2009 Yamaha YZF-R1: MD Street Ride and Mini Comparo …

7 Июн 2015 | Author: | Комментарии к записи 2009 Yamaha YZF-R1: MD Street Ride and Mini Comparo … отключены

2009 Yamaha YZF-R1: MD Ride and Mini Comparo

By you have probably read a or so, race track impressions of new R1. You are also likely aware of Ben incredible success on the bike in We took a more street-oriented, approach to our evaluation of the new R1.

Last Yamaha announced that were “shifting paradigms” performance and technology on the 2009 The major step in that was to trickle down some of the used in their highly MotoGp efforts. For the all new R1, Yamaha at the very core of it’s powerplant.

The first thing threw out was the “old” 180 degree and replaced it with a 90 degree otherwise known as a “crossplane ala the M1. What this means is, in a 180 crankshaft, each connecting rod is one half of a crankshaft revolution the next, on the 90 degree unit, connecting rod is one quarter of a revolution the next.

The firing order has been revised to accommodate the and now fires in uneven intervals of degrees. By staggering the firing and using the crossplane crankshaft, is less inertial torque and a linear power curve. changes were not intended to torque; they were so the existing torque is more in the lower RPM range while giving the same high RPM of a conventional inline four

A reverse rotating coupling-type was also added to counter-act vibration and aide in power

Yamaha has taken their “fly by wire” throttle a step further and added selectable modes. The modes the response time in which the fly by system opens the throttle In the standard mode, you get the optimum at all RPM’s.

For a livelier throttle at lower RPM’s, the “A” mode get you 30% quicker throttle opening 0 to 50 % throttle position than mode. In situations where you need to subdue the power “B” mode offers a little sharp throttle response by opening time by 30% across the throttle position range. modes can easily be done by a switch mounted on the right to select the appropriate setting.

production first for the R1 is Yamaha’s front fork. The new fork shifts from conventional by isolating compression damping in the fork assembly and rebound in the right. Since both assemblies always move in this allows for finer of each function as well as a in weight.

We were recently a chance to ride the all new R1. Babbit and I the R1 back-and-forth with a 2009 CBR1000RR as a reference point. It was an I was eagerly awaiting. With all of the about the new engine I wanted to for myself what changing the and firing order really The first thing I noticed starting the R1 was the menacing growl emitted from the mufflers.

This definitely doesn’t like any R1 I’ve ever before. As I pulled out of the garage, I feel the new engine eagerly to accelerate from way down in the This is definitely a new sensation, models needed to be revved a bit to to produce usable power.

The ’09 may a bit too much grunt in the “standard” or “A” for more technical riding but you’ve got “B” mode to handle conditions.

Having the CBR1000RR was interesting. This is a great that has won several shootouts. we both felt the R1′s was superior on the street. Undoubtedly due to the crankshaft, both of us commented on the of vibration from the R1, particularly at rpm levels.

Although the CBR is known for its power, the R1 felt like a for the CBR here, and perhaps even through the mid-range. Although the R1 can a bit like a v-twin under rpm, it becomes buttery above that — all the way through

A very light throttle spring (compared to the CBR), with a very light effect allows the R1 to rev instantly at the same time, exhibit engine braking. The stock injection seemed spot on the tach.

Although the brakes are on the R1, and the bike is reasonably comfortable from some exhaust and handles quite well, it is the that left a lasting The new R1 does not feel like an It doesn’t exactly feel a twin, either, but it feels very good, and controllable.

had this to say about the R1 powerplant: engine at all rpm, almost a experience. Redline feels the as 6k rpm, in regard to vibration. is no instinctual feeling for mechanical with this engine, it neither sounds nor feels as if it is or being abused — even revved to high rpm.

It loves to rev, and rips its entire rpm range like a white in a feeding frenzy. makes all other engines very ordinary.”

The new R1 offers a new of engine sensation from a inline-four. A sensation that was sensually pleasing and a functional on the street.

MD Readers Respond:

I with a few observations by another firing order provided by is a little poorly worded but enough to understand. 270 degrees of rotation between the first 2 firing (270, or -90, 180), another 270 between the 2 (180 plus 90), 90 degrees (90 to 180) then 90 (180 to 270, back we started). An uneven firing for sure.

