Yamaha YFZ R1 Review 2021
Yamaha YFZ R1 Review 2021. Yamaha used last week’s Milan Motorcycle Show to release the new and updated YZF-R1 for 2015. Factory Yamaha MotoGP riders, Valentino Rossi and Jorge Lorenzo, are ready to unveil the two incarnations; R1 and R1M but we take a look back at the models that formed this great sports bike dynasty
1998/99 Yamaha YZF-R1
The bike that redefined the sportsbike class was launched in 1998 with a bold red and white paint scheme with red seats and wild graphics. There is a more subtle blue version but everyone remembers the red/white one…
The R1 was the brainchild of Kunihiko Miwa, who is now the Senior Executive Officer for Yamaha Motor. He oversees three development teams and the YZF-R1, YZF-R7 and YZF-R6 all come under his umbrella – which is not a bad claim to fame. But it was R1 who broke new ground.
While the R1’s five-valve heads are nothing new, Miwa repositioned the gearbox main shaft above rather than parallel to the crankshaft, creating the world’s first ‘vertical stacked gearbox’. This revolutionary design allows the R1’s bike to be not only light, but also short, which means the chassis team can use a longer swingarm for greater traction while maintaining the sportbike’s wheelbase. When it arrived in 1998 the R1 not only blew the competition out of the water with its 150bhp, it ran a ring around a hog FireBlade thanks to its 177kg dry weight and sharp geometry. The first modern sportsbike has arrived and it is very special indeed. Not to mention the touch of life on handling
Yamaha YZF-R1 2000/2001
In its first update the YZF-R1 got more than 150 modifications, all aimed at taming the beast. After launching the bike, Yamaha discovered very quickly that the two-wheeled world wasn’t quite ready for a bike as violent as the 1998 model and needed a bit of restraint. While the most obvious modifications are the toning down of the paintwork (no red seats, boo…) and the replacement of the carbon exhaust tip can be with a titanium unit, under the skin this is a much more refined beast. The carb setup received tweaks, the engine experienced reduced friction losses, the gearbox was upgraded and the R1 shed 2kg in weight. On paper this modification seems a little lacking, but Yamaha has also modified the R1 . chassis
In addition to increasing the castings to make the chassis stiffer, the lower yoke was stiffened, the weight bias shifted more forward and the suspension was overhauled, turning the R1 from a slapping beast into a slightly less happy creation that ended up being cooled for the majority of riders. Although it’s still a little scary
Yamaha YZF-R1 2002/03
When Yamaha built the 2002 R1 they did so with a very clear philosophy. This is a bike designed to work with riders, not against them as previous incarnations tend to do. The R1 has grown up and with a classy new look, this generation is all about refinement and elegance. But it is also the most advanced.
For 2002 Yamaha gave the R1 a very clever fuel injection system that thought it was a carb set. That’s not to say, however, by using a CV carb-style vacuum piston to regulate airflow into the engine, the R1 has a throttle response that’s as wonderful as a carb set. In 2002 this slick refueling was far from the horrors Honda produced on the likes of the SP-1 or FireBlade. And the R1’s refinements don’t stop there.
To use the new engine, Yamaha updated the Deltabox chassis (now black) on the 2002 R1, creating one of the most neutral and sweet handling R1s to date. The position of the engine in the frame was changed, the footprint was increased and the suspension was overhauled. The result is a bike that is in a way as civilized as a W.I. tea party. but more than happy to go crazy waving stick light at the drop of a hat. The classic R1 has arrived, but sadly for Yamaha, Suzuki has released a crazy GSX-R1000 and the rest of the sportbike world wants thrills over refinement.
2004/05 Yamaha YZF-R1
With the liter bike market now making all the headlines, Yamaha is back on the drawing board for the R1’s fourth update and completely reinventing the bike. In doing so they created arguably the most beautiful Japanese bicycle to date…
Following current trends, the R1 gets an underground exhaust pipe, radial brakes and a stunning swoop-style fairing that even has projector headlights. In 2004 this was really something else and even made the Honda Fireblade’s underground pipe look bland. Ok, the R1’s paint scheme is a bit muted, but there’s nothing restrained about the engine.
