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All ! Everything changed. Except the patronymic; but did it still have to bear the name of R1 as it has evolved?!? Take a good look, from all angles, from every corner, behind every singularity. Because it is; the new generation R1 seems halfway between a production motorcycle and a prototype for racing. His gaze has almost disappeared, giving it the look of a track machine. It’s clear, she comes out of a laboratory spiked with racing sauce. But … but … where are the sensuality, the flight effects, the allure of a wild young lady and the hectic desire to please like an actress in the finest of dresses?!? Boldness has bled the style, and the R1 only thinks about one thing: crush the stopwatch under the blows of the cross-plane.
Remember back in 2009 when Yamaha installed this type of engine timing in the R1. An unknown growl, surprising motor skills, the aura of MotoGP … It shook the category a bit. But the Yam has long remained in the 180 horsepower zone when the competition was adding big shadows. Less powerful and more clumsy, the R1 could no longer keep up with the best (except in Endurance). The 2015/2016 version puts all this in order. Find the peak of watts, fill the quiche as in its great times, crack the Fast & Furious mode and unravel the references, here is her fight, the one she has always loved.
Yesterday, 182 units in the 4-cylinder. Today, we change category. Not a spoon or a ladle of extra watts; a bowl! The R1 claims 200 horses! 10% earned by engine manufacturers is a great job. Here is finally something to wrinkle with the BMW S 1000 RR, Kawasaki ZX-10R, Ducati 1299 and MV-Agusta F4 1000 RR. The torque drops a little, to 11.5 mkg. Conversely, the search for maximum power increases: it is 1000 rpm more, or 13,500, to get all the sauce.
These watts, to find them, not from Red Bull but elbow grease in the workshops. Under the new cylinder head with revised ducts, the compression ratio rises to 13: 1, the valve angle tightens, and when the mixture explodes, it’s on forged aluminum pistons. Then it pushes through titanium fractured head connecting rods – a first for a production bike. The cavalry then passes into a new crankshaft whose inertia has been reduced by 20%. The ignition sequence at irregular intervals (270 ° – 180 ° – 90 ° – 180 °) of the Crossplane engine is retained.
Yamaha also offers its more powerful sports engine a new valve drive mechanism offering a higher lift to the profile of the cam. The air intake is now as on the MotoGP M1, with a central duct instead of the nose. It will breathe in there, especially as the air box increases its capacity from 23% to 10.5 liters. Inside, we find the YCC-I variable intake horn system. Out of breath, the gas will escape through …. Ouhla, wait! Where did the pots go? Since 2004, Yam had placed them deliciously under the posterior. The Star Trek-style rear end chased them away? No, efficiency is the only culprit. Better weight centering, weight gain, and renewed aesthetics. The sound promises to always give the thrill. A cross-plane in the towers, I guarantee that it shakes the hair.
Watts are not everything. And when there are more than kilos, it can quickly blow you in the face. But that was before ! We are in the digital age, with thinking sensors, and the new R1 is full of electronic packages. The previous version offered traction control and a choice of several maps. Sufficient for the average sportsman, outdated for the discerning pilot and / or the fan of technology. Miss R1 brings down some serious cards, and no need to bluff.
No longer follow, do better than the others. The R1 has inaugurated (on a standard wheel) a 6-axis inertial sensor called IMU. Three gyro sensors measure pitch, roll and yaw and three additional G sensors provide information on forward / backward, left / right and up / down movements. With that and measurements every 8 thousandths of a second, the on-board electronics “see” in 3D and in real time how the machine is behaving. It can thus adjust the ignition, injection and butterfly opening as well as possible, and the piloting aids..
Traction control (TCS) takes advantage of the IMU to modulate traction according to the difference in wheel speed and the angle taken by the motorcycle. It is additionally aided by a Glide Control (SCS) which limits lateral movement of the rear tire when a loss of grip is detected..
Since the on-board brain knows where and how the R1 is in space all the time, it can use the data to calm the urge to take off. Thus is installed the LIF Front LIFt control system, more commonly known as the anti-wheeling system. The front wheels tickling the clouds, it still has its little effect, but it wastes you time on the track. Add to that an assistance mode at the start, a bit like the one inaugurated on the Aprilia RSV4 Factory APRC SE. It is called LCS and takes advantage of data from other control programs. Wring out the handle when starting with a 1000 of 200 horsepower and it will quickly turn into a big burn or disastrous volume. With the Launch Control System, you open and the electronics manage: speed limited to 10,000 rpm, then the LCS calls on TCS and LIF to guarantee optimum acceleration at start-up.
For some time now, a modern sports car, and even some roadsters, has had to carry a shifter as standard. This is the case on the R1, allowing very fast gear changes without loss of load. Unlike the newer models, the QSS Yam seems to work only on gear. That of the BMW S 1000 RR also allows them to be dropped without the clutch.
