All Test Drives – 2015 R1 Test: the Yamaha tracker to the test of the road – Dynamics: efficiency and pleasure in the R …

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2015 R1 test: the Yamaha tracker to the test of the road

All Test Drives - 2015 R1 Test: the Yamaha tracker to the test of the road - Dynamics: efficiency and pleasure in the R ...

Of all the new sport bikes that MNC has tested on the track, the 2015 R1 has proven to be the most spellbinding. Does the charm also work on the road in 106 hp? What are the effects of its radical reorientation of racing on a daily basis? ? Answers after 850 km.

Dynamics: efficiency and pleasure in R…

It is therefore at dawn and in the cool of autumn (6 ° C on the dashboard) that MNC investigates his first kilometers on the road with the R1 2015. To make matters worse, the Parisian traffic jams quickly make us regret for not having opted for a Tmax instead of Yamaha’s hypersportive flagship…

However, the experience is not so grueling and is especially rich in lessons: a few meters are enough for example to appreciate the incredible handling and precision of the front axle, worthy of a 600 cc. The comparison is no exaggeration since the wheelbase of the R1 is only 15mm longer than that of the R6! And with 199 kg all full, the Superbike is a real featherweight.

Very healthy when setting the angle, without showing this tendency to engage at low speed noted on many sports motorcycles, the R1 has a liveliness as useful to swallow a pif-paf on circuit as to squeeze in the congestion of the peripher ‘. Its very well designed handlebars, wide but not excessively, also allow you to enjoy a correct turning radius … for the genre !

Unsurprisingly, however, the position is of the radical kind: the half-handlebars fixed under the triple tree break the wrists while the saddle – hard as a rock – is as high perched as the footrests. However, driving does not turn into a nightmare thanks to the contained dimensions, in particular the confusing narrowness between the thighs. Pertinently hollowed out on its sides, the R1’s 17-liter tank spreads out less than that of the 17.5-liter, for example..

On the other hand, this compactness, which is only shared with the RSV4 and Panigale in hyper sports cars, does not adapt well to tall pilots: above 1.80 m, the fold exerted on the legs becomes sensitive and the elbows come into contact with the knees in position. speed search (at the cleat, what!).

Nose in the bubble, we then plague against its weak protection: a large part of the helmet and all of the shoulders are completely exposed, even in the "dab" position. Even if it means playing mimicry with Rossi’s MotoGP, MNC would have liked Yamaha to graft the much more developed bubble of his YZR-M1 onto the R1. !

To fight against the cold, we enclose the spars of the perimeter aluminum frame a little closer because the many calories generated by the 4-cylinder are propagated there, as well as under the buttocks! Like the previous model, the Crossplane heats up copiously between two red lights and often exceeds 100 ° C in town despite the cool air.

An appreciable characteristic on this chilly morning, but which will inevitably become annoying in the middle of summer … Not to mention that the noise of the fan, almost constantly on in the clutter to ventilate the engine, spoils the pleasure a little..

An endearing engine and a crazy chassis !

Full and available, this "CP4" engine accepts without – too much – reluctance to descend to 2500 rpm, where many sports twin cylinders are choked. However, this 4-cylinder Crossplane timing does not have the confusing elasticity of an in-line 4-leg. Relaunch smoothly its pistons 79 mm in diameter (for 50.9 stroke) is for example impossible in sixth at idle.

Almost too muffled by the short silencer, the sound of this mill is still unique thanks to its asynchronous ignition sequence (270 ° – 180 ° – 90 ° – 180 °). Dry and almost slamming throttle cut – the audible distribution clicks in slow motion don’t help the situation … – the Crossplane soundtrack becomes noticeably more melodic as it takes turns.

From mid-revs, its vocalizations close to those of a V4 change in tone: deeper, they seem especially to agree with the muffled hum of the airbox, to the delight of music lovers! The whole is gaining in intensity and sportiness, but without ever turning to the bestial howling of a "traditional" 4-cylinder. High in the laps, the 2015 R1 furiously evokes the sound of a MotoGP: sacred compliment !

On the other hand, if we appreciate the progress made in its revving (much more lively than before), the "trunk" of the engine seems less impressive than on the previous model. Certainly, the revivals are sturdy and without downtime, largely sufficient to take off the front wheel with a generous burst of gas. But under 5000 rpm, they seem a little less manly than before.

Sensations confirmed by comparing the data sheets: restrained, the R1 2015 develops 83 Nm at 8000 rpm against 90.3 Nm at 7000 rpm for the old model, strong of almost 7 Nm of torque 1000 rpm earlier. The deal is balanced in Full Power versions, but nevertheless remains to the advantage of the 2014 version: 115.5 Nm at 10,000 rpm against 112.4 Nm at 11,500 rpm.

You have to see the flip side of the extra horsepower found in the towers thanks to the use of ever more super-square odds: getting 200 hp out of a 988 cc block requires its share of compromises, which are particularly penalizing in the frame. for road use. Because on the circuit, there are few revivals below 8000 rpm !

