre 120/70 ZR17M/C (58W)
Rear tyre 190/55 ZR17M/C (75W)
Overall length 2,055 mm
Overall width 690 mm
Overall height 1,150 mm
Seat height 855 mm
Wheel base 1,405 mm
Minimum ground clearance 130 mm
Wet weight (including full oil and fuel tank) 199 kg
Fuel tank capacity 17 litres
Oil tank capacity 3.9 litres
*Starting at MSRP is the manufactured suggested price and excludes delivery, setup, tax, title, license, and additional fees and expenses. Bikes may be shown with optional accessories. Final sale price determined by an authorized dealer. Specifications and MSRP are subject to change.
Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle (TMW).
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Yamaha YZF-R1 60th Anniversary Specs
Motorcycles Specs > Yamaha > Yamaha YZF-R1 60th Anniversary
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The Yamaha YZF-R1 60th Anniversary model is a Sport bike manufactured by Yamaha . In this version sold from year 2016 , the dry weight is and it is equipped with a In-line four, four-stroke motor. The engine produces a maximum peak output power of 200.00 HP (146.0 kW)) @ 13500 RPM and a maximum torque of 112.40 Nm (11.5 kgf-m or 82.9 ft.lbs) @ 11500 RPM . With this drive-train, the Yamaha YZF-R1 60th Anniversary is capable of reaching a maximum top speed of . On the topic of chassis characteristics, responsible for road holding, handling behavior and ride comfort, the Yamaha YZF-R1 60th Anniversary has a frame with front suspension being 43mm KYB inverted fork and at the rear, it is equipped with KYB Single shock w/piggyback reservoir, 4-way adjustable . Stock tire sizes are 120/70-ZR17 on the front, and 190/55-ZR17 on the rear. As for stopping power, the Yamaha YZF-R1 60th Anniversary braking system includes Double disc. ABS. Hydraulic. Four-piston calipers. size 320 mm (12.6 inches) at the front and Single disc. ABS. size 220 mm (8.7 inches) at the back.
Yamaha YZF-R1 60th Anniversary General Information
|Model||Yamaha YZF-R1 60th Anniversary|
|Factory Warranty (Years / miles)||1 Year Limited Factory Warranty|
Yamaha YZF-R1 60th Anniversary Dimensions, Aerodynamics and weight
|Wheelbase||1,405 mm (55.3 inches)|
|Length||2,055 mm (80.9 inches)|
|Width||691 mm (27.2 inches)|
|Height||1,151 mm (45.3 inches)|
|Seat Height||856 mm (33.7 inches) If adjustable, lowest setting.|
|Alternate Seat Height||-|
|Trail size||102 mm (4.0 inches)|
|Wheels details||Magnesium wheels|
|Front Tyres - Rims dimensions||120/70-ZR17|
|Rear Tyres - Rims dimensions||190/55-ZR17|
|Front brakes||Double disc. ABS. Hydraulic. Four-piston calipers.|
|Rear brakes||Single disc. ABS.|
|Front Brakes Dimensions - Disc Dimensions||320 mm (12.6 inches)|
|Rear Brakes Dimensions - Disc Dimensions||220 mm (8.7 inches)|
|Curb Weight (including fluids)||199.0 kg (438.7 pounds)|
|Front Percentage of Weight||-|
|Rear Percentage of Weight||-|
|Weight-Power Output Ratio :||-|
|Fuel Tank Capacity||17.03 litres (4.50 gallons)|
|Reserve Fuel Capacity||-|
|Carrying Details and Capacity||-|
|Front Suspension||43mm KYB inverted fork|
|Front Suspension Travel||119 mm (4.7 inches)|
|Rear Suspension||KYB Single shock w/piggyback reservoir, 4-way adjustable|
|Rear Suspension Travel||119 mm (4.7 inches)|
Yamaha YZF-R1 60th Anniversary Engine and Transmission Technical Data
|Engine type - Number of cylinders||In-line four, four-stroke|
|Engine details||Crossplane crankshaft technology. Titanium intake valves.|
|Fuel system||Injection. Fuel Injection with YCC-T and YCC-I|
|Engine size - Displacement - Engine capacity||998.00 ccm (60.90 cubic inches)|
|Bore x Stroke||79.0 x 50.9 mm (3.1 x 2.0 inches)|
|Number of valves per cylinder||4|
|Camshaft Valvetrain Configuration||Double Overhead Cams/Twin Cam (DOHC)|
|Maximum power - Output - Horsepower||200.00 HP (146.0 kW)) @ 13500 RPM|
|Maximum torque||112.40 Nm (11.5 kgf-m or 82.9 ft.lbs) @ 11500 RPM|
|Engine Maximum RPM||-|
|Engine oil capacity||3.90 litres (4.12 quarts)|
|Exhaust system||Titanium Exhaust|
|Transmission type, final drive ratio||Chain|
|Clutch type||Multiplate slipper clutch|
Yamaha YZF-R1 60th Anniversary Performance
|Acceleration 0 to 100 km/h (0 to 62 mph)||-|
|Acceleration 0 to 400m (1/4 mile)||-|
|Recuperation 60 to 140 km/h in highest gear||-|
|Fuel Consumption - MPG - Economy - Efficiency||6.92 litres/100 km (14.5 km/l or 33.99 mpg)|
|CO2 emissions||160.5 CO2 g/km. (CO2 - Carbon dioxide emission)|
Yamaha YZF-R1 60th Anniversary Electrical Systems, Ignition and Equipment
|Ignition Type||TCI: Transistor Controlled Ignition|
How much horsepower does a Yamaha YZF-R1 60th Anniversary have?
The Yamaha YZF-R1 60th Anniversary has 200.00 HP (146.0 kW)) @ 13500 RPM.
How tall (seat height) is a Yamaha YZF-R1 60th Anniversary?
The Yamaha YZF-R1 60th Anniversary seat height is 856 mm (33.7 inches) If adjustable, lowest setting.
