News – Everything about the new R1, sixth of the name! – Used YAMAHA

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Everything about the new R1, sixth of the name !

News - Everything about the new R1, sixth of the name! - Used YAMAHA

Sporting jewel of the brand, the new R1 continues its progress towards perfection. But without abusing the "always more", the 2009 vintage emphasizes ease of operation and inaugurates a new engine with big-bang setting resulting from MotoGP !

After eleven years of fierce arms racing, the new Yamaha R1 2009 only offers power and torque in very slight increases: 182 hp and 11.8 kg / m for the 2009 (without forced air intake) against 180 hp and 11.5 kg-m for the previous vintage without the benefits of air induction "(read our). Knowing that the current version (2007 vintage) gains nearly nine horsepower and a handful of torque with the forced admission, the 2009 R1 could still flirt with 191 hp !

Politically correct requires, and like Honda, the firm with three tuning forks no longer communicates only on pure performance (power at full load is not even mentioned in the press kit) but on – relative! – ease of piloting the jewel of its sports range.

Thus, if the original model in 1998 represented a turning point in the highly contested hyper sports segment, thanks to an avalanche of raw performance and a contained weight, the sixth version of the iconic YZF-R1 is distinguished by a degree of sophistication rarely achieved, starting with a choice of three injection mapping modes, the renewal of the electronic accelerator and variable admission systems and above all an incredible four-cylinder with irregular timing, a technical choice hitherto reserved for MotoGP due to the complex shapes of certain engine components (read)…

New R1: the best is inside !

"Instead of focusing exclusively on additional electronic aids to optimize the performance and handling of the YZF-R1, Yamaha engineers have opted for a mechanical solution", says Yamaha. Because it is indeed" the "big novelty of this model, whose look has changed very little: the four-cylinder 998 cc takes over the engine timing of the four M1s entered this season in MotoGP, ie 90 ° crankshaft timing "with the crankpins positioned to produce 270 ° – 180 ° – 90 ° – 180 ° ignition timing, unlike the 180 ° – 180 ° – 180 ° – 180 ° ignition timing of a four cylinder engine conventionali ", explains Yamaha.

An irregular timing called "Big-Bang" or "Low-Bang" in competition, due to the more dull and continuous noise of the engine. And it is precisely this factor that the engineers do not hesitate to put forward to seduce future buyers: although naturally approved, the sound produced by the new R1 is close to the MotoGP machine, serious and exhilarating. !

Technically, on this type of engine, each piston and connecting rod assembly has its own movement, whereas a conventional four-cylinder has a pairwise ignition law: the two external pistons and connecting rods on the one hand, then the two pistons and internal connecting rods. In dynamics, this irregular timing "generates a strong pulse at low and medium speed, in addition to linearity over the entire speed range", specifies Yamaha.

This daring technical choice makes it possible to "smooth" the peaks of torque caused by the explosion of each pair of cylinders and therefore to significantly reduce the rear tire micro-setbacks when power is applied. At Yamaha, engineers call this phenomenon the "inertial torque": addition of the engine torque and the torque due to the inertia of the crankshaft, the"composite couple"is therefore the set of forces sent from the engine to the rear wheel.

However, if the pilot accurately controls the combustion torque, the inertial torque produced by the crankshaft increases with increasing revs. Clearly, the pilot cannot accurately gauge the set of forces transmitted to the wheel. A variable ignition timing therefore makes it possible to offer a more linear control of the composite torque, by minimizing the inertial torque: the actions on the throttle become more transparent and above all, the motricity of the motorcycle will be – logically – increased. !

Adopted in 2004 when Valentino Rossi joined the official Yamaha MotoGP team, this technique considerably increases the feeling with the machine, whether entering or exiting a curve. But it has a price: this particular setting is "energy-intensive" and strikes power and high revs … This is why the new version of the R1 only gains "two" horses in its new 2009 version..

A necessary and ultimately welcome renunciation, especially since the manufacturers have understood that it was more interesting and responsible to take care of the management of the impressive cavalry delivered by contemporary hypersports than the ego of their driver! But that fans of pure performance rest assured: the famous n ° 46 won the world championship in 2004 and his Yamaha continues to trust the Big-Bang to fight against the conventional V4 of the Ducati of Stoner !

Yamaha MotoGP riders, invited to the presentation of the new model in Las Vegas, were even able to perform a short test run in front of some 3,000 Yamaha dealers. !

"It is an excellent motorcycle", said Valentino Rossi:"it’s very similar to the M1 and it’s amazing to see so many elements from MotoGP appearing on a road bike. I think everyone loves the R1 and Yamaha is very happy with this new version. She is fantastic"!

As for the Italian’s team-mate in the official team, he is also full of praise: "I think this motorcycle is promised a great success", considers Jorge Lorenzo."Yamaha have worked really hard to get it as close as possible to our M1 and to say the least is that they did a fantastic job! The focus on angle and agility are especially noticeable, which is one of the best qualities of our M1".

