2002 Yamaha YZF-R1 — First Ride & Review — Motorcyclist Online

2 Май 2015 | Author: | Комментарии к записи 2002 Yamaha YZF-R1 — First Ride & Review — Motorcyclist Online отключены
Yamaha YZF-R1

A little more rip, a refinement

When Yamaha’s new was unveiled at last year’s show, everyone wondered how Koike and his design team-still the watchful eye of original R1 Design Kunihiko Miwa-would fare reinventing what’s arguably the favorite open-class sportbike. a two-day test of the new R1 in sunny courtesy of 50 laps at the Catalunya GP followed by a 200-mile day of real-world along Costa Brava and up the foothills of the Pyrenees, now we know.

Rather than try to match the GSX-R1000’s horsepower and aggressive even in street guise, Co. have focused on weight and increased ridability-and in so doing given the R1 an aura of added

Driven by the Japanese saying jin ba (roughly translated as making man and as one), Yamaha has focused on the R1’s overall sophistication, as as improving its handling beyond the standards the original R1 established way in 1998 by combining the engine of a one-liter hyperbike with the and handling of a super-sport 600. familiar, eh?

Although total horsepower of 152 hp at 10,500 rpm is only a of ponies up on the previous-generation bike still some 10 to 15 hp shy of the GSX-R), delivered in a much smoother, user-friendly way than its carbureted First impressions can be misleading: You think the new bike has lost of its punch. But that impression away when you realize how much cornering speed you through that last sweeper leading to Catalunya’s pit or how deceptively hard the R1 accelerated out of the left leading into a right climbing the paddock corner you’d need to in second on most open-classers to get the of muscular drive the R1 delivers as nature once its midrange in at approximately 5000 rpm.

Or how easily the 382-pound (claimed R1 flicked side to side in the then drove hard up the that follows while the line you’d chosen pushing the front ’round the sweeper as you feed in the power as so other bikes do here. Or the way the new Kayaba inverted fork out the bumps the Formula 1 roller have left in various without the bike shaking its or flapping the bars in your (as its more nervous predecessor most definitely have thanks to calmer steering And that’s in spite of Koike Co. the engine 20mm in the twin-spar to promote easier directional through a reduction of the polar a recipe for less stability, not

The completely revamped (but unmistakably styled) fairing and offer a 20mm-wider nose which improves wind and protection to the rider’s shoulders and the latter thanks to the reangled to the R1’s snake-eye face. But with a wider fairing, the new R1 small and nimble; it remains a you feel you can flick into a almost as easily as its YZF-R6 brother.

Except that now you much more a part of the thanks in part to the revised position (clip-ons angled and slanted downward, and footpegs back slightly), but also the resculpted fuel tank, at the cost of a one-liter (0.3 reduction in capacity, is much to snuggle up close to than its bulkier predecessor. And though height remains the same, definitely less weight on arms and shoulders, making the new R1 tiring to ride.

Still, the main thing you while aboard the R1 is how much aggressive the power delivery is you open the throttle while hard over in a turn. On the old R1 there was the typical sudden of a set of flat-slides-an aggressive, vivid that I’ll admit to could only get worse I learned Yamaha had fuel the new R1. That’s because the company’s attempt at sportbike EFI was fitted to the R7 Superbike homologation special, one of the flawed applications of point-and-squirt in recent years. The R7 had an extremely pickup from closed which spelled potential if you were unwise enough to the throttle hard while cranked over. (Why do you Nori-chan was so spectacular to watch his R7 out of corners two SBK seasons ago?)

I have worried, because the new suction-type EFI, with engine-management system and 40mm throttle bodies, plus a injector per cylinder located the throttle butterfly, has a smooth, pickup that allows you to much harder and earlier on the old bike. That in turn you to tip it hard on its side while braking, using the excellent of the front D208 Dunlop formulated for the new R1 to keep up corner and then feed the power in a deal more decisively you might otherwise have if you were forced to pull the upright earlier and wait for the fierce response to kick in as you the throttle. In fact, the cold conditions at Catalunya meant the Dunlop still slid quite a bit, but these controllable slides thanks to the power delivery of the revised motor, and the forgiving nature of the rubber.

