Sporty – Test Yamaha R1 and R1M 2015: with or without M, we love! – Technical update Yamaha YZF-R1 2015

Yamaha R1 and R1M 2015 test: with or without M, we like !

Sporty - Test Yamaha R1 and R1M 2015: with or without M, we love! - Technical update Yamaha YZF-R1 2015

Yamaha’s brand new sports bike is currently landing in French dealerships. But it was on the other side of the world, in Australia, that Site discovered the 2015 Iwata Superbike, in its two versions R1 and R1M.. On track !

Technical update Yamaha YZF-R1 2015


Selected by Yamaha – and by Valentino Rossi himself! – for the M1 of 2004 and transferred to the R1 in 2007, the "Crossplane" setting characteristic of the Yamaha Superbike is renewed in 2015. The ignition sequence at irregular intervals (270 ° – 180 ° – 90 ° – 180 °) of the "CP4" remains, just like its distinctive sound.

The dimensions of the 4-cylinder in-line of 998 cc are radicalized (79 x 50.9 mm, against 78 x 52.2 previously), its power climbs by + 9% and its weight melts by -8%. Figures still: in its center rotates a new crankshaft whose moment of inertia decreases by -20% compared to the previous model, according to Japanese engineers.

More responsive and more powerful (200 horsepower without forced admission), the R1 engine also benefits from a lightened balance wheel which facilitates revving and according to Yamaha improves the connection between the accelerator and the rear tire, essential for slamming good lap times.

A new cylinder head – very – high compression (13.0 to 1) with revised ducts house 33 mm intake and 26.5 mm exhaust valves. Their angle is even narrower than on the previous generation, in order to obtain a compact "roof" combustion chamber, this architecture according to the Blues favoring the fall of the mixture and improves power and torque..

A big first for the Iwata firm, a rocker valve drive mechanism allows valve lift greater than the height of the cam, while reducing the load on the cam to minimize friction … and maximize performance !

Also first in the field of production motorcycles – all brands combined this time – Yamaha has housed in the mill of the R1 fractured titanium head connecting rods. This material, about 40% lighter than steel, would in turn contribute to the more responsive and powerful character at high revs of the R1..

Another advantage highlighted by Yamaha about its fractured-head connecting rods: the circular precision they benefit from and their low deformation at high speed. Thus, their performance at high speed would increase as well as their reliability. All in all !

According to the Japanese, the weight of each connecting rod would have dropped from 338 to 270 g (!) While raising the maximum speed of 1000 rpm. According to them, it would be the lightest connecting rods on the market mounted on a 4-cylinder in-line 1000 cc..

The forged aluminum pistons are not to be outdone, since they benefit from a box-type "Bridge-box" construction ensuring rigidity and lightness (-8.5 g per element). New "low voltage" segments and new DLC coated piston pins (Diamond-like Carbon, as on rocker arms … or the fork!) Reduce frictional losses.

To cool its pistons, Yamaha would have even studied a new piston cooling system by oil projection. But the Blues do not go into more details: sometimes you have to know how to keep your industrial secrets…

The magnesium oil pan, ultralight – MNC was able to weigh it, it’s impressive! – uses a deep bottom design that helps lower the lubricant level. Used in competition and on certain other sports cars, this arrangement avoids, according to its designers, interference between the crankshaft flange and the oil, eliminating power losses..

The hunt for weight is such that the Japanese even replaced the steel engine bolts with aluminum components! The 43 screws alone represent a significant gain of 250 g … The pilot will therefore be able to serve himself a portion of pasta at noon without – too much – remorse. !

To fill the 2015 R1 with air and fill its rider with joy, Yamaha increased the volume of the airbox to 10.5 liters, an increase of + 23% (twenty-three percent!). The YCC-I variable intake horn system is retained, as is the YCC-T electronic throttle control.

The 2015 R1 nonetheless receives a new series of bi-directional 12-hole main injectors that propel the mixture backwards from the two intake valves, thereby increasing the burn rate and minimizing the amount of fuel in contact with the cylinder walls. ‘orifice. Secondary injectors placed upstream always intervene at high speed to reduce the negative effects of engine heat..

Before feeding the large air box, the air enters the central intake housed between the two discreet hidden LED headlights, and passes through the steering duct (in plastic resin and reinforced with fiberglass), as on the YZR-M1 of Rossi and Lorenzo !

