Yamaha YZF1000 R1M
Yamaha YZF1000 R1M | |
Manufacturer | |
---|---|
Production | 2016 |
Class | Motorcross |
Engine | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Compression ratio | 13.0:1 |
Ignition | TCI: Transistor Controlled Ignition |
Transmission | 6-speed w/multiplate slipper clutch |
Suspension | Front: 43mm KYB® inverted fork; fully adjustable Rear: KYB® Single shock w/piggyback reservoir, 4-way adjustable |
Brakes | Front: 2x 320mm discs 4 piston calipers, UBS ABS Rear: Single 220mm disc 1 piston caliper, UBS ABS |
Front Tire | 120/70 ZR17 |
Rear Tire | 190/55 ZR17 |
Wheelbase | 1419 mm / 55.9 in |
Seat Height | 830 mm / 32.7 in |
Weight | 199 kg / 439 lbs (wet) |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 17 Liters / 4.5 US gal |
Manuals | Service Manual |
EngineEdit
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 13.0:1 compression ratio.
DriveEdit
Power was moderated via the Wet, Multiple Disc.
ChassisEdit
It came with a 120/70 ZR17 front tire and a 190/55 ZR17 rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers, UBS ABS in the front and a Single 220mm disc 1 piston caliper, UBS ABS in the rear. The front suspension was a 43mm KYB® inverted fork; fully adjustable while the rear was equipped with a KYB® Single shock w/piggyback reservoir, 4-way adjustable. The YZF1000 R1M was fitted with a 17 Liters / 4.5 US gal fuel tank. The wheelbase was 1419 mm / 55.9 in long.
PhotosEdit
OverviewEdit
Yamaha YZF-1000 R1M
When the Yamaha YZF-R1 debuted in 1998, it was called a game-changer. The term R1 entered the motorcycle lexicon and became synonymous with the pinnacle of Superbike performance and racing success.
For 2015, Yamaha introduces two all-new R1 models that promise to make as big of an impact in sportbike and road racing circles as the original R1 did nearly two decades ago. The 2015 R1 and limited-edition R1M are both highly advanced, distinctive, and paradigm-shifting motorcycles.
Fully equipped
with banking-sensitive Traction Control, as well as Slide Control, Anti-Wheelie
Control, Quickshifter, Launch Control, ABS, a Unified Braking System, and much
more, the all-new R1 gives street riders, track day participants, and full-on
racers an unmatched and unprecedented level of rider-adaptive performance. For
the first time, all riders have the opportunity to experience MotoGP-winning
YZR-M1 technology previously only available to Yamaha Factory Riders Valentino
Rossi and Jorge Lorenzo.An Engine Designed To Fully Fuel Your Superbike Passion
The 2015 R1 features a completely new, lightweight and compact, crossplane-concept,
inline-four-cylinder, 998cc engine that delivers high horsepower and a strong
pulse of linear torque for outstanding performance.
The R1 has twin injectors fueling each cylinder. A bi-directional spray in the
lower injectors directs fuel toward the back of the intake valves to maximize
the number of droplets that go directly into the combustion chamber and, at high
RPMs, the secondary injectors add a boost in fuel delivery.Among the many innovative, breakthrough features on the new R1 engine are
titanium fracture-split connecting rods, which are an industry first for a
production motorcycle. The specific titanium alloy used to manufacture the new
con rods is around 60% lighter than steel, and this major reduction in weight
gives the new R1 engine an extremely responsive and potent character at high
rpm.
And, speaking of titanium, the 2015 R1 is equipped with a newly designed exhaust system manufactured mainly from titanium. Plus, a compact, midship muffler contributes towards the mass centralization that is a key feature on the R1. A brand-new Deltabox aluminum frame was designed and developed for the 2015 R1. The engine is incorporated as a fully stressed member and is mounted rigidly to the frame at four points. Also, an upward-truss-type aluminum swingarm create an immensely strong and lightweight structure.The new short-wheelbase chassis benefits from weight-reducing features such as a magnesium subframe andanother first on a production motorcyclemagnesium wheels. Also, an aluminum fuel tank is 3.5 pounds lighter than if it were made from steel.
The M1-inspired fairing on the new R1 is equipped with LED headlights and position lights, which not only provide weight savings but also deliver high luminosity and style. Two small-diameter LED headlights are positioned on either side of the central air intake and, because of their compact design, they appear to be virtually hidden in the new fairing.In addition, twin-LED linear position lights located within the front fairing give the R1 a truly unique frontal expression. And, for added style, when the ignition is turned off, the LED position lights gradually lose their luminosity as if the bike is gently going to sleep.The all-new 2015 YZF-R1 will be available in three distinctive color optionsTeam Yamaha Blue/Matte Silver, Rapid Red/Pearl White, and Ravenand will retail for $16,490, with bikes available in dealerships beginning in late February 2015.