Well, the R1 seems to have caught up well in terms of silicon chips, and….
And it’s not over. D-Mode, allowing the selection of several power modes, changes to 4 maps. Next door appears the YRC, the Yamaha Ride Control, offering 4 riding modes. Each one has factory preset parameters but can be adapted by the user, just to make you modes à la carte according to the mood and the environment.
Well, with all that, how are we going to inform the pilot of everything that is active. Need a new dashboard, and not a needle tip next to a watch! Under the bubble, the R1 splits a real racing instrumentation, similar to that of a Ducati 1199 / 1299. A color TFT screen the size of a Galaxy S5 (I do not advertise, I have an iPhone ) is used to display a bargraph, an accelerometer and the brake pressure. A sensor allows the display to adapt to the ambient light. Finally, the screen offers you a display type: road or track:
– In “Road” mode, the bar tachometer uses different colors depending on the engine speed, allowing the pilot to instantly apprehend the values. Instantaneous speed, odometer, trip odometer, real-time fuel consumption, average, and amount of fuel consumed are also present in this mode. The icons at the top and bottom of the screen also show the activation of the TCS and SCS systems, and the power mode selected..
– In “Track” mode, the screen displays specific information with a high degree of clarity: number of laps, lap time and stopwatch function. The bar tachometer display starts at 8000 rpm and extends to the red zone. The gear engaged indicator is displayed on the right of the table. To facilitate post-race analysis, each screen has a memory function that allows lap-by-lap analysis.
Let’s not forget one thing. Despite all this on-board electronics, it’s still the chassis that will hold the fiery 200 horsepower and turn your driving into a stopwatch. New R1, new chassis, with a new version of the aluminum Deltabox frame, using the engine as a supporting element via 4 fixing points. The swingarm is also unique, abandoning its reinforcement from below while displaying a strong resistant structure..
And weight, it was necessary to gain some. How to go below the 200 kilogram mark while installing ABS, sensors and ECUs everywhere, while we cracked 206 kilos on the scale in 2014? With the materials that go well! Magnesium, for example, to make the rear frame buckle, and for the wheels – normally only special and very sporty series are equipped with such wheels. The front one gains 530 gr and the rear 340 gr. Yamaha also gained 1600 gr on the tank alone. When we are lighter, we gain in agility. A redesign of the geometry also goes in this direction. The 10mm shorter wheelbase should make it more lively to take along.
There are new KYB suspensions, including a 43mm inverted fork where all settings are at the top of the tubes. The rear damping is Monocross type with rods. On the M version, which is a much more racing R1, you have access to Ohlins with electronic adjustments; another world.
The R1 changes its entire braking system. No more 6 pistons; the monobloc radial calipers bite 320mm slabs with 4 pistons. Event, the Japanese finally put armored hoses on a sports car. More consistency in braking and a more direct feeling, it’s much more in the spirit of hypersport, right?!? And in addition, ABS is standard, assisted by full braking. Action on the front also activates the rear brake but not the other way around.
The LED headlights will have their effect, despite everything drowned in the visual shock that this new R1 invites. With a very large power, cross-plane setting and a MotoGP facies, the R1 is no longer the superb sports car that we have known but an M1 adapted to ordinary pilots. Yamaha has given it something to return to the forefront of ultra efficient sports cars. She shoves, growls, heats the clocks and becomes a weapon again. And if that’s not enough for you, an even more tracked (Ohlins and carbon) R1M version in a limited series exists for accomplished trackers..
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Opinion
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Replaces
YZF-R1 1000 2015
Model marketed in
2015
2016
2017
2018
2019
Performances
-
Max speed:
about 300 km / h
The technical aspect
Yamaha YZF-R1 1000 2016
- Frame
- Frame: Perimeter Diamond aluminum
- Tank: 17 liters
- Seat height: 855 mm
- Length: 2,055 mm
- Width: 690 mm
- Height: 1150 mm
- Wheelbase: 1,405 mm
- Dry weight: 179 kg
- Operating weight: 199 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 120 mm
- 2 Ø 320 mm discs, 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 120 mm
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
190/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: by water
- Injection Ø nc
- 2 ACT
- 4 valves per cylinder
-
998 cc
(79 x 50.9 mm) -
200
ch
at 13,500 rpm -
11.50 mkg
at 11,500 rpm - Weight ratio /
power
: 0.90
kg / hp - Compression: 13: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Kawasaki ZX-10R 1000 2016
Suzuki 1000 GSX-R Concept 2016
Ducati 1299 Panigale 2016
2016 Honda CBR 1000 RR Fireblade
Aprilia 1000 RSV4 RR 2016
Bimota BB3 1000 2016
MV-Agusta F4 1000 2016
Gallery
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