Yamaha R1
But first, I'll go to 1998. I confess, we did not fair to you, readers: the representative of the Yamaha Delta Team did not allow us to test the notorious R1 model for several years! ? I argue that, as far as I know, as such a machine approaches its performance limit, we can give a qualified opinion. In short, we had to cross the border, but we did not go. We have only an informal experience left.
After the first year the R1s sold out, before the boxes even reached Slovenia, I met some disillusioned motorcyclists. I heard from the first owners that the R1 is a "bitch" because it is too demanding for a motorcyclist.
The question arose: who missed the title on this round? Yamaha simply adapted the first R1 to create an uncompromising, edgy, jittery, lightweight and uncomfortable bike. This was demanded by those motorcyclists who prefer racing in their free time.
Of course, when every day Hansi, Giovanni, John or our Janez relied on such a perfect tool, they found that there were too many horses and too few eggs between their legs. Shit, the Americans say in that case.
Evolution of the revolution
In short, it wasn't easy for Yamaha manufacturers. They make replica racing cars with road homologation, and they all complain that the devil is hard to drive. Then they changed something and in the second generation they cosmetically polished about one hundred and fifty parts, but R1 never became a voracious kitten. Dancing and kicking with your hands was a common argument among motorcyclists. Yamaha said that this problem can be solved with the help of Öhlins steering damper.
You know, it's good to also strengthen the muscles so that the rider is strong enough to move his own weight smoothly on the motorcycle. This moves the center of gravity and thus determines the cornering behavior of the motorcycle. However, if a motorcyclist wearily clings to the car like a sideboard to keep from slipping off the seat, the car will soon kick him into the air. ... asphalt. ... air. ... Ambulance.
This philosophy, according to which they developed the R1 update, brings a new awareness: the fusion of man and machine. Madonna, these marketing masters are really smart! This slogan reminds me of the quasi-communist ideological glimpses we witnessed not so long ago in our history.
In short, if I translate this awareness into garage language, I would write that the R1s are so civilized that they don't dry out like a mad mare. It is difficult for me to explain to you most precisely what the wizards did to make them all work so effectively.
I would like to see when we put the first, middle and last R1 in the row so that we can compare them. So we got on the racetrack very fine tuned and perfectly prepared bikes, as well as a bunch of very good mechanics, “that big” tug and technicians from the house of Dunlop. The motorcycles were shod with D208 tires, which I have no bad words about, neither from the race track nor from the road.
Racetrack first
The journalists broke some R1 in front of our group due to exaggeration and their own mistakes. This was why Yamaha was nervous as it was still wet in the morning, and overall it seemed like a busy day ahead. Then, in the middle of the day, the wind blew, the spots pointing to the slightly damp asphalt as the botanists threw us like bulls into the arena. ...
The moisture on the ground really calmed our impulsiveness a bit, but after half an hour we all remembered the hippodrome. I take the first gear for a moment - 135 km per hour, and the second, for the impression: madonna, it pulls up to 185 km per hour! I moved the lowest on the podium to third place. . at such speeds it’s not great at all, if you forget where the asphalt turns at the last moment. Despite the wetness at the end of the finish line, I read 250km/h before hitting both brakes, so at 115km/h I can drive a sharp right-and-left tarmac climb combination without jerking.
I accelerate, but R1 stays glued to the ground. The strength gradually increases up to the red field. Fear is unnecessary. In such a smooth ride, the R1 acts like an oiled sewing machine. Allow the throttle to open smoothly downhill, the tires still don't move and the suspension keeps all movement in check, even if the setting is standard. The fact that the car has a softer suspension is not bad at all in terms of humidity.
The drier path is indeed on its way. If the tire moisture was only 35 degrees in the front and 45 degrees in the rear, the Dunlop technician aimed 12 degrees more on each tire at a sharper pace. He didn't want to say how much the D208 should get hot, but the grip was excellent and the tire's message was that you could only wish it.
Above the tachometer is a headlamp of warning diodes that light up white when an upshift is required to rotate the engine. But turning the engine into a pretty red box turns out to be pointless. I see this best during very difficult corners following the finish line. After the first right-left combo, I pull the third gear in a semicircle to the right into an opaque bend. From full right tilt, I let R1 carry it to the outer edge, and when I tilt only halfway, the gas is in a red box; I turn to the fourth completely along the outer edge of the asphalt.