Review
It was bound to happen, after falling behind European
manufacturers like BMW, Ducati, and KTM in applying advanced electronics to
motorcycles, Japan has finally hit back, and hit back hard. When the worlds
economies went south, Japanese motorcycle companies were hit hardest and have
waited longest to reinvest in the sportbike class. But the wait is over. Yamaha
has picked up where those others left off and introduced MotoGP technologies to
the new YZF-R1 just a few short years after Lorenzo and company first utilized
some of them. This has brought a whole new level of sophistication and
refinement to the superbike-buying customer.
Make no mistake, the 2015 R1 is a game changer. Instead of making a great streetbike that was also capable of race-winning track performances, these brand-new machines were designed to excel on the track first, while also maintaining good street manners. What makes the R1 stand out isnt the brand-new engine, chassis or styling, which well talk more about later, but the outstanding electronics suite controlled by Yamahas proprietary six-axis Inertial Measurement Unit that allows the rider to get the most out of the bikes performance.
Our first ride on the R1 took place at Sydney Motorsports Park (aka: Eastern Creek) in Australia. This track absolutely has it all, a banzai fifth-gear Turn 1, mixed in with tight esses, fast sweepers, and plenty of hard braking followed by hard acceleration zones; off-cambers and blind crests only add to the tracks challenges.
With so many electronic adjustments available, the
combinations are practically endless. In order to get the most out of the six
sessions planned for the day (three on the base model and three on the R1M), I
focused on the basics: Traction Control System (TCS), Slide Control System (SCS),
and Lift Control System (LIF), while leaving ABS and the Quick Shift System (QSS)
in defaults for most of the sessions, and never getting a chance to try the
Launch Control System.
Our first sessions were spent aboard the standard bike, but fitted with Bridgestones new RS10R supersport-spec rubber in place of the bikes OEM RS10 fitment. To get a feel for the track, I toggled the bikes power mode to the second of four output settings. This mode allows full power with a slightly less abrupt throttle response. In my first session I selected TCS 4 of 9, LIF 3 (most intervention), and the SCS with the most intervention. In that first session while learning the track, the extra intervention from the systems provided a great mental safety net, but the level of refinement from all of the R1s electronic systems means that at a less-than-flat-out pace the systems are difficult to detect.
By my third session on the standard bike, I had dialed back TCS to 1, LIF to 1, SCS to 2, and set power to mode 1 (full power, lively delivery). The effectiveness of traction control and slide control were much more apparent when dialed back, the electronics now allowing the power to be far more aggressively laid to the track. On cold tires early in the session, I pitched the bike into a corner on a neutral throttle and was able to inadvertently feel the SCS react as the rear tire slid. It was definitely a slightly different reaction than TC, as I wasnt on the throttle that aggressively. The wheelie control works so effectively, that dialing it back to allow a better drive onto the front straight and out of tight corners tamed the front end enough to keep the tire from going sky-high, but not killing too much drive. Unlike the Ducati Superleggeras wheelie control that I first experienced a year ago, the R1 system is incredibly smooth and never abruptly cuts power to tame wheelies; it simply doesnt allow the wheelie to float up too high in the first place, which means that it doesnt disrupt chassis stability by slamming it down. According to Yamahas engineers, TCS, LIF, and SCS utilize fuel cuts, ignition retard and throttle butterfly manipulation to achieve the desired result, which makes its intervention feel precise and smooth.
With the confidence of knowing the layout of the track, I was able to pick up the pace and get a great feel for how potent the new engine is. With a more aggressive and revvy nature, the crossplane-crank engine feels far more racy than the previous generation bike. But what impressed me the most is how well the entire package works together. The engine on its own, provides ample and usable midrange to top-end power, allowing you to carry a gear taller through tight corners that might otherwise require an additional downshift. Combine the engines usable nature and smooth delivery with the excellent lean-angle-sensing electronics, and I had the confidence to get on the throttle much earlier and more assertively than my brain would typically allow. So seamless and refined are the TCS and SCS that it only took a few sessions to put total faith in them. There is no question that the combined effect of this engine and the electronics allows you to ride far faster, lap after lap than most riders would be able to achieve without their presence.
This bike is all about speed, which it delivers in huge doses, but the level of composure it has is amazing. A perfect example is how relaxed I felt behind the windscreen at the top of fifth gear on the main straight. The combination of a roomier new ergonomic layout (including a flatter seat and lower tank), great aerodynamics, and taller more protective windscreen creates a calm cockpit even at 180 mph.
