News 23 Feb 2015

Review: 2015 Yamaha YZF-R1M

CycleOnline.com.au test rides the up-spec 2015 Yamaha YZF-R1M.

There had been whispers Yamaha would release a higher specification superbike alongside the highly-anticipated 2015 YZF-R1, so it was no major surprise when the covers were pulled off the R1M model at EICMA last November. It’s all that you’ll find on the standard edition, plus more!

So what’s different? It’s been developed, according to Yamaha’s press materials, for ‘increased circuit riding performance’. Considering our impression of the standard version at Sydney Motorsport Park’s world press launch, it was difficult to imagine how much better, if any, Yamaha could make the R1M than the R1.

It has premium Öhlins Electronic Racing Suspension (ERS), a wider 200/55ZR17 Bridgestone RS10 rear tyre, the Communication Control Unit (CCU) comes stock, as well as Yamaha’s Telemetry Recording & Analysis Controller (Y-TRAC), carbon fibre bodywork (front fender/headlight cowling/side fairing/passenger seat cowl), a polished aluminium fuel tank finish, an exclusive R1M badge and a polished swingarm.

Just the single colourway is available, being the Carbon Fibre/Liquid Metal version, and it’s as racy as it gets. Take it from the dealer, remove the mirrors and rear plate holder, fit some circuit-spec tyres on it and you’re set (just don’t crash it!).

Source: Yamaha Motor.

Source: Yamaha Motor.

Following a trio of sessions on the R1 in Sydney we were let loose on the R1M, fitted with Bridgestone Racing Battlax V02 slick tyres especially for the press introduction. Needless to say, grip was far higher in comparison with the DOTs we’d ridden on earlier and the warm conditions were near perfect for track testing. Yamaha also bolted on a 43-tooth rear sprocket.

Like the R1 that you can read all about in our separate test, it takes time to learn the ins and outs of the electronics available, because on top of all the standard version’s assists, the ERS is added, as are the CCU and Y-TRAC features that include smartphone/tablet applications to transfer and analyse your data.

We’ll fast-forward to the R1M’s specific details because you can read all about the standard equipment in our R1 review, starting with the incredibly advanced Öhlins ERS package.

Compression and rebound damping is adjusted by electric stepping motor with independent damping; compression on left side and rebound on the right side. The fork has 120mm stroke with a 43mm inner-tube featuring gold Ti-nitrate plating, plus it has a spring rate increase 16 percent versus the R1. The spring pre-load has a 15mm range of adjustability.

At the rear, compression and rebound damping is adjusted by an electric stepping motor and the spring rate has been increased by two percent over the R1. The R1M’s seat height is actually five millimetres higher than the R1 (from 855mm to 860mm), which is because of the larger tyre fitted in stock trim.

Source: Yamaha Motor.

Source: Yamaha Motor.

There are three Manual Settings (M-1, M-2 and M-3) with a full range of adjustment (1 to 32 steps) and those adjustments can be stored in each setting. Like I said, there is plenty to learn and adapt to, so it’s difficult to really monitor performance in just a few sessions at a launch.

Otherwise, three Automatic Settings are also available (A-1, A-2 and A-3) so the suspension is automatically adjusted depending on lean angle, rear wheel speed and front brake pressure. Those A-1 and A-2 settings have fine tuning functions: -5 and +5 steps of compression and rebound damping, however A-3 is softest and non-adjustable.

Along with the vast electronic options, fine-tuning these settings to your preference will take time, but the pre-set options that we spent time on were ultra-capable around the Brabham Circuit of Sydney Motorsport Park. In comparison with the R1, the 2015 R1M is more balanced out of the box and enables you to push harder from the outset (and no doubt the slick tyres fitted helped with that as well).

Traditionalists will like the standard operation of the R1, which is exceptionally capable, while those who enjoy the digital age and working through extensive amounts of data by using Y-TRAC (potentially to improve performance) will take full benefit of the R1M’s added features.

In terms of outright lap time I’d doubt you’d be much, if any, quicker on the R1M than on the R1 once either is dialled in, however the R1M does offer a completely different approach to setting up the bike and tailoring it to your needs – especially when you consider the Automatic Settings of the Öhlins ERS.

Source: Yamaha Motor.

Source: Yamaha Motor.

Aside from the obvious suspension differences, slick tyres and shorter gearing (ideal for Sydney Motorsport Park), the R1M at the launch felt very similar to the R1. Ergonomically it’s identical, the power and electronics are phenomenal, and they offer such a huge buzz on the circuit. I’d love more time to experiment to extract the most out of it all.

As standard fitment on the R1M and an optional extra on the base-model, the CCU allows you to communicate and transfer data between the bike and a smartphone or tablet via Wi-Fi. With a GPS antenna on the back of the bike the only pointer to it, it can data-log and automatically record lap times.

And by using the Y-TRAC app, the data can be analysed, overlaid onto a map or used in comparison with other riders or previous data. The 21 channels of data logged are as follows: Engine RPM; Throttle Grip degrees; Throttle degrees; Rear wheel speed; Front wheel speed; Gear position; Lean angle; Pitch rate; Rear brake pressure; Front brake pressure; Water temp; Air temp; Fuel (cc); Acceleration-X; Acceleration-Y; Traction control; Slide control; Lift control; Launch control; Front ABS and Rear ABS. It’s a tech-savvy rider’s dream!

There’s an optional Circuit ECU available specifically for track use, which actually removes the top speed limiter of 300km/h, disengages UBS, disengages rear ABS, applies a circuit-spec front ABS and disables the headlights. We didn’t get to test it, but it looks like a must for race track regulars.

For those benefits you’ll pay $29,999 plus on-road costs ($6500 more than the R1), which is a reasonable jump in cost considering the technology advancements included. One thing’s for certain, you’ll be the envy of the paddock upon rolling up at track days or events!

Contributing: Matthew Shields

Source: Yamaha Motor.

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: 200kg
Seat height: 860mm
Wheelbase: 1405mm
Fuel capacity: 17L
Colours: Carbon Fibre/Liquid Metal
Price: $29,999 plus on-road costs
Detailed specs: www.yamaha-motor.com.au

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