The 2015 R1 uses a new exhaust system (still 4-2-1) made of titanium. The four manifold tubes meet two by two and lead to the main 5.2 liter chamber, placed at the bottom of the machine.

At low or medium speed, the exhaust gases then infiltrate the silencer through only one of the two passages in the chamber, while at high speed (above 7500 rpm), a valve controlled by a servomotor releases access to the second passage. A second valve does the same in the air box.

Finally, a new clutch is also making its arrival on the new Yamaha: 19% lighter, 7% narrower, it still incorporates an antidribble function (introduced on the R1 in 2007). While its aluminum cam locks during acceleration, it can slip on deceleration when needed..

Cycle part

Faithful to the Deltabox structure, the new YZF-R1 receives an all-new asymmetric aluminum frame combining elements cast by gravity and then welded. The CP4 engine is integrated into it as a supporting element, fixed at four points: two via the cylinder head and two via the crankcase.

The swingarm is also an assembly of gravity-cast and forged aluminum elements. Compared to the old version, it is shortened by 15 mm (570 mm in all). The wheelbase of the bike reaches 1405 mm, which is 10 mm less than the 2014, and only 15 more than the R6 (which the Japanese used for the creation of the first prototype of the 2015 R1!).

At the front, the offset and the caster are identical to that of the current R1 (24 ° caster angle and 102 mm caster, according to the technical sheet on the following page). To improve the direction of the front axle, the Japanese explain having increased the diameter of the wheel axle by 3 mm, or 25 mm in all.

Compact, the new R1 is also light: its rear loop is made of magnesium, like the cylinder head cover and some engine casings. The use of all these precious materials – aluminum, magnesium or titanium – allows the R1 to go below the 200 kg mark all full: 199 kg, phew !

One of the most remarkable things about this new R1 – which only shares the name with the old model! – is undoubtedly its aluminum tank: with only 2.1 kg on the scale, it is almost twice as light as the old one (3.8 kg of steel).

The goal originally set to create the lightest tank in the category (capacity of 17 liters minimum) is therefore achieved by the Blues, particularly proud to beat their colleagues from BMW and those from Ducati (2.2 kg for the S1000RR tank, 2.9 kg for the Panigale).

The YZF-R1M is distinguished from the R1 "short" by the ultra-polished finish lined with a transparent film which highlights the quality of the material. The swingarm of the R1M benefits from the same finish, while it receives a more classic black coating on the R1.

Not to spoil anything, Yamaha – which had to create a whole new workshop for the design of its tank art work – ensures that the production costs of this part have fallen by -75%. Too bad the total cost of their motorcycle does not follow this trend !

The 10-spoke one-piece magnesium rims – also made by Yamaha – allow the new R1 to reduce its unsprung mass by 870 g: 530 g gained at the front, 340 g at the rear. The inertia is reduced at the same time: -4% in front and -11% behind according to the calculations of Japanese scientists.

Yamaha is also innovating in terms of braking, since its Superbike integrates – for the first time! – ABS coupled with an integral braking system. On this R1, actuating the front brake also generates rear braking, the force of which depends on the angle of the machine (or even IMU in the electronic part).

In the event of simultaneous action on the lever and on the pedal, the Yamaha itself distributes the pressure in the front (4-piston monobloc, against six previously) and rear (single-piston) callipers via braided hoses. In the event of solicitation of the pedal alone, the rear 220 disc is pinched, but not the two 320 mm at the front.

In comparison, the suspensions of the "standard" R1 seem less advanced: fully adjustable (slow and fast compression on the rear shock absorber all the same!), The inverted 43 mm fork and the single shock absorber were jointly developed by KYB and Yamaha and each offer 120mm of travel.

The R1M, on the contrary, is equipped with a very sophisticated Ohlins electronic assembly (ERS, for Electronic Racing Suspension) which continuously adjusts and via its control unit (SCU, for Suspension Control Unit) the hydraulics of its fork and its shock absorber. (compressions and relaxations). Like the braking system, the suspension system acts according to the data collected by the IMU.

The ERS offers three modes "automatic"pre-programmed (from very rigorous to quite comfortable) that the pilot can tweak according to his tastes, as well as three other modes"manuals"which are fully configurable and require a minimum of technical background.

No need, however, to have done "PSI Star Hoche" to notice and appreciate the new lines of the R1. According to studies conducted by Iwata engineers, their new fairing (carbon on the R1M!) Would offer -8% lower wind resistance compared to the old one..

