All Tests – The diva becomes divine – Used YAMAHA

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The diva becomes divine

All Tests - The diva becomes divine - Used YAMAHA

In 1998, the first Yamaha YZF R1 laid the groundwork for contemporary hypersport: more performance, less weight and above all an enticing plastic to match the potential of the beast. Ten years later, where is the 5th R1? Test…

Putting an end to five years of domination of the Honda 900 CBR in 1998, the first Yamaha YZF R1 then laid down the canons of contemporary hypersport. More performance, less weight and above all an attractive plastic up to the potential of the beast.

Nine years later, this fifth generation of fantasy machine has evolved with the times without sacrificing its original credo: thanks to subtle alterations and the discreet contribution of (high) on-board technology, the R1 is playing it more than ever. athlete in cocktail dress…

In terms of novelties, we should not look for the sacrosanct weight / power ratio to appreciate the progress of the R1: on the one hand the 1000 hypersport cars of today happily transgress the freedoms offered in our country, but Japanese manufacturers must also face increasingly drastic antipollution and noise standards, whatever part of the world…

As a result, the "new generation" R1 is weighed down by 5 kilos (177 kg dry, the same weight as the 1998 model!) And gains "only" 5 horsepower in the free version (180 hp static and 189 dynamic , i.e. 39 hp more than nine years ago).

Two steps forward, one step back?

But, the end of the hunt for grams is also explained by the desire to offer high-performance models, certainly, but also usable by the greatest number: the experience acquired in competition shows that the fastest motorcycles are generally the most "comfortable" to drive and the most homogeneous.

Suddenly, the brand with three tuning forks does not just offer – so to speak: 13,790 euros to pay all the same! – a barrel of powder pawing horses with the sharpened cycle part. Yamaha has thus adapted the YCC-T (Yamaha Chip Controlled Throttle) present on the Cadet 600 since 2006 and which acts as electronic control of the accelerator, associated with an electronically driven double butterfly injection as well..

The accelerator is thus connected to an ECU unit which adapts the opening of the throttle valve – thanks to an electric motor – taking into account factors such as the gear engaged, the engine speed and the way in which the pilot handles the handle. gas.

But that purists be reassured: by wringing the right handle, full angle, the fall remains inevitable! The loss of control under control in short…

In terms of engine, if this new model keeps the same dimensions as before (77×53.6 mm), the cylinders lose their characteristic fifth valves and the compression ratio now reaches 12.7: 1. The intake valves are made of titanium and the return springs are made of ultra-strong light alloy.

The ignition has been optimized and the catalyst is fitted with an oxygen sensor connected to an electronic box, which adapts the fuel supply, in order to increase performance by limiting pollutant emissions. Note also the adoption of the anti-dribble clutch resulting from the SP version of last year, which makes it possible to limit torque efforts when downshifting: with 112.8 Nm of torque at 10,000 rpm (95, 5 Nm at 6000 rpm on the flanged version), this is the kind of "plus" that does not appear like a gimmick when letting go of the lever when entering a turn, especially in wet weather.

But the end of the end is the YCC-I (Yamaha Chip Controlled Intake). For the French biker, this motorized and electronically controlled variable intake device could appear as a salvation against legislation that leaves some 80 hp of the machine at the border.

This system uses four air intake vents which are divided into two connected parts, "the intake length to determine the engine performance, so it goes from 140 mm at low speeds to 65 mm at high speeds", describes the manufacturer.

Results? At low revs, the engine is more torquey and responsive, while at high revs, the air enters faster and more freely and the mechanics can show their full potential. So no more stepped power curves, or brutal and difficult to manage engine behavior? On paper, this technical advance could make it possible to ignore our law of 106 hp, since even restricted, the R1 should keep a good potential … on paper…

R1 ’Touch ?

When making contact with the bike, we immediately notice small changes: Yamaha did not dare to upset the aesthetics of its icon, but adopted the sides of the fairings detached from the fork crown and more openwork – type R6 – , revisited optics and larger forced air intakes that are somewhat reminiscent of the new 1098 Ducati…

A side plagiarism this new version? Yes and no, because the machine retains its silencers under the saddle which highlight the new LED rear light: if the assembly seems more massive than on the 2004 version, the fact remains that the YZF R1 remains a very refined machine.

Beautiful parts abound, like the new asymmetrical swingarm which is very well made and refers to the MotoGP machine: "composed of three types of aluminum, this new part sees its torsional rigidity increased and the height of the axle raised by 3 mm, in order to counter crushing during acceleration", assures Yamaha.

The 6-piston radial brake calipers contribute to the "finished" side of the whole, as do the footrest plates and the superb dashboard that hides the steering damper.

We will quickly move on to the practical sides: the space under the saddle is only used to store the original toolbox, itself more dedicated to suspension settings (fully adjustable, with two-way mechanism at the rear very accessible) than a weekly dismantling of the fairings.

The dashboard also contributes to the "factory pilot" atmosphere: the shift light is clearly visible, as is the tachometer, to the detriment of speed. No petrol gauge of course, but a chronometer, essential to check its consistency between the garage and the bakery…

Under these conditions, the presence of a clock, two trips and a warning can almost seem incongruous on this Superbike: one would more expect to scroll on the screen (not easy with winter gloves!) information from on-board telemetry !

