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The 2011 Yamaha R1 represents a paradigm shift in technology, performance and controllability among litre class sport bikes. Inspired by Yamaha’s M1 MotoGP race bike, this latest generation R1 features a crossplane crankshaft design with an uneven firing order to provide outstanding yet easy to control torque and an exceptionally linear throttle feel never experience before. But there is far more to the 2011 Yamaha R1 than just a revolutionary engine.

ENGINE

The key components of this cutting edge engine design are the “crossplane” crankshaft and an uneven firing order. Both of these features are used on Yamaha’s championship winning M1 MotoGP racer. Please note … this is not a “big bang” engine. The R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross … or “crossplane”. Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinder’s firing order is normally 1,2,4,3 with a 180 degree interval. This R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider – machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.

Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The primary injectors utilize 12 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required.

Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpms. While the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS handle bar switch gear.

CHASSIS/SUSPENSION

Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow “tuned flex”. Finished in black, this frame boasts a compact 1415mm (55.7″) wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF (controlled filling) die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.

Fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Adjustments include 5-way spring preload, 25-way rebound and 25-way compression damping. Front wheel travel is 120mm (4.7″). The thickness of the inner fork tubes and the shape of the outer tubes have been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.

Bottom link Motocross rear suspension utilizes a fully adjustable piggyback-style rear shock. Adjustments include 16-way spring preload, 18-way rebound and 20-way hi speed compression damping and 4-way low speed compression damping. The bottom link design lowers the centre of gravity for excellent handling. This shock features 2-way (hi speed & low speed) compression adjustment plus rebound and spring preload adjustability too. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7″).

Race inspired lightweight instrumentation includes an analog tach plus digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter. This console also features adjustable back lighting, adjustable shift light and a low fuel warning light. Other key features include a gear position indicator, accelerator opening angle indicator, engine mode indicator integrated stop watch, lap timer with split time mode and an air intake temperature display. The lap timer is controlled by the starter switch button for added convenience and ease of use.

ADDITIONAL FEATURES

Adjustable footrests can be raised 15mm upward and 3mm backward if desired.

Immobilizer ignition system is designed to reduce the possibility of “ride away” theft. This system must recognize the “coded ignition key” in order for the unit to start. If the immobilizer ignition does not recognize the key (or a thief’s screwdriver or other type of “jimmy tool”) the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.

Race inspired fairing improves both aerodynamics and style. The fairing features a slant nose front profile for aerodynamic streamlining, with engine revealing side cut outs.

Windshield features a “screw less” design for a cleaner, more trick appearance.

Slim design rear tail section.

The seating position offers a very sporty yet comfortable riding position.

Lightweight forged footpegs for high strength.

Extensive use of hollow bolts and lightweight fasteners help trim overall weight.

Heavy-duty 50 series “O” ring drive chain.

Low maintenance, lightweight, sealed battery.

Convenient fold out under seat bungee cord straps.

The YZF-R1 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.

The Yamaha YZF-R1′s 20-valve four-cylinder motor makes more power than 90% of all road riders can cope with, and delivers it in one long, ever increasing howl of delight. Nifty gearbox helps the fun, plus the fuel injection is excellent, too. Yamaha YZF-R1 SP version has a slipper clutch and another 3bhp if you really, really need it – it costs £14,000 however.

The only weakness with the Yamaha YZF-R1′s Deltabox chassis is that it needs a bit more effort, more precision, to get the very best from it at the track, compared to the  incredibly adroit Gixer 1000. It’s as if the mass of the Yamaha YZF-R1 is carried a fraction higher than on the Suzuki.

The Yamaha YZF-R1 was the UK’s top seller in 2004, but in 2005 the GSX-R1000 arrived and things have been tougher for the Yamaha YZF-R1 since. Good deals can be had so shop around.  Special editions? The Kenny Roberts yellow and black painted model Yamaha YZF-R1s will possibly be collectable in the future. It’s only worth considering the high spec SP model if you have the spare dosh and track time to enjoy it, as depreciation will be harsh.

Lush paintwork, beautiful alloy cycle parts and very well put together. Apart from the odd clutch niggle (it has a tall first gear ) the Yamaha YZF-R1 has an excellent reputation for long life and can do seriously high miles, not that many owners care to rack them up. Nick Sanders has been around the world on a Yamaha YZF-R1, dodging cattle chicanes and all sorts, so it can handle anything you throw at it.

The Yamaha YZF-R1 has all the sports bits you need, plus a handy clock on the dash, high rpm warning light and a token pillion. The mirrors aren’t too narrow, but the seat is higher than the CBR1000RR or GSX-R1000. The Yamaha YZF-R1′s OE Dunlop tyres don’t suit some riders either, but they’ll be shredded after your first track day anyway.

Evoultion at it’s finest – the technology’s not hugely changed since the FZR1000 of 1989 but the Yamaha YZF-R1 has always delivered a minimum of 150bhp (130 at the wheel). Torque is never in short supply and the bike’s light weight makes the most of both. The Yamaha YZF-R1′s gearbox can be a little reluctant.

