Ever since Yamaha pulled the wraps off of the all-new 2015 model YZF-R1 at the EICMA show in Milan, Italy, last November there’s been riders and enthusiasts all over the world eager to catch an insight into its true performance capabilities in production trim.

Developed by engineers firstly with feedback from Yamaha’s first class test team and later via input from MotoGP icon Valentino Rossi and multiple American Superbike Champion Josh Hayes, the credentials of the 2015 YZF-R1 are clear – it’s designed with the purpose of going as fast as possible around the race track.

And, as we all know, Yamaha has released not only one, but two R1s for this year with the up-spec 2015 YZF-R1M offering even more circuit-dedicated performance. CycleOnline.com.au was invited to sample both on day one of the international press launch at Sydney Motorsport Park.

The release of a track-focused superbike in the 2015 R1 has struck the attention of Yamaha sportsbike fans worldwide and for good reason, because although the previous model was indeed enjoyable to ride, it’s no secret it lacked outright performance on track without a serious amount of development – and money – put toward it.

This new model, put simply, is lighter, faster and far more modern, coupled with an unbelievable amount of electronic assistance that’s all effectively customisable to your liking. Yamaha’s track-first concept was ‘pure supersport armed with the highest technology’ and they’ve delivered.

During the Sydney introduction we had three 20-minute sessions on the standard YZF-R1 to begin the day, with settings as they are straight off the showroom floor, but equipped with Bridgestone Racing Street RS10 Type R instead of the original RS10 tyres.

Upon sitting on the bike you can feel its ride position – essentially taken from the YZR-M1 – is both compact, but spacious at the same time. Visually the bike is smaller than previous R1s, but thanks to its flatter and wider seat, there’s more room to position yourself for turns and tucking in. In fact, the seat to handlebar distance has increased by 55mm and the seat to footpeg distance is now 10mm more.

As soon as you’re on track, the 2015 Yamaha YZF-R1 allows you to focus on your riding more so than anything else. It reacts to the slightest of input and does so exceptionally well at just 199 kilograms wet. Whether you’re coming from an older R1 or a competing brand, you’ll welcome the agility and balance of this bike in both tight and fast turns.

Source: Yamaha Motor.

Yamaha’s launch was conducted on the full Brabham Circuit at Sydney Motorsport Park, which features the flow of the regular Gardner GP Circuit as well as the technical nature of turns seven through 13 (18 in total!). While most riders favour the GP layout, Yamaha purposely placed us on the full track so we could experience its benefits in the tight sections of the circuit as well.

The general characteristics of the 2015 R1 are mighty impressive; almost 600cc supersport-like in a lot of ways. But more importantly, more race-bred than any Japanese sportsbike I have ever ridden while still maintaining a user-friendly feel that you’d expect from a production bike.

Aerodynamically it’s inspired by the M1 and a high windscreen allows you to get behind it to reduce any wind resistance at speed. According to Yamaha, that resistance has been reduced by eight percent compared to the 2014 model and it’s a noticeable difference.

KYB suspension front and rear is standard equipment on the R1 and it handles exceptionally sharp in stock trim. Of course in time you’d dial it in for your own weight and riding ability, but as it comes, it’s clear that Yamaha has purposely set it for track use from the outset. In saying that, it feels compliant enough that you’d be relatively comfortable on the street at the same time.

What Yamaha test riders wanted from the front brake in particular was an improved feel. Previous models were quite touchy at application, but the 2015 R1 is more gradual and predictable. On top of that, I didn’t experience fade whatsoever during the launch. Combined with the bike’s reduced weight, balance and electronics, there’s no comparison between the new and old models under heavy braking (turn two comes to mind).

It features Unified Brake System (UBS) with ABS, so the rear brake is also activated by front brake lever input until you’re beneath 20km/h. When operating the rear brake lever independently however, it doesn’t activate the front. Variable distribution front to rear depends on lean angle, wheel speed and front brake pressure.

For most of us the thought of UBS is a completely alien prospect, however since at the launch we were using an optional Circuit ECU that disengages it, we’re yet to see how it feels and performs. The Circuit ECU also deactivates the rear ABS and includes a track-spec front ABS. Interestingly, it actually removes the top speed limiter of 300km/h and disables the headlights.

ABS hasn’t always been welcomed on track, but in using the Circuit ECU with the track-spec front system, this would be the best and most natural package I have used since it started to become more common. It’d be interesting to see how the standard system works though if you don’t opt for the Circuit ECU.