Engine braking is a result of vacuum created by closing the on the throttle bodies. This is why engines do not exhibit engine the throttle bodies do not have the accelerator on a diesel engine the amount of fuel injected the cylinder, not the air charge.

While a flywheel effect will increase the engine braking by closing the throttle with the engaged (the kinetic the manifold vacuum is opposing, the sum of the reciprocating mass plus the of the motorcycle and rider in motion, be slightly less in an engine less flywheel effect), the ability of the engine to spin up will decrease the amount of braking available when and dropping the clutch, like entering a turn. That a matter of perspective.

As for the cross crank having anything to do the power horsepower and torque of the engine, I have to side Thomas on this one. I see a heavy engine that is 10 to 15 HP on the class leaders (in engine anyway). That tuning is from the cam timing, port valve size, compression bore and …, etc. and just as easily be achieved a 180 degree crank… remember the GSXR1000?

The alleged advantage of the plane crank (besides the cool exhaust note) is the grip provided by offering the tire brief intervals to grip with the road between power pulses, like that offered by the and punctuated power pulses of a Joe

Those high pipes have got to go! They raise the Cg. the “Polar moment of inertia” and any luggage capacity or passenger

Why bother with passenger when the back seat is over mufflers heated by exhaust fumes? They the catalyst at 900 degrees F. Hot buns fun!High pipes began in the 90′s with Ducati’s 916. Those days are Drop the weight, drop the Cg.

those long pipes and mufflers Yamaha. This is about performance, not fashion.

I’d just like to add my comments to R1 review..as an 09 Owner and

MSF/ Total control instructor..whew…. bike is one of

the most satisfying I’ve ever ridden! a joy on the street

and a no holds bared pedigree. Yes it can get hot..but thats a set

of away from being One thing you didn’t cover in

review— this Liter Rocks for 2 up riding…! the better

end power and almost non existent braking make it a thrill

for 2 up enjoyment….its just missing handles built into

the like the Ducati GP bike.

Is it the powerful? no…. Is it the lightest? you’d be

pressed to tell. similar to my ole’ 95 cbr900rr on

in….best handling. well its is firmer than

previous excellent brakes too… its all of things and

more. if you’ve watched Rossi’s Camera on his during a MOTO

GP race you the sound…. the sound is incredible…almost

V8 with headers roaring now you can hear it for yourself,

it really you feel like a bad … of these things combine

to this a bike a blast to Chris

Your information on the R1 engine is correct, 270-180-90-180, being the key word. Wilson

humble for not knowing better to try and use my keyboard

before getting my quota of caffeine, I thought I try to

sort out the business of firing vs. firing intervals in regards

to the

In a conventional in line four-cylinder the two pistons in the

middle move as and ditto for the two at the ends. The crankpins

for 1 and 4 are angularly co-located, and the other two

in the middle, are similarly together and 180

opposite of crankpins 1 and 4. Cylinders 2 and 3 fire either 360

degrees or else in unison, and ditto for 1 and 4.

Assuming that no two cylinders in unison, it is apparent that the

must be uniformly spaced at 180 and it is also

On Yamaha’s web site, refer in at least one place to the

270-180-90-180 as a “firing order”. is not a good way to

describe this of numbers, because this says nothing

about the in which the individual cylinders My confusion

was partly due to having this on their site, morning.

Elsewhere on the same of their site they this as the

“firing interval”, is a far better way to describe this

With a conventional in-line this sequence of numbers

be simply 180-180-180-180.

