Test Yamaha YZF-R 1

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Test Yamaha YZF-R 1

Test Yamaha YZF-R 1
The temptation

She is simply irresistible. The R1 turns on like no other. How else can you explain that most of the machines ordered for Germany have been sold long before they are at the dealer’s.

Gerhard Lindner

12/29/1997

Time to speak plainly. There was already enough to read about key data, manufacturer information and first impressions. Now facts are needed. Is the new one Yamaha YZF R1 really as light, so strong and as fast as promised?
MOTORRAD had two options to clarify these questions. Either to wait for one of the first machines to be delivered to Germany, which should arrive from mid-January at the earliest, or to take a closer look at one of the few pre-series copies in advance. And since MOTORRAD can no longer resist the temptation, it’s off to Spain. Because by a lucky coincidence, such a machine is available there for a week.
So let’s get down to the facts. When fully fueled, including on-board tools, the super sports car weighs 202 kilograms and delivers 148 hp on the Bosch test bench of our Spanish sister magazine MOTOCICLISMO. The top performance of the new engine is not surprising – after all, even 150 hp were promised – but the steady, full power curve without the slightest dips, thanks to the Exup exhaust control. The torque curve is a poem, from 4000 rpm there are already a fantastic 100 Newton meters ready.
These theoretical figures have the following effect in practice: Full performance in all situations without ever having the feeling of being suddenly surprised by this. The R1 masters tight serpentines in the mountains of northern Spain with the same ease as the fast country roads in the flat area around Alicante. The speed range used extends from 3000 to 8000 rpm on the varied journey south. The tachometer needle rarely scratches the 10,000 mark. The needle almost never comes into conflict with the red zone, which starts at 11700 rpm. The R1 simply doesn’t need that, even at a brisk pace. No hint of aggression and hectic, the Yamaha acts with calm and sovereignty. The braking system is also top notch. The one-piece brake calipers only have four pistons, but they are perfect to dose and have a great effect. And when overtaking, the six gears on this machine can be changed neatly and almost silently, in contrast to a specimen driven at the first presentation (see MOTORRAD 24/1997).
In contrast, the clutch is now mucking up. Even when starting off at a relaxed pace, the pavements crack seriously. After raising the oil level to the maximum level, this phenomenon, already known from other Yamaha models, becomes significantly better.
And so the R1 can finally show what it is capable of with a practiced hand. While the acceleration time of 3.2 seconds from zero to 100 km / h is still within the usual range, it marks a dream value of 8.6 seconds to 200 km / h. Not that you need something like this in everyday life, but it reflects the determination and skill with which the Yamaha engineers worked on their R1 project.
The gentlemen from chassis development also deserve great praise. Because for the first time it has been possible to not only copy, but even surpass, what was previously considered a unique driving experience on a Ducati 916. The R1 seems to get stuck on the road, gives a very direct feel to the front wheel and – unlike a 916 – is surprisingly easy to throw from one lean angle into the other even at speeds over 140 km / h.
Excessive changes of direction with the throttle open, however, should be enjoyed with a certain amount of caution. Although the rider’s weight is shifted far forward due to the short tank and the long triangular swing arm, in conjunction with the fork’s negative spring travel increased by ten percent compared to the previous model, is intended to prevent the front wheel from rising, the R1 still tends to knock the handlebars. With the Michelin TX 15/25 tires delivered as the first tire for the Spanish market, this unpopular tendency was felt especially at higher speeds under full load. The Metzeler ME Z3s delivered in Germany, on the other hand, largely prevent kickback. Because the Japanese are aware of this problem, the commercially available series machines are to be equipped with a bracket for a steering damper.
It quickly becomes clear that the R1 does not want to be a good everyday motorcycle. Nobody seems to have given a serious thought to the promotion of a pillion passenger – in principle possible and permitted. The wind protection that the tiny fairing dome offers is hardly worth mentioning, and the cockpit is all about the large rev counter. Nevertheless, life with the R1 is not only great in extreme areas. The digital speedometer is easy to read thanks to its huge digits, and the multifunctional display can even be switched to a small time display. The seating comfort is okay even on longer journeys, as is the chassis setting, as the suspension elements – at least those of the pre-production R1 – allow a super soft country road setting in addition to a sporty, tight set-up. On the other hand, the low tank capacity can be problematic. After just 130 kilometers of rapid motorway travel, the reserve light warns you to stop for fuel. Then it gets critical, because the temptation to just keep going is greater than ever with this Yamaha.

Engine comparison: Yamaha – Kawasaki – two times 148 hp – the engines of the YZF-R1 and the Kawasaki ZX-9R in comparison

The YZF-R1 presses 148 hp at 10,100 revolutions, and the ZX-9R also 148 hp at 1,000 revolutions more on the test stand roller. And 111 Newton meters at 9200 and 103 Newton meters at 8500 rpm as the peaks of two lush torque curves are no less remarkable. The Yamaha even scratches the 100 Newton meter mark at 4500 rpm. Comparable potency despite the different construction of Yamaha and Kawasaki? 1000 to 900 cubic centimeters displacement, five to four-valve technology (both with bucket tappets), short to ultra-short strokes. There are also differences in the key data: the R1 drive train weighs 65.3 kilograms and is ultra-compact, despite the lack of displacement at 73.4 kilograms, the ZX-9R engine is significantly heavier, but also compact . This saves crankshaft and camshaft bearings compared to a central arrangement. Both alternator rotors sit on the right crankshaft stub. This eliminates the need for a separate alternator drive. Both measures reduce the friction losses, the weight and the manufacturing costs for the motor housing. Yamaha engineers thought even further. The arrangement of the two gear shafts on top of one another saves installation length again. Nevertheless, a single engine housing division is sufficient: the crankshaft and transmission input shaft rest between the upper and lower housing parts, while the transmission output shaft above and the shift drum are pushed in from the clutch side. Furthermore, the cylinder bank and the upper housing half form a unit. This saves a sealing and machining area and thus manufacturing costs. The head can be attached with short, lightweight screws, making the motor light, compact and rigid. The Kawa engine with conventional gear arrangement and separate cylinder bank as well as shrink-fit cast liners are more complex and heavier. The R1 pistons oscillate directly in the wear-resistant coated aluminum cylinders. This design ensures a stable lubricating film and excellent heat transfer. The Kawa pistons, on the other hand, run conventionally in gray cast iron bushings. They measure one millimeter more in the hole. The stroke is shorter, the speed level is higher. With the cylinder filling, which is so important for the torque curve, the advantages of the five-valve technology from Yamaha lie. With its three small inlet valves, it already reaches the free valve cross-section of the ZX-9R with moderate cam lift, which, however, makes up for the filling deficiency of its smaller displacement at higher speeds. All in all, a clear advantage for the Yamaha engine, which gently delivers its power from a full liter Cubic capacity, but it is light and compact. The Kawasaki four-cylinder has a much more conventional design and therefore cannot match the low weight of the Yamaha engine. In terms of performance, however, he is more consistently exploiting his potential. JOS

My conclusion

Performance becomes a minor matter, playful handling becomes a matter of course and feeling good becomes a duty. The R1 heralds a new era not only for Yamaha. It is uncompromising without making great sacrifices. Of course, you always have to be a little careful with a pre-production motorcycle. The proposed changes to the gearbox and the bracket for a steering damper should not necessarily damage the series R1. Until then: I am thrilled. Gerhard Lindner

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