Motorcycle specifications YamahaYZF-R1 1000 2011 I am a legend

it was expected, desired once again, and it surprised us once again. In 2009, the YZF-R1 is back with a vengeance, even more voracious, even more spectacular, coming ever closer to its MotoGP M1 cousin. Once again, the Yamaha staff have done their homework, and it's going to show, it's going to feel, it's going to be heard!

beautiful? Certainly. The same, only better? No, different. An R1 at first glance, with aggressive, taut shapes, sometimes soft at first, then incisive. This time, however, there's a little less complexity, as the shape is guided towards a denser, tirelessly worked side. The front end even seems to draw inspiration from the 2002-2003 version, when the R1's design took this saga's styling intensity up a notch - some may regret that the rear has lost some of its former finesse. The look has changed, simpler, more captivating, more disquieting. But what really stands out is the white color scheme, where the Bordeaux-red option has invaded both the frame and the swingarm. It pops in your eye like a raw muscle. A regular feature on the frames of Italian machines, a first on a Japanese sports bike (mmmhh, almost; let's not forget the red color of the Suzuki RF 600, in the 90s). Let's liven things up with height-adjustable footrests and move on to the main course.

now, let's get into the engine and see what Yamaha has concocted for us. Ouhla!?! Well, they've changed quite a few things inside. First of all, the internal dimensions are even more super-square, with the largest bore (78 mm) ever fitted to a Yam sportbike. The boiler gains 2 horsepower to peak at 182 in static version (certainly more than 190 with forced air) and a little torque. However, this is not the major innovation. Now that motorcycles are loaded with nags, the brand is looking to optimize traction, and has simply used the M1 from MotoGP to offer a 90° stall on the 2009 R1. Let's get this out of the way!

In the block, the new crankshaft has 90° timing, with crankpins positioned to produce 270º - 180º - 90º - 180º ignition timing, in contrast to the 180º - 180º - 180º - 180º ignition timing of a standard 4-cylinder engine. Simply put, torque and power are available differently to offer better traction, more linear torque control, and greater cornering efficiency. And to the ear, there's a world of difference. The new timing gives the exhaust a sound similar to that of the M1. If you'd like more technical details, here are some explanations from Yamaha engineering:

The linear power characteristics of the new engine offer a 1:1 ratio between rider throttle input and engine response on the rear tire. It's this crucial aspect of the new bike's character that enables the rider to enjoy a high level of performance in the corners. It also results in remarkable traction when entering corners and accelerating out of them.
When an engine produces torque, it actually produces what our engineers call "composite torque", which is a combination of torque generated by combustion and torque resulting from crankshaft rotation. While the level of combustion torque is proportional to the pilot's throttle input, inertial torque is produced by engine rotation. The composite torque level varies over the entire engine speed range, independently of the pilot's throttle input, and the unpredictable nature of this composite torque means that the pilot cannot select it precisely and immediately whenever he or she wishes.
Therefore, to offer 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 effective ways of achieving optimum composite torque in a four-cylinder engine is to use a 90° crankshaft with the crankpins positioned so as to produce an inertia timing of up to 10°.this produces an ignition timing of 270º - 180º - 90º - 180º, unlike the 180º - 180º - 180º - 180º ignition timing of a conventional four-cylinder engine.
Consequently, while a conventional four-cylinder engine sees the four pistons and connecting rods move up and down the cylinders in two pairs (i.ei.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 on the new 90° crankshaft has its own distinct movement. As a result, the asymmetrical ignition sequence generates a strong low- and mid-range pulse, as well as excellent linearity throughout the rev range.
To further optimize combustion forces in the new asymmetrical engine, the electronic mapping of the injection system provides separate injection and ignition timing for each cylinder. for each cylinder, resulting in extremely linear torque characteristics that could not be achieved on a conventional engine with a standard crankshaft and 180º ignition sequence.
For smoother operation, the new YZF-R1 engine is equipped with a main coupling balance that reduces vibrations generated by the asymmetrical crankpin arrangement.
Until now, the 90° crankshaft has only been used on racing machines, due to the complex shape of the crankpins and crankshaft parts. As a result, the asymmetrical engine configuration has never before been used on production four-cylinder supersport bikes, and its use on the new YZF-R1 represents one of the most significant technical innovations ever encountered in the 1,000cc supersport class.