Source: Yamaha Motor.

In terms of the engine, it retains the beautiful crossplane four-cylinder feel, albeit with a heck of a lot more power than the 2009-2014 R1. It revs quicker, is more linear in its delivery and offers a lot more excitement at the twist of the throttle. With 147.1kW (200 horsepower) at 13,500rpm and 112.4Nm at 11,500rpm claimed, there’s a lot of motor at your disposal.

When in Track Mode on the 4.2-inch digital instrument panel, it only displays RPM from 8000rpm to redline, which is ideally where you’ll be operating on the circuit. Placement of all functioning makes life easy, with the primary focus being on revs, lap time and gears. In contrast, the Street Mode shows the full rpm display, speed is more prominent and there’s also a front brake pressure indicator and acceleration indicator.

What stood out to me was that at around 12,000rpm you’d feel like you’re powering hard, but it still has a couple of thousand or more rpm until you’re at the maximum output – especially in a straight line. It just keeps pulling and not since I rode a selection of factory MotoGP bikes in 2007 had I experienced that type of power delivery.

The transmission gear ratio is revised from first gear through sixth, featuring a changed primary and final ratio change. And first to fourth have a slightly lower total ratio at the rear wheel. On the Brabham Circuit you use sixth down the front straight and go as low as first in the awkwardly tight 11th turn. Everywhere in between works well, but you could benefit from a tooth or two on the rear.

The 2015 R1’s engine is smooth, but dynamic, and provides a usable delivery when on the gas that will be sure to excite. As you shift through the gears taking full advantage of the swift Quick Shift System (QSS), the acceleration and sheer speed are everything you’d expect from a new-age superbike. The gearbox is also very accurate upon downshift and the slipper-clutch actuation is seamless.

And that’s where the electronics step in, because for 2015, Yamaha has gone all-out in the technology department and, finally, real deal electronics are making their way across from factory race team development to the showroom. Make no mistake, all of these features are beneficiary whether you’re a track day junky, club or pro level racer – it’s just the amount that you require that you’ll need to figure out.

In a single day of testing journalists are basically only able to scratch the surface of these capabilities, because there are so many features to adapt to, both in setting them to your standard and also making the most of them on the bike at speed, learning just how much you can rely on them as each lap passes.

Source: Yamaha Motor.

There are four Power Modes (PWR), enabling you to select from one of four control maps to regulate throttle valve opening, which is a further advancement of the D-Mode we experienced on prior models. PWR-1, 2 and 3 all reach full power, but with different deliveries (1 being full power), while PWR-4 is more of a rain mode.

But here is where the latest electronics truly come into play. For instance, entering corners you’re using UBS and ABS, mid-corner you’ll use SCS and TCS, then on corner exit while still relying on SCS and TCS, LIF and QSS will come into effect. Got all that? If you’re not familiar with those acronyms, check the tech section down the page. It’s all customisable and is quite straightforward to operate, but it will take time to really tailor it to your liking.

Adjustments can be made via toggle controls on the handlebars, all simplified digitally through the crisp instrument panel with an assortment of options to work with and customise via the Yamaha Ride Control (YRC) system. There are four grouped pre-sets, or you can make combinations of your own. Optional (standard on the R1M) is the Computer Control Unit (CCU), which allows data transfer between the bike and your smartphone or tablet via Wi-Fi. It can also be used for automatic lap timing.

What’s neat is that while we’re taking advantage of these assists to get around the circuit as efficiently as possible, they’re not super-intrusive in their operation. Yeah, you feel the TCS here and there (encouraging, if anything) and it’s clear when the LIF keeps the front wheel on the deck, but if it improves the lap time and makes life easier, we’ll take it! And on top of that, who doesn’t want help with their starts via a launch control system (LCS)!?

With such a phenomenal chassis, glorious engine and the most sophisticated electronics package available in stock trim, it’s no wonder Yamaha is so confident that the 2015 YZF-R1 will be the new benchmark in production superbikes. And upon first impression, they’re on the money. At $23,499 plus on-road costs for all that, it’s a lot of bang for your buck upon release in Australia this March.

Yamaha may not be back in the Superbike World Championship yet, but with factory teams in the United States, Britain, Japan, Germany, Australia, World Endurance and elsewhere, you can guarantee success will be vast for the 2015 YZF-R1 on the race track. And come 2016, don’t be surprised to see them back in WorldSBK fulltime.