Not designed for confined spaces, the transmission worthy of a racing motorcycle also places the R1 cramped: the first pulls so long that it is kept regularly in built-up areas, the 50 km / h being obtained at 4000 rev / mn. The red zone begins 10 000 rpm later (!), A gentle electronic regulation intervening … at 167 km / h. In France, you enter the "State enemy" category without even passing the two !

The clutch is firm but precise, just like the selection. On a daily basis, the fairly short selector tip requires a little attention. If the boot is not perfectly wedged against the frame – a reflex on the track, but not on the road when driving "relaxed" – it is not rare to miss it! Same observation regarding the brake pedal.

Still on the transmission side, the 2015 R1 receives a shifter that allows you to change gears without disengaging or cutting the throttle, a device introduced for the first time as standard on a Japanese sports motorcycle. Not as fast as those of the RSV4 and S1000RR and without their "Downshift" function which also allows downshifts without disengaging, this system is however smoother.

This smoothness makes it possible to increase a report on the angle in a "comfortable" way, as the disturbance on the attitude of the motorcycle during the load break is controlled. Pleasant to arsouille as in duo, to roll up smoothly.

This partly compensates for the slight lack of progressivity during the go-around: the roughness at the opening of the accelerator is certainly significantly less than on the previous model, but it is not yet completely eliminated. On this point, the ride-by-wire of the BMW S1000RR is smoother and more precise, just like the good old "full by cables" of the Suzuki GSX-R1000. !

Tested by a courageous passenger, the jump seat reserved for it unsurprisingly lacks softness and width. But at least it is no longer overheated by the silencers, as on the previous model !

A restrictive position and hands clinging to the pilot are naturally de rigueur, due to the high-placed footrests and the absence of grab handles. Our guest – young, therefore tolerant! – nevertheless appreciated being installed high enough to see the road above the pilot’s helmet. Always it took…

In the winding, the excellent balance and responsiveness of the fully adjustable suspensions work wonders. Admittedly, their absorption capacity is fatally limited by their firm setting and their low travel (120 mm): it is not a Super Tenere, either! But their behavior remains irreproachable in all circumstances, without "racket strokes" specific to excessively rigid sportswomen..

Only the BMW S1000RR 2015 offers to date more progressiveness on the bumpy, thanks to its semi-active suspensions which it is possible to define the hardness from the handlebars and which are then adjusted in real time..

Turn after turn, the front axle displays all its qualities: incredibly lively and reassuring, it offers a

exceptional which we use and abuse with a pleasure rarely achieved. The rear is not to be outdone and enjoys fabulous traction, as long as the rubber of the slightly sculpted Pirelli Diablo Rosso Super Corsa SP is warmed up in cool conditions..

But the most impressive is the imperial stability, never questioned. Because hyper agile sports motorcycles, MNC has already tested a bunch. But rarely has such an alert machine shown itself capable of staying perfectly in line like the new R1, whether in a curve at high speed or on a bump swallowed at moderate speed! The ideal compromise, nothing less.

Thanks to the electronics, the Iwata reference is also particularly calm, even on "wet fat". Its anti-skating is exquisitely thin and its ABS is totally transparent. In addition, the braking coupled to the rear reduces the risk of "crossing the skis": if the pressure on the front calipers is considered too high compared to the angle, the rear is actuated automatically to distribute the force..

Result: the R1 hardly stiffens during a (re) grip of the right lever on the angle. All the more useful as measuring the action of the monobloc calipers is slightly less easy than on certain rivals, the fault of a lever with a hard touch at the start of the race. Consistency and power are on the other hand well at the rendezvous.

Verdict: a success? No, a masterpiece !

In 1998, the launch of the first YZF-R1 was like a bomb. 17 years later, the latest addition to this remarkable saga is part of the same trend. Sleek, incredibly powerful and sophisticated, the 2015 R1 brings together absolutely all the qualities expected of a modern Superbike.

Better still: it introduces new standards and pushes back light years some of its Japanese competitors awaiting a real overhaul. One can only admire the audacity of Yamaha, especially at a time when the sports motorcycle market is faltering under the combined constraints of …

While some indulge in the soft consensus and the "not-funny-but-not-expensive" motorcycles assembled in Asia, the Iwata crest has made a crazy bet, totally unproductive from an accounting point of view: that of making us dream , to widen the eyes in front of the extraordinary design of this singular R1, to savor the magical flights of his Crossplane, to hallucinate in front of its degree of sophistication…

Of course, the Yamaha is not free from faults, especially in the context of road use. We plague in particular against its heat release, its spartan comfort, its zero protection or its transmission a bit rough. As many inconveniences little or not important on the circuit, for which it was primarily designed.

The sum of its dynamic qualities, however, is such that bikers sensitive to its charms will probably pay no attention to it. At least, initially: in use, the brittle side of a hypersport has worn out more than one…

Other regrettable small details: its limited color chart (blue or red only) and the two recall campaigns to which it has already been the subject. The first because of the, the second for a risk of. At this price and performance level, it’s a bit nerdy…

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