Road test of YamahaYZF-R1 1000 2009 A new hypersport identity

did Yamaha know how to deliver the best with its new machine? Of course it did: with MotoGP in abundance; and here's the 2009 R1, the one that's going to revolutionize the in-line four-cylinder. Yamaha's hypersport has never been so close to Rossi's M1.

To celebrate the 10th anniversary of the R1 and the R-series in general, Yamaha presented its 2009 R1 to an audience an audience puzzled by the crankshaft with its peculiar timing (Cross-plane) and not knowing exactly what it was all about... Now I know and I'm convinced. Yamaha has ushered in a new era in engine technology, and this courageous evolution of the R1 now brings it closer to the Ducati 1198 and further away from the other three (CBR1000, GSX-R1000, ZX10R). A bit like the way a man distinguishes himself from a teenager, dare I compare?

watching and listening to the new Yamaha R1 parading before my eyes at 250km/h on Australia's Eastern Creek circuit was an edifying experience!now it was time to unleash the horses.
Apart from a few exceptions such as the MV Agusta F4 1078 R, I sometimes wondered about the future of inline fours, which were becoming increasingly mellow. Getting behind the handlebars of 180 hp, OK, but with so little character compared to what the guys from Bologna can do, you'd almost end up feeling indifferent in the land of the rising sun...

But Yamaha has succeeded! By transposing the Cross-plane technology (90° or Big-bang timing, which I'll explain later) from Moto GP's M1 to its new R1, Yamaha has rekindled my faith in the 4-in-line! What's more, I wouldn't be surprised if the next edition of the R6 also featured this new technology... Very good news in these difficult times, which could almost certainly enable Yamaha to lead sales in this segment in 2009. Yes, the 2009 Yamaha R1 is a real success story!

finally, it was my turn. I climbed aboard the brand-new R1 with high expectations. Those expectations were even higher by the end of my first lap. The 2009 R1 sounds like a good machine and growls like an angry dog. This melody fits perfectly with the sound I imagine accompanying 182 horses. In normal driving, the D-mode selector is in standard mode. There are two other modes: A and B. The Yamaha power selector differs from those of competitors in that everything is done on the throttle and not in the ECU or spark plugs. It's a child's play compared to Ducati's traction control, and Yamaha is following in Suzuki's footsteps. Mode A is the most aggressive, with throttle unrestricted. With this mode, you can burp the tire all around the Eastern Creek circuit if you feel like it. There's little point, which is why I use the standard mode most often, while mode B is reserved for much softer driving (rain). In fact, the throttle controller measures your throttle pulse and adjusts the throttle accordingly: Total in A mode, optimum in Standard mode and reduced in B mode.

The standard tires on the 2009 R1 are the latest Michelin Pilot Power. What's new is the size of the rear tire: 190/55 ZR 17. Yamaha usually opts for a 50 profile at the rear. In this case, the 55 helps the 2009 R1 turn as quickly as desired, and makes it even more agile. At the front, we find the classic 120/70- ZR 17. I was rather worried about the performance of these tires on the hot Australian tarmac. With temperatures in excess of 40°C in the shade, I felt that only a really hard compound would have solved our little heat problems. Later in the day, we were all fitted with new Michelin PowerOne tires. It was still slippery on the corners coming out of first and second gear, but much later, which enabled me to improve my lap time. Any tire that's subjected to 182 horsepower and infernal heat wears out very quickly. On any European circuit in summer, these tires would stick to every cm2 of the track they touched...

I guarantee that after 5-6 laps in this heat, it was hell under my leather. But hell has never felt so good. The linear response of the "Crossplane" engine gives a feeling of extreme security, as Ducati superbikes can. It's hard to explain exactly what I expected after reading all the praise for the new R1. It thrilled me! Trust me!

the new flexible swingarm improves handling in corners.the swingarm of the 2009 model features a gravity-cast pivot assembly, while the arm and end-piece are a one-piece die-cast unit inspired by the "Dottore" motorcycle. The center of gravity is lowered in part by the redesigned, larger and longer fuel tank. The Deltabox aluminum frame is completely new: the latest technological advances allow the use of different components made from different types of aluminum to maximize stability and flexibility.