well... But all this means a lot of parts have to be reworked. The new pistons are manufactured using the same technique as for the 2008 R1, in die-cast aluminum for greater strength and lightness. Ceramic composite-coated cylinders feature a closed tablature design in which the coolant passages do not pass from the cylinder to the cylinder head. Cylinder studs are shorter to ensure reduced weight and dimensions, and the crankshaft journal is 4 mm longer (36). These are the main mechanical evolutions. Now we'll move on to a little more technology.

the 2009 R1 is still equipped with the YCC-I variable intake system (inaugurated on the 2007 R1, enabling the height of the intake cones to be modified), the YCC-T (christened the YCC-I) and the YCC-R (christened the YCC-R).yCC-T (introduced on the 2006 R6), Drive-by-wire throttle control, for electronic control of throttle opening, an anti-dribble clutch, and a new D-MODE mapping system. Similar in principle to Suzuki's S-DMS, this new add-on features 3 modes and is operated by pressing a switch on the handlebars. The standard mode is designed to deliver all-out performance, while mode A provides a more incisive engine response and mode B a smoother reaction to rider throttle inputs.
Wait a second... ! We're talking about intake, injection and all that, but what about forced air? Where have the ducts gone?
Not far. The forced air still feeds the engine, and the air intake tunnels are hidden in the R1's eyes, between the headlights and the pilot lights.

OK, engine-wise, it's no joke. What does the chassis think of all this?
He thinks it needs updating too. And wham: a new shape with different dimensions (i.e., a new, larger and longer fuel tank, still with an 18-liter capacity), modification of overall rigidity and aluminum type, optimization of high-speed stability and overall handling, engine positioning 12 mm further forward with 9° greater verticality. And what's more, we've tried to save a little weight too. The rear frame buckle is made of magnesium, as on the latest R6, and the swingarm has been given a facelift: slightly revised openings, lower suspension rod anchorage, dual-part design - cast aluminum and die-cast. Yes, but... the R1 now weighs 206 kgs. Outch! But the old one claimed 177...!?! What happened? Well, at Yam, we now announce the weight "fully loaded", instead of "dry" previously. As a result, the hypersport shouldn't vary the scale much.

the front end hasn't fallen asleep either. The 6-piston radial calipers are retained, on lighter tracks. The 43 mm inverted fork offers all possible settings, with one special feature: rebound and compression are separated - the left tube is equipped with compression damping valves, and the right with rebound and rebound damping valves. The system offers a number of advantages, including simplified valve design and oil flow, minimized cavitation during successive strokes, and easier adjustment.
Separating the damping functions also enabled the engineers to increase the diameter of the internal cylinders, thus stabilizing the various pressure variations. This also ensures that sufficient oil is always available to provide effective damping force, even for the smallest front suspension movements.

such an important change also entails the adoption of a new instrument panel. More centralized, more complete, it now features a gear indicator and an engine mode indicator. What it doesn't show is how much fun you're going to have piloting such a machine. The brand is so sure of this that it is announcing that this 2009 R1 is going to shake up the category as much as the first R1 did in 1998.

A small detail: the mid-2010 price is back to a reasonable 14,000 euros (a 2011 version will have to be de-stocked), after a huge jump. At 15,290 euros in 2009, Yam's new hypersport was taking a big hit. And the crisis didn't help matters: the already hefty initial price was revised to 15,749 euros in 2010. A leap that all Japanese bikes had to endure. But with its technology and efficiency, the new R1 outdistances its main rivals, with the exception of the Aprilia RSV4, with which it can claim the title of Sports Bike of the Year 2009... or even more.

CLICK ON THE IMAGE FOR A 3D VIEW OF THE 2009 YAMAYA YZF-R1.