Difference between revisions of "Yamaha YZF1000R1 MotoGP Rossi Replica"
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{{Motorcycle | {{Motorcycle | ||
|name = | |name = Yamaha YZF1000R1 MotoGP Rossi Replica | ||
|photo=Yamaha-R1-Fiat-Rep--2.jpg | |photo=Yamaha-R1-Fiat-Rep--2.jpg | ||
|aka = | |aka = | ||
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|predecessor = | |predecessor = | ||
|successor = | |successor = | ||
|class = | |class =Motorcross | ||
|engine = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. | |engine = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. | ||
|bore_stroke = | |bore_stroke = |
Latest revision as of 22:35, 23 November 2019
Yamaha YZF1000R1 MotoGP Rossi Replica | |
Manufacturer | |
---|---|
Production | 2009 |
Class | Motorcross |
Engine | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Compression ratio | 12.8:1 |
Top Speed | 280.9 km/h |
Ignition | TCI: Transistor Controlled Ignition |
Spark Plug | NGK, CR9EK |
Transmission | 6 Speed |
Frame | Deltabox V aluminum |
Suspension | Front: 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; Rear: Single shock w/piggyback reservoir; adjustable for hi-/lo-speed compression damping, rebound damping, spring preload, |
Brakes | Front: 2x 310mm discs 6 piston calipers Rear: Single 220mm disc 1 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 190/55 ZR17 |
Wheelbase | 1415 mm / 55.7 in |
Seat Height | 835 mm / 32.8 in |
Weight | 177 kg / 389.4 lb (dry), 206 kg / 454 lb (wet) |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 18 Liters / 4.8 gal |
Manuals | Service Manual |
It could reach a top speed of 280.9 km/h.
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 12.8:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Cable-operated multiplate wet slipper clutch..
Chassis[edit | edit source]
It came with a 120/70 ZR17 front tire and a 190/55 ZR17 rear tire. Stopping was achieved via 2x 310mm discs 6 piston calipers in the front and a Single 220mm disc 1 piston caliper in the rear. The front suspension was a 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; while the rear was equipped with a Single shock w/piggyback reservoir; adjustable for hi-/lo-speed compression damping, rebound damping, spring preload,. The YZF1000R1 MotoGP Rossi Replica was fitted with a 18 Liters / 4.8 gal fuel tank. The bike weighed just 177 kg / 389.4 lb. The wheelbase was 1415 mm / 55.7 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Yamaha YZF-R1 MotoGP Rossi Replica
Yamaha France offered a limited run just four units! of MotoGP-replica Yamaha R1s, in Rossi and Lorenzo colors.
Review
You might not yet know what a cross-plane crankshaft is, but you will. Its a link to Valentino Rossis MotoGP bike, and its the biggest advancement in literbike engine design in years. This new crankshaft arrangement is part of Yamahas latest YZF-R1, a literbike we tested last week at the Eastern Creek circuit in Australia, and its a design not seen in any previous production motorcycle.
The 998cc engines distinct sound is the obvious clue that its something
special - its akin to a V-Four with a deep, purposeful note that seems a little
bit angry. But its in the way the motor generates power that sets it apart from
its competition. Gone is the peaky powerband of the previous motor, and in its
place is the most tractable four-cylinder literbike yet built.
Yamahas 2009 R1 is ready to do battle against any of its literbike rivals.
The newly enhanced midrange is welcome, but more than that is the feel of a direct connection between the throttle and rear tire. In most literbikes, a rider is acutely aware of the possibility of being high-sided to the moon if the throttle is applied injudiciously. With the R1, even a moderately skilled rider can safely drift the rear tire on corner exits.
Whats a Cross-plane Crankshaft?
The cross-plane crankshaft has its pistons arranged 90 degrees apart from each other.
Power getting to the ground
As high-performance motorcycle engines have grown more powerful, its become difficult to harness that power through the small contact patch on the rear tire.
A typical four-cylinder engine uses a flat-plane crankshaft, and the two outer and two inner pistons rise and fall in pairs, firing 180 degrees apart. Torque is applied to the crank during combustion, of course, but also from inertia as the crankshaft rotates. This inertial torque is seen as noise to engineers, and it has the effect of confusing a rider about the amount of traction available from a bikes rear tire.
The same holds true in the world of MotoGP racing, so Yamaha engineers introduced in 2004 an uneven firing interval for its inline four-cylinder M1 with whats called a cross-plane crankshaft. In this new design the pistons are arranged 90 degrees apart from each other around the crank, which eliminates the inertial torque fluctuation of a typical four-cylinder mill. A balance shaft keeps vibration at tolerable levels. Yamaha has adapted this configuration to its R1 streetbike, providing enhanced traction and a very distinctive exhaust note weve been hearing from Valentino Rossis racebike.
In the 600cc and 1000cc supersport categories, the successful mantra has always been lighter weight and more power. But with a claimed 182 crankshaft horsepower, the new R1 doesnt re-set the bar in power production. And its 454 lb running weight (full of fuel, etc) is 15 up on the svelte Honda CBR1000RR.
The R1 and its new engine configuration instills confidence to its rider.