What this translates to out on the is a fluid but forceful riding that allows you to cover every bit as fast as on the older but with added comfort and a of purposeful refinement that, again, makes the new R1 simply tiring to ride harder, It’s still just as as the old bike-faster, in fact, with the gearing and an extra 500 rpm available on before the 11,800-rpm rev-limiter in, with the fuel-injected engine now the power beyond its 10,500-rpm This over-rev allows you to a gear between hairpins a twisty mountain pass, or between turns along the Brava coast road, by sticking the R1 in third gear for stretches zapping between alternately flanked by a sheer face or a stunning view of the Ocean, I suddenly realized I was what amounted to a true ‘n’ go hyperbike.

Where the new R1 comes up short compared the Suzuki is in top-end horsepower. But in of real-world road riding, the is almost certainly still The with even more street manners than previous-generation CBR929RR.

As a track-day bike it’ll take the arrival of ram-air further down the line for the R1 to the balls-out engine performance of the and the ability to jack up the rear end via a adjuster, whose absence on the new R1 I quite inexplicable. It can’t be for reasons, so why not give the rider the of sharpening chassis balance for use?

Koike says possible to drop the front end by up to to achieve the same purpose please be careful of front clearance against header but not only is that a longer, complicated job than simply the rear end, it may also cornering clearance, which at the is faultless; nothing touched on either side at Catalunya. its more conservative steering the new R1 is slightly but still noticeably to lay into a turn than its especially on the brakes where it a decisive hand to make it over and stay there. the option of steepening the effective angle by lifting the rear have been welcome I feel, making it unduly

The payoff for all this, however, when you hit a bump hard on the and the superior compliance of the new Kayaba (modified internally to reduce the by 15mm to 120mm), coupled a stiffer spring rate on the rear shock, results in greater front-end composure and a unduly exciting ride. the first R1 was launched four ago, I complained bitterly there was no steering damper this was a bike fond of the shimmy-shimmy shake-shake under

Yamaha YZF-R1

Happily, that need has completely eliminated on the more R1, which in the many places at where its forebearer would flapped its front wheel was completely and impressively composed. The refinement brought to the fuel-injected has clearly been extended to the

And to the brakes, also. Yamaha’s four-piston Sumitomo one-piece gripping 298mm Tokico (whose smaller diameter in less unsprung weight for suspension compliance, reduced effect and thus easier have been upgraded: lighter, and now have aluminum and sintered pads.

Although at it seems you don’t have as bite as on a set of 320mm Brembos or the massive 330mm Nissins, not borne out by the R1’s stopping which allowed me to brake lap at the 200-meter board at the end of the Catalunya pit with no fade. Impressive, and

You do have to squeeze a little on the lever than on a Brembo for example, but not enough to be taxing and for without the risk of locking the wheel if you do so, as has happened to me on Brembo’s new four-pad package. The payoff on the streets, too, where excellent modulation if you just to … the five-way adjustable to shave off a little speed. satisfying, very refined.

atop the digital speedo is a light, a bright junior aimed straight at your Its intensity can be adjusted and it is a straight from Yamaha’s GP bikes-and R7 World Superbike contender. It can be set to anywhere you choose from rpm up to 11,500 rpm, and is a great tool where you might be too much about other around you, or learning an circuit, and trying to watch the to know when to shift.

And speaking of shifting, you’ll the new R1’s smoother gearchange, is less notchy than its in the first three gears-a big

Those last three apply to the new R1 as a whole. It’s well-rounded and refined than any of the R1 iterations, though it does with some of the raw-edged of the original bike. OK.there’ll be customers who’ll deplore the that Yamaha has arguably the Honda route in making the new R1 refined and livable.

But in doing so, has combined what I feel are the traits of its competitors: the refinement of the and the sharp-edged chassis performance of the with what I feel is of useable horsepower. Time for a then?

Yamaha YZF-R1
Yamaha YZF-R1
Yamaha YZF-R1
Yamaha YZF-R1
Yamaha YZF-R1
Yamaha YZF-R1

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