Editing Yamaha YZF1000R1 MotoGP Rossi Replica

{{Infobox Motorcycle
|name             = [[Yamaha]] YZF1000R1 MotoGP Rossi Replica
|image            = [[File:Yamaha-R1-Fiat-Rep--2.jpg|frameless|Yamaha YZF1000R1 MotoGP Rossi Replica]]
|aka              = 
|manufacturer     = Yamaha
|parent_company   =
|production       = 2009
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
|bore_stroke      =
|compression      = 12.8:1
|top_speed        = 280.9 km/h
|power            =
|torque           =
|fuel_system      =
|ignition         = TCI: Transistor Controlled Ignition
|spark_plug       = NGK, CR9EK
|battery          =
|transmission     = 6 Speed
|frame            = Deltabox V aluminum
|suspension       =Front: 43mm inverted telescopic fork w/adjustable preload, compression damping, rebound damping; <br>
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]] <br>Rear: Single 220mm disc 1 piston caliper
|front_tire       = {{tire|120/70 ZR17}} 
|rear_tire   	  = {{tire|190/55 ZR17}} 
|rake_trail       =
|wheelbase        = 1415 mm / 55.7 in
|length           =
|width            =
|height           =
|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
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 280.9 km/h.  

==Engine==
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==
Power was moderated via the Cable-operated multiplate wet slipper clutch..  

==Chassis==
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 ==
[[File:Yamaha-R1-Fiat-Rep--2.jpg|600px|Yamaha YZF1000R1 MotoGP Rossi Replica]]
[[File:Yamaha-R1-Fiat-Rep.jpg|600px|Yamaha YZF1000R1 MotoGP Rossi Replica]]
[[File:Yamaha-R1-Fiat-Rossi.jpg|600px|Yamaha YZF1000R1 MotoGP Rossi Replica]]

== Overview ==
Yamaha YZF-R1 MotoGP Rossi Replica

















Yamaha France offered a limited run  just four
units! of MotoGP-replica Yamaha R1s, in Rossi and Lorenzo colours.

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






{|  class="wikitable"
|- 
!Make Model
|Yamaha YZF 1000 R1 MotoGP Rossi Replica
|- 
!Year
|2009
|- 
!Procuction
|Yamaha France offered a limited run just four units! of MotoGP-replica Yamaha R1s, in Rossi and Lorenzo colours.
|- 
!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

|}

[[Category:Yamaha motorcycles]]