No major problems and finish is much better than early/mid 90s Yamahas. Beware race/track Yamaha YZF-R1s which have been thrashed. Problems with the gearbox are very rare despite internet rumours suggesting otherwise. The black finish on the frame and swingarm of 2003/03 Yamaha YZF-R1s rubs off easily.

The Yamaha YZF-R1 is a track bike to demolish rivals and wring the rider’s adrenal glands dry. The original 98-99 model was the liveliest and hardest to tame. Later Yamaha YZF-R1s were easier to pilot but don’t think that means they’re soft in any way. The original Yamaha YZF-R1 was slightly hard to turn into corners and could run wide. Later versions were improved with a stiffer headstock and firmer forks. Ace brakes.

Extra equipment on a race rep just ads weight so the Yamaha YZF-R1’s pretty minimal. Comfort’s pretty good for a rider although Yamaha YZF-R1 pillions must be brave. Headlights are effective even if the mirrors aren’t brilliant. There’s some underseat storage too unlike later Yamaha YZF-R1s where exhausts occupy that space – although from 2002 it’s minimal.

The Yamaha YZF-R1 was top dog sports bike until the GSX-R1000 appeared in 2001. Parallel imports and stiff competition from Honda and Suzuki mean prices stay sensible. But equally there’s no such thing as a good, clean, cheap Yamaha YZF-R1 – they’re a desirable bike and good ones always sell. Honda’s FireBlade from 2002 onwards is a comparable machine and the GSX-R arguably better.

The Yamaha R1 was never short of top end drive and that’s true of this latest version. What the latest Yamaha YZF1000-R1 does have though is a healthy dollop of midrange kick. Not that this will be a worry in the lower gears as the fly-by-wire system, linked to detailed ECU mapping, won’t deliver everything the rider asks for, instead giving what it thinks is best. Variable length inlet trumpets (worked by electronic motor at 10,400rpm) boosts midrange revs and props up top end poke – not just a gimmick, it actually works.

As there are only three major motorcycle fastener suppliers in Japan –used by all the Japanese manufacturers – the old belief that Yamaha’s finish is inferior is complete rubbish nowadays. What is questionable is the bitty way certain panels of this latest Yamaha R1 are tacked on or used to cover areas eg the flimsy placcy bit covering the down pipes. Reliability shouldn’t be a problem as the Yamaha R1 hasn’t got a reputation for being a lemon.

With race-like suspension front and rear, the standard set-up of this latest Yamaha R1 is just about right for dealing with everyday riding on UK roads. Turn the pace up (road or track) and there’s enough adjustment to suit every situation and riding style. Typically the R1 is a front end motorcycle, meaning that every road detail is felt through the bars and it drops into a turn as quick as you like. Race track manners along with road motorcycle stability takes some beating and believing, but it does both with style.

Yamaha’s pricing has always been strange: in 2005 the R1’s list price was £9k-plus, but then dropped to just over £8k in 2006. For 2007 the R1’s projected price will be around £8999, which (typically) is around £200 more than the competition. Value for money? Yamaha think so, as do previous Yamaha R1 customers.

As a leading sports bike/race replica, niceties of heated grips and shaver points simply don’t exist. The Yamaha R1′s dash layout is spartan but effective; big tachometer face, gear shift light and LCD speedo are all you’ll really need. Yamaha has brought back six-piston brake calipers to fly in the face of four-pot fashion, but they work very, very effectively on the smaller-sized discs of the latest R1. The rear shock features high/low compression damping, which is good, as is the roomy seating position. Six-feet plus? Not a problem.

Introducing the 2009 YZF-R1, the first ever production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP racing with the M1, puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. This all but eliminates undesirable inertial crankshaft torque, which allows the engine’s compression torque to build smoothly and provide a very linear power delivery out of the corners. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high-rpm power of an inline 4. In fact, the new YZF-R1 is not a continuation of existing supersport development; it is breakthrough technology that represents a paradigm shift in both technology and performance.

This next-generation R1 keeps all the technological superiorities developed for its predecessor: YCC-T (Yamaha Chip Controlled Throttle) is MotoGP inspired fly-by-wire technology used to deliver instant throttle response. YCC-I is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.

R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp response for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.

In keeping with this machine’s exceptional cornering ability and crisp handling, the all new aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is now lightweight CF die-cast magnesium, contributing the optimum mass centralization. Suspension includes new SOQI front forks which use one of the tricks developed for our winning MotoGP bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts new bottom linkage for optimum suspension characteristics. Want even more? For the first time, R1 comes standard with an electronic steering damper.

All new bodywork does more than add break-away-from-the- crowd styling. Completely new, the new model has a more serious, less busy look. The side fairing is smoother for a sleeker appearance. And, instead of the usual four bulb headlight design, the ’09 model now has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are new and unique to the supersport industry.