How many gears does a Yamaha YZF-R1 60th Anniversary have?
The Yamaha YZF-R1 60th Anniversary have 6 gears.
Yamaha YZF-1000 R1
Yamaha YZF 1000 R1
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.|
|998 cc / 60.9 cu-in|
|Bore x Stroke|
|Cooling System||Liquid cooled|
|Engine Management||YCC-T, YCC-I, PWR, TCS, LCS, LIF, SCS, QSS, CCU & SCU|
|Fuel Injection with YCC-T and YCC-I|
TCI: Transistor Controlled Ignition
|147.1 kW / 200.0 PS @ 13500 rpm|
|112.4 Nm / 11.5 kg-m @ 11500 rpm|
|Clutch||Wet, Multiple Disc|
|6-speed w/multiplate slipper clutch|
|Final Drive||"O" ring chain|
|43mm KYB® inverted fork; fully adjustable|
|Front Wheel Travel||120 mm / 4.7 in|
|KYB® Single shock w/piggyback reservoir, 4-way adjustable|
|Rear Wheel Travel||120 mm / 4.7 in|
|2x 320mm discs 4 piston calipers, UBS ABS|
|Single 220mm disc 1 piston caliper, UBS ABS|
|Dimensions||Length 2054.8 mm / 80.9 in|
Width 690 mm / 27.2 in
Height 1150 mm / 45.3 in
|Wheelbase||1419 mm / 55.9 in|
|Ground Clearance||135mm / 5.3 in|
|Seat Height||830 mm / 32.7 in|
|199 kg / 439 lbs|
17 Liters / 4.5 US gal
When the Yamaha YZF-R1 debuted in 1998, it was called a “game-changer.” The term “R1” entered the motorcycle lexicon and became synonymous with the pinnacle of Superbike performance and racing success.
For 2015, Yamaha introduces two all-new R1 models that promise to make as big of an impact in sportbike and road racing circles as the original R1 did nearly two decades ago. The 2015 R1 and limited-edition R1M are both highly advanced, distinctive, and paradigm-shifting motorcycles.
YZF-R1: THE SUPREME EXPRESSION OF “SUPERBIKE”
The all-new 2015 R1 was conceived, designed, and built to showcase Yamaha’s engineering and performance prowess, and the advanced features of the bike are destined to make it not only a success on the racetrack, but also a superior performer on the street.
A New Dimension In Controllability And Performance
Featuring the first six-axis Inertial Measurement Unit (IMU) ever featured on a street-going motorcycle, the 2015 R1 represents the dawn of a new digital era where all riders can experience total 3D controllability.
Fully equipped with banking-sensitive Traction Control, as well as Slide Control, Anti-Wheelie Control, Quickshifter, Launch Control, ABS, a Unified Braking System, and much more, the all-new R1 gives street riders, track day participants, and full-on racers an unmatched and unprecedented level of rider-adaptive performance. For the first time, all riders have the opportunity to experience MotoGP-winning YZR-M1 technology previously only available to Yamaha Factory Riders Valentino Rossi and Jorge Lorenzo.
An Engine Designed To Fully Fuel Your Superbike Passion
The 2015 R1 features a completely new, lightweight and compact, crossplane-concept, inline-four-cylinder, 998cc engine that delivers high horsepower and a strong pulse of linear torque for outstanding performance.
The R1 has twin injectors fueling each cylinder. A bi-directional spray in the lower injectors directs fuel toward the back of the intake valves to maximize the number of droplets that go directly into the combustion chamber and, at high RPMs, the secondary injectors add a boost in fuel delivery.
Among the many innovative, breakthrough features on the new R1 engine are titanium fracture-split connecting rods, which are an industry first for a production motorcycle. The specific titanium alloy used to manufacture the new con rods is around 60% lighter than steel, and this major reduction in weight gives the new R1 engine an extremely responsive and potent character at high rpm.
And, speaking of titanium, the 2015 R1 is equipped with a newly designed exhaust system manufactured mainly from titanium. Plus, a compact, midship muffler contributes towards the mass centralization that is a key feature on the R1.
A brand-new Deltabox aluminum frame was designed and developed for the 2015 R1. The engine is incorporated as a fully stressed member and is mounted rigidly to the frame at four points. Also, an upward-truss-type aluminum swingarm create an immensely strong and lightweight structure.
The new short-wheelbase chassis benefits from weight-reducing features such as a magnesium subframe and–another first on a production motorcycle–magnesium wheels. Also, an aluminum fuel tank is 3.5 pounds lighter than if it were made from steel.
The M1-inspired fairing on the new R1 is equipped with LED headlights and position lights, which not only provide weight savings but also deliver high luminosity and style. Two small-diameter LED headlights are positioned on either side of the central air intake and, because of their compact design, they appear to be virtually hidden in the new fairing.
In addition, twin-LED linear position lights located within the front fairing give the R1 a truly unique frontal expression. And, for added style, when the ignition is turned off, the LED position lights gradually lose their luminosity as if the bike is gently going to sleep.
The all-new 2015 YZF-R1 will be available in three distinctive color options–Team Yamaha Blue/Matte Silver, Rapid Red/Pearl White, and Raven–and will retail for $16,490, with bikes available in dealerships beginning in late February 2015.
It was bound to happen, after falling behind European manufacturers like BMW, Ducati, and KTM in applying advanced electronics to motorcycles, Japan has finally hit back, and hit back hard. When the world’s economies went south, Japanese motorcycle companies were hit hardest and have waited longest to reinvest in the sportbike class. But the wait is over. Yamaha has picked up where those others left off and introduced MotoGP technologies to the new YZF-R1 just a few short years after Lorenzo and company first utilized some of them. This has brought a whole new level of sophistication and refinement to the superbike-buying customer.
Make no mistake, the 2015 R1 is a game changer. Instead of making a great streetbike that was also capable of race-winning track performances, these brand-new machines were designed to excel on the track first, while also maintaining good street manners. What makes the R1 stand out isn’t the brand-new engine, chassis or styling, which we’ll talk more about later, but the outstanding electronics suite controlled by Yamaha’s proprietary six-axis Inertial Measurement Unit that allows the rider to get the most out of the bike’s performance.
