- A la carte
- Just few flaws
- Tire recommendation
- Exhaust recommendation
- Driver opinions
- Accessories put to the test
Endurance test interim balance for the Yamaha YZF-R1
A la carte
Anyone who thought that Yamaha’s flagship athlete, the YZF-R1, only had a razor-sharp sports menu on offer, has now been taught better over 35,000 kilometers. There was also something nice for commuters and travel gourmets.
No, the times in which classy super athletes could only be moved in a humble position in everyday life and all intervertebral discs had to leave after the second pothole at the latest are not over yet. Because while the extremely successful ergonomics for everyday life as well as the smooth manners of the YAmaha R1 can quickly forget earlier hours of torture, a trial session on the Ducati 1098, which is also in the MOTORCYCLE endurance test, is enough to refresh old memories. Basically, even a brief study of the logbook entries is sufficient.
The mildness and the beast ?? This is the best way to describe the coexistence of the two sports sweeps in the tough endurance test. And when it comes to the Yamaha, he only says half the story, because of their good manners. The Yamaha does not impose its undisputed athletic potency on anyone. Neither the inexperienced occasional biker the immense power (initial measurement 176 hp at 12400 / min and 112 Newton meters at 9400 / min) nor the upright tourist a posture that spoils the fun of the exit at the latest at the second pothole. ?? At first you think you’re on an FJ or FJR … Are mirrors that big and such a wide cladding dome ??, writes Monika Schulz, Deputy Editor-in-Chief, at 3840 kilometers, and MOTORRAD balance dealer Sigi Guttner, then still 69 Years young, the sportswoman immediately goes on an extended trip to the North Sea. ?? Stuttgart ?? Bremerhaven ?? Amrum ?? Kassel ?? Stuttgart ?? is the route. The precipitation in the logbook: zero, nada, nothing. After more than 2300 kilometers. As the Swabian says: Net brudle isch gnug globt. Or something like that.
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Endurance test interim balance for the Yamaha YZF-R1
A la carte
The R1 in its passion, the brisk country road ride.
Of course, some of them complain anyway. Above all, the cable-operated clutch and the bony gearbox don’t just find friends? and magazine author Michael Orth the right words. ?? Indeed: a cave troll lever ?? he confirms the assessment of his chairman in the R1 saddle with profound knowledge of the Tolkin monstrosities. To then immediately climb the highest peaks in terms of motorcycle philosophy. Otherwise, a machine that reminds you that the only real weakness of modern sports bikes is who? The human being. Who has so much responsibility and control not to succumb to this power ???
Could a closing sentence be more worthy? No, that’s all there is to it. It’s just a shame that it can’t end at this point. But actually: there is not much more to report. The impeccably made R1 did what was asked of it. Jumped reliably in the mornings and evenings, in winter and summer, drove failure and accident-free, with around 8,000 kilometers on the clock, even performed splendidly in the ultimate endurance test for thoroughbred athletes, the Alpine Masters. You ate no oil, but with around seven liters in forced country road operation, not exactly little fuel. Most importantly, it never broke. Not over 35,000 kilometers. No failure, no defect. Okay, you could say at kilometer 9965 that a screw on the rear footrest system came loose. And the brake discs, which rub slightly at the current mileage, must surely be replaced early. In addition, the ignition lock gets stuck, the throttle is increasingly difficult. That was it.
Just few flaws
Great chassis. A retrofit shock absorber only makes sense, if at all, when racing is tough.
So what to write about Tires! The R1 also needed new tires from time to time. For the first time at mileage 3485. The excellent first tires Michelin Pilot Power replaced the test team with Pirelli Diablo Strada. In order to use the first Pilot Power tires for 7100 kilometers on the occasion of the Alpine Masters. At 13,331 kilometers a rear tire was due again. 5000 kilometers later the one in front. Hobby statisticians can now extrapolate how often a set of tires lasts on average. Everyone else will have to be patient until the final balance sheet, but eager to know how to use your R1 sensibly "individualized".
