She was expected, desired once more, and she surprises us again. In 2009, the YZF-R1 re-energizes once again, ever more voracious, even more spectacular, getting closer and closer to its MotoGP cousin M1. Once again, the Yamaha staff have worked hard, and it will be seen, felt, heard !
Beautiful ? Certainly. The same for the better? No, different. An R1 at first glance, with aggressive and tense shapes, sometimes soft around the edges but then sharp. But this time, a little less complexity, the shape being guided towards a denser side, tirelessly worked on. The front part even seems to draw inspiration from the 2002-2003 version, when the design of the R1 took the intensity of the style of this saga up a notch – some may regret that the rear is lost in the finesse of the saga. ‘in the old days. The look has changed, simpler, more captivating, more disturbing. But the most remarkable will stand out in the white color, where the red-burgundy option has invaded the frame like the swingarm. It snaps your eye like a raw muscle. A habit on the frames of Italian machines, a first on a Japanese sports car (mmmhh, almost; let’s not forget the red color of the Suzuki RF 600, in the 90s). Let’s embellish it all with height-adjustable footrests and let’s go to the main course.
Now we’ll get into the engine and see what Yamaha has cooked up for us. Ouhla!?! Well, they changed a lot of stuff inside. First of all the internal dimensions, even more super-square, with the largest bore (78 mm) ever fitted on a sports Yam. The boiler gains 2 horsepower to peak at 182 nags in static version (certainly more than 190 with forced air) and a little bit of torque. Yet the major innovation is not there. Now that the bikes are armored with cannons, the brand is looking to optimize traction, and has simply used the MotoGP M1 to offer the 2009 R1 a 90 ° chock. Come on, shift it all to me !
In the block, the new crankshaft is timed 90 ° with crank pins positioned to produce an ignition timing of 270º – 180º – 90º – 180º, unlike the 180 ignition timingº – 180º – 180º – 180º of a standard 4-cylinder engine. Put simply, torque and horsepower are available differently to provide better traction, more linear torque control, and more efficiency on the corners. And by ear, there are people who will make a difference. This new timing gives the exhaust a sound similar to that of the M1. If you want more technique, here are some explanations of Yamaha engineering:
The linear power characteristics of the new engine provide a 1: 1 ratio between rider throttle demand and engine response on the rear tire. It is this crucial aspect of the character of the new bike that allows the rider to benefit from a high level of performance in the corners. This also results in remarkable traction when entering a corner as well as when accelerating out..
When an engine produces torque, it is actually producing what our engineers call “composite torque,” which is a combination of the torque generated by combustion and the torque resulting from the rotation of the crankshaft. Although the level of combustion torque is proportional to the demand on the throttle by the pilot, inertial torque is produced by the rotations of the engine. The level of composite torque varies throughout the engine speed range, regardless of the throttle demand by the rider, and the unpredictable nature of this composite torque means that the rider cannot select it precisely and immediately as soon as it is needed. wish.
Therefore, to provide more linear control to the pilot, it is necessary to create a motor whose inertial torque can be minimized, and composite torque optimized..
One of the most efficient ways to get the optimum composite torque in a four cylinder engine is by using a 90 ° crankshaft with the crankpins positioned to produce an ignition timing of 270.º – 180º – 90º – 180º, unlike the 180 ignition timingº – 180º – 180º – 180º of a conventional four-cylinder engine.
Therefore, while a conventional four cylinder engine sees the four pistons and connecting rods move up and down through the cylinders in two pairs (i.e. on the 2008 YZF-R1, the two outer pistons and connecting rods move together, as do the two inner pistons and connecting rods), each piston and connecting rod assembly in the case of the new 90 ° crankshaft has its own distinct movement. As a result, the asymmetrical ignition sequence generates a strong pulse at low and mid-range, in addition to excellent linearity across the entire rev range..
In order to further optimize the combustion forces in the new asymmetric engine, the electronic mapping of the injection system provides separate injection and ignition timing for each cylinder, and this results in extremely linear torque characteristics that do not could have been obtained on a conventional engine with a standard crankshaft and an ignition sequence of 180º.
For smoother operation, the new engine of the YZF-R1 is equipped with a main coupling arm that reduces vibrations generated by the asymmetrical arrangement of the crankpins.