Our first ride on the R1 took place at Sydney Motorsports Park (aka: Eastern Creek) in Australia. This track absolutely has it all, a banzai fifth-gear Turn 1, mixed in with tight esses, fast sweepers, and plenty of hard braking followed by hard acceleration zones; off-cambers and blind crests only add to the track’s challenges.
With so many electronic adjustments available, the combinations are practically endless. In order to get the most out of the six sessions planned for the day (three on the base model and three on the R1M), I focused on the basics: Traction Control System (TCS), Slide Control System (SCS), and Lift Control System (LIF), while leaving ABS and the Quick Shift System (QSS) in defaults for most of the sessions, and never getting a chance to try the Launch Control System.
Our first sessions were spent aboard the standard bike, but fitted with Bridgestone’s new RS10R supersport-spec rubber in place of the bike’s OEM RS10 fitment. To get a feel for the track, I toggled the bike’s power mode to the second of four output settings. This mode allows full power with a slightly less abrupt throttle response. In my first session I selected TCS 4 of 9, LIF 3 (most intervention), and the SCS with the most intervention. In that first session while learning the track, the extra intervention from the systems provided a great mental safety net, but the level of refinement from all of the R1’s electronic systems means that at a less-than-flat-out pace the systems are difficult to detect.
By my third session on the standard bike, I had dialed back TCS to 1, LIF to 1, SCS to 2, and set power to mode 1 (full power, lively delivery). The effectiveness of traction control and slide control were much more apparent when dialed back, the electronics now allowing the power to be far more aggressively laid to the track. On cold tires early in the session, I pitched the bike into a corner on a neutral throttle and was able to inadvertently feel the SCS react as the rear tire slid. It was definitely a slightly different reaction than TC, as I wasn’t on the throttle that aggressively. The wheelie control works so effectively, that dialing it back to allow a better drive onto the front straight and out of tight corners tamed the front end enough to keep the tire from going sky-high, but not killing too much drive. Unlike the Ducati Superleggera’s wheelie control that I first experienced a year ago, the R1 system is incredibly smooth and never abruptly cuts power to tame wheelies; it simply doesn’t allow the wheelie to float up too high in the first place, which means that it doesn’t disrupt chassis stability by slamming it down. According to Yamaha’s engineers, TCS, LIF, and SCS utilize fuel cuts, ignition retard and throttle butterfly manipulation to achieve the desired result, which makes it’s intervention feel precise and smooth.
crossplane-crank engine display
With the confidence of knowing the layout of the track, I was able to pick up the pace and get a great feel for how potent the new engine is. With a more aggressive and revvy nature, the crossplane-crank engine feels far more racy than the previous generation bike. But what impressed me the most is how well the entire package works together. The engine on its own, provides ample and usable midrange to top-end power, allowing you to carry a gear taller through tight corners that might otherwise require an additional downshift. Combine the engine’s usable nature and smooth delivery with the excellent lean-angle-sensing electronics, and I had the confidence to get on the throttle much earlier and more assertively than my brain would typically allow. So seamless and refined are the TCS and SCS that it only took a few sessions to put total faith in them. There is no question that the combined effect of this engine and the electronics allows you to ride far faster, lap after lap than most riders would be able to achieve without their presence.
This bike is all about speed, which it delivers in huge doses, but the level of composure it has is amazing. A perfect example is how relaxed I felt behind the windscreen at the top of fifth gear on the main straight. The combination of a roomier new ergonomic layout (including a flatter seat and lower tank), great aerodynamics, and taller more protective windscreen creates a calm cockpit even at 180 mph.
YZF-R1 nose section close-up
As amazing as the engine and electronics are, they are backed up by a chassis that is far more track ready than any previous R1. The standard model’s new KYB fork and shock provide excellent damping characteristics and the fork’s cockpit accessible clickers and preload adjusters make quick work of refining your setup. On track, I was impressed with how light the bike felt and how flickable it was transitioning through the esses and into a ridiculously tight hairpin. This is no doubt significantly aided by the new ultralight cast-magnesium wheels and a claimed 439-pound wet weight. Front-end feel and midcorner stability were excellent whether I was in a hairpin or wide open through Turn 1.
To give you an idea of how serious Yamaha is with this new R1, just take a look at the new braking system. Yamaha has always equipped R1s with excellent brakes, but this new system takes it to another level. Not only is the braking hardware itself upgraded with a new Nissin radial master cylinder, stainless steel braided lines and larger 320mm front discs, but it also features Yamaha’s Unified Brake System (UBS) and ABS. For street riding the linked, bank-angle-sensing system applies additional rear brake when the front is applied but not vice versa. At Eastern Creek we rode with the optional Circuit ECU accessory that deactivates UBS and applies a very aggressive track ABS setting, which I found impossible to invoke on track. That same Circuit ECU also eliminates the top-speed limiter and gives the slightly detuned-for-sound-emissions (190 vs 200 hp claimed) US models their mojo back.
Our last three sessions of the day were spent on the R1M. After convincing myself that the standard model could possibly be the best supersport bike currently available, I was in for a shocking surprise. It got better! For our sessions on the R1M, Bridgestone equipped our bikes with its V02 slick tires, which also required adding two teeth (43) to the rear sprocket to compensate for the rear slick’s different rolling radius.
After familiarizing myself with the available settings of the Öhlins Electronic Racing Suspension, I headed out for the first of three 25-minute sessions. What I quickly discovered is that the M takes the base R1’s performance to a completely new level. With more grip than I could ever fully utilize, and Öhlins suspension that can do all the thinking for me, all I had to do was concentrate on riding as fast as possible. After just a few laps, I felt totally confident in the “decisions” the Öhlins system makes in mere milliseconds. In my first session on the R1M, I selected the most aggressive and sporty (stiff) A-1 setting from the menu, but for my second session I tried out the slightly softer A-2. Both worked excellent, but for track use, on slicks, the A-1 provided better damping characteristics than I could have come up with on my own, even if I spent a day out testing. Amazing.