Serious problem indeed. Sitting position? Fits! Brake? Fits! Landing gear? Fits! Exhaust, sound? Also fits. In any case, performance is more likely to be too much than too little. So what to convert? The R1 should actually mean the horror for the accessories guild.
The Yamaha YZF-R1 also cuts a great figure from behind.
Nevertheless, MOTORRAD tried a lot, although there was no compelling need. Most likely for better wind protection, with the MRA spoiler screen (see box on page 50) doing a good job until a stress crack appeared on one of the plastic mountings on the fairing. Another smaller problem area for Yamaha: Although the 2007 model has a steering damper as standard, it is neither adjustable nor completely prevents kickback, especially on the racetrack. In this regard, the three alternatives tested by MOTORRAD from Ohlins (345 euros), WP (438 euros) and Wilbers (268 euros) are more powerful, with the Wilbers steering damper requiring a high breakout force and having a negative impact at slow speeds.
As far as the rest of the accessories are concerned, as is so often the case in life, it’s a matter of taste. This applies to the gold anodized footrest system from Gilles as well as to the retrofit handlebars from the same brand or from LSL. You like that ?? or you don’t like it, so that a vote can never be clear.
The same also applies to the chassis. The standard chassis is always sufficient for pure country road operation. Anyone who retrofits anyway will find a larger adjustment range in the direction of the suspension elements from Ohlins, WP and Wilbers on the racetrack "sporty driving", Occasionally, however, encounters unexpected difficulties. For example, that on the Wilbers shock absorber the adjusting screws for the compression stage are on the wrong side and are inaccessible because of the exhaust pipe running in front of it. Seen in this way, one saying fits the R1 like no other: If you have no difficulties, you can create some.
As with the sports and touring tire test in this issue (from page 66), the tire recommendation especially for the R1 also shows that you don’t drive badly with any tire in this field. And one more common finding: in everyday life it doesn’t always have to be a pure sports tire.
Michelin Pilot Power
The first tires harmonize perfectly with the R1. With the French rubbers, it steers in handy and neutral and provides crystal-clear feedback. Together with the good wet grip, the Pilot Power is recommended as the perfect everyday tire.
Bridgestone BT 021
In terms of handiness not on the level of the Michelin, but by no means stubborn. In addition, not blessed with the feedback of the sports tires in very large slopes. Instead, a loyal, long-lasting everyday companion that is usually more than enough.
The qualifier is characterized by neutrality across the entire lean angle. On the other hand, he is a little more sluggish when turning in than, for example, a Pilot Power or Sport Attack. Some counter pressure is always required on the handlebars.
Metzeler Sportec M3
The Munich tire is particularly characterized by its high cornering stability. Likewise, its neutrality over the entire lean angle range. During handling it positions itself in the middle of the field, when braking in an inclined position, a righting moment can be felt.
Continental Sport Attack
Good feedback, high neutrality and good grip: the Conti Sport Attack does its job very well, but is not quite as handy as a Pilot Power. And by no means has its wet grip. But the erection moment is lower.
Pirelli Supercorsa Pro
The sprinter among athletes. First choice among occasional racers. Once up to temperature, it has everything a sports tire needs in abundance, even on the country road. Cold or rainy tires, on the other hand, are much better.
There are no worlds that open up in terms of performance compared to the original, but that wasn’t to be expected either. In return, the complete system, at 7.5 kilograms, is 2.7 kilograms lighter than the Yamaha system. At 1694 euros (silencer 798 euros, manifold 698 euros, cat replacement pipe 198 euros), however, expensive (www.micronsystems.de).
If you want to save weight, you’ve come to the wrong place with the Bos. The delicate-looking silencers (699 euros) weigh just 100 grams less than the originals. And in terms of performance, the Dutch bags are very close to the Yamaha equipment. What remains is the bassier sound (www.bos-exausts.com).
Karsten Schwers (top tester)
The R1 is a great compromise
A beautifully finished motorcycle. With its sensitively responsive chassis, it creates the best compromise between strolling on the country road and brisk race track speed among the Japanese 1000 cc. I don’t mind that the engine is below the Japanese competition in the lower speed range, but it roars even more in the upper speed range. Coming for my next motorcycle vacation
they are definitely on the shortlist.