Other than the brake calipers, pretty much everything you see here is new to Yamahas R1.
Instead, Yamaha has focused on its stated concept for the R1: To deliver a maximum amount of drive force in the smoothest manner possible. Were happy to report that this isnt just some PR hype - its actually something a rider can feel after just a short time in the saddle.
One of the knocks against the old R1 was its lethargic response when leaving stoplights. The new engines beefed-up midrange sure helps in this regard, aided by two extra teeth on the rear sprocket. Quick launches no longer require major clutch slippage, making around-town riding much easier to manage.
In terms of its chassis, the R1 doesnt break as much new ground as its engine. Rake and trail remain unchanged, while the wheelbase is shortened by a scant 5mm. Nevertheless, the R1s frame is an all-new design with a significantly revised rigidity balance.
Made from a mixture of gravity-cast, CF-cast and pressed-sheet aluminum, the frame is stiffer at the steering head and swingarm pivot, but its perimeter frame rails are now 37 percent more flexible laterally, providing greater feedback when the bike is leaned over in a corner. The swingarm also had its rigidity balance tweaked, allowing more flex laterally and torsionally.
Around the Eastern Creek circuit, the new R1 proved to be quite cooperative. Turn-in response is about what weve come to expect from a literbike, aided somewhat by the use of a taller 55-series rear tire rather than the typical 190/50-17. There are several mid-corner bumps around the Aussie racetrack, and the Yamaha was quite adept at sucking them up without throwing the bike off its trajectory.
Helping keep things stable is a nifty steering damper. Like the previous model, the damper has a check ball that engages when the handlebars wag back and forth too quickly. This mechanical system is aided by a new electronic component that engages a damper valve when vehicle speeds surpass 125 mph or when the throttle is twisted past the halfway point.
Even with street tires, the R1 encourages acute lean angles. We rode on Michelins, but US models will be fitted with Dunlops new D210 rubber.
A totally new suspension system is up to the task of smoothing out the ride. Up front is a Soqi fork that has its damping circuits divided between each leg. Oil flow is simplified by having the left leg handle only compression damping and the right tube controlling only rebound damping. Yamaha reps claim this design minimizes cavitation (air mixing with the oil). At the rear, a bottom-link suspension has a more progressive ratio to make fuller use of its travel, and the addition of a hydraulic preload adjuster makes setting up the bike easier.
A revision to the engine architecture allowed it to be placed further forward in
the frame, shifting the weight distribution slightly towards the front end. To
best centralize mass, fuel is now carried lower between a riders legs and a
lightweight magnesium subframe replaces an aluminum component.
Cross-plane Crank For Next R6? Since the R1s new firing order appears to be successful, it begs the question about whether this system can be incorporated into Yamahas 600cc sportbike, the YZF-R6. So we questioned the R1s project leader, Toyoshi Nishida, about whether we might see this configuration in the middleweight screamer.
The R1s project leader hinted that the next R6 might feature new engine
technology that will enhance a riders feeling for traction at the rear tire.
He told us that because a 600s power output isnt nearly as potent as a literbikes, racers in the smaller class usually apply only full power, so the cross-planes part-throttle benefits wouldnt be so obvious. He added that the counter-balancer necessary with the cross-plane arrangement would sap some power, hence it wouldnt be the most efficient way to provide that direct connection to rear-tire traction for a 600.
However, he hinted that there is another way to aid rear-tire traction, and one that doesnt involve electronics. Curious about what he referred to, I asked if there was the possibility of using a single-plane crankshaft arrangement in which the two paired pistons fire at the same time (instead of 180 degrees apart), similar to a project used a few years ago in the British Superbike championship on a Yamaha R1. That engine proved to work well in wet conditions, but it was soon outlawed by race organizers.
Nishida-sans response indicated I was barking up the wrong tree, but any loyal engineer would naturally want to keep information like that to himself. Whatever the case, we may see something special in the engine compartment when the next R6 is revealed.
When it comes to slowing down, the R1 has an upgraded braking system. Although the front brake discs are 10mm smaller in diameter (310mm), they proved to have excellent power and feel. They still use six-piston, radial-mount calipers, but the rotor carriers are now more rigid.
There is only one really heavy braking zone at Eastern Creek, but the R1s brakes demonstrated terrific feedback and were easy to modulate. A ramp-type slipper clutch aided corner entries, allowing quick downshifts without worrying about the rear tire locking up during compression braking. A new gear-position indicator lets a rider keep track of whats going on in the transmission.
Yamaha has joined the electronic engine-control bandwagon by incorporating a D-mode selector that allows a choice of three engine-response maps. Unlike Suzukis DMS, Yamahas system does not affect ECU settings - the performance curve of the engine always stays the same, and its only alteration is the response from Yamahas Chip Controlled Throttle (YCC-T). The default Standard mode is said to be optimal. The A-mode provides sharper initial throttle response but the same performance as Standard up top. Response from B-mode is 30 percent slower at all throttle settings.
Unlike most sportbikes dual headlamps, both of the R1s projector headlights remain lit in both high and low beams.
