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IDM-R1 from Marvin Fritz in the test

Gold Marie

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After the IDM Superbike final, PS test editor Tobis Munchinger was allowed to take Marvin Fritz’s champion motorcycle onto the floor. Mariechen, ready to dance?

Monday afternoon during javelin training in Hockenheim. The booth is packed and you have to be careful that it doesn’t rattle outside on the track because of a lack of space. Marvin Fritz from the Bayer-Bikerbox Langenscheidt team mostly drove ahead this season and therefore didn’t have to overtake much. But let’s assume that his Goldmarie masters the maneuver anyway. Her name is not Marie at all, but Jacqueline. Still, overtaking works perfectly. After a few laps, the lap timer shows a low 1.49 lap time despite the massive tourist traffic on the large circuit. That was easy! The machine plows around the track almost quietly and secretly. Thesis Yamaha YZF-R1 can, definitely!

IDM-R1 from Marvin Fritz in the test

Gold Marie

Drivability

The motorcycle does not even provide maximum power in the current trim. But whatever power is available can be converted perfectly into propulsion. The Bikerbox-R1 scores across the board in the rideability category. Normally about 216 hp would be gathered, says team boss and technology mastermind Sepp Buchner. But at the penultimate IDM run, which took place as part of the Superbike World Championship at the Lausitzring, Marvin almost completely destroyed the superbike in a fall in the rain. The frame and SBK engine with kit camshafts were over. Buchner and mechanic Michaela Ruff then had their hands full to quickly convert the stock sport motorcycle from last year so that Fritz could continue driving. Except for the weaker drive, the IDM finale in Hockenheim was again the original equipment. In the last run, the driver achieved another sovereign victory with the Yamaha YZF-R1.

So back to drivability and to example number two: When braking at the hairpin after the Parabolika, the R1 behaves in a stable and directional manner. One finger on the brake is enough to bring the machine late and precisely on the right line. The stoppers do not bite too aggressively at first, but then slow down mercilessly and free from fading for the entire turn. Normally, the current Yamaha YZF-R1 tends to break away with the rear when braking hard. This one does not know the phenomenon at all, the driving behavior always remains predictable.

Without pressure to succeed

Third example: From the SWR 3 bend (double right on start / finish) it goes in an arc in a permanent inclined position past the south stand onto the long straight. Completely without resistance, the Yamaha YZF-R1 folds deeper and deeper according to the rider’s taste, so that very tight bends are possible. The feeling and confidence in the front wheel is unshakable. You just know: the grip won’t tear off. Same game when accelerating out. The Pirelli sticks to the asphalt like the devil. If slip does occur, the tire slides good-naturedly and predictably. Anyone who taps Swedish gold for the chassis is wrong. The Bikerbox team relies on components from Bitubo and the advice of Alpha Technik suspension specialist Matthias Greif. “Matthias did an amazing job this year,” says Marvin. “We also had the electronics under control, and the overall package was great. Right from the start I had no pressure from the team and then it just went, ”said the IDM champion, explaining the formula for success.

What is also noticeable about the Meister-R1 is how smoothly it accelerates without the throttle position diluting the direct feeling for the rear wheel. The traction control (we drive the Yamaha YZF-R1 in the same configuration as Marvin at the finale) noticeably allows wheelspin and then regulates it very finely. Marvin tends to prefer to drive with little electronic intervention. The wheelie control is also set so that the driver has to actively reduce the gas himself at the last moment. Motec electronics make it possible. According to Buchner, this is quite complicated, but offers endless options. Electronics technician Andy developed the special cable harness for this himself over a period of three months in winter. There is no longer any need to do this next year. The team is moving to the Superstock European Championship, and there the Yamahas have to use the kit electronics. Another attack is on a yellow R1, and maybe her real name is Marie.

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