YZF-R1

The new light weight engine is a 998cc liquid-cooled, 4-stroke, in-line 4-cylinder, 4-valve engine with a crossplane crankshaft. With its 79 x 50.9 mm bore x stroke and high compression ratio of 13.0:1, it has a maximum power output of 200 PS (without air pressurisation), or roughly 18 PS more than the previous generation YZF-R1.

A 4-2-1 exhaust pipe and mid-ship muffler are adopted to ensure good exhaust efficiency and to contribute to mass centralisation at the same time. To reduce weight, titanium is used in these exhaust pipes and the muffler.

A newly designed aluminium Deltabox frame has been adopted on this model to realise the full race potential. This frame provides light weight plus an excellent balance of strength and rigidity. The frame is attached to a magnesium rear frame section while the aluminum upward-truss type swingarm is connected with a pivot assembly.

An aluminium fuel tank (17-litre capacity) designed to reduce weight and provide a wider range of riding position freedom has been adopted. The knee pocket area is deeply indented in a design well fitted for active riding.

To bring out the high performance of the lightweight body, the first cast magnesium wheels ever on a mass-production model are adopted.

An LED headlight and LED position lights are adopted for their advantages of low electricity consumption, light weight and high luminosity. When the ignition is turned on, the high-intensity LED position lights come on almost instantly. The straight-line, sharp illumination gives the R1 a distinctive and original frontal expression even in the dark.

The race bred instrument panel has been designed with the concept of creating an effective rider-machine interface. All of the instrument function displays have been concentrated into a single 4.2-inch screen that adopts a fully transmissive Thin Film Transistor (TFT) liquid crystal display. For the display mode, there is also a choice between a Street mode with a priority on displaying information needed for riding on public roads, and a Track mode with a priority on information desired for racing or circuit riding.

This model adopts the world’s first 6-axis Inertial Measurement Unit (IMU) ever for a production motorcycle. It consists of a gyro sensor (angular velocity sensor) that measures machine pitch, roll and yaw, and a G-sensor (accelerometer) that measures acceleration in the forward-backward, up-down and right-left directions. This technology makes possible the cornering control functions of both a Traction Control System (TCS) and Slide Control System (SCS) (introduced on the 2012 MotoGP machine, first use on a production motorcycle).

Both an Anti-lock Brake System (ABS) and Yamaha’s Unified Brake System are adopted. With the Unified Brake System, operating the front brake also generates corresponding brake pressure at the rear brake. The distribution of braking force is based on input from the IMU regarding the machine’s attitude and banking angle at the time of brake application.

YZF-R1M features Öhlins Electronic Racing Suspension (ERS) to further bring out performance potential in circuit riding. Taking data from the IMU and the various sensors, the system’s Suspension Control Unit (SCU) makes integrated adjustments of both the front and rear suspensions’ compression stroke and rebound stroke damping force based on running conditions.

This is standard equipment for the R1M and optional for the R1. A Communication Control Unit (CCU) enables checks of the various forms of machine information and simplifies the setting process in order to heighten the instrument panel’s function as a rider-machine interface. Comprised of the CCU and a GPS antenna, running data can be recorded via a data logger, and with the GPS function, the system also enables automatic lap time recording on circuit courses.