I accelerate to 200 km per hour, brake at the 100 m sign and go one more lower, the right turn closes in front of me very tightly, and since the road leads down into a treacherous left semicircular turn, I cannot allow Yamaha to widen the road. bend. I load the handlebars and pedals and the bike closes nicely to the inside edge. When braking, lunch returns to my throat, and I can hardly release the brake lever at the right moment, because here the bend is deflected outward.
A motorcyclist cannot even imagine more annoyance. R1 is a missed inhibition and a simultaneous sharp drop with the left tilt of digestion, as if on a knee in front of a step. But at the same moment it calms down and I continue to accelerate to the bottom of the race track. Here the speed exceeds 220 km per hour, but the car is completely quiet. Well, if anyone needs it, Yamaha comes with an Öhlins steering damper as an option.
The clutch seems to be very precise and I give it an excellent rating, which I do not claim for a gearbox; this one just gets a rating. When downshifting, I didn’t know several times if the gear was on or if the gears were left somewhere in the middle. Well, I never missed it, I just had a vague feeling back and forth.
When going from a long left turn to a long and fast right turn, I feel the boot open up on tiptoe and I kept my feet very close to the engine. Thus, the slope was very strong and still no part of the motorcycle caught on the ground. And I was still hanging on the standard 105lb suspension.
The only comment I made about the front fork is the slight shaking of the part-throttle when the mechanic would have to ask for some sort of damping “click”. But there was no more time, because after two hours of driving the flag fell. Finally, the next day we hit the road.
Comfort is
The day takes us to normal traffic. On the one hand, they chose a road that has as many as 365 turns over twenty kilometers: the asphalt winds from turn to turn, between the hill and the sea, bounded by a fence. The engine rotates mainly in second and third gears, the power increases smoothly and smoothly, so acceleration does not interfere. The entire package, made up of frame (which is 30 percent stiffer), suspension, brakes and tires, works in harmony. Braking is also not difficult, since the rear disc is cut in order to lock it later. They say they installed the engine 20mm higher in the frame to bring the center of gravity of the car and the driver closer.
The recipe is clearly good, as the R1 is left to drive politely. But don't expect good aerodynamic protection as the R1 is a compact machine with a sporty design. The rider also finds higher pedals, so there is less comfort - only - it's just racing, not traveling, so the man in the pair will have to go on very long trips.
R1 is still a car for men who love a fun life. I am convinced that you have a good business opportunity ahead of you, as prices in the neighborhood reach 12.830 euros, in our country 11.925 euros.
Represents and sells: Delta team doo, Cesta Krška szrebi 135a, (07/492 18 88), KK
Technical information
engine: liquid-cooled, in-line four, DOHC, 20 EX UP valves
Volume: 998 cm3
Hole diameter x: 74 x 58 mm
Compression: 11 8: 1
Electronic fuel injection: Mikuni
Switch: Multi-disc oil
Energy transfer: 6 gears
Maximum power: 112 kW (152 km) at 10.500 rpm
Maximum torque: 104 Nm @ 9 rpm
Suspension (front): adjustable telescopic forks USD, f 43 mm, wheel travel 120 mm
Suspension (rear): fully adjustable shock absorber, 130 mm wheel travel
Brakes (front): 2 spools f 298 mm, 4-piston caliper
Brakes (rear): disc ф 220 mm, 2-piston caliper
Tire (front): 120/70ZR17, Dunlop D208
Elastic band (ask): 190/50ZR17, Dunlop D208
Head / Ancestor Frame Angle: 240 / 103 mm
Wheelbase: 1395 mm
Seat height from ground: 820 mm
Fuel tank: 17 liters
Dry weight: 174 kg
Text: Mitya Gustinchich
Photo: Vout Meppelinck, Patrick Curte, Paul Barshon
Technical information
engine: liquid-cooled, in-line four, DOHC, 20 EX UP valves
Torque: 104,9 Nm at 8.500 rpm
Energy transfer: 6 gears
brakes: disc ф 220 mm, 2-piston caliper
Suspension: adjustable telescopic forks USD, f 43 mm, wheel travel 120 mm / fully adjustable shock absorber, wheel travel 130 mm
Fuel tank: 17 liters
Wheelbase: 1395 mm
Weight: 174 kg
