First Ride: 2002 Yamaha YZF-R1
Jin Sato Bai!
Anyway, I was lost as hell and didn't speak the language, but had a vague idea that the coast (del Mar) probably had to be in a general downhill direction, and so had an entertaining time all morning taking wrong turns, passing the German contingent, who were also lost, and waving them on as if I knew where I was going, speeding up and ducking down alleys out of their sight, then backtracking the right way. The Germans will follow anybody who appears to know where he's going. Of less historical significance is the fact that you can ride around on this bike for a long time with none of the sort of impatient discomfort you experience on things like a Ducati 998.Eventually, I stumbled into the lunch stop first. Over various crustaceans, Oliver and I resumed our conversation as to why there are so few people with Big Asses in Europe. Because they walk a lot more? Because there are no Taco Bells? It's a mystery and an interesting one to speculate upon over lunch at a nice Mediterranean seaside restaurant. I also asked Kazu Koike-san whose idea the vacuum slide fuel injectors were? These things work great on the track, but on the road is where you even more appreciate the bike's amazingly smooth, linear power output. "Right, we knew we would do fuel injection," Koike said, "but the whole time I was thinking carburetors." Which, if you've ever ridden a perfectly carbureted bike, makes perfect sense. The R1 leans hard into harness, but always smoothly.
In the afternoon we followed Yamaha's directions and came upon the amazing twisty coastal mountain route between del Mars Lloret and Tossa, a saucy wench of a road upon which you could just leave the R1 in third gear and blaze trail, or shift down to second in the corners and wheelie maniacally down the ensuing straights for even greater entertainment, which is nice since I was never any good at wheelies before. Truly, I can't remember the last time I had more fun on a motorcycle. Wait, I can: the times on the straights that morning when we'd clutch the R1 vertical in second at 60-70 mph. Though it's still down a tad on power to last year's Open-class beast GSX-R1000, the R1's less peaky delivery seems to blast it out of the type of corner found on the street even harder. Less oversquare of engine than the others, the Yamaha seems to fill its cylinders even better at 4000 and 5000 rpm, and on the street the chassis and tires constantly complement each other -- the rear Dunlop spinning just enough at each of those second-gear exits to rocket the engine into the meat of the powerband -- and there goes the front end again when it hooks up, no clutching needed.
On the street, their intended venue, the D208 Dunlops are fine, neutral steering and happy to turn with the brakes on, off, or any combination thereof.
New and ImprovedAt this point, a gentle segue into what's better. Where to begin? The fuel injection seems to make the thing run smoother as well as harder. Throttle bodies are 40mm, with a single injector in each squirting into intake tracts fully 30mm shorter. A new coating with more silicon content lines the cylinders. Shifting is improved, thanks to the new shift cam having been blasted with friction-reducing particles of tin and a longer shifter shaft. A new oil level warning system takes into account oil temperature and engine speed, and won't turn on the oil light all the time as a result. Speaking of lights, the highly visible and programmable shift light atop the tach is cool and will take time off your laps come track day. Max power -- 152 claimed horses -- is claimed at 10,000 rpm (that's 4 horses, 500 rpm higher than before), but you can turn the engine to nearly 12 thousand if you need to stretch it into a corner. A new airbox draws breath from the front of the airbox instead of the rear -- 9 degree cooler air therefore enters the engine, Yamaha says.
Other items of note:
Chassisfork tubes have grown from 41 to 43mm, with 1.75mm walls instead of 2mm ones for decreased weight rebound side of the fork stroke is now 120mm instead of 135mm Soqi rear shock uses different linkage but same lever ratios as before rear preload adjustment collar is a very nice and easy to reach aluminium alloy casting the rear brake has shrunk from 245 to 220mm, with a two-piston slide-type caliper atop the axle a la R6 the front wheel is 96g lighter, the rear 176g lighter-about 0.4 pound clip-ons are one-piece, forged
iridium spark plugs, with superfine center electrodes new, rare-earth magnet flywheel is lighter and increases output from 365 watts to 490 exhaust valves are 2 grams lighter each piston rings are new, to work with the reformulated and more durable cylinder coating the oil sight glass is bigger for better visibility gear ratios are unchanged, but sixth gear's engagement dogs are improved for "proper alignment" a new oil pan holds 200cc more, and a new oil level warning system eliminates false alarms a new oil cooler gives 25 percent more cooling capacity a new radiator fan gives 20 percent more cooling capacity self diagnostics are viewable through the instrument panel header pipes are now titanium stacking cylinders one and four headers atop cylinders three and four as they feed into the new EXUP valve, provides greater cornering clearance new, stainless EXUP is 1.1 pounds lighter the new EXUP motor works quicker, and self-compensates for misadjusted EXUP cables the muffler is titanium, with a three-way catalyst which meets US and Euro emissions standards air filter is a pleated, non-cleanable, wet element In the end, I can't remember the phrase the engineers used -- a Nichi Bani or whatever -- but it means man and horse united as one, which takes me back to rather unpleasant barnyard memories, but that's just me. The R1 remains the beast it was before, but a more civilized one now, sort of in the Honda idiom -- which is fine with me -- smoother, more refined, with a beautifully put-together, of-a-piece look Bimota would've been proud of not many years ago. The GSX-R might be a tick faster, the Honda may be a smidge lighter -- wouldn't be prudent to speculate at this juncture really -- but this R1 seems to have the best attributes of all of them and it's a comfortable streetbike to boot. It's hard to picture how any sportbike aficionado could be disappointed with this one. Absolutely brilliant. It'll be impossible for Yamaha to improve upon it. Really.