Needless to say, the 2009 R1's suspensions are fully adjustable. The remarkable novelty lies in the fact that each fork leg manages different parameters. One is rebound, the other compression.
Back on the track, I tried to test these high-tech settings as best I could. As the engine has been moved forward in the new frame, the front tire is simply planted each time the brake is used. As the circuit's main straight is followed by a very fast corner in 4th gear, I didn't have the chance to really test the suspension under extreme braking. But from what I could feel, the result is already very solid. Due to the exceptional track conditions, I wasn't able to put the rear suspension through its paces, as the tire was laminated by the heat. On the braking side, the six-piston monobloc calipers are back, but the discs have lost some of their diameter to improve heat dissipation and probably save a few important grams when calculating the machine's unladen weight...

The 2009 R1 also gains in agility, and I had the feeling of jumping from left to right with the speed of a 600! From a big brake stroke to a long slider rub. Everything is done with minimal effort and in no time at all. This is definitely one of the R1's strengths compared to the 1198. The new R1 is also less fond of wheeling than before, despite the new, smaller wheelbase. It's all in the new chassis and rear suspension, which brings me to the heart of the new R1 and all the clever technologies that make the 2009 R1 an extreme hypersport.

i've saved the best for last, and that best is the new "Cross-plane" engine: a 998cc in-line 4-cylinder with a 90° crankshaft (Big Bang timing, but Yamaha doesn't use that term) that everyone's talking about.182 bhp at 12,500 rpm is nothing revolutionary, but it is, believe me.
Setting the crankshaft at 90° requires a counterbalance that loses a few horsepower, so the 2009 R1 boasts only 2 more horsepower than the 2008 model, but greatly improved agility. It could bury the 2008 R1, and I'm sure someone will prove it this year. There's also 3 Nm more torque, bringing the total to 115 Nm (at 10,000 rpm). I'm happy to say that these figures mean nothing when read basically on a spec sheet. You have to try out this new timing to see how it transforms all the torque into full power, even at very high revs. Most of the time, I drove in the corners at 10,000rpm (where torque is at its peak) and more in the middle of the bend. The simple act of stepping on the throttle at the exit of a bend becomes a revelation. Here's what happens: cylinder 1 ignited at 270 degrees; cylinder 2 at 180 degrees, cylinder 3 at 90 degrees and cylinder 4 at 180 degrees. This sequence is called "unequal interval combustion". This process overlaps and balances the two torques in the combustion, sending more torque to the rear wheel. There are no peaks in torque or power curves, and acceleration is more constant and progressive, and can be metered throughout a curve.

The R1's new sound can be described as a mix of V4 (RC 45, VFR, V-Max) and 90° V-twin. During testing, Yamaha had no problems at all on the track, and this is perhaps a sign of the success of the 2009 R1. Because of the sweltering heat, the tires were slipping a lot. I often shifted into 2nd gear instead of 1st, but without losing the necessary torque. It's a pleasure to ride a machine with this level of control. Control is the big idea here, and the 2009 R1 is the best in the business.when accelerating into second gear on the pit straight, the Yamaha R1 isn't as brutal as the 2009 Ducati 1198 S I tested a while back, but it's surprising how exhilarating this linear power rise is. I could see 260 and 270km/h on the tachometer in fifth gear just before downshifting to the fast left. Here, I decided to go wide in this corner instead of tightening the rope, and found myself on a slightly bumpy section. Looking at the dashboard, I can clearly see a movement, a vibration, but in my helmet, I feel absolutely nothing.

conclusion

wow!!! I think I have no doubt in saying that the 2009 R1 is the best bike Yamaha has ever produced. In my humble opinion, there are two bikes in this segment in 2009, the R1 and the Ducati 1198. What I'm thinking about now is where Yamaha might apply Cross-plane technology...

By Tor Sagen - Tradaptation : Sebastien de Malfin
Photo Credit : Dentsu Live and Manufacturer