Benefiting from electronic mapping and a separate injection system for each cylinder in order to "optimize the combustion forces in the new asymmetric engine", specifies Yamaha, the new R1 will also benefit from a main coupling balance which will reduce the vibrations induced by the asymmetrical arrangement of the crankpins. Injection always, Yamaha equips its lap killer with a map D-Mode which works in association with the YCC-T (electronic throttle opening control, see box opposite) to allow the pilot to select three distinct power curves.

What is YCC-T and YCC-I ?

Appeared on the R6 version 2006, the YCC-T (Yamaha Chip Controlled Throttle) is a direct application of electronic accelerators popularized in automobiles, then on competition motorcycles. This system connects the accelerator cable to a servomotor which decides the opening of the throttle in 1 / 100th of a second. By continuously calculating and adjusting the throttle opening according to predefined parameters (gear engaged, temperature, engine speed, etc.), this device optimally regulates the intake air volume. Improving the torque curve, the system works in parallel with the different injection of each cylinder and manages the two injectors (the second coming into operation at mid-speed).

As for the YCC-I (Yamaha Chip Controlled Intake), this is a variable intake control which modifies the length of the intake horns to play with the "resonance" of the engine. Schematically, the suction of the gas streams causes a vacuum in the cones which rises along the pipes, then bounces back towards the motor. By modulating the length of the ducts, this "rebound" can be put to good use to further power the engine. Developed in cars, then on the MV Agusta F4, this system operates via a servomotor which automatically separates the upper horn from the lower horn. Two positions are possible on the Yamaha: long for low revs and short for high revs.

This device had already been installed on the 2007 GSX-R (read our). If its efficiency is undeniable in Full, it is much more limited in France with the 106 ch regulatory … Still on the track – or in any country in the free world -, the user can choose on the handlebars between Standard mode and its all-round power, A mode for a more incisive engine response and B mode for a smoother reaction to throttle demands. Of course, the YCC-I system (variations in the length of the intake vents, see box opposite) is renewed in its functions..

Still in the technical progress department, the new YZF-R1 uses the lightweight forged aluminum pistons from the 2007/2008 model, but introduces a new ceramic cylinder coating ensuring "excellent heat dissipation with a remarkable balance of rigidityThe short stroke cylinders (78mm x 52.2mm bore x stroke versus 77mm x 53.6 previously) are distinguished by a new pattern of coolants that no longer communicate between the cylinders and the heads: a increased reliability for these engines at high pressure and speed !

Finally, Yamaha renews the adoption of "case-hardened broken connecting rods"which – as their name does not indicate – offer more robustness and reliability, while the new engine design results in an increase in the crankshaft journal (36 mm on the 2009 version instead of 32 mm on the 2007 model / 2008) .To stuff it all with fresh air, the YZF-R1’s forced air intake system incorporates new side ducts that improve intake while reducing noise..

The anti-dribble clutch will continue to exert its benefits in cornering and in the wet, while the new exhaust sees its configuration evolve into 4-2-1-2. Of course "this high performance system", insists the manufacturer, adopts a lambda probe and a three-way catalyst in order to reduce pollutant emissions as much as possible.

Presentation and cycle part revised and corrected

Difficult, even impossible, to touch an icon: Ducati has had the painful experience of this with the 999, whose specific design has never been able to satisfy owners of 916, 996 or 998! Often erected as the most beautiful Japanese hyper sports car, the R1 offers the same torments to its parents: remodel everything at the risk of displeasing, or stay on its achievements at the risk of boring ?

For this new version, those responsible for the design have chosen not to upset everything: the new Yamaha R1 retains the lines of the previous models, but adopts a new front face which has two integrated headlights with the air intake inlets. More truncated and presenting a more pronounced bubble curvature, the front part especially inaugurates a new lighting system: in low beam configuration, a visor covers part of the headlight and when the high beam configuration is selected by the pilot, the visor retracts to deploy the entire headlight beam. The use of this new high / low beam switching mechanism "solenoid coil type"makes it possible to ignore the four headlights of the previous model and brings a touch of aggressiveness to this 2009 version.

The lines of the bike tend to be more compact, with a lower fairing less enveloping and a much shorter rear part: if the wheelbase does not change (1,415 mm), the rear loop ends closer to the rear wheel axle, fitted with a 190/55/17 tire (previously 190/50/17). The two exhausts in the high position actually gain in volume, while the passenger seat is slightly raised, but above all reduced to its simplest expression! Not sure that the comfort of the co-pilot – often criticized on the old model – wins…

The aluminum Deltabox frame is also evolving, in order to improve the – relative! – lack of agility of the previous version in the most winding parts. Note that the 2009 version offers the option of choosing between a red frame on the white models. Gravity castings are used for the steering column as well as the engine mounts and pivot bracket assembly, while the outer tank rails are die-cast aluminum allowing for the use of thinner walls.