Claims 172bhp from the new big drill/short stroke 998cc inline four with traditional five valve head design the company, the R1 is the first liter bike to hit a magical 1:1 power-to-weight ratio thanks to a dry weight of 172kg. And when you factor in the forced air box Yamaha claims the R1 actually produces 180bhp! There’s a problem though, the R1 just doesn’t pull and the motor is so high geared it feels flat and sluggish.
Despite a total revamp, Yamaha followed the philosophy of refinement earlier with the 2004 R1 and where the Kawasaki ZX-10R was a total animal, the R1, well, was a little boring. The build quality is excellent, and it looks stylish, but it falls midway between the crazy Kawasaki and the practical Blade. Sales were ok, but the 2004/05 bike failed to excite riders in the same way the 1998 model did.
Yamaha YZF-R1 2006
The 2006 update to the R1 is much more of a stop-gap tweak than a major over-haul. In an effort to appease struggling riders, Yamaha changed the rigidity of the chassis by ‘refining the stiffness’ and adding a 20mm longer swingarm, pushing the bike’s weight 1% more forward. Aside from the 3bhp gained and a few cosmetic changes that include gold fork legs, if you’re not a world-class racer, you probably won’t see the update. But if you are a racer then in 2006 Yamaha has something very special for you
Yamaha YZF-R1 SP 2006
The R1 SP first appeared in 2006, causing die-hard fans to be weak in the knees. Although very closely based on the 2006 bike, the SP was designed to assist superstock racers and thus came with a slipper clutch, Ohlins suspension and forged aluminum Marchesini wheels. Not to mention the price tag that reflects this exclusivity.
Limited to just 500 units in Europe, and another 500 in America, the SP was meant to bring racing glory but failed at this task as most of the poor racers couldn’t afford a spare pair of Marchesini wheels let alone the £14,000 SP price tag. Instead of life on track, most SPs end up in a garage destined for a sunny Sunday blast life kehidupan
Yamaha YZF-R1 2007
Warned at the fact that the R1 wasn’t thrilling enough, Yamaha took a radical step (for them) in 2007 and abandoned the traditional five-valve head in favor of a more conventional four-valve design while leaving much of the engine’s lower end untouched. And the innovation doesn’t stop there.
The 2007 R1 was the first liter bike to get a ‘ride-by-wire’ throttle (the R6 was the first bike to get this in 2006) and the first production motorcycle to have a variable length intake funnel, a system meant to enhance the R1’s lower end while also help him breathe high in the loop. Unfortunately this is not enough to prove this case
Lacking the low end riders expect from a liter bike, the 2007 R1 is certainly thrilling when it comes to its stride, but sadly frustrating at low revs. Yamaha has managed to give the R1 a bit of fighting spirit, but this translates into four strokes which are more like two strokes in their power characteristics and annoying to chill at slow speeds. Even a modernized version of 1998’s iconic red/white paint scheme, complete with red seats, wasn’t enough to appease owners or secure sales from the competition. The R1 needs a unique selling point, something Yamaha gave in 2009
Yamaha YZF-R1 2009
The 2009 Yamaha YZF-R1 is arguably the most significant liter bike to appear since the original YZF-R1 redefined class. Unlike every other liter bike, or four inline sportbikes for that matter, the R1 comes with a truly unique motor – a cross-plane crankshaft.
