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The evolution of the Yamaha YZF-R1 MotoGP technology for normal people
MotoGP team was always involved
Unique Yamaha crossplane crankshaft concept
The relationship to the M1 engine is said to be 80 percent
Cornering ABS, traction control, slide control
Yamaha R1M at the price level of the S 1000 RR
Yamaha YZF-R1M
Interview with Hideki Fujiwara

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MotoGP original and series: never since the 750cc Superbike base machines of the late 90s (Yamaha R7) has a series motorcycle been so close to the racing model.

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The frame of the R1 has the same layout as that of the MotoGP bike, but because of the front silencer, the mighty swing arm carries its upper pull on top instead of below.

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Compact, light and powerful: the new motor with superimposed gear shafts is extremely short and weighs less than 60 kilograms.

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… and the overview of the various assistance modes and their settings.

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… in racing mode with lap timer …

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The full program: the digital four-color display of the R1 in normal mode, …

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Yamaha R1 project manager Hideki Fujiwara.

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MOTORRAD editor-in-chief Michael Pfeiffer and test boss Gert Thole in conversation with product planner Oliver Grill and R1 project manager Fujiwara.

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Development of the Yamaha YZF-R1 in 2015

The evolution of the Yamaha YZF-R1
MotoGP technology for normal people

Many of the 100 or so developers of the new Yamaha YZF-R1 came directly from the MotoGP team. Here you can find out everything about the development of the new R1 and R1M.

Stefan Kaschel

December 18, 2014

Understanding R1 means Yamaha to understand. Or better: the brand’s new philosophy. A few years ago, no one at corporate headquarters in Iwata would have seriously thought about a motorcycle like the new Yamaha YZF-R1. Decades of compromise thinking was too anchored, fed by the knowledge that while supersport fans adore their idols in front of the television, they tend to be relaxed on the way to work and on weekends. Okay, there was once an R7 – but only as a base motorcycle for the Superbike World Championship. All previous R1 versions were primarily developed for the road.

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The new Yamaha YZF-R1 has nothing to do with that. One will no longer build compromise motorcycles, but rather sharpen them, show corners and edges – that can be heard from the European headquarters in Amsterdam, where one naturally has an ear close to the pulse of European customers and manufacturers. The fact that the benchmark for this genre currently comes from Munich with the BMW S 1000 RR should have amazed the Yamaha engineers.

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Yamaha YZF-R1 in the driving report

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MotoGP team was always involved

So the opponent was identified, the specifications short and concise: “We want to win on the racetrack,” clarifies product planner Oliver Grill. “Not only for image reasons and because racing is a very important part of Yamaha, but because the super sports market has changed radically in recent years. It has become significantly smaller, the customer profile is completely different. Anyone who buys a 1000 cc super sports car today no longer primarily drives to get bread and rolls, but really on the racetrack. “

What could be more obvious than looking over the shoulder of the professionals? After all, in contrast to BMW, Yamaha has its own MotoGP team. Many of the 100 or so developers of the new Yamaha YZF-R1 came straight from the racetrack, and the MotoGP team was always involved. The most important goals were quickly defined: handling, weight and power delivery were at the top of the priority list. Or, as project manager Hideki Fujiwara puts it (see interview): “We wanted to bring the M1 feeling not only to the racing teams, but also to the normal supersport fan.”

All tests and articles about the Yamaha YZF-R1

Unique Yamaha crossplane crankshaft concept

Of course, this includes one thing above all: the unique Yamaha crossplane crankshaft concept with uneven crank pin offset (270 – 180 – 90 – 180 degrees), which gives the MotoGP engine its special V4 sound (although it rotates backwards). The new Yamaha YZF-R1 will again be on the home straight of this world with a dull thunder instead of high-frequency screeching. But – according to the Yamaha plan – end up with the greedy Ram-Air gullet in front. You could have achieved more than the promised 200 hp, so Fujiwara. In favor of optimal drivability and fast lap times, however, a predictable performance development was preferred.

