Yamaha YZF-R1 driver assistance and chassis

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Yamaha YZF-R1 driver assistance and chassis
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Yamaha YZF-R1 driver assistance and chassis

Assistance systems and chassis of the Yamaha YZF-R1
The perfect match

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For this test, the race training organizer gave us the start number 112. PS as a fire extinguisher? Are you kidding me? Are you serious when you say that! With the perfect setup of electronic driver assistance and chassis, we ignite the real fire of the Yamaha YZF-R1.

Volkmar Jacob

10/10/2016

Fire makes the difference. With the ability to ignite the same, primitive man set himself apart from the grunting primate competition that lived in eternal darkness. Enlightened in this way, the modern Homo sapiens finally invented the fire chair and recently even electronic driver assistance. Hot! But progress always harbors challenges, in this case the coordination of the numerous helpers of the Yamaha YZF-R1. In the second part of our new series, we take a look at the popular Japanese woman, check all the settings of her electronics and reveal the ideal setup for the racetrack and country road. And because we’re really interested, we’ll also take care of the chassis. fire-free!

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SECTION

Careful Japan. Unlike the European Superbike competition, Yamaha relies on only one setting of the anti-lock protection. In addition, the system is very defensive, cannot be deactivated and works with comparatively blunt brake pads. This has the advantage of an extremely low tendency to rollover. The forward flip is almost impossible on a flat stretch, and the system can hardly be outwitted even on the downhill. On the other hand, the ABS of the Yamaha YZF-R1 gives away valuable meters in extreme cases. Why? Because because of the rear wheel lift-off detection, it sometimes regulates well before the blocking limit. A slightly rising rear is sufficient, and the system regulates and reduces the brake pressure. With the very front-heavy alignment as standard, this often happens with heavy anchoring, especially on the racetrack. A few hand movements on the shock absorber bring improvement, which means that the rear stays on the ground longer and the ABS intervenes later. The changes that are made can be found below in the landing gear chapter.

But let’s stick with the stoppers for now. Although the Yamaha YZF-R1 does not have cornering ABS, it still allows powerful braking in an inclined position. The partially integral function (the bike automatically brakes at the rear if the pilot decelerates at the front) controls the braking force differently depending on the lean angle at the front and rear. As a result, the bike stands up easily during the initial braking and thus gets out of the critical zone. Only then does the system increase the brake pressure. If the conditions are ideal – warm tires with good grip, dry and clean routes – delays in shock or adjustment in an inclined position do not lead to take-off. It only becomes critical from angles of around 45 degrees, as the tires can only transmit low circumferential forces (braking, accelerating) due to the high lateral forces.

Whether it is a large, small or no incline at all: the tame series brake pads generally bite very cautiously. As part of this test, we had the opportunity to try out the racing pads “Lucas SRQ” (not street legal) from TRW. This makes the stoppers much more aggressive and requires less manual force – great! However, the system overheats mercilessly on braking-killing routes such as the large Hockenheim circuit. Although we set the lever to maximum width, at the end of a quick turn it could be pulled to the stop without braking. Dangerous for sucking! If you use racing pads, you should therefore also mount thicker brake discs, as they absorb the heat better.

Traction control (TCS)

This feature offers nine settings. They are wonderfully graduated, and the system regulates the slip very sensitively. Often the pilot only notices the intervention on the discreetly flickering indicator light on the left in the cockpit. We work our way up to level three. It allows powerful power out of corners and reliably catches the Yamaha YZF-R1 if there is too much slip. Tip: Approach your own comfort level and only choose a sharper position if the electronics regulate too much. Although we are fully convinced by the effect of the TCS, there is still one peculiarity about it. Because despite an off function stored in the cockpit, the system cannot be deactivated.

Slide control (SCS)

The slide control of the Yamaha YZF-R1 also poses an easy puzzle. Theoretically, it should prevent oversteer (rear breaking out). However, we cannot detect any interference at any of the three levels. No or insufficient drift angle? Quite possible. But even experienced racing teams from the IDM with their lightning-fast pilots shrug their shoulders: “On production bikes, we always set the slide control to position one and only concentrate on traction control.” We are only too happy to accept this recommendation.

Wheelie Control (LIF)

The wheelie control of the Yamaha YZF-R1 is a fantastic driving aid! Especially on the race, when you need to punch out slow corners like the hairpin as hard as possible, the wheelie control reliably keeps the front wheel close to the ground in each of the three positions. This enables maximum propulsion. We particularly like level one, because the interventions here are very fine. Simply open the shower fully, the electronics take care of the rest – top-notch!

Automatic switchgear (QSS)

There are no major differences between the two possible positions. Stage two, however, proves to be more reliable. On the first one, our test bike refused to shift up a clutch free from time to time. The Quickshifter can also be deactivated, but that doesn’t make much sense. Unfortunately, the system does not offer a blipper function. This also applies to 2017. The Yamaha YZF-R1 is poaching in the supersport area for the third year. Nevertheless, the Japanese are so convinced of all the driver assistance systems that they see no reason to re-coordinate them.

Throttle response / power delivery (PWR)

Yamaha should lend a hand here at the latest. Because the R1 jumps pretty hard on the gas in positions one and two. With the difference that it does so with a bit of a delay in the second stage – not a particularly helpful solution. Position three works smoother, but robs the Yamaha YZF-R1 of some penetrating power in the partial load range. The pilot perceives this as reduced liveliness. Level four is also not an option as it cuts peak performance. And now? Our tip is the abrupt, but at least honest and transparent position one.

landing gear

In order to alleviate the very front-heavy and therefore stoppie-prone alignment of the Yamaha YZF-R1, we reduce the spring preload on the monoshock. As a result, the R1 does not steer quite as greedily, but remains more stable when braking. With the result that the stern slides more controllably instead of violently wedging. In addition, thanks to the increased grip, the ABS now regulates much later. There are huge differences in damping between country roads and racetracks, especially when it comes to the shock absorber. In public areas it looks over-, but on the slopes it is slightly under-damped. Here as there, the fork is on the tight side, but in contrast to the monoshock, it responds very well. All settings for the chassis and driver assistance are in the box below. This means that the Yamaha YZF-R1 is ideally equipped for every situation. Fire alarm? sure, of course!

Setup (dry conditions)

Racetrack Country road
Driver assistance
SECTION not adjustable not adjustable
Traction control (TCS) 3 6th
Wheelie control (LIF) 1 3
Slide control (SCS) 1 1
Performance. (PWR) 1 1
Automatic switch (QSS) 2 2
Landing gear*
fork
Rebound 15 K 15 K
Pressure level complete open 23 K
stat. Negative travel 32 mm 32 mm
Shock absorber
Rebound 1 K 1 K
Pressure level low complete open 1 K
High pressure level complete open 4.5 U
stat. Negative travel 16 mm 19 mm

* all damping settings counted from completely closed; static negative spring deflection standing vertically without driver; U = revolutions; K = clicks

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