Source: Yamaha Motor.

Technical information

Engine:
The engine in the 2015 R1 is an evolution of the crossplane crankshaft engine released on the sixth-generation R1 in 2009. In line with the changes across the rest of the machine, the engine is lighter, more compact and more powerful than ever before.

A majority of the development has been focused on combustion efficiency. This in turns means less reciprocating weight in the engine, modified intake and exhaust tracts and reduced friction on internal components.

The new engine has the same 270-180-90-180 firing sequence with a shorter stroke (50.9mm from 52.2mm) and wider bore (79mm from 78mm) while the rev ceiling has lifted 1000rpm to 14,000rpm as a result of the more efficiently spinning engine. The change to the engine’s top-end sees an increase in the compression ratio to 13.0:1 from 12.7:1 and the overall output is now a claimed 147kW at 13,500rpm with 112Nm of torque at 11,500rpm.

Not only is the new engine more powerful it is also more compact with the width of the unit 33mm narrower at the crankshaft primarily as a result of a crankshaft that is 27.1mm narrower. The bottom-end has a host of changes focused on getting more rpm from the engine. The one millimetre larger pistons and one millimetre shorter conrods have both had massive redesigns.

The pistons have a ‘bridge-box’ design that claims to make them more ridged and thus allowing for a thinner piston crown that helps to make them 8.5 grams lighter even though they are wider than before. They are held in by gudgeon pins with a friction-reducing diamond-like coating that is a common surface coating on fork stanchions. This surface treatment is also used on the finger-follower rocker arms in the cylinder head.

The conrods are fracture-split titanium, a new production method for titanium that reduces fracture toughness of the metal in the area where the conrod needs to split and allows it to retain its key properties elsewhere– strength and ultra light weight.

Lighter pistons and conrods make for a crankshaft unit with 20 percent less inertia. The faster-spinning unit has a 2mm larger and 1mm wider journal to ensure reliability is not questioned. The oil lubrication system for the crank supplies the rod and main bearings through a central supply channel that utilises the inertia of the spinning crank to distribute the oil. All in all the crankshaft is 27.1mm narrower and the cylinders are now offset 2mm towards the exhaust, which gives a reduction in friction of the piston through its stroke.

The top-end hasn’t been neglected. Bigger intake (33mm from 31mm) and exhaust (26.5mm from 25mm) valves are given greater lift and revised timing from a new camshaft, with lighter spring pressure from a new rocker arm valve drive.

Source: Yamaha Motor.

In the gearbox, the ratios have been changed to deal with the new engine characteristics. From first through to fourth gear the gearbox ratios are all slightly lower – three, six, five and four percent, respectively. Feeding it all out is a lighter and smaller slipper clutch that only runs three springs.

The intake tract is now designed to tumble the air/fuel mixture into the combustion chamber which makes it get in there quicker. This action is combined with a shallower angle on the primary, two-directional, 12-hole fuel injector in each inlet port that is pointed right at the back of the inlet valve. This direct routing of the fuel at the valve improves combustion efficiency and power output at high rpm, while the secondary injectors sit further back the tract for high rpm.

The YCC-I variable intake system, first released on the 2006 YZF-R1, changes the intake port length to the 45mm throttle bodies depending on engine RPM. For 2015 the intake length is 20 percent shorter an no doubt part and parcel of the 10.5-litre airbox that is 24 percent bigger than the previous model and better pressurized in its direct routing through the headstock, just like the M1 MotoGP machine.

The throttle is still Yamaha’s YCC-T, debuted on the 2006 YZF-R6. YCC-T is a ride-by-wire type system that uses the R1’s Denso ECU to precisely control the throttle valves and deliver the optimum air/fuel mixture.

At the other end, the exhaust has dropped from underneath the tailpiece to mid-ship with titanium headers and titanium pieces in the exhaust making the entire system lighter and giving it a lower, more central center of gravity.

A further weight reduction contribution comes from a magnesium sump, tappet cover, clutch, alternator and breather cover on the engine. The engine bolts are now aluminium instead of stainless steel; another big weight saving of 60 percent or 250g when you add up the 43 bolts in total.

All in all, the engine is four kilograms, or eight percent, lighter and nine percent, or 16kW, more powerful with 147.1kW on tap.