The relationship to the M1 engine is said to be 80 percent

But even for this 200 hp Yamaha went to great lengths. The engine, a completely new development, whose design relationship to the M1 engine is said to be 80 percent, is four kilograms lighter than its predecessor and weighs less than 60 kilograms. A magnesium oil sump contributes to this, as does the crankshaft flywheel mass, which has been reduced by 20 percent, while the titanium connecting rods and forged pistons are more due to the speed stability and ease of rotation. Like the valve train, by the way, via tiny rocker arms. In this regard, the Munich-based company had provided excellent object lessons, because the S 1000 RR gas exchange is also controlled in this way. The bore, however, remains one millimeter below the Bavarian powerhouse at 79 millimeters, even in the new engine. However, as they emphasize at Yamaha, the new crossplane engine only provides part of the M1 feeling on the Yamaha YZF-R1.

Cornering ABS, traction control, slide control

At least as important are the chassis qualities and the assistance systems, which are practically one-to-one from the MotoGP bike. Can you believe that? In terms of the frame, at least, there is no significant difference to the M1 aluminum bridge. Here as there, the typical, flat, closed aluminum structure surrounds the cylinder head and only then tapers to the conventional profile. And the assistance systems, from cornering ABS and traction control to the new type of slide control that allows defined sliding? Both hardware and software were developed in-house, after all, the GP team was able to take over the relevant know-how directly. In addition, bought-in solutions are always only a compromise because they are not specially tailored to a vehicle. And they wanted to avoid compromises with the new Yamaha YZF-R1. A statement that is absolutely believable in view of the equipment that Yamaha has already included in the basic R1: magnesium wheels, magnesium rear frame, aluminum tank, an exhaust system made almost entirely of titanium – even with the conventional chassis technology and when tuning the weight (199 kilos full of fuel), Yamaha drew on the full.

Yamaha R1M at the price level of the S 1000 RR

It is all the more astonishing that the prices for the new Yamaha YZF-R1 do not drift into MotoGP-like dimensions: 18,495 euros plus additional costs are called for the basic R1, the limited Yamaha R1M (with carbon cladding, electronic Ohlins chassis and a powerful, freely programmable data recording system) costs 22,995 euros. That corresponds to the price level of the BMW S 1000 RR, race track junkies are already rubbing their hands together. But also one or the other sports driver who would like to feel like Valentino on his home track could start pondering. Damn hard, actually.

Yamaha YZF-R1M

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Interview with Hideki Fujiwara

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Yamaha R1 project manager Hideki Fujiwara.

Yamaha R1 project manager Hideki Fujiwara on the easy-to-drive Rossi-M1, the transfer of these properties into the new Yamaha YZF-R1 and the complex structures of modern assistance systems.

Mr. Fujiwara, what was the focus of the R1 development??

The main development goal was to win on the racetrack. This is only possible with a low weight, great handling and perfect engine performance.

And what was it that gave you the greatest difficulties??

It is certainly a challenge to reconcile performance and durability. We really know the M1 machine very well, but trimming the engine to the requirements of a volume model and for homologation on public roads – that was quite a task.

How close is the relationship between the Yamaha YZF-R1 and the M1? What are the main similarities and differences?

The relationship should be 80 percent. The greatest similarities are undoubtedly the crossplane concept and the handling properties. The biggest differences are those R1 components, which have to comply with the approval regulations and are designed to be much more durable. Believe me: We have the same standards for the R1 in this respect as we do for an FJR 1300, for example. That was not so easy to do. The same goes for the price. At Yamaha we know exactly how to get good track performance. But at an affordable price – it’s not that easy.

They have shortened the wheelbase by ten millimeters and the swing arm by as much as 15 millimeters compared to its predecessor, and all this with significantly increased engine power. How does it work?

One of our big goals was compactness. But that could only be done thanks to the electronic support. Without it it would not be possible.

The Yamaha factory riders were also involved in the development?

Yes, Valentino Rossi and Josh Hayes and two Japanese drivers. Rossi was able to provide a comparison to the M1, especially in terms of braking and acceleration behavior. Josh Hayes knows the current R1 racer very well.

Why did you develop the R1 electronics yourself?

Suppliers know their system, but not our motorcycle. We know both the system and the motorcycle. It’s an organism.

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Development of the Yamaha YZF-R1 in 2015

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Development of the Yamaha YZF-R1 in 2015