The R1 and R1M are amazingly complicated machines, but somehow they keep the rider from feeling overwhelmed by all the decision making. A intuitive rider interface allows all systems to be controlled via handlebar mounted switches, while the informative TFT display lets you see exactly what modes you are in at all times. For all of its complexity and sophistication, the R1 does an amazing job of not making a big production out of it all. All of these systems work quietly in the background, allowing the rider to get on with the program and simply ride faster and safer than they ever ridden before.
That is perhaps what makes the R1 and R1M instant contenders for shootout wins: amazing performance, transparent electronic intervention, amazing comfort, great styling, all without being complicated or requiring too much time reading the owner’s manual. Yes, Japan is back in the sportbike game, and Yamaha intends to remind the Europeans that it knows a thing or two about class-leading technology.
Source Cycle World
2016 yamaha horsepower r1
Much like the M1, the R1 sports a windtunnel-tested fairing designed for maximum penetration; in fact the two are almost identical from the windscreen and scoop-shaped entry on back, but the trailing edge of the cowling is somewhat abbreviated on the R1 siblings, leaving us with just a glimpse of the beating heart that lurks beneath the cowling. No doubt about it, this is a family of straight-up, MotoGP race replicas, and the only real visual evidence of its intended use as a streetbike come from the mirrors, lights and license plate holder.
Seat height is just a hair below 34-inches tall, and the handlebar and footrest placement pulls the rider into a very aggressive, forward-leaning riding position. Make no mistake, this is no regular around town commuter; it is set up to be as race-tastic as possible while remaining street legal, and so considerations such as comfort over a long haul or in stop-and-go traffic are not exactly front-burner issues. But honestly, if you think you need an R1 or one one of its variants, you probably aren’t looking for a grocery-getter, now are you? To be fair, the “S” is set up as the more street-friendly of the three, relatively speaking, but the base R1 and the “M” come ready for the track.
Yamaha originally designed the Deltabox frame for the M1 in an attempt to retain the handling characteristics of the previous generation frame. As a stressed-engine unit, the frame uses the engine as a structural member, a move that removes weight and according to the factory, improves handling. The steering stem is set for 24 degrees of rake with 4 inches of trail, fairly common numbers for this type of bike that strike a balance between cornering behavior, and stability at speed. Yamaha shortened the previous generation’s wheelbase by 10 mm for a total length of 55.3 inches, and the boomerang-shaped, dual-side swingarm makes up 40.5 percent of that length.
Cast magnesium rims mount the 17-inch tires across the range, but while the R1 and R1S roll on a 120/70 front and 190/55 rear hoop, the R1M upgrades to a 200/55 in back. Brakes are uniform across the range with a pair of powerful, four-pot, opposed-piston, ADVICS calipers pinching massive, 320 mm front brake discs. Rear disc diameter is a bit smaller at 220 mm, and the caliper falls under the management of Yamaha’s Unified Brake System (UBS).
The UBS applies pressure at the rear caliper whenever the front brake is actuated, and the balanced braking is supposed to prevent adverse behavior of the rear end when using the front brake at speed. Input from the 3-D, six-axis, Inertial Measurement Unit (IMU) allows the UBS and ABS to deliver the appropriate amount of braking, even in variable situations such as trail-braking into a decreasing-radius turn. That same gyro also enables the use of the dynamic Öhlins Electronic Racing Suspension that factors in speed, lean angle and acceleration/deceleration to automatically adjust the suspension and dial itself in on the fly.
There are a couple of preset, automatic suspension profiles, and a manual one for riders who want to dial in their own unique ride. Both the 43 mm, inverted front forks and the rear monoshock fall under the electronic adjuster, and both ends give up 4.7 inches of travel. This package is only available on the “M” model; the other two R1 siblings run a slightly more mundane setup with KYB products instead of Öhlins, and a full array of manual adjustments with the same 4.7-inch wheel travel as the “M.”
Naturally, the engine is packed with race-tested technology and electronic wizardry, with a whole fistful of acronyms to decipher. First off, the mechanics of the thing. The R1 family runs Yamaha’s oversquare, 998 cc, four-cylinder, crossplane concept mill with a 79 mm bore, 50.9 mm stroke and 13-to-1 compression ratio. This is a 1 mm larger diameter and 1.1 mm shorter stroke than the previous generation, and a slight bump in compression up from 12.7-to-1, all of which leaves us with a little more horsepower and a skosh less torque this year.
The R1 mill cranks out 82.9 pounds of grunt at 11,500 RPM backed up by a solid 200 ponies at 13,500 RPM, and I would point out that this is on the dyno where the ram-air effect doesn’t come into play, so you can bet the actual numbers at speed are even higher once the engine starts gulping pressurized air from the bow wave. Much like the mystery surrounding the number of licks required to reach the Tootsie Roll center of a Tootsie Pop, the world may never know exactly how much power this mill puts out at WOT.
Now for some pure-frikkin’-magic (PFM). A ride-by-wire throttle and the six-axis IMU act as root systems for a number of nifty features across the range. A new Power Mode (PWR) function replaces the old D-mode for variable throttle-response curves in relation to grip position, and a lean angle sensitive, Traction Control System (TCS) intervenes to prevent loss of traction on acceleration and in corners.
The Launch Control System (LCS) limits engine revs to 10,000 RPM regardless of throttle position for controlled race starts, and a Lift Control (LIF) works to prevent moonshots and keep the front wheel where it does the most good, in contact with the road. All of these features fall under the Yamaha Ride Control umbrella, and are present across the board on all three models.
The race-tastic base R1 and “M” models come with a few extra benefits that the “S” leaves on the table. An adjustable Quick Shift System (QSS) kills the spark at the crucial moment for clutchless upshifts, and a Slide Control System (SCS) that intervenes based on wheel speed, lean angle and setting to prevent loss of traction in aggressive turns.
