New fully-adjustable KYB rear shock and 43mm upside forks have been
developed for the new R1, the front wheel spindle is 3mm bigger for
extra rigidity and for the first time the Yamaha has cast magnesium
wheels.
The machine is smaller, more compact and feels more like an R6
flicking in and out of the corners. Electronically-assisted linked
brakes (and ABS) provide superb stopping power and for the first time
the R1 has steel braided lines, but it doesn’t have the initial bite of a
good Brembo set-up. The riding position mirrors the M1 MotoGP bike’s. The seat is
flatter, roomier and the fuel tank narrower, with cut-outs for your
knees to help you get locked-in.
There’s still a decent amount of legroom for taller riders, but the
peg position has been raised and moved back slightly for a more
aggressive riding position. Clip-ons are still low and pulled-in Jarno
Saarinen-style. Thankfully the fashion for tiny low screens is a thing
of the past and the new R1 has a decent bubble to tuck under, just like a
proper race bike.
Engine:
The new shorter-stroke, higher compression crossplane crank motor is
smaller, has lighter internals and makes 197bhp – up 18bhp, with
slightly less (2ftlb) of torque. It has a new cylinder head with
reshaped intake ports, titanium conrods and exhaust, lightweight forged
ali pistons with diamond-like carbon (DLC) gudgeon pins, bigger valves
with a DLC rocker arm valve train, a 24% larger airbox and new
lightweight assist-slipper clutch.
It’s an aggressive engine and peakier than before. It’s lost some of the creamy, flat power that made the R1 so easy to ride and accelerate so cleanly from apex to exit. Much of its bottom end grunt has gone and it’s been replaced with an explosive top end punch.
Equipment:
Although it doesn’t have Brembos or Ohlins, the R1 comes with all the
2015 must-have bells, whistles and electronic rider aids. There’s
anti-wheelie, a quickshifter (but no auto-blipper, like the 2015 BMW
S1000RR and Ducati 1299 Panigale), variable riding modes, anti-wheelie
and traction control and slide control.
Using its six-way Inertial Measurement Unit (IMU) internal gyro, the Yamaha not only detects the difference in front and rear wheel speeds, it can sense how the bike is leaning, pitching and accelerating, too. So it’ll catch a slide at full lean, or let you drift the rear out of corners.
As well as looking after traction control and anti-slide, the IMU also controls the linked braking system, ABS and the the semi-active electronic Ohlins suspension on the M version.
Facts & Figures
| Model info | |
|---|---|
| Year introduced | 2015 |
| Year discontinued | - |
| New price | £14,999 |
| Used price | £7,800 to £19,000 |
| Warranty term | Two years |
| Running costs | |
|---|---|
| Insurance group | 17 of 17 |
| Annual road tax | £82 |
| Annual service cost | - |
| Performance | |
|---|---|
| Max power | 197 bhp |
| Max torque | 83 ft-lb |
| Top speed | 186 mph |
| 1/4-mile acceleration | - |
| Average fuel consumption | - |
| Tank range | - |
| Specification | |
|---|---|
| Engine size | 998cc |
| Engine type | 16v, inline four |
| Frame type | Twin spar aluminium |
| Fuel capacity | 17 litres |
| Seat height | 855mm |
| Bike weight | 199kg |
| Front suspension | 43mm KYB forks with adjustable preload, compression and rebound damping |
| Rear suspension | Single KYB rear shock with adjustable preload, compression and rebound damping |
| Front brake | 2 x 320mm discs with four-piston calipers. |
| Rear brake | 220mm single disc with twin-piston caliper. |
| Front tyre size | 120/70 x 17 |
| Rear tyre size | 190/55 x 17 |
Source: http://www.motorcyclenews.com
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