Despite its M1 air intake, the R1 is indeed approved on the road. Just like the R1M for that matter! Both receive LED headlights and sidelamps: particularly light, compact and energy efficient, they would light up so well that the teams involved in Endurance would have to be content with it, a Yamaha Motor France mechanic present on site told us..


If the 4-cylinder CrossPlane "CP4" remains at the heart – the heart! – of the Yamaha YZF-R1, a new 6-axis "IMU" (Inertial Measurement Unit) sensor represents its new nervous system. It consists of three gyroscopic sensors and three G sensors…

Thanks to it, the pitch, roll and yaw of the bike are constantly measured, as are the accelerations on the front / rear, left / right and up / down axes. So much data that allows the famous ECU, the brain of the R1, to adjust the volume of fuel injected, the ignition timing and the opening of the throttle valves..

Inaugurated in 2012, traction control (TCS) now takes into account the lean angle of the motorcycle and the driving force of the rear tire, making its interventions more refined and efficient. Disconnectable – at your own risk! -, the TCS is adjustable on nine levels (six on the old one).

Introduced in 2012 on the M1, the slide control (SCS, for Slide Control System) makes its appearance on the R1 and monitors – manages! – the lateral sliding of the rear tire via the injection unit. Yamaha claims this is a first for a production motorcycle.

By setting his "anti high-side insurance" to the most intrusive mode (3), the driver makes sure he never feels his rear tire slip away – within the limits of the rules of physics, of course. In mode 1 on the other hand, light slips are possible.

Complement of the TCS and the SCS, the LIF (LIF, for Front LIFt control system) is responsible for controlling the nose up of the motorcycle during acceleration. It can be configured in three modes, it can be disconnected … to celebrate with dignity his victory at the end of the race, for example ?!

At the start of the race this time, the rider of the R1 can count on the start assistance system (LCS, for Launch Control System). Engaged on the starting grid, the LCS clamps the engine speed to 10,000 rpm and combines the benefits of TCS and LIF. The pilot then concentrates only on his clutch lever.

The new R1 also comes standard with a Quick Shift System (QSS) that allows gears to be shifted up without touching the clutch or releasing the throttle to the grip … go down ! Yamaha, which tested this option, ultimately did not choose it, the difference in stopwatch being negligible, according to them. Two QSS modes are available: 1 "fast" or 2 "softer".

Appeared in 2007, the wireless management of the accelerator better known by its English name of ride-by-wire (YCC-T at Yamaha) now incorporates four power modes (PWR, for Power mode selection). The opening of the butterflies can be proportional to the rotation of the right handle: direct (mode 1), softer (2 and 3) or even restricted (mode 4).

In order to simplify the user’s task, Yamaha has provided riding modes (YRC, Yamaha Ride Control) which automatically set all the aids (TCS, SCS, LIF, QSS, PWR!). With a flick on the left stalk, the pilot can therefore vary combinations, depending on his mood or that of the weather.

Finally, installed as standard on the YZF-R1M and offered as an option on the R1 "very short", a communications control unit (CCU, for Communication Control Unit) records all the data: lap time, speed, opening. throttle, GPS tracking, bank angle, etc. Everything is stored !

To read, interpret and share all this information, the pilot will have to download the application – free, on IOS or Android – specific to Yamaha. The transfer of data from the motorcycle to the tablet is carried out by Wi-Fi … and in both directions !

The pilot will be able to program the YRC modes directly on his tablet – the handling of which will be more obvious than the small wheel installed on the right stalk of the R1 -, then download them to his motorcycle before taking the track.

Once on the motorbike, the user has another screen: the 109 mm wide, color, high definition, thin-film transistor (TFT) LCD, which acts as an instrument panel. Two display modes are available: one "Road", the other "Track" (interchangeable black and white backgrounds).

With the first, speed plays the main role – it’s preferable, with all these radars – but many other data are displayed, such as the odometer and one of the trips, or the instantaneous and average consumption, or the engine temperature and remaining range. The gear engaged indicator light is also present.

On the right of the screen, under the time and the red area of ​​the tachometer, there are also two original indicators: the force applied to the brake lever (the gauge is often full on the circuit) and that felt on the circuit. ‘acceleration or braking.

When set to "Track", the screen displays the gear engaged and the stopwatch in large size, the speed in a smaller number, and the bar tachometer only starts at 8,000 rpm. At the bottom and at the top, we find the icons of the main piloting aids and, if applicable, the malfunction alerts.

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