Developed on Yamaha’s MotoGP-winning M1 racing bike, the cross-plane crank is claimed to help reduce inertial torque. Where conventional inline four pistons move in pairs, the pistons across the plane are spaced unevenly, creating a unique ‘long band’ firing sequence. The theory is that because the R1’s pistons are never all stationary at the same point as they are on a conventional four-line, the cross-plane smooths power delivery, increasing drive out of corners. Well, it worked for Mr Rossi in the GP scene anyway
In 2009 the whole world went cross-aircraft crazy and despite the hefty price tag the R1 was a huge sales success, helped in no small part by Ben Spies take the company’s first WSB title in its debut year, and the bike. But there’s a storm on the horizon and as clever as the R1’s engineering is, in 2010 it’s no match for the brute force BMW S1000RR or its highly sophisticated electronics package. The future has arrived and involves cables and sensors rather than engineering prowess
Yamaha YZF-R1 2012
With the financial crisis effectively putting the brakes on the development of the Japanese motorcycle market, Yamaha’s back was against the wall. The BMW S1000RR has caught everyone’s napping and has stolen the march on the ‘Big Four’ when it comes to electronic driving aids. Luckily for Yamaha they have a MotoGP team to ask for help
The updated 2012 YZF-R1 features the company’s first sportbike traction control system and… Well that’s about it. Aside from new footpegs, ECU tweaks and a new nose, the R1 hasn’t changed. Has Yamaha had enough? Despite the excellent six-stage TC system, faced not only with cost spirals but also attacks from strengthening European manufacturers such as Aprilia, BMW, KTM and Ducati, the Yamaha R1 was in trouble. It still offers a unique riding experience thanks to the cross-plane motor, but against high-tech European competition it is too expensive and lacks the bells and whistles necessary to attract buyers. Hopefully the 2015 model will solve this little problem
Yamaha YFZ R1 2021
The Yamaha YZF-R1 is still considered, despite its nearly 23-year history, as one of the greatest Japanese supersports to ever hit the market. Continuing from the 2020 model, the 2021 R1 has only a few minor changes, keeping it 99% the same as the 2020 Yamaha YZF-R1.
The biggest change between these years is that the 998cc inline-four, which still dumps 198 HP and 83 lb-ft of torque, has been updated to comply with Euro5 emission specifications. This means a slightly reshaped intake and a slightly less muffled exhaust are the main differences.
The other biggest change is the rework and rework of the rider safety system, with a year’s worth of data. The anti-skid, anti-wheelie, and stability control systems all have new maps implemented, and 2020 models may get new maps during service.
For the truly enthusiastic rider, the YZF-R1M is back as a track-oriented superbike in the 2021 Yamaha lineup. Almost all of the fairing is carbon fiber or composite, the vaunted GPS tracking Yamaha Communications Control Unit returns so you can log all your track data. New for 2021 is the ability to communicate with Yamaha’s Ride Control smartphone app directly, instead of just via the Y-TRAC software.
Also returning to the 2021 YZF-R1M is the superb hlins dynamic suspension system, with an all-new processing unit that can adjust the NPX gas fill rate for the front forks and suspension balance for the rear shock of almost 1000 times less.
Lastly, both bikes have Yamaha’s newly updated Launch Control System. Utilizes the engine control unit, traction control and lift control system combined, enabling lightning fast starting from the line. With the R1M, sub 2.5 seconds 0-60 times can be achieved with the launch control system.
Specifications Yamaha YZF R1
Yamaha YZF R1 is powered by a 998 cc engine. This YZF R1 engine produces power of 200 PS @ 13500 rpm and torque of 112.4 Nm @ 11500 rpm. The Yamaha YZF R1 gets Disc brakes at the front and rear. The curb weight of the YZF R1 is 200 Kg. Yamaha YZF R1 has Tubeless Tires and Alloy Wheels.
- MotoGP Crankshaft Crossplane Engine
- Digital Superbike Technology
- Superbike Brakes and Tires
- Sharp and Sleek Style
- Legendary R-Series Handling
- Next Level R Series Evolution
- Advanced CP4 Engine
- High Output Engine Technology
- High Performance Intake System
- Smooth Rocker-Arm Valvetrain
- Titanium Exhaust System
- Compact Stack Transmission
- Advanced Clutch
- Brake Control System (BC) with ABS
- Supersport Braking Components
- Adjustable KYB ® Fork
- Linkage-Type KYB® Shock
- Bridgestone® RS11 . Tires
- Race Ready Magnesium Wheel
- Compact ® Deltabox frame
- Aluminum Fuel Tank
- Slim Style
- All-LED Lighting
- Colorful Instruments
- Throttle Ride-by-Wire system
- Variable Intake System
- MotoGP® High Level Control
- Engine Brake Management (EBM)
- Power Delivery Mode (PWR)
- Lean Angle Sensitive Traction Control System (TCS)
- Self-developed ® Slide (SCS) motoGP system
- Lift Control System (LIF)
- Launch Control System (LCS)
- Up and Down Quick Shift System (QSS)