Until now, the 90 ° wedged crankshaft had only been used on racing machines due to the complex shape of the crankpins and crankshaft parts. Therefore, the asymmetrical engine configuration has never been used before on production four-cylinder supersport motorcycles, and its use on the new YZF-R1 represents one of the most significant technical innovations ever encountered in the supersport 1 category. 000 cc.
Good…. But all this involves remaking a lot of parts. The new pistons are made using the same technique as the 2008 R1, in die-cast aluminum for greater strength and lightness. Ceramic Composite Coated Cylinders feature a closed tab design in which coolant passages do not pass from the cylinder to the cylinder head. The cylinder studs are shorter to reduce weight and size. The crankshaft journal is 4 mm longer (36). There, we saw most of the mechanical evolutions. Now we’re gonna move on to some more tech.
The 2009 R1 is still equipped with the YCC-I variable intake system (inaugurated on the 2007 R1, allowing to modify the height of the intake vents, the YCC-T (named on the 2006 R6), the throttle control Drive-by-wire, for electronic control of the throttle opening, an anti-dribble clutch, and a new so-called D-MODE map. Similar in principle to Suzuki’s S-DMS, this new add -on includes 3 modes and is operated by flipping a switch on the handlebars. Standard mode is designed to deliver all-round performance, while A mode provides sharper engine response and B mode provides smoother response to throttle stresses by the pilot.
Wait a second…. ! We’re talking about admission, injection and all that; but forced air, are there more? They passed where the conduits ?
Not far away. The forced air is still cramming the engine, and the air intake tunnels are hidden in the R1’s manhole, between the headlights and the sidelights.
OK, engine question, that’s not kidding. And the chassis, what does he think of all this ?
He thinks that he too has to update himself. And vlan: new shape with different dimensions (therefore, a new tank, larger and elongated, with still 18 liters of capacity), modification of the overall rigidity and the type of aluminum, optimization of the stability at high speed and the overall maneuverability, positioning of the engine 12 mm further forward with 9 ° higher verticality. And worse, we tried to gain a little weight too. The rear frame buckle is made of magnesium, as on the last R6, and the swingarm goes for a facelift: slightly revised openwork, lower suspension linkage, double-part design – die-cast and die-cast aluminum. Yes but … the R1 now displays 206 kgs. Outch! But the old one announced 177 …!?! What happened ? Well, at Yam, we now announce the weight "all full facts", instead of "dried up" previously. Therefore, hypersport should not vary the balance much.
The front end didn’t fall asleep either. The 6 piston radial calipers are renewed, on lighter tracks. The 43 mm inverted fork obviously offers all the possible adjustments, with one particularity: the rebound and the compression are separate – the left tube is equipped with the compression damping valves and the right with rebound and rebound damping valves . The system has several advantages, including simplification of valve design and oil flow, as well as maximum reduction of cavitation during successive strokes, and easier adjustment..
The separation of the damping functions also allowed engineers to increase the diameter of the internal cylinders, thereby stabilizing the various pressure variations. This also ensures that sufficient oil is always available to provide effective damping force, even for the smallest movements of the front suspension..
Such a significant change leads to the adoption of a new dashboard. More centralized, more complete, it finally has a gear indicator engaged, and an engine mode indicator. What it doesn’t indicate is how much you’re going to take to pilot such a machine. The brand is so sure of this that it announces that this R1 2009 will change the category as much as the first R1 did in 1998..
Small detail: the price in mid-2010 becomes reasonable again at 14,000 euros (a 2011 version requires stock reduction), after having made a big leap. At 15,290 euros, in 2009, the new Yam hypersport took a big inflation. And the crisis does not help: the initial price already strong was revised to 15,749 euros in 2010. A jump that all Japanese suffered. But the new R1 distances its main rivals by its technology and efficiency; with the exception of the Aprilia RSV4 with which she can claim the title of sportswoman of the year 2009 … or more.
CLICK ON THE IMAGE FOR A 3D VIEW OF THE 2009 YAMAYA YZF-R1.
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YZF-R1 1000 2010
Model marketed in
0 to 100: 3.20 s
about 300 km / h
The technical aspect
Yamaha YZF-R1 1000 2011
- Tank: 18 liters
- Width: 715 mm
- Height: 1130 mm
- Wheelbase: 1,415 mm
- Operating weight: 206 kg
- Train before
- by chain
- Rear axle
(78 x 52.2 mm mm)
at 12,500 rpm
at 10,000 rpm