Available only on the “M” is the Communications Control Unit that uses GPS and Wi-Fi to record lap data for download, review and analysis. Like I said, PFM o’plenty. A slipper clutch couples engine power to the six-speed, stacked-shaft transmission, and an O-ring chain makes the final connection to the rear wheel on all models.
Prices across the range naturally reflect the varying levels of features. At the bottom we have the YZF-R1S in Cerulean Silver/Rave for $14,999. In the middle is the R1 in Raven or Team Yamaha Blue for $16,499. Top slot goes to the YZF-R1M in Carbon Fiber Liquid Metal at $22,499, which is still not a bad price for a street-legal, liter superbike.
There aren’t but a handful of street-legal production bikes like this in the world, and since the YZF-R1M represents Yamaha’s top-of-the-line contribution to the supersport sector, I decided to go with a top-of-the-line model from one of the heaviest of European heavies; the BMW S 1000 RR with all available bells and whistles tacked on. Let’s see how it does.
Looks are hardly work mentioning here. These bikes are all about performance, and both are very much form-follows function machines with little consideration paid to frivolous vanity. Well that’s not entirely true, the carbon fiber panels on the “M” serve as a high-tech, low-weight vanity pieces of sorts, at least if you are into that sort of thing. Personally, I like CF touches a lot.
Suspension is more or less a wash with both bikes sporting inverted front forks and monoshocks under dynamic, automatic adjustment with 4.7 inches of travel across the board. Both also sport race-oriented ABS systems, but the R1M alone offers a UBS feature. Slight advantage to Yamaha.
Engines are neck and neck in the displacement category, with the R1 surrendering just a single cube to the 999 cc Beemer mill. Both run water-cooled, in-line, four-cylinder engines with four-valve heads, and both run ride-by-wire throttles with an alphabet soup of engine-management acronyms on board. Rider modes, assisted shifts and traction control are consistent across the board, though the R1M does seem to offer a little more flexibility in the tuning department. Differences in the performance numbers are also negligible with Yamaha turning in 200 ponies and 82.9 pounds versus 199 ponies and 83 pounds of grunt from BMW. The takeaway here is; these are both stupidfast bikes, and one horsepower here or a fraction of one pound-foot of torque there will not make much difference in a contest between the two, it will come down to skill.
So far the Tuning Fork Company has made a pretty good showing, and these two bikes are in a dead heat with Yamaha ahead by a nose. Too bad it falls behind right at the last turn, way behind. The YZF-R1M rolls for $22,499, not a bad price for the level of technology and performance you get with it, but the BMW S 1000 RR can be had for only $18,845. That’s enough of a difference to buy Beemer some business, to be sure.
“Every conversation I have with sportbike riders I meet around town eventually turns to the R1. Everybody wants one, or at least wants to beat one, or both. Probably both. I never really paid it much attention before, too busy being a fanboi for the Eye-ties, but I see now that I have been missing out, this thing is a beast. So much so, that I feel compelled to point out in no ambiguous terms; this is not a beginner’s bike. The low price of the “S” puts it dangerously low, and sorry guys, but price should be a firewall of sorts on bikes this powerful.”
My wife and fellow motorcycle writer, Allyn Hinton, says, “I love, love, love watching MotoGP — professional riders on a closed course in an official racing circuit. What scares the crap out of me as a rider, as a driver, and as a woman who has people in my life that I care about, is folks riding on public roads like they think they’re professional riders. I can’t help but think that if a rider has the skill, he or she knows where it is appropriate to use it. If a rider thinks a public road is appropriate, then he probably doesn’t have the mad skills he thinks he does. Folks like that make the best crash videos. That aside, the R1 might not have the stupidfast top end that other stupidfast bikes have — in the neighborhood of 186 mph — but the power is awesome and it really might feel like it is slower that it is just because the powerband is so linear. It’s very agile, as you might expect, and the whole bike just feels solid.”
The Yamaha YZF-R1, or R1, is a 1,000 cc (61 cu in) class sport bike made by Yamaha since 1998.
Yamaha launched the YZF-R1 after redesigning the Genesis engine to create a more compact engine by raising the gearbox input shaft and allowing the gearbox output shaft to be placed beneath it. This 'stacked gearbox' was followed by other manufacturers. Compacting the engine made the engine much shorter, allowing the wheelbase to be shortened. This allowed the frame design to place the weight of the engine in the frame to aid handling because of an optimized center of gravity. The swingarm could be made longer without compromising the overall wheelbase, which was a short 1,385 mm (54.5 in). Four 40 mm Keihin CV carburetors fed fuel to the engine. It had KYB upside down 41 mm front forks and 300 mm semi-floating disk brakes. The instrument panel was electrical with a self diagnosis system and digital speed readout. The exhaust system used Yamaha's Exhaust Ultimate Power Valve (EXUP), which controlled the exhaust gas flow to maximize engine power production at all revs. This created a high powered and high torque engine. The Yamaha YZF-R6 was introduced in 1999 as the 600 cc version of the R1 super bike.
The 1999 R1 saw only minor changes, apart from paint and graphics. More improvements were a redesigned gear change linkage and the gear change shaft length being increased. Fuel tank reserve capacity was reduced from 5.5 to 4.0 L (1.21 to 0.88 imp gal; 1.5 to 1.1 US gal), while the total fuel tank capacity was unchanged at 18 l (4.0 imp gal; 4.8 US gal).
Motorcycle Consumer News tests of the 1998 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.96 seconds and 0 to 100 mph (0 to 161 km/h) of 5.93 seconds, a0 to 1⁄4 mi (0.00 to 0.40 km) time of 10.19 seconds at 131.40 mph (211.47 km/h), and a top speed of 168 mph (270 km/h), with deceleration from 60 to 0 mph (97 to 0 km/h) of 113.9 ft (34.7 m). For the 1999 model year, Cycle World tests recorded a 0 to 60 mph (0 to 97 km/h) time of 3.0 seconds, 0 to 1⁄4 mi (0.00 to 0.40 km) time of 10.31 seconds at 139.55 mph (224.58 km/h), and a top speed of 170 mph (270 km/h).