A hypersport … not R1’s aunt ?

In the saddle, we are surprised by a relatively comfortable position for a sports bike: the pressure on the wrists is not exaggerated and the legs are not too bent. From the first turns of the wheel, it is the softness of the whole that is immediately obvious !

The damping is royal, whatever the state of the asphalt, although the fork seems to absorb small shocks better than the rear shock. However, remember that a production model must be suitable for all users and uses and therefore offer an acceptable compromise as a duo, on the motorway, on track or bumpy road…

This new R1 is perfectly free from this headache and the progressiveness of the controls, combined with an acceleration that can be dosed with micro hair, is reassuring on the wet and sometimes muddy roads that we use for this test. !

In these tricky conditions, we quickly see that the machine only moderately appreciates improvisation: the front is reassuring, but locks when the brakes are applied on the angle and we must help the machine to turn in pressing the footrests.

The point is that the machine drives itself, more than it drives itself, but after all, what could be more normal on a machine of this ilk ?! The new frame (more rigid and manoeuvrable) calls for no criticism and the traction is exemplary: only the braking disappoints, because with such equipment, we expected devilish performance. However, the bite is not exceptional, even if the power is perfectly controllable and largely at the height of the most athletic! Perhaps the brake pad break-in is the cause on our model which posted 1500 km ?

Also thought of track, the gearbox stage, exasperates on the road: the first (which slams) goes up to more than 160 km / h and sometimes acts as a cruising report in built-up areas !

When it comes time to refuel, you can feel some signs of fatigue: despite its good manners, the R1 wears out its forearms, especially as the bubble that looks so promising when stopped, offers only passable protection. Same surprise at the level of the mirrors: very (too?) Prominent, they do not provide the expected vision.

A fuel stop, where we note a high consumption that can flirt with 8 liters per 100 km for our journey combining motorway (in duo), national and departmental.

We console ourselves by telling ourselves that with such an engine, it makes sense to make friends with the local gas station attendant. Except that the "missile barely escaped from Noriyuki Haga’s box" side takes a lead in the wing in its restricted version …

From the R !!!

Let’s face it: with almost 44% of its nominal power remaining in Japan, a hyper sports car of this rank is struggling to keep the tempting promises of its technical sheet. And yet, the hoarse sound of the large 4-cylinder creates an illusion of time: from 2000 to 8000 rpm, the thrust is frank, although linear. After which, the engine seems to reach a plateau.

Finally, when the tachometer needle indicates 10,000 revs, the 100 horsepower mark is definitely reached. Therefore, the red zone seems as distant as the arrival of the New York decathlon to an asthmatic octogenarian: despite a promising variable intake, the bike is really running out of steam, where some of its competitors still offer engine extension. on the last graduations.

Under these conditions, it is better to wind on the torque, which is present between 5 and 9000 revolutions, as on a large twin. Comparison ultimately not illogical for a 4-cylinder cut by almost half of its resources…

Once understood this mode of operation, the R1 continues its recital of softness, but struggles to really subjugate: the control is absolute, without a doubt and the electronic accelerator, combined with the variable admission provides acceleration without downtime. . but without real panache.

It is therefore difficult to comment on the potential of the machine, in sporty driving: where the English, Belgians, Luxembourgers, Germans, Swiss, Italians, Monegasques, Spaniards, Andorrans, Portuguese – in short the rest of the world – enter turns into turns with an imposing cavalry to manage, the restricted version requires the French to up an additional gear in order to get out of curves with a minimum of torque available.

Paradoxical and destabilizing, this particular handling, for a machine of this displacement, is quite perplexing: we now better understand the choice of certain Moto-Tour riders (including the abominable Serge Nuque) who prefers lightness and length. of the R6 on this road test contested in 106 hp …

At this stage of the test, a reminder is in order: the French exception is probably not at the top of the specifications of Yamaha engineers, who aim for pure performance and its mastery by the rider. This is certainly why the flanged version highlights the flaws inherent in the intrinsic qualities of the model with 3 tuning forks: if the bike seems less agile and less playful in small corners, it is probably due to the increase in l ” wheelbase (+ 20 mm) which improves the stability (imperial) of the machine in fast curves.

The observation is similar for the controlled acceleration of the machine: by avoiding power peaks and torque overflows at low and medium speeds, Yamaha offers its customers (in the free world) the possibility of controlling with almost surgical precision, the almost 190 hp at the end of the curve. All while taking advantage of geometry and equipment designed for maximum traction, able to bring this power to the ground as soon and as "serenely" as possible …

To be where to have the R ?

Therefore, the question is whether we are ready to give up most of the benefits of the evolutions of this YZF R1, noticeable only on the track or outside our borders. A cold and pragmatic reasoning which does not take into account the rider’s primary motivation: passion !

Because, it is this which guides the majority of bikers when purchasing such a machine: the pride of owning one of the most beautiful and efficient motorcycles in the category, thought out and refined down to its smallest details (the small clutch reminder cover for example).

As such, the R1 is undoubtedly the Japanese that comes closest to its Italian rivals, which in return make you pay "cash" for access to the dream. However, with only a hundred euros more to pay compared to the 2006 model, the inflation of this last R1 of the name, is modest given the technical evolutions brought to a model which has never been so efficient (even limited, accelerations quickly take you through the prison box …) and also easy to understand.

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