There was a lot of hype behind the big-bang R1 when it was released in 2009. Just over a decade since the introduction of the R1 in 1998, the big-bang R1 was tipped to take production sportsbike technology to an exciting new level.

Like all the best stuff on sportsbikes, the ‘big-bang’ technology was spawned from grand prix, and more specifically Valentino Rossi. Upon his move from Honda to Yamaha for 2004, testing of the M1 at Sepang saw Rossi lean towards a ‘closed-up’ firing order engine.

Yamaha’s direction was that moment set forth and the bike evolved into the multiple championship-winning M1.
Rossi won the title in 2004, giving Yamaha its first GP title since Wayne Rainey in 1992, and with the crossplane crank being the biggest point of difference (and the services of Rossi no doubt) it was fair to say this new engine worked.

When introduced to the YZF-R1 in 2009, the bike sold out in almost every market around the world and Ben Spies gave Yamaha their elusive World Superbike Championship. The engine certainly worked, but the new R1 had less power, less torque and was heavier than the previous model.

Image: Alex Gobert.

Instead of the typical ‘less weight, more power’ update for the 2009 R1, Yamaha took a very different approach. They looked to a mechanical solution – the big-bang engine—to make the huge amounts of power and torque available in the engine useable without the need of electronic aides like traction control. The focus was on torque delivery to make the R1 more ‘rideable’.

The big-bang engine design is designed to allow the characteristic power of an in-line four to be mixed with the torque delivery style of a V-twin. It does this through the way its pistons run and fire in relation to each other and the influences this plays on torque at the rear wheel. It’s a job it does very well and makes a very distinctive exhaust note to do it.

While the R1 might move with similar pace to the other inline fours, the engine feels like it is throwing out bucket loads more torque. In any gear, any road speed, there’s great drive from down low in the rev range. You do have to feather the clutch on initial take off, but from walking speed the throttle is all you need to get the R1 moving in a hurry.

The power characteristics of the big-bang engine make every last drop of it feel useable. Sure, the upper end of the rev range is for the track, but on the road – where a majority of R1s spend their days – the usability of low to midrange engine performance is ideal.

Image: Alex Gobert.

The relationship between throttle and rear wheel is what it’s all about on the R1, and you can see why Rossi wanted this style of engine in the MotoGP bike. This style of power delivery makes the R1 the perfect choice if you’ve never ridden a superbike before, too. Such is the character of the bike’s engine and handling: the total opposite of what the original R1 was 16 years ago!

At the release of the big-bang R1 Yamaha’s R&D guys sprouted the engine’s power characteristics as a way of improving control rather than the likes of traction control. But the bike has benefitted from the 2012 addition of a new, seven-stage traction control system.

It can be used in conjunction with the three-mode D-mode selector with the selector changing the relationship between throttle and throttle body. The system creates very different engine characteristics without interfering with the likes of ignition timing and fuelling via an ECU.

The three modes are A, full power; B, gentler delivery; and Standard, a good all-round setting for mostly road use. There is a distinct difference in the engine’s characteristics in each of the modes.

Image: Alex Gobert.

While I didn’t get to find out about the seven stages of traction control in each mode, I can tell you the traction control works and helps, regardless of how direct the big-bang engine’s power delivery is. Mossy, backcountry roads and cold tyres in the ’burbs; there’s no doubt traction control has a place on most motorcycles, especially 1000cc production superbikes.

The other change for the model in 2012 was a re-mapped ECU. Remapped to give a more precise opening to the ride-by-wire throttle and atomization of fuel injection input, it allows more of the low to midrange engine performance to be utlised. Something that there is abundance of on the R1 has.

As far as the chassis goes, the only chassis change since the R1’s release was the trick-looking top triple clamp that looks like it is straight off the MotoGP bike.

On the road, the R1 is a stable and composed handling machine. It is always predictable on the road, and the slipper clutch and loads of low down torque make moderately twisty backroads glorious.

Image: Alex Gobert.

The six-piston Sumitomo brakes give great feel and power – it’s no wonder they’ve been on the R1 since 2007! The ergos are, arguably, the most comfortable ride triangle of all the superbikes. With a long, wide reach to the ’bars and low footpegs, it is comfortable for a superbike. You can easily do big hours on the R1. And the seat height is a high 835mm, something shorter riders will struggle with.

But the biggish seat height is the only thing any rider will struggle with on the R1. Unlike the wild first generation machine, this machine is all about rider control of the engine and chassis.

On the road, it’s the pick of the superbikes as far as I’m concerned. Sure, ABS would be great – and we’ll see that in the next couple of years due to new European laws – but with excellent midrange response, predictable handling and comparatively comfortable ergos, the R1 ticks all the boxes as an excellent superbike on the road.

The colours for 2014 are blue, grey and white variants, recommended retail price is set at $19,999 and Yamaha are throwing in a set of YRD carbon mufflers until 26 July 2014. There’s also one percent finance on the model too.

Image: Alex Gobert.

Specifications

Capacity: 998cc
Power: 134kW @ 12,5000rpm
Torque: 99Nm @ 8150rpm
Wet weight: 206kg
Seat height: 835mm
Price: $19,999+orc
Further information: www.yamaha-motor.com.au/products/motorcycle/road/supersport/14-yzf-r1