All Tests – 2012 Yamaha YZF-R1 Review: no revolution in the R – The 2012 Yamaha YZF-R1 in the R of the time

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2012 Yamaha YZF-R1 test: no revolution in the R

All Tests - 2012 Yamaha YZF-R1 Test: no revolution in the R - The 2012 Yamaha YZF-R1 in the R of the time

Despite its technological content and its fantastic Cross Plane engine, the R1 was beginning to suffer in the face of the most successful European hypersport motorcycles. To keep the vacuum in 2012, Yamaha offers traction control and reviews some details. Test !

The 2012 Yamaha YZF-R1 in the R of the Time

Who would have thought, after decades of unchallenged domination in the hypersport motorcycle segment, that Japanese manufacturers would see their playground invaded – not to say dominated – by a few of their European competitors? ?

Who would have imagined, only five years ago, that BMW would release the, an incredible "surface-to-surface" missile capable of poking fun at the GSX-R and ZX-10R in championships like the or the European Stocksport? Or that Aprilia would crown the World Superbike crown on the nose and beard of the CBR1000RR and YZF-R1 with a slightly less salivating and sophisticated than a MotoGP ?

Not many people, let’s face it! And this, even if the economic crisis and the regression of sports sales have gradually encouraged the Japanese to lower their guard … like Yamaha, which preferred to refine its iconic R1 in 2012 rather than spend millions on it. R&D to completely overhaul it (read in particular our).

Results of the races: the new Yamaha YZF-R1 2012 sports, almost to the bolt, the same components as the (aluminum Deltabox chassis, six-piston radial brakes, 100% adjustable suspensions …) and therefore displays the same weight values. (206 kg all full), geometry (1415 mm wheelbase and 24 ° caster angle), power (182.1 hp at 12,500 rpm) and torque (115.5 Nm at 10 000 rpm).

Aesthetically, the new sport with three tuning forks is satisfied with a few small stylistic changes. Connoisseurs will note in particular the arrival of rows of very stylish LEDs on the lower edges of the optics and the slightly sharper shapes of the voluminous silencers and their imposing protections..

On the other hand, you have to be a true aficionado of the R1 – coupled with a keen observer – to spot the arrival of a gravity-cast aluminum handlebar support – as on the YZR-M1 Grand Prix! -, or the use of new footrests designed to improve the support but which are still not adjustable, unlike those of the GSX-R.

In reality, the main evolution of the new sporting flagship of the Iwata crest is almost invisible at first glance since it is located in its "electronic guts": following in the footsteps of, the 2012 Yamaha R1 becomes the second sport Japanese to use the services of a very popular anti-skating device.

Baptized Traction Control System (TCS) and inaugurated in 2010 on the, this traction control is naturally more elaborate than that of the road trail. Riding the aura of MotoGP, Yamaha even announces it as "directly inspired by Lorenzo and Spies M1".

Configurable on six levels (compared to only two on the Super T) and disconnectable, the TCS of the new 2012 R1 continuously measures and compares the speed of rotation of the front and rear wheels using toothed crowns. Able to detect the tiniest variation, the central unit (ECU) crosses its data with those provided by the electronic accelerator Yamaha Chip Controlled Throttle (engine speed, gear engaged or throttle opening) and intervenes more or significantly depending on the case.

This intervention is carried out by means of three distinct processes: either by reducing the opening of the throttles via the YCC-T, or by intervening on the ignition advance, or finally by cutting off the power supply if the loss motor skills is too pronounced and the situation requires more "radical" action..

Unlike the traction controls of the S1000RR and RSV4 APRC (and MotoGP), the TCS does not use gyroscopes responsible for measuring the tilt in a curve. It therefore collects less data used to trigger a "preventive" action, while the German and Italian systems are able to regulate the power according to the degree of angle and to redistribute it as the motorcycle is recovering..

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