Source: Yamaha Motor.

Chassis:
With an emphasis on the chassis feeling more like a MotoGP racer than a production superbike, obviously the changes were going to be massive. The order of the day in the handling department was for a more compact machine with a big emphasis on improved front-end feel and corner entry – an area where the last R1 struggled particularly.

The overall wheelbase is 10mm shorter at 1405mm, and in that reduction the swingarm is 15mm shorter. The frame is Yamaha’s own Deltabox design with a change in the rigidity to give it the track-focused characteristics Yamaha was after. The sub-frame is magnesium and accounts for a big weight saving.

The rear KYB shock has a spring rate that is five percent more than before while the damping is tuned for the racetrack. Up front the forks are much the same story. All adjustment is available in the KYB fork’s top caps while each fork leg has total adjustment – a move away from the increasingly common move towards separate functioning forks. 43mm in diameter, they work through a 120mm stroke while the pre-load is adjustable through a range of 15mm.

The front axle is three millimetres bigger at 25mm in diameter for greater rigidity and the damping characteristics of the front-end have, again, been tuned towards racetrack riding rather than a balance of road and track.

Both front and rear wheels are cast aluminium and are a total of 870g lighter. That means a saving of four percent inertial movement up front and 11 percent at the rear, or 530g off the front and 340g off the rear wheels. This aids both suspension control and handling dynamic as well as looking good with the ten-spoke design a move towards the M1 styling and a move away from the previous five-spoke design.

The front brake includes a Nissin radial master cylinder and lever assembly. Gone are the six-piston front calipers of old and four-piston radial-mounted ADVICS with braided brake lines have been adopted. The pistons are 27mm and 30mm in diameter and the bolt hole mounts will retro-fit more common monoblock calipers with a pitch of 108mm rather than the R1-specific 130mm mounts of the old six-pots. The disc diameter is up 10mm to 320mm at the front while the rear remains unchanged at 220mm. Both ends run the Bosch 9M ABS system in collaboration with the Denso IMU and all of its associated technologies.

The fuel tank is a three-piece aluminum design that is 1.6kg lighter than the massive 3.8kg tank before taking a lot of weight off the top of the bike. It’s flatter, sculpted design goes hand in hand with the eight percent better aerodynamically sculpted, M1-inspired fairing that has the centrally-mounted air intake running through the headstock just like the MotoGP racer.

The overall ergonomic package gives a 55mm longer reach to the handlebars from the flatter and wider seat and a 10mm lower footpeg position. This makes it easier for any rider to tuck in under the fairing screen.

Another aspect of the chassis design saving weight is the idiosyncratic LED headlight design. Furthermore, carbon fibre reinforced rear sub-frame and mudguard assemblies contribute a small but significant weight loss of 300g and also aid in very minimalistic designs in tune with a MotoGP racer for the street. Touches like the air flow-through on the seat base and indicators integrated to the mirrors are further evidence of Yamaha’s efforts to make this a truly racetrack-focused machine for the street.

Source: Yamaha Motor.

Electronics:
Unlike many other systems, the R1 doesn’t just adjust the fuel injection volume, ignition timing and throttle valve opening to control the motorcycle’s ‘bad’ habits. It does a whole lot more by reading the R1’s attitude.

Central to the 2015 R1’s electronic system is a six-unit Inertial Measurement Unit. A gyro within the structure measures three things: pitch (forwards and backwards), roll (leaning from side to side) and yaw (turning on a horizontal plane). A G-sensor in the unit also measures three things: movement up and down, left and right, forward and backwards.

Used on the MotoGP M1 from 2012, this unit gives the motorcycle’s brain – the IMU – a thorough understanding of what the motorcycle is doing after a sensor controller, attitude angle calculator and the CAN communications controller process the information.

Along with the readings from the rest of the motorcycles electronics like ABS and traction control, it can than analyse acceleration and angular velocity, bank angle, and sideways slide acceleration. And not just every now and then. The 32-bit CPU gives 125 calculations per second!

So what does this all mean? Through these rapid ‘thought’ processes the electronics can intervene and perform many functions that make riding the 2015 YZF-R1 the ground-breaking experience it is.