As amazing as the engine and electronics are, they are backed up by a chassis that is far more track ready than any previous R1. The standard models new KYB fork and shock provide excellent damping characteristics and the forks cockpit accessible clickers and preload adjusters make quick work of refining your setup. On track, I was impressed with how light the bike felt and how flickable it was transitioning through the esses and into a ridiculously tight hairpin. This is no doubt significantly aided by the new ultralight cast-magnesium wheels and a claimed 439-pound wet weight. Front-end feel and midcorner stability were excellent whether I was in a hairpin or wide open through Turn 1.
To give you an idea of how serious Yamaha is with this new R1, just take a look at the new braking system. Yamaha has always equipped R1s with excellent brakes, but this new system takes it to another level. Not only is the braking hardware itself upgraded with a new Nissin radial master cylinder, stainless steel braided lines and larger 320mm front discs, but it also features Yamahas Unified Brake System (UBS) and ABS. For street riding the linked, bank-angle-sensing system applies additional rear brake when the front is applied but not vice versa. At Eastern Creek we rode with the optional Circuit ECU accessory that deactivates UBS and applies a very aggressive track ABS setting, which I found impossible to invoke on track. That same Circuit ECU also eliminates the top-speed limiter and gives the slightly detuned-for-sound-emissions (190 vs 200 hp claimed) US models their mojo back.
Our last three sessions of the day were spent on the R1M. After convincing
myself that the standard model could possibly be the best supersport bike
currently available, I was in for a shocking surprise. It got better! For our
sessions on the R1M, Bridgestone equipped our bikes with its V02 slick tires,
which also required adding two teeth (43) to the rear sprocket to compensate for
the rear slicks different rolling radius.
After familiarizing myself with the available settings of the Öhlins Electronic Racing Suspension, I headed out for the first of three 25-minute sessions. What I quickly discovered is that the M takes the base R1s performance to a completely new level. With more grip than I could ever fully utilize, and Öhlins suspension that can do all the thinking for me, all I had to do was concentrate on riding as fast as possible. After just a few laps, I felt totally confident in the decisions the Öhlins system makes in mere milliseconds. In my first session on the R1M, I selected the most aggressive and sporty (stiff) A-1 setting from the menu, but for my second session I tried out the slightly softer A-2. Both worked excellent, but for track use, on slicks, the A-1 provided better damping characteristics than I could have come up with on my own, even if I spent a day out testing. Amazing.
The R1 and R1M are amazingly complicated machines, but somehow they keep the rider from feeling overwhelmed by all the decision making. A intuitive rider interface allows all systems to be controlled via handlebar mounted switches, while the informative TFT display lets you see exactly what modes you are in at all times. For all of its complexity and sophistication, the R1 does an amazing job of not making a big production out of it all. All of these systems work quietly in the background, allowing the rider to get on with the program and simply ride faster and safer than they ever ridden before.
That is perhaps what makes the R1 and R1M instant contenders for shootout wins: amazing performance, transparent electronic intervention, amazing comfort, great styling, all without being complicated or requiring too much time reading the owners manual. Yes, Japan is back in the sportbike game, and Yamaha intends to remind the Europeans that it knows a thing or two about class-leading technology. Source
Make Model | Yamaha YZF 1000 R1M |
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Year | 2016 |
Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. |
Displacement | 998 cc / 60.9 cu-in |
Bore X Stroke | 79.0 x 50.9 mm |
Compression | 13.0:1 |
Cooling System | Liquid cooled |
Lubrication | Wet sump |
Engine Management | YCC-T, YCC-I, PWR, TCS, LCS, LIF, SCS, QSS, CCU & SCU |
Induction | Fuel Injection with YCC-T and YCC-I |
Ignition | TCI: Transistor Controlled Ignition |
Starting | Electric |
Max Power | 147.1 kW / 200.0 hp @ 13500 rpm |
Max Torque | 112.4 Nm / 11.5 kg-m @ 11500 rpm |
Clutch | Wet, Multiple Disc |
Transmission | 6-speed w/multiplate slipper clutch |
Final Drive | "O" ring chain |
Front Suspension | 43mm KYB® inverted fork; fully adjustable |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | KYB® Single shock w/piggyback reservoir, 4-way adjustable |
Rear Wheel Travel | 120 mm / 4.7 in |
Front Brakes | 2x 320mm discs 4 piston calipers, UBS ABS |
Rear Brakes | Single 220mm disc 1 piston caliper, UBS ABS |
Front Tire | 120/70 ZR17 |
Rear Tire | 190/55 ZR17 |
Dimensions | Length 2054.8 mm / 80.9 in Width 690 mm / 27.2 in Height 1150 mm / 45.3 in |
Wheelbase | 1419 mm / 55.9 in |
Ground Clearance | 135mm / 5.3 in |
Seat Height | 830 mm / 32.7 in |
Wet Weight | 199 kg / 439 lbs |
Fuel Capacity | 17 Liters / 4.5 US gal |