Georg Jelicic (top tester)
An athlete with the finest manners
Refined and perfected over the years, the R1 has developed into a sports motorcycle with the finest manners. The seating position is moderate, the chassis can be adjusted over a wide range. The Yamaha is functionally designed and still looks neat. If you forgive the low torque of the engine, you can look forward to the great handling, the directional stability and the excellent feedback from the chassis.
Annette Johann (travel editor)
Almost free of side effects good
A great motorcycle! Even twelve-hour photo productions can be easily done, without lower back pain or other hardships. The R1 has a clean chassis that even works on lousy, small branch lines, the engine a manageable power development. But the best is the sound. Really sexy. Unfortunately, due to the underseat exhaust, the luggage can only be tied down with a lot of improvisational talent.
Accessories put to the test
There are motorcycles that literally cry out for optimization. The R1 is definitely not one of them. Rather, it documents the high level of modern series technology, so that footrest systems and chassis are primarily committed to the individual touch.
Gilles Tooling footrest system
Those who love it variable will get their money’s worth here. The notches themselves are infinitely adjustable, the switching pattern can be turned around with ease. The system (vcr.38.gt) itself is a perfect fit, but the brake light switch has to be rewired. An entry in the papers is not required, in addition to gold also available in black (www.gillestooling.com, 479 euros).
Gilles Tooling chain tensioner
The aluminum chain tensioner (185 euros) is cnc-milled and runs at least in combination with the stand mount kts.Lifter (47.50 euros) and in a rich gold tone under abstract art. The rear adjusting screws move a slider for tensioning. This combination is also available in a subtle titanium or black tone (www.gilles.tooling.com).
MRA racing screen
As with many athletes, a recommendation: the racing screen from MRA. “Super good, especially at higher speeds”, noted a frequent driver in the logbook. In fact, the domed disc takes a lot of pressure off the torso. However, tensions arose during assembly, which led to the tearing off of a trim thread (www.mra.de, 79.90 euros).
A retrofit strut only makes sense on the R1, if at all, for accelerated use on the racetrack, because these usually offer a wider adjustment range. With the Wilbers shock absorber, the compression setting is on the wrong side, making it out of reach. All struts are firmer than the series, the prices with hydraulic spring preload are more than 1000 euros.
Retrofitting the fork springs is significantly cheaper than the shock absorber. The prices are around 100 euros, the corresponding fork oil is added. All springs are wound linearly, but designed differently. With the WP springs, for example, the front is hardly immersed, while Ohlins and Wilbers are on the moderate side. Just like the original springs.
LSL has not yet had a complete footrest system in its range, but accessories footrests. The handy, short and round aluminum parts including the joint, which easily fit into the original holder, are available for 50.90 euros. Certainly not a must, but a real alternative as a replacement for fall damage (www.lsl-motorradtechnik.de).
Sport-Match Offset high is the name of the LSL creation (319 euros, www.lsl-motorradtechnik.de), which provides a different seating experience on the R1. Because of the limited length of the throttle cable and the higher mounting position, the handlebar ends are noticeably cranked further outwards than the original, and the seating position feels ?? at.
LSL crash pads
85.95 euros, which can be worth it. The crash pads protrude far enough from the side of the fairing to prevent worse things from falling over or even falling. Fortunately, the MOTORRAD editorial team did not have to try out how well they do their job (www.lsl-motorradtechnik.de).
The Variobar handlebar from Gilles also changes the R1 ergonomics permanently and can be adjusted in many ways. Crucial ?? and limiting ?? however, this is also the length of the original throttle cable. The handlebars are 30 millimeters wider than the original and 25 millimeters higher with a minimal incline (www.gilles.tooling.com, 299 euros).
More efficient? Not easy. Anyone who thinks they only have to install a Power Commander (339 euros plus 79.95 euros for KN air filters) is wrong. Not even with the Micron package (complete system with Kat replacement pipe) did the R1 motor deliver significantly more or even output (www.micronsystems.de). Only consultation with a specialist can help.
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