GorG
09-09-2008, 03:31 PM
2009 Yamaha R1 revealed with big bang engine
http://hellforleathermagazine.com/images/2009_Yamaha_R1-1.jpg
The 2009 Yamaha R1 has been officially unveiled by Yamaha, and as we predicted, it has a Yamaha M1-like big bang firing order. The first time a big bang engine has been used on a production bike, Yamaha is calling it “Crossplane Technology” and it puts each connecting rod 90º from the next, meaning the cylinders fire at 270°- 180°- 90°- 180°. This spreads out the power pulses to the rear tire, allowing it to regain traction in between each pulse. The result is more usable traction under large throttle openings, meaning riders will be able to accelerate out of corner earlier and harder. While the rest of the machine appears fairly conventional, that couldn’t be farther from the truth.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-3.jpg
The first thing you’ll notice about the new R1 will be the round projector beam headlamps set into openings that mimic the traditional R1 shape. This is more than just styling however, the headlight opening incorporate the forced air intakes. The designers also included retractable eyelids to differentiate between dip and full beam. Basically, a plastic cover conceals part of the beam when dipped, and retracts to fully reveal when the high beam is needed. Despite the huge, ugly underseat exhausts —necessitated by draconian emissions and sound regulations in Europe — Yamaha claims better mass centralization, largely made possible by the sexy magnesium rear subframe.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-7.jpg
The aluminum Deltabox frame is also all new, using a combination of gravity cast, die cast and stamped components for the lightest possible weight. The engine is also a stressed member. Yamaha claims and ideal mix of rigidity, flex and low weight. A Honda-like electronic steer damper, that varies the degree of damping depending on speed, serves to keep the whole thing pointed forward.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-5.jpg
As with the previous R1 and the 2008 Yamaha R6, ride-by-wire Yamaha Chip Control Thottle and Chip Control Intake are also present, smoothing out your inputs and optimizing power and torque. There’s also Suzuki-like variable engine mapping, which allows you to switch through three different ranges of power delivery and throttle sensitivity settings.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-2.jpg
Yamaha has switched to quoting a wet instead of dry weight. So we can’t yet compare old and new models. But at 206kg (454lb) wet, it should only gain less than 1% overall.
ALL NEW FOR 2009
* * In the supersport liter class, there’s always lots of talk about power. You expect that. What you wouldn’t have expected – until now – is a radically superior way to deliver that power. Introducing the 2009 YZF-R1, the first ever production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP racing with the M1, puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. This all but eliminates undesirable inertial crankshaft torque, which allows the engine’s compression torque to build smoothly and provide a very linear power delivery out of the corners. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high-rpm power of an inline 4. In fact, the new YZF-R1 is not a continuation of existing supersport development; it is breakthrough technology that represents a paradigm shift in both technology and performance.
* * This next-generation R1 keeps all the technological superiorities developed for its predecessor: YCC-T (Yamaha Chip Controlled Throttle) is MotoGP inspired fly-by-wire technology used to deliver instant throttle response. YCC-I is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.
* * The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp response for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.
* * In keeping with this machine’s exceptional cornering ability and crisp handling, the all new aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is now lightweight CF die-cast magnesium, contributing the optimum mass centralization. Suspension includes new SOQI front forks which use one of the tricks developed for our winning MotoGP bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts new bottom linkage for optimum suspension characteristics. Want even more? For the first time, R1 comes standard with an electronic steering damper.
* * All new bodywork does more than add break-away-from-the- crowd styling. Completely new, the new model has a more serious, less busy look. The side fairing is smoother for a sleeker appearance. And, instead of the usual four bulb headlight design, the ’09 model now has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are new and unique to the supersport industry.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-1.jpg
The 2009 Yamaha R1 has been officially unveiled by Yamaha, and as we predicted, it has a Yamaha M1-like big bang firing order. The first time a big bang engine has been used on a production bike, Yamaha is calling it “Crossplane Technology” and it puts each connecting rod 90º from the next, meaning the cylinders fire at 270°- 180°- 90°- 180°. This spreads out the power pulses to the rear tire, allowing it to regain traction in between each pulse. The result is more usable traction under large throttle openings, meaning riders will be able to accelerate out of corner earlier and harder. While the rest of the machine appears fairly conventional, that couldn’t be farther from the truth.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-3.jpg
The first thing you’ll notice about the new R1 will be the round projector beam headlamps set into openings that mimic the traditional R1 shape. This is more than just styling however, the headlight opening incorporate the forced air intakes. The designers also included retractable eyelids to differentiate between dip and full beam. Basically, a plastic cover conceals part of the beam when dipped, and retracts to fully reveal when the high beam is needed. Despite the huge, ugly underseat exhausts —necessitated by draconian emissions and sound regulations in Europe — Yamaha claims better mass centralization, largely made possible by the sexy magnesium rear subframe.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-7.jpg
The aluminum Deltabox frame is also all new, using a combination of gravity cast, die cast and stamped components for the lightest possible weight. The engine is also a stressed member. Yamaha claims and ideal mix of rigidity, flex and low weight. A Honda-like electronic steer damper, that varies the degree of damping depending on speed, serves to keep the whole thing pointed forward.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-5.jpg
As with the previous R1 and the 2008 Yamaha R6, ride-by-wire Yamaha Chip Control Thottle and Chip Control Intake are also present, smoothing out your inputs and optimizing power and torque. There’s also Suzuki-like variable engine mapping, which allows you to switch through three different ranges of power delivery and throttle sensitivity settings.
http://hellforleathermagazine.com/images/2009_Yamaha_R1-2.jpg
Yamaha has switched to quoting a wet instead of dry weight. So we can’t yet compare old and new models. But at 206kg (454lb) wet, it should only gain less than 1% overall.
ALL NEW FOR 2009
* * In the supersport liter class, there’s always lots of talk about power. You expect that. What you wouldn’t have expected – until now – is a radically superior way to deliver that power. Introducing the 2009 YZF-R1, the first ever production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP racing with the M1, puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. This all but eliminates undesirable inertial crankshaft torque, which allows the engine’s compression torque to build smoothly and provide a very linear power delivery out of the corners. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high-rpm power of an inline 4. In fact, the new YZF-R1 is not a continuation of existing supersport development; it is breakthrough technology that represents a paradigm shift in both technology and performance.
* * This next-generation R1 keeps all the technological superiorities developed for its predecessor: YCC-T (Yamaha Chip Controlled Throttle) is MotoGP inspired fly-by-wire technology used to deliver instant throttle response. YCC-I is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.
* * The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp response for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.
* * In keeping with this machine’s exceptional cornering ability and crisp handling, the all new aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is now lightweight CF die-cast magnesium, contributing the optimum mass centralization. Suspension includes new SOQI front forks which use one of the tricks developed for our winning MotoGP bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts new bottom linkage for optimum suspension characteristics. Want even more? For the first time, R1 comes standard with an electronic steering damper.
* * All new bodywork does more than add break-away-from-the- crowd styling. Completely new, the new model has a more serious, less busy look. The side fairing is smoother for a sleeker appearance. And, instead of the usual four bulb headlight design, the ’09 model now has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are new and unique to the supersport industry.