In practice, I preferred the Standard mode, as it allowed smooth response that was amazingly cooperative. A-mode made throttle application a bit touchier but still quite manageable. B-mode provided more leisurely responses that werent ideal for cutting quick lap times, but it would be a good choice when road conditions are a bit dicey, such as during damp or wet conditions. Unlike Suzukis system, engine response isnt neutered to 600cc-class power levels.
Getting the power to the pavement is easy thanks to the R1s new motor.
The R1s Mikuni fuel-injection system now incorporates the latest 12-hole squirters, augmented by secondary injectors. As in the previous R1, Yamahas variable-length inlet tracts (YCC-I) help broaden its powerband. The intake funnels stay in their long form below 9,400 rpm, then flip open to their shorter length for enhanced top-end pull.
Yamaha says the R1 produces 182 hp at 12,500 rpm, which should be enough for anyone riding on the street. But ratcheting up through the gears along Eastern Creeks front straightaway, the Yamahas upper-rev pull didnt feel as mind-numbing as something like the Kawasaki ZX-10R. Either this new engines broader powerband made it feel a bit duller or its ultimate peak power isnt as plentiful as its burliest competition. Regardless, for a streetbike application this distinctive new engine configuration is much preferred over the previous version.
And the engine output doesnt hurt the R1s racetrack performance, either. Yamahas test rider Jeffry de Vries was able to lap Eastern Creek in the 1:37 range on the latest R1. On the previous model, his best lap was in the high 1:39 range. This bodes well for American Ben Spies who will be riding the Yamaha in the upcoming World Superbike season.
It should be noted that American-spec bikes produce six horsepower less than Euro versions thanks to smaller muffler internals that keep noise within US limits. The exhaust system continues its four-two-one-two configuration, exiting into dual underseat titanium mufflers, but it now goes without Yamahas EXUP exhaust valve.
A large cutout in the side fairing allows hot air to escape. Titanium mufflers look a bit bulky.
In terms of street use, the R1 now offers a slightly more hospitable riding position. Its handlebars are 10mm closer to the rider, and the seat is placed 8mm forward. Footpegs are situated 10mm forward, and they are now repositionable 15mm up and 3mm rearward. Only truly fast riders will need the pegs in their more aggressive position.
The Verdict
In my decade-plus career in moto-journalism, Ive had to sift through reams of PR propaganda to discern mostly incremental increases in performance of sportbikes. Lose a few pounds here, add a couple of percent horsepower there. So it was with great delight that I found a palpable shift in technology when testing the new R1 that provides a real-world advancement in engine design.
Arriving at dealers at the end of this month. The Team Yamaha Blue version
retails for $12,390. An extra $100 will buy either of the others, each with
matching pinstripes around their wheels.
Believe the PR hype this time around. Yamahas new YZF-R1 provides literbike performance in a package that benefits not only racers, but also lesser-skilled street pilots. With the addition of the cross-plane crankshaft engine, its safe to say that Yamaha has upped the ante in delivering mega performance in a package that will benefit riders of all types. And it sounds marvelous.
Good on ya, Yamaha!
Source Motorcycle.com
Make Model | Yamaha YZF 1000 R1 MotoGP Rossi Replica |
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Year | 2009 |
Procuction | Yamaha France offered a limited run just four units! of MotoGP-replica Yamaha R1s, in Rossi and Lorenzo colors. |
Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Displacement | 998 cc / 60.9 cu-in |
Bore X Stroke | 78 X 52.2 mm |
Compression | 12.8:1 |
Cooling System | Liquid cooled |
Engine Oil | Synthetic, 10W/40 |
Lubrication | Wet sump |
Induction | Mikuni 45mm throttle body FI |
Ignition | TCI: Transistor Controlled Ignition |
Spark Plug | NGK, CR9EK |
Starting | Electric |
Max Power | 133.9 kW / 182 hp @ 12500 rpm |
Max Torque | 115.5 Nm / 11.8 kgf-m @ 10000 rpm |
Clutch | Cable-operated multiplate wet slipper clutch. |
Transmission | 6 Speed |
Final Drive | "O" ring chain |
Gear Ratio | 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) |
Frame | Deltabox V aluminum |
Front Suspension | 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | Single shock w/piggyback reservoir; adjustable for hi-/lo-speed compression damping, rebound damping, spring preload, |
Rear Wheel Travel | 120 mm / 4.7 in |
Front Brakes | 2x 310mm discs 6 piston calipers |
Rear Brakes | Single 220mm disc 1 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 190/55 ZR17 |
Rake | 24° |
Trail | 102 mm / 4.0 in |
Dimensions | Length 2070 mm / 81.5 in Width 715 mm / 28.1 in Height 1130 mm / 44.5 in |
Wheelbase | 1415 mm / 55.7 in |
Ground Clearance | 135mm / 5.3 in |
Seat Height | 835 mm / 32.8 in |
Dry Weight | 177 kg / 389.4 lb |
Wet Weight | 206 kg / 454 lb |
Fuel Capacity | 18 Liters / 4.8 gal |
Standing ¼ Mile | 10.5 sec |
Top Speed | 280.9 km/h |