PWR – The Power Mode (PWR) is an evolution of D-Mode, or Drive-Mode, on the previous R1. This consists of four different modes that control the ride-by-wire throttle valve opening in relation to the throttle grip. Modes 1, 2 and 3 are full power modes. Mode 1 gives you the R1’s all in its most raw form. Mode 2 is a softer initial response and linear delivery right the way through to full power. Mode 3 gives you the initial response of Mode 2, but is softer in its delivery all the way through to max power. Mode 4 is a very soft initial delivery and a reduced total output. In any other world this would be a Rain mode.

TCS – An acronym everyone knows, TCS is the Traction Control System. With the bank angle information available it allows an appropriate amount of slip and control in accordance with the machine attitude (ie, the difference in wheel speed front to rear) and the preselected mode of traction control ranging from 1 as the weakest to 9 as the strongest.

SCS – The Slide Control System (SCS) controls the power delivery in relation to a sideways slide under acceleration. Working off the TCS data, the IMU controls the ride-by-wire throttle’s throttle operation to control a power slide. This, like the TCS, can be turned off or intervene in three different amounts. Lets call them ‘I can’t feel you’, ‘did I just do that!?’ and ‘follow that black line’. Or 1, 2 and 3.

Source: Yamaha Motor.

LIF – The LIF is a lift control system. By reading the bike’s pitch and wheel speeds the engine’s power is controlled to keep the front wheel down during starts and hard acceleration. Like SCS, it can be turned off or intervene in three varying degrees.

ABS/UBS – The 2015 YZF-R1 runs ABS. Why ABS on a sportsbike, let alone the most track-focused, MotoGP-inspired machine ever? Due to Euro regulations, every new motorcycle over 125cc must come with ABS as of 2016, so get used to it folks. The ABS system is backed up by UBS; a linked brake system that essentially operates the rear brake in accordance with the machine’s speed, front brake pressure and lean angle. When both front and rear brakes are applied the UBS controls the balance of braking force between both brakes. Using the rear brake only doesn’t engage the UBS and it is totally independent. At speeds under 20km/h the system doesn’t operate and it can also be deactivated with a special ECU for track riding, just like the ABS. This ECU also gives a more track-focused ABS setting.

QSS – The Quick Shift System (QSS) is just that. It has three modes, one of which is off, that give seamless up-shifts without the use of the clutch.

LCS – The Launch Control System (LCS) is just what every road rider needs! By limiting engine revs to 10,000rpm on a wide open throttle, it monitors front and rear wheel speeds in conjunction with the LIF and TCS to allow the rider to concentrate on working the clutch and where they are going.

Yamaha Ride Control (YRC) – Well, how’d you go with all those acronyms and understanding what they all do? Here’s the simple bit: the YRC is what groups together these beaut aides (PWR, TCS, SCS, LCS, QSS, LIF) into one foolproof package of A, B, C and D. Via a simple click of the handlebar controller, you can go from the predetermined parameters of each of the four modes and their relative electronic aides. You think there’s too much traction control in the Yamaha factory’s pre-determined A-mode, Valentino? Never fear, you can adjust each individual aide within each of the YRC modes. Too good.

Thin Film Transistor (TFT) – This is the dash, and what a dash it is! Looking more like an interface befitting of a Star Destroyer, this LCD unit is not only light but clear, concise and highly functional. It’s high-definition and anti-reflective too with black or white backgrounds to choose from. It has two modes – Street or Track. In Street Mode it has a neat front brake pressure indicator, acceleration and direction indicator. Engine revs are displayed right the way from idle to redline and the speed and gear position are a central focus. In the Track Mode, engine revs are displayed above 8000rpm, the gear position takes center stage, and a lap timer/stopwatch/lap time function is just as centrally focused as the speed in Street Mode. Both modes display the rider aides, time and warning lights. The dash can also be used in conjunction with the YZF-R1 Communication Control Unit (CCU) with data logging and Wi-Fi set up.

Contributing: Matthew Shields

Source: Yamaha Motor.

Specifications

Engine type: Liquid cooled, four-stroke, DOHC, four-valve, forward-inclined parallel, four-cylinder
Capacity: 998cc
Bore and stroke: 79.0 x 50.9mm
Power: 147.1kW @ 13,500rpm
Torque: 112.4Nm @ 11,500rpm
Wet weight: 199kg
Seat height: 855mm
Wheelbase: 1405mm
Fuel capacity: 17L
Colours: Team Yamaha Blue/Matte Silver; Raven; Rapid Red/Pearle White
Price: $23,499 plus on-road costs
Detailed specs: www.yamaha-motor.com.au