Yamaha's epic new R1 is the one-man hand-winner of the 1000cc superbike track test. He easily fought the race, but it must be said about the show that it takes time for the glow of R1. This is Yamaha's unique MotoGP-inspired rotary engine with irregular firing intervals. There are as many others as anyone else, unless Valentino Rossi and others had ridden earlier, take time to float all over.
When a Bruce Dunn road tester shortly made a straight line performance test on the test strip, he did not jump. When I was riding in France against the cleaner Fireblade I was initially convinced that it was not as good as Honda. There were already magazine articles that said it was all hype.
But all these opinions come from the lack of quality time in the saddle. The more you travel to the R, the more you fall in love with the incredibly vibe-free engine, the smooth and smooth power output, the YZR-M1 quick cleaner motorcycle, and the ability to get into the gas chamber sooner than you think. Jump off the R1 and the other four-cylinder 1000s and do not have Yamaha fast at a fast pace as you pick up the gas from the corner. They're all a little leaky and fun. All of us in this test were R, including James Haydon, who was almost speechless after riding. In 2004, Yamaha Rossi handed a crashed drive and an irregular shot to turn the corners as fast as possible. The same applies to the new R. It's like an electric motor in the big red Deltabox case, not a big four-cylinder internal combustion engine. Unlike the others, the engine does not try to overthrow the chassis and pump the tire firmly, which is unstable. This only fits on the rear tire, so sooner or later it can be easier to reach the middle of the corner.
You almost have to use R as a twin with the grinding and not the speed, so we can put a lot of corners in Cartagena at higher speed than the Blade, which makes Yamaha less agitated for fast marching. Ironically, the slower corners should be taken first, as it has a very tall lower gear.
THE ROLLS DO NOT FAZA IT: The R is the easiest ride on worn tires on all bikes. You may feel the exact moment when the tire begins to lose adhesion and control it. When the ZX-1oR goes, it snaps sideways. Thanks to the many long handles of the Blade and K, they still do not offer Yamaha's majestic feel. The electronically-assisted Ducati aspiration picks up the traction control when the tire starts to rotate, which is cool but needs to wait too long for power to re-enter when R is next straight
In the absence of a crankshaft when the R1 freewheel throttle is suppressed , almost silently like a two-stroke. This keeps R stability on the road to corners and gives confidence for faster operation with greater control. But due to the lack of engine braking, R1 may "drop" slightly, especially when using the rear brake, so it must go well
ONE THREE BICYCLE ONLY: R1 is three bicycles in one: double or V4 throttle, a two-stroke down, and a four-row four high speed. This is the key to Rfs speed on the track or through corners, but none of them appears on paper, tested in the conventional way. Its strength and torque data are not particularly impressive (this is the least strong four lines) and the straight line performance resembles the race. "If you feel that this is the seat of your pants and of course it's around a song, you have to look at it at a glance.
ZX has 53bhp performance but is still a second slower than Ri. And Yamaha is two and a half seconds faster than the newer K9, which is almost a second faster than the Ducati u98S – with full Ohlins suspension and towing control
It's hard to see how the race will catch up in the future. -1oR proves that the bushing of a large bhp on a bicycle does not make a fast pace from A to B. Ducati shows that the suspension of the high shelf, a large engine and an advanced electronics can not completely close the gap Ri. The Yamaha-styled "come out of the box" will think of catching R1.
While the engine dominates the R1, it is also beautifully handled – after being properly set up on the track. the nose – by removing the frontal loading, by adding more backs and by attenuating the attenuation at both ends – and floating around "a". The quick circle is easy. The suspension is plush, gives a lot of feeling, and the flop-flop foals can be easily worn. Brakes have more feelings and strength than any R1 I have ever rode, and due to the lack of engine power and useful power, R1 is as fast and light as a computer game.
This does not mean that Yamaha is not fun and engaging. The screaming four-cylinder Blade or ZXs will surely get to the juices, but there is nothing more fun than reducing the riders to the chic in the mirror as they get out of the corners and pull a huge gap. Here in Cartagena there were many red-faced slick-shod racing cyclists who asked what the devil was the bronze bicycle with a dial, indicators and mirrors running beside him. Yamaha has introduced its transverse rotary engine and MotoGP has unusual fuel systems; Ben Spies proved to work at the WSB and split the 1000cc superbikes shootout. Here's a bike that is so full of contradictions, and anything other than anything there, but just as damn good. The most impressive way for our R1 was only 322 km in the hour when we tested that the engine was still tight
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