In 2000, Yamaha introduced a series of changes to improve the bike, and minor changes to the bodywork to allow for better long duration ride handling. Yamaha's main design goal was to sharpen the pre-existing bike and not to redesign it. The dry weight was reduced five pounds to 414 lb (188 kg).
At 127.8 hp (95.3 kW) at the rear wheel, top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power. The bodywork was still unmistakably R1, although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery, and the windscreen was reshaped for better rider protection.
The seating area was also updated. The fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide for a better rider feel. The seat extended further towards the rear of the tank and the new, steeper, seating position put additional weight on the front end. All of this was aimed at improving weight bias and offering sharper cornering and more stability.
Mechanically, the carburetors were re-jetted in an effort to improve throttle response, especially in the low end, all the way up to the bike's 11,750 rpm redline. The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise. The gearbox received a taller first gear, a hollow chrome moly shift shaft with an additional bearing and a completely redesigned shift linkage and foot pedal. These changes were aimed at eliminating problems with the transmission in earlier models, and to help to seamlessly transfer the bike's power to the road.
A new fuel injection system was introduced for the 2002 year, which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2000-2001 bike, the engine remained largely the same. One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized heat induced distortion, reducing oil consumption. Also in 2002, Yamaha released the newly developed Deltabox frame, which, with its hydro formed construction, reduced the total number of frame welds. These changes improved the frame's rigidity by 30%. The cooling system was redesigned for better performance and compactness. The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was updated and streamlined with a LED taillight. This allowed for very clean rear body lines when choosing one of several common after market modifications, such as removal of the turn signal stalks and stock license plate bracket; and replacing them with assorted available replacements that "hug" the body or frame. Also, front end lighting was improved in 2002, between the higher definition headlights and also side "parking" lights within the twin-headlight panel, giving a more angular appearance. This also gave additional after market possibilities, such as to remove the front turn signals and use these front lights as directional or hazard markers while stopped. For 2003, the only change was fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running.
In 2002, Cycle World reported fuel mileage of 38 mpg‑US (6.2 L/100 km; 46 mpg‑imp), a 0 to 60 mph (0 to 97 km/h) time of 2.9 seconds, a 0 to 1⁄4 mi (0.00 to 0.40 km) time of 10.32 seconds at 137.60 mph (221.45 km/h), and a top speed of 167 mph (269 km/h).
With the competition advancing, Yamaha made some major changes to the model. This included style updates, like an under seat twin exhaust, and performance upgrades including radial brakes, and, for the first time an R1 Ram-air intake. Furthermore, the tendency for wheelies by earlier productions was reduced by changing the geometry of the frame and weight distribution. The all-new engine was no longer used as a stressed member of the chassis, and had a separate top crankcase and cylinder block.
The 2004 R1 weighs 172 kg (379 lb) dry. The conventional front brake calipers were replaced by radially mounted calipers, activated by a radial master cylinder. A factory-installed steering damper was also added this year. Combined with the changes to the frame, this helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or deceleration on less-than-perfect surfaces, a phenomenon known as a speed wobble or tank slapper.
Motorcycle Consumer News tests of the 2004 model year YZF-R1S yielded a 0 to 60 mph (0 to 97 km/h) time of 3.04 seconds and 0 to 100 mph (0 to 161 km/h) of 5.42 seconds, a quarter-mile time of 9.90 seconds at 144.98 mph (233.32 km/h), and a top speed of 179 mph (288 km/h).
John McGuinness won the senior race at the 2005 Isle of Man TT.
The swingarm was extended by 20 mm (0.79 in) to reduce acceleration instability. In this year, Yamaha also released a limited edition version in original Yamaha racing colors to celebrate its 50th anniversary. The model (LE/SP) had a Kenny Roberts front and rear custom Öhlins suspension units developed by the same team as the YZR-M1 MotoGP bike. Custom forged aluminum Marchesini wheels specifically designed for the LE shaved nearly a pound off the unsprung weight. A back torque-limiting slipper clutch, and an integrated lap timer rounded out the package, making the LE virtually a production racer. Only 500 units were made for the United States with another 500 units for Europe.
An all-new YZF-R1 for the 2007 model year was announced on 8 October 2006. It had an all-new inline four-cylinder engine, going back to a more conventional four-valves per cylinder, rather than Yamaha's trade mark five-valve Genesis layout. It also had the Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper-type clutch, all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air ports in the front fairing. There were no major changes for 2008. Power at the rear wheel was 156.7 hp (116.9 kW) @ 10,160 rpm.
Motorcycle Consumer News tests of the 2007 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.94 seconds and 0 to 100 mph (0 to 161 km/h) of 5.46 seconds, a ¼ mile time of 9.88 seconds at 145.50 mph (234.16 km/h).
In late 2008, Yamaha announced they would release an all new R1 for 2009. The new R1 takes engine technology from the M1 MotoGP bike with its cross plane crankshaft. Crossplane technology puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. The 2009 R1 was the first production sportbike to use a crossplane crankshaft. The power delivery is the same as a 90° V4 with a 180° crank, such as the Honda VFR800 and very similar to the Yamaha V-Max which has been lauded for its exhaust sound. Yamaha claims the bike would give the rider 'two engines in one', the low end torque of a twin and the pace of an inline four. As with previous incarnations of the R1, the 2009 model keeps its Yamaha Chip Controlled Throttle (YCC-T).