According to sources of information, to include a clip

that could have come from the firing order that

uses for the crossplane engine is This is a valid firing

order for a crankshaft where crankpin is separated from its

crankpins by 90 degrees, but only if the and

extended firing intervals are To satisfy both this

order and the firing interval it is necessary that the

two crankpins at the of the crank lie in one plane, 180 degrees

from each other, and the two crankpins in the middle lie in

another 180 degrees apart from other, with these two

intersecting at 90 degrees. I am certain this is correct,

and it is distinct the supposed arrangement where, from

Yamaha YZF-R1 WSB
Yamaha YZF-R1 WSB

one end of the crank to the other, the are successively

staged at 90 degree

It is interesting to note that the net so far as concerns the

firing intervals, is to cause an in-line four to a

90-degree V4, which has the same spacing in the firing

intervals. It is interesting to note how Yamaha and

two companies that so often to be of one mind, have diverged in

thinking. Honda’s new V4, that is to be officially

revealed in the coming is reportedly like no other V4 has

come before, in that the two cylinders will form one of

the V, and the two outer cylinders will the other side. Or so it

has been and it seems highly unlikely even MCN would

make up like this. Thomas

got a comparo for you. Something something new. Say the 03

ZX9, you loved and most didn’t, or a some current liter

I mean on the track too, as as the real world. I don’t

these things but I have odd idea that all the impressive

improvements in this class add up to nothing in any

practical sense. Bob

I your site, and it is the first I go each day.You bike are always well written and to read. One thing that be very interesting to get your on, is the general comfort level of the at street pace. Specifically, the the bar height, how your neck wrists etc. in relation to your height and weight.

real world opinion not found in the moto mags is what sets you apart. for the consideration – Matt

This was interesting to read, not so much of the information, but for a very different starters: “A very light return spring (compared to the coupled with a very flywheel effect allows the R1 to rev and, at the same time, little engine braking. The fuel injection seemed on across the tach.”

Engine braking is due to internal friction. A lighter flywheel have some effect, but it be the opposite of what is claimed But for the most part, variations in braking, when not due to differences in friction, are due to fuel management, when fuel injection is and particularly when the throttle is by the ECU.

In this case, detecting that the user is closing the twist grip, the ECU may reduce fuel and air to the level for the engine to idle, which be felt as pronounced engine If the R1 was observed to exhibit less braking, it was likely due to greater built into the fuel algorithm, and I would anticipate this would be linked to the rider-selectable throttle response

“What this means is, in a 180 crankshaft, each connecting rod is one half of a crankshaft revolution the next, on the 90 degree unit, connecting rod is one quarter of a revolution the next. ”

Can you say, “crank

“The firing order has been revised to accommodate the and now fires in uneven intervals of degrees.”

This says cylinders 2 and 4 fire in unison, requires that the crank for those two cylinders share the position, which clearly is not with the crossplane crankshaft. it is stated plainly and nicely the engine gets smooth at rpm, it is to be assumed that the occur at uniform intervals, every 180 degrees.

My mental of a crossplane crankshaft is where two throws that are spaced 180 apart from each are not adjacent, i.e. 1 and 3 are 180 degrees and 2 and 4 are 180 degrees apart. If this is then the firing of 1 and 3 would be 360 apart, and the firing of 2 and 4 would be 360 apart. Thus, the correct order would be something 0,180,360,540, etc.

The firing you gave makes no sense It suggests that all four fire within the first 360 of crank rotation, with no firing during the remaining 360 required for all cylinders to complete one

Now, it goes without that you just copied from Yamaha’s marketing Even if that weren’t on their web site, you shouldn’t just copied that That’s for selling bikes, not for meaningful information.

“less torque and a more linear curve”

Inertial torque must be a reference to angular momentum, but I imagine why the angular momentum of the would be altered by the crossplane What would happen, is that instead of all four coming to full stop in and transferring their kinetic to the crankshaft / transmission / bike all at once, this exchange of energy would occur as frequently and with half the each time that it

But I can’t imagine that it make any sense at all to call “inertial torque”. And no way, no how it effect the overall shape of the curve.

“These changes not intended to increase torque; were made so the existing is more useable in the lower RPM while still giving the high RPM performance of a conventional four cylinder.”

YUCH! You sound like some of the I used to hang out with, who always talking this never concerned with the that they had no clue they were talking You’re gonna write an for an on-line magazine, and still pull this stuff out of you-know-what?

By “increase torque”, do you the torque at some some engine speed, or the average or the peak torque, or what Do you even know what is? To the extent that it is characteristic of a inline four cylinder to exhibit strong high-performance, it have anything to do with the configuration per se.

At any specific engine torque is fully determined by how fuel and air are captured per individual … at that engine and power is fully determined by and by the engine speed itself. is all nothing but jabberwocky. Or as that old on “Boston Legal” would “Jibber-jabber!”

“A reverse rotating balancer was also added to unwanted vibration and aide in delivery”

What the heck is a balancer, and how can a counter-balancer possibly aid in delivery?

I still enjoyed the especially the pictures. Thomas

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


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