Motorcycle specifications YamahaYZF-R1 1000 Factory SUPERBIKE 2011 The Tech Armada

The R1 will kick off the 2010 season brimming with pride after winning the 2009 World Superbike Championship. Unfortunately, it will no longer be ridden by the incredibly talented Ben Spies, who has moved on to compete in MotoGP. Never mind: the two new riders on the Sterilgarda team are no slouches. The first of these gentlemen is none other than Cal Crutchlow, the 2009 Supersport World Champion. The second is James Toseland, fresh off the Tech3 team and the 2004 Superbike World Champion. There’s some heavy-hitting talent on the Yamaha.

As for the R1 Factory, there are few aesthetic changes aside from a new front fairing design. Most of the fairing showcases the Sterilgarda sponsor. On the technical side, the hypersport gains 8 hp and loses 3 kilos, while retaining its electric starter. The fuel tank is now entirely made of carbon fiber and has slightly more capacity. The lower fairing has been redesigned to reduce drag and improve heat dissipation. Cooling capacity is also enhanced by the radiator’s new shape. Finally, the new exhaust system delivers better mid-range power. Before becoming the superb machine that Tom Sykes and Ben Spies rode, the R1 underwent quite a few modifications. From the sport bike available at your dealership to the Factory version, the difference is significant. And even though regulations stipulate that Superbike machines must be based on production models, the 2009 machines have never been closer to being prototypes. Let’s take a look:

Let’s start with what’s most obvious—the R1’s fairing is entirely made of carbon fiber, as are the fenders, air intake ducts, engine guards, self-supporting seat, and airbox. The latter has been modified not only in terms of material but also in volume. Larger, it allows the 4-cylinder engine to breathe more freely. The tank positioned above is actually just a cover; the real one has been moved under the seat to optimize weight distribution. As regulations allow, it holds more fuel than the original model—over 23 liters (the FIM permits up to 24 liters). Yamaha Racing took advantage of the freed-up space to house the additional electronics for this Factory model. You can’t imagine the flood of data flowing from the multitude of sensors to the ECU. Fork compression, rear shock operation, tire temperature, exhaust gas composition, wheel rotation for traction control, intake air volume, clutch position, etc…
On the left handlebar, the classic turn signal and high-beam switches have given way to a whole array of control buttons. These allow the rider to engage launch control, activate the speed limiter for the pit lane, and adjust traction control and fuel mapping based on the track, weather, tires, and their wear. The system goes so far that settings can be adjusted by the rider or via a GPS signal based on the bike’s position on the track. The era of electronics has well and truly taken hold on the grid.

Is endlessly adding horsepower going out of style? Not really. But engine management and efficiency are assets no team can afford to ignore. Taming the fire of these beasts is no longer solely up to the riders, even if they still need a lot of guts to set fast lap times. The roar emanating from the Akrapovic titanium/carbon exhausts leaves no doubt about the vitality of the Yamaha engine; it’s a real showstopper! From 182 in the stock version, the R1 now delivers over 220 horsepower at 14,000 rpm. The redline has been raised to 15,000 rpm. A Magneti Marelli fuel injection system, along with extensive work on the camshafts, combustion chambers, and intake ducts, allows the YZF Factory to deliver this massive punch—though it still falls short of the surprising RSV4 or the understated (this year) CBR 1000. The thirty or so additional (official) horsepower required the installation of a high-capacity radiator, the price of which alone would allow you to buy a used 600.

The chassis retains only the original frame, the only component that cannot be modified. The swingarm is a model that is 15% stiffer. The all-Öhlins suspension comes from the best school there is: MotoGP. Both the fork and the shock absorber come from Dr. Rossi’s 2008 M1. The monoblock Brembo calipers are, of course, radially mounted, anchored to brackets machined from solid metal. Staübli-type quick-release fittings allow them to be swapped out in seconds. To top it off, 16.5-inch magnesium rims (light enough to lift with your pinky) complete the transformation of the R1 into a Superbike champion weighing under 160 kg. The quest for weight reduction in SBK is relentless; yet despite this, and thanks to its dramatic weight reduction, the Yamaha is the only bike on the grid equipped with… a starter motor, just like any other bike out there.

M.B - Photo credit: Yamaha Motor Europe