Another advancement included on the 2009 model was D-Mode Throttle Control Valve Mapping, which allows a rider to choose between three distinct maps depending on the rider's environment. Each mode of operation controls YCC-T characteristics, changing how the R1 reacts to rider input. The first mode is Standard Mode, which delivers performance for a wide variety of driving conditions. The second mode is "A" mode which will give a rider more available power in the lower to mid RPM range. The third mode is "B" mode, which is a dial back of the previous mode, designed to soften throttle response in inclement weather and heavy traffic. D-Mode throttle control is controlled by the rider through a forward mode button near the throttle. The instrument panel is more comprehensive than previous models, and the 2009/2010 Yamaha YZF-R1 model had a gear indicator as standard.
Overall handling of the R1 was improved through changes to frame and suspension. A new sub frame was designed for the 2009 R1, cast from magnesium giving lower weight aiding mass centralisation. The rear shock absorber on the 2009 offers variable speed damping, as well as an easy to tweak pre-load via a screw adjustment. The rear shock now connects underneath the swing arm through a different linkage; a change from previous years' models. To improve overall handling and safety, Yamaha included an electronic steering damper.
The front has the same classic R1 shape, though the air intake location and headlamp design have been revamped on the 2009 model; using only projector lamps, and using the new-found design space within the nose cone to reroute ram air tubes next to the lights.
Testing the 2010 model year in the confines of a tri-oval racetrack, Motorcyclist magazine reported a 0 to 1⁄4 mi (0.00 to 0.40 km) time of 10.02 seconds @ 144.23 mph (232.12 km/h), and fuel consumption of 25 mpg‑US (9.4 L/100 km; 30 mpg‑imp).Motorcycle Consumer News reported a tested top speed of 176.7 mph (284.4 km/h).
In 2012 the Yamaha YZF-R1 received traction control, redesigned upper cowl (nose of bike), and a special edition 50th Anniversary R1 was released. The special edition color is inspired from Assen TT-winning MotoGP bike. The special edition commemorates the participation of Yamaha in MotoGP. Only 2000 units of this edition were made.
At the centennial EICMA motorcycle show, Yamaha officially unveiled a new generation of R1. It is similar to MotoGP's 2005–Present YZR M1. Yamaha claims a wet weight of 199 kg (439 lb) The new bike has an electronics package that includes a sophisticated Traction Control (TCS) and Slide Control System (SCS), antiwheelie Lift Control System (LIF), linked antilock brakes, Launch Control System (LCS), Quick Shift System (QSS), and selectable power modes. The Slide Control System on the Yamaha YZF-R1 is the first on a production motorcycle. Information is fed to the bike through a six-axis gyro (Inertial measurement unit) and other sensors over 100 times a second. Power delivery is tapered through manipulation of the throttle butterfly and ignition and fuel cuts. Engine changes include shortened bore-to-stroke ratio, larger airbox, a finger-follower valve system, and fracture split titanium conrods. It comes standard with magnesium wheels. Information is presented to the rider through a user-customizable thin-film display.
A second higher-spec, limited production model is also produced called the R1M, and is differentiated from the standard model by having more expensive components such as electronic semi-active Öhlins suspension, carbon fiber bodywork, Yamaha's Communication Control Unit (CCU), Y-TRAC data logging system, and stickier Bridgestone tires with larger rear 200/55-size. A third model starting in 2016 is also offered a lower-spec R1S.
|Year||1998 - 1999||2000–2001||2002 - 2003||2004–2005||2006||2006 LE||2007-2008||2009||2010||2012-2014||2015–present|
|Type||998 cc (60.9 cu in), liquid-cooled, 20-valve, DOHC, inline four-cylinder||998 cc, liquid-cooled, 16-valve, DOHC, inline four-cylinder||998 cc, liquid-cooled, 16-valve (titanium), DOHC, in-line four-cylinder, cross-plane crankshaft|
|Bore × stroke||74 mm × 58 mm (2.9 in × 2.3 in)||77 mm × 53.6 mm (3.03 in × 2.11 in)||78 mm × 52.2 mm (3.07 in × 2.06 in)||79.0 mm x 50.9 mm|
|Fuel system||Carburetor||Mikuni BDSR40 carburetors with TPS||Mikuni fuel injection||Fuel injection, motor-driven secondary throttle valves||Fuel injection, dual-valve throttle bodies with motor-driven secondary valves||Fuel Injection with YCC-T and YCC-I|
|Compression ratio||11.8:1||12.5:1||12.7:1||12.3 : 1||13.0 : 1|
|Rev limiter||13,750 rpm|
|Manufacturer rated horsepower (crank)||150 hp (110 kW)||150.0 hp (111.9 kW) @ 10,000 rpm||152.0 hp (113.3 kW) @ 10,500 rpm||172 hp (128 kW), 180 hp (130 kW) with ram air||132.4 kW (177.6 hp) @ 12,500 rpm / 139.0 kW (186.4 hp) @ 12,500 rpm with ram air ||191 hp (142 kW) @ 12,500 rpm without ram air ||199 hp (148 kW)|