The engine is an integral part of the frame and brings a real plus in terms of the rigidity of the whole: raised on the vertical plane by nine degrees, it is positioned 12 mm further forward, while the cylinders are inclined by 31 ° in order to to offer a better feeling of the front wheel to the pilot. To better concentrate the masses, the fuel tank is extended and placed closer to the center of the motorcycle. Thus, variations in fuel levels should present less fluctuations when driving..

The rear loop and swingarm are lightened to promote handling, but while the R1 keeps its wheelbase short, its swingarm increases its length to get as much power as possible to the ground. Its pivot point is located as close as possible to the axis of the final drive gear, which reduces sagging of the rear suspension during hard acceleration.

In terms of suspensions precisely, the YZF-R1 vintage 2009 has a rear shock absorber adjustable in compression at low and high speeds of the Bottom-Link type. Retaining its 120 mm stroke, this device makes it possible to lower the location of said suspension and thus to position the fuel tank in an empty space, improving mass centralization. The Japanese engineers did not go there with the back of the spoon to offer the best possible weight distribution possible for this model, which admits 206 kg all full (177 kg dry for the 2007/2008 and 199 kg all full made for the 2008 Honda 1000 CBR) !

At the front, the 2009 R1 renews a 43mm diameter fork, but this is entirely new and offers separate damping and rebound functions: the left fork pillar is fitted with the damping flaps of compression and rebound damping valves right! This particular device has the advantage of simplifying the design of the valves and of the oil flows, of avoiding the phenomenon of cavitation and it would offer easier adjustments. To check !

Braking is based on 310mm discs, as on the previous model, slowed down by six-piston calipers with just four pads. Lighter, the discs have seen their inner rotor redesigned, as has the shape of the front brake lever. The rear features a 220mm diameter disc and a single-piston aluminum sliding caliper.

The cooling system of this brand new engine also innovates and sees its design adopt plastic resin ducts! A major first on a production motorcycle according to Yamaha, this weight reduction technology is possible thanks to the "floating core"and the positioning of the inner fairing as close as possible to the engine, in order to dissipate heat even more effectively.

Finally, the instrumentation gains in information without losing a priori in readability and offers in particular the speed, the tachometer, the engine temperature, a fun indicator of the intake air temperature (note that the more it is low, the more the machine breathes hard!), two daily counters, a very practical fuel gauge, a clock, a stopwatch, a shift light, a gear indicator engaged and an engine mapping mode indicator! You said complete ?!

Available in "white competition"(with the possibility of choosing a red frame), Yamaha blue or"midnight black", the new weapon of the manufacturers with the three tuning forks can see its astounding performances reinforced by the means of the kits competition of the subsidiary of the group, Yamaha Motor Engineering. At this level, it is legitimate to wonder if it is really necessary, d ‘as far as the price of the new model is not yet communicated…

But if the previous version had kept the same price (13,990 euros) as its predecessor, it’s a safe bet that all this technological debauchery will lead to inflation logic. More information after the Cologne show, then the complete test of the machine… which we look forward to doing! Stay connected !

To be continued : all about the new XJ6 Diversion and other 2009 Yamaha news.

Yamaha YZF-R1 2009 model – Technical specifications (manufacturer data)
Engine
Type 4-cylinder 4-stroke liquid-cooled, forward tilt, 4-valve, DOHC
Displacement 998 cc
Bore x stroke 78.0 x 52.2 mm
Compression ratio 12.7: 1
Max power (full) 133.9 kW (182 hp) at 12,500 rpm
Max torque (full) 115.5 Nm (11.8 kg-m) at 10,000 rpm
Food Injection
Ignition TCI
Start-up Electric
Transmission 6 speed gearbox
Final drive Chain
Primary reduction 65/43 (1.512)
1st 38/15 (2,533)
2nd 33/16 (2.063)
3rd 37/21 (1.762)
4th 35/23 (1.522)
5th 30/22 (1.364)
6th 33/26 (1,269)
Final reduction 47/17 (2.765)
Cycle part
Frame Aluminum Deltabox
Front suspension 43 mm telescopic fork
Front travel 120 mm
Suspension AR Swinging arm
AR travel 120 mm
Socket angle 24º
Frrein AV Double disc 310 mm
Rear brake Single 220 mm disc
Front tire 120/70 ZR17M / C (58W)
Rear tire 190/55 ZR17M / C (75W)
Dimensions
Length 2,070 mm
Width 715 mm
Height 1130 mm
Saddle height 835 mm
Wheelbase 1,415 mm
Ground clearance 135 mm
Full weight 206 kg
Fuel tank 18 liters
Oil tank 3.73 liters
Commercial information
Availability Probably in the first quarter of 2009
Price Probably between 14,000 and 15,000 euros
Colors Competition White (with the option of choosing a red frame), Yamaha Blue or Midnight Black

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