2012 Yamaha YZF-R1 Review [Video] –

13 Jan 2015 | autors: | Comments Off uz 2012 Yamaha YZF-R1 Review [Video] –
Yamaha YZF-R1

The digital age of motorcycling is well and truly upon us.

Photos by Brian J. Nelson Video by Tom Roderick, Chris Blanchette

“Take that turn over there as hard as you can. When you get the bike fully on its side, whack the throttle to the stop.”

In my mind I still have the fearless aspiration on a motorcycle that I did when I first started riding, but maybe as I get older my self-preservation instincts have started to form a bigger influence on me. Clearly, executing the above scenario would be a recipe for disaster. In fact, I’ve done it once before.

Yamaha engineers aimed to make this system as seamless as possible, without any unnatural or harsh intervention. By taking advantage of the YCC-T electronic throttle, the system uses wheel and engine speed sensors combined with throttle and gear position sensors, to constantly make calculations to control wheel spin depending on what setting the rider chooses.

These four sensors send inputs to the ECU, which then calculates the amount of slip, determines whether this exceeds the preset value, and if so, reacts in four different ways. The system either uses the YCC-T to electronically close throttle valves, cut the fuel injection or retard the ignition timing, in no particular order. The fourth step is the illumination of the “TC” light in the gauge cluster which informs the rider the system is operating if they can’t tell already.

These calculations are performed constantly and, according to Mike Ulrich from the testing department at Yamaha, at a “slightly faster” rate than its competitors, though Ulrich was not at liberty to say exactly how fast “slightly faster” is.

It’s important to note that the system does not utilize bank angle sensors. Using the sensors mentioned above, it senses signal changes that indicate tire circumference changes as the bike leans. A slow rate of change indicates the bike is leaning from side to side and doesn’t warrant intervention, as it can only do so at a certain rate. pluss, it’s highly unlikely that a rider is moving from side to side while accelerating at full throttle.

The ECU stores this data and references it against the preset slip values for each of the six different TC settings. A faster signal change likely indicates a loss of traction and the need for intervention. Yamaha has calibrated the ECU to recognize and adapt to most popular tire sizes and gearing configurations, though to avoid the legal department working overtime, obviously stays clear of stating that it will work for all tire sizes and/or gearing combos.

That said, an interesting side note about the R1’s electronics package is that, should any part of the system malfunction, the on-board diagnostics will immediately send a specific fault code directly to the gauge cluster. All a certified mechanic will have to do then is simply reference that code to a master list and address the problem. No removal of bodywork needed. It’s likely that tools won’t be needed either.

Just a computer.

The goal of traction control is to limit slip which, theoretically, should improve lap times. tomēr, despite how counterintuitive it sounds on paper, tires need a certain amount of slip in a racetrack setting, often to help them finish off a corner by steering with the throttle. Yamaha has taken this into account and feels as though its system in its lower intervention settings still allows plenty of slip if needed.

Hype or Revelation?

Protams, talk is cheap and I wanted to see what the new bike is like to ride. To do that, Yamaha invited journalists to Palm Springs, California for a street ride on the new R1 followed by a day at Chuckwalla Valley Raceway to really put the bike through its paces. On the street the new R1 felt much like the old R1 – because it practically is. The sound coming from the crossplane crankshaft is musical, while the power delivery borders on telepathic.

The relatively torquey motor compared to the previous generation (pre-2009) makes leaving stoplights a much easier task for those ill-trained in smooth clutch operation.

In the canyons, the new R1 was a relatively simple machine to pilot. Turn-in doesn’t require much effort, and it holds an arc with ease. An updated version of the Dunlop Qualifier II tire is now spooned onto the wheels, replacing the D210s, and is a specific compound for the R1.

I found the tires to be surprisingly compliant over the bumps on the poorly maintained roads we were riding on.

Our street ride came on a particularly warm day in Palm Springs which would test how well the new muffler heat guards really work. One complaint that’s common with motorcycles equipped with undertail exhausts is that the heat radiates directly to the rider, the R1 being no exception. diemžēl, this still proved true on the 2012 machine.

At stops, the engine and exhaust heat combined to toast my legs to medium-rare status. Protams, the triple digit ambient temps on the day didn’t help matters any.

Considering conditions were just about perfect for a street ride, the chance to test the new traction control system would have to wait until the track portion of our test. Which is coming up now.

Hype or Revelation, Racetrack Edition

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