200.0 hp (149.1 kW)(with track only Circuit ECU)
|Rear wheel horsepower||129.4 hp (96.5 kW), 129.3 hp (96.4 kW) @ 10,550 rpm||130 hp (97 kW)||127.2 hp (94.9 kW), 134.1 hp (100.0 kW) @10,800 rpm||152.9 hp (114.0 kW) @ 10,160 rpm, 156.7 hp (116.9 kW)||180.7 hp (134.7 kW)||188.4 hp (140.5 kW)@ 12,720 rpm|
|Torque||72.7 lb⋅ft (98.6 N⋅m), 72.0 lb⋅ft (97.6 N⋅m) @ 8,250 rpm||70.4 lb⋅ft (95.4 N⋅m)||106.6 N⋅m (78.6 lbf⋅ft) @ 10,500 rpm (claimed) ||75.5 lb⋅ft (102.4 N⋅m), 73.6 lb⋅ft (99.8 N⋅m) @ 8,150 rpm||76.2 lb⋅ft (103.3 N⋅m)||78.6 lb⋅ft (106.6 N⋅m),@ 8,790 rpm  (rear wheel)|
|Final drive||#530 O-ring chain||525 O-ring chain|
|Transmission||6-speed w/multi-plate clutch||6-speed w/multi-plate slipper clutch||6-speed w/multi-plate coil spring slipper clutch|
|Brakes/Front||Dual 298 mm discs||Dual 320 mm discs, radial-mount forged 4-piston calipers||Dual 310 mm discs, radial-mount forged 6-piston calipers||Hydraulic dual disc, Ø 320 mm|
|Brakes/Rear||Single Piston (Pin Sliding) Caliper w/ 240 mm disc||Single Piston (Pin Sliding) Caliper w/ 220 mm disc|
|Suspension/Front||41 mm inverted telescopic fork||43 mm inverted telescopic fork, 120 mm (4.7 in) travel|
|Suspension/Rear||Single shock, adj. preload, compression damping, rebound damping, 130 mm (5.1 in) travel||Single shock, 130 mm (5.1 in) travel||Single shock, adj. preload, compression damping, rebound damping, 130 mm (5.1 in) travel||Single Öhlins shock, adj. preload, adj. high-/low-speed compression damping, rebound damping, 130 mm (5.1 in) travel||Single shock, piggyback reservoir, spring preload, adj. high-/low-speed compression damping, rebound damping||Swingarm, 120 mm travel||(link suspension), Monoshock, 120 mm travel||Swingarm, (link suspension), 120 mm travel|
|Length||2,035 mm (80.1 in)||2,065 mm (81.3 in)||2,090 mm (82.1 in)||2,060 mm (81.1 in)||2,070 mm (81.5 in)||2,070 mm (81 in)||2,055 mm (80.9 in)|
|Width||695 mm (27.4 in)||720 mm (28 in)||720 mm (28.3 in)||710 mm (28.1 in)||715 mm (28.1 in)||690 mm (27 in)|
|Height||1,095 mm (43.1 in)||1,105 mm (43.5 in)||1,100 mm (43.5 in)||1,110 mm (43.7 in)||1,130 mm (44.5 in)||1,130 mm (44 in)||1,150 mm (45 in)|
|Seat height||800 mm (31 in)||815 mm (32.1 in)||818 mm (32.2 in)||815 mm (32.1 in)||835 mm (32.9 in)||830 mm (32.8 in)||835 mm (32.9 in)||855 mm (33.7 in)|
|Wheelbase||1,415 mm (55.7 in) (1,394 mm (54.9 in) claimed)||1,395 mm (54.9 in)||1,415 mm (55.7 in)|
|Trail||92 mm (3.6 in)||103 mm (4.1 in)||97 mm (3.8 in)||100 mm (4.0 in)||102 mm (4.0 in)||102 mm (4.0 in)|
|Fuel capacity||18 l (4.0 imp gal; 4.8 US gal)||17 l (3.7 imp gal; 4.5 US gal)||18 l (4.0 imp gal; 4.8 US gal)||18 l (4.0 imp gal; 4.8 US gal)||17 l (3.7 imp gal; 4.5 US gal)|
|Dry weight||190.1 kg (419 lb)||187.8 kg (414 lb)||187 kg (412 lb)||172.0 kg (379.2 lb)||172.8 kg (381 lb)||173.7 kg (383 lb)||177 kg (390 lb)||177 kg (390 lb), 203.2 kg (448 lb)|
|Wet weight*||198.2 kg (437 lb) (claimed)||200.9 kg (443 lb)||193 kg (425 lb), 194 kg (428 lb) (Cali)||206 kg (454 lb) (claimed), 216.4 kg (477 lb)||206 kg||199 kg (439 lb) |
|Top speed||270 km/h (168 mph)||278 km/h (173 mph)||288 km/h (179 mph)||293 km/h (182 mph)|
|0 to 97 km/h (0 to 60 mph)||2.96 sec.||2.99 sec.||3.04 sec.||2.64 sec.|
|0 to 161 km/h (0 to 100 mph)||5.93 sec.||5.79 sec.||5.42 sec.||5.12 sec.|
|0 to 1⁄4 mi (0.00 to 0.40 km)||10.19 sec.||10.17 sec.||9.90 sec.||9.88 sec.||10.05 sec.||10.31 @ 148.12 |
10.11 sec. @ 146.62 mph 
9.83 sec. @ 149.91 mph 
|Braking 97 to 0 km/h (60 to 0 mph)||34.7 m (113.9 ft)||35.1 m (115.3 ft)||35.8 m (117.3 ft)||35.9 m (117.9 ft)||37.8 m (124.0 ft)||38.4 m (126.0 ft)|
|Fuel consumption||5.50 L/100 km; 51.4 mpg‑imp (42.8 mpg‑US)||5.67 L/100 km; 49.8 mpg‑imp (41.5 mpg‑US)||5.65 L/100 km; 50.0 mpg‑imp (41.6 mpg‑US)||6.53 L/100 km; 43.2 mpg‑imp (36.0 mpg‑US)||8.0 L/100 km; 35.3 mpg‑imp (29.4 mpg‑US)|
- Includes oil and full fuel tank.
The bike had five wins in the Macau Grand Prix between 1999 and 2013. Lorenzo Alfonsi won the 2004 FIM Superstock 1000 Cup, followed by Didier Van Keymeulen in 2005. Yamaha World Superbike riders Troy Corser and Noriyuki Haga finished 2nd and 3rd respectively in the 2008 Superbike World Championship season. Yamaha World Superbike rider Ben Spies won the 2009 Superbike World Championship season title recording 14 wins and 11 poles in his one season in WSBK. The Yamaha Factory Racing Team with riders N. Nakasuga, P. Espargaro, and B. Smith won the 2015 Suzuka 8 Hours endurance race. Katsuyuki Nakasuga, Alex Lowes, Pol Espargaro won the 2016 Suzuka 8 Hours endurance Race. Tommy Hill won the British Superbike title in 2011 on board a YZF-R1. Yamaha rider Josh Brookes won the 2015 British Superbike series title.
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