R1 07 Testad

[Taylor]

November 10, 2006 - Jet-lagged Jonny
It's all pretty familiar to anyone who knows the YZF range. Subtle changes to the looks have, to my eye, blended old R1s and the current R6. The feeling on the track is also familiarly 'R1', only with a bit more attitude than the previous model.
The hole in the bottom end of the power, which so many people griped about on the old bike, has pretty much been filled in. It's still a bit lacking right down the bottom of the revs, but from 5,000rpm there's a relentless amount of welly. I'm not sure if it'll match the GSX-R1000 for mid-range torque, but the rest of the power is sweet.
The new chassis was the best part for me, though. It feels sharper and more track-focused than before. It's not overly track-biased (like the R6 in comparison to its predecessor), but definitely more aggressive, easier to chuck around, and gives more feedback. There's more of a front-end bias, too, which maybe makes it more like the R1s of old. It should be a match for any of the litre bikes, and I can't wait for the group test in the spring.
We're also pleased to announce the new R1 will come with decent standard tyres at last. Pirelli Diablo Corsa tyres are now fitted instead of those shite-box OE Dunlops Yamaha has been so keen to chuck on for so many years.
For the full launch report check out the next issue of SuperBike, on sale at the end of November.

Verkar som K7 an kommer att vara snabbaste liter hojen 2007

 

[Holy Rider]

Här er en annan:

When Yamaha released an all-new R6 for the 2006 model year, not only did they give consumers the finest combination of chassis and suspension ever offered in the supersport class (see our 2006 Supersport Shootout), they gave their race team the perfect weapon with which to contest the 2006 AMA Supersport championship - a weapon Jamie Hacking wielded in dominating fashion, to clinch said championship two rounds early.

With Yamaha's recent announcement that they will return to the AMA Superbike class in 2007, combined with the pending release of the 2007 R1 (see our preview article here), the question on everyone's mind has been: can they do it again? That is, can Yamaha release an R1 whose handling and suspension blows the rest of the superbike class out of the water, just as they did in the supersport class with the 2006 R6? If so, this would give Yamaha (and their factory racers) the modern equivalent of Daisho - the matched pair of long (Katana) and short (Wakizashi) swords carried by the long-ago Samurai, and considered the ideal pairing of weapons for battle.

I just returned from the US press introduction for the 2007 R1 at Mazda Raceway Laguna Seca near Monterey, California (site of the USGP), where I had the chance to spin approximately 40 laps aboard Yamaha's all-new liter-class machine. While a more complete 'First Ride' impression will have to wait for a few days (we're still waiting to receive photos from the event), I wanted to give eager readers a quick impression of how the bike felt.

Improvements to the chassis (concentrating on the concept of 'tuned flex', where some areas are made less rigid while others are stiffened, or rigidity is made greater in one direction and lesser in another) and suspension (similar to those made to the R6 in 2006) have paid off with crisp, fluid handling - quite similar to that of the R6, in fact. The new R1 inspires confidence in every part of the corner, and the front end in particular offers such impressive feel that the rider inspired to brake later, turn in harder, and carry more corner speed than at first seems possible. While the R1 obviously has a somewhat heavier feel than the R6, it feels light for a literbike, particularly during direction changes - the minor weight gain over the previous model is entirely unnoticeable to the rider.

Yamaha engineers faced competing challenges in designing the new R1 motor - as with every redesign, they were expected to build a mill more powerful than that of the previous generation bike, but at the same time, the 2007 model needed to run much cleaner in order to conform to strict new emissions standards. To overcome these obstacles, Yamaha has abandoned their traditional five-valve per cylinder design in favor of a more mainstream four-valve setup, which allowed a significantly higher compression ratio. These changes, along with the new variable (two-stage) intake-tract system (which switches the length of the intake tract at a preset RPM), helped the new R1 make a claimed 5 more peak horsepower than the outgoing model, while at the same time producing significantly more mid-range power and torque - an area where the previous R1 was generally considered to be weak.

'Weak' is certainly the farthest term from your mind when describing the powerband of the 2007 R1, which delivers a very impressive mid-range in an extremely smooth and progressive manner (smooth delivery is aided by Yamaha's YCC-T 'throttle by wire'), making it surprisingly user friendly for such a powerful motorcycle. The R1 continues to pull hard all the way to redline, but unlike the previous model, the new R1 can make rapid progress even when short-shifted in a more relaxed manner.

Overall, this is one of the most user-friendly, easy-to-ride, and least intimidating liter-class bikes I've had the chance to ride. I typically dislike riding liter bikes on the track, preferring the quicker turning and friendlier power delivery of 600s. However, this is one liter bike that I enjoyed immensely, as it honestly felt a lot like a 600 in terms of handling.

The Pirelli Diablo tires worked flawlessly as well, but in the end, there's only so much power and torque you can feed into the small contact patch left by a rear tire at extreme lean angles - as I found out to my detriment when I got overly aggressive with the throttle exiting Laguna Seca's Turn 3 . . . paying a visit to the gravel trap. Of course, the crash was entirely a result of rider error, and if I hadn't broken my thumb, I would have been right back out on the new R1 - a literbike that still demands respect, but is more rider-friendly than ever.

 

[Swedie]

Låter som R1an blivit klart bättre. 1 månad kvar tills min anländer...

Inte bra merit o vurpa under ett test. Undra om de blir ersättningsskyldiga?

 

[Taylor]

O lite till!

The 2007 bike appears to be a different kettle of fish. While I don't doubt that Yamaha's level of effort and research is still as high as it ever was, I do think that they're working on areas we don't really notice as the end-consumer.

This bike beats the emissions regs while adding 5bhp to the peak figure. I can tell you that the two-position variable inlet system works too, it's a tiny wee bit better at 4000rpm than the '06 bike. But then, the '98 or 2000 would beat them both up to 7,000rpm I'd bet.

So no big surprises, but a lot of detail changes and probably a better circuit package as a result. The weigh gain from the second catalyser is slight thanks to the addition of lighter forged parts such as the lower triple clamp.

 

[Gottis]

2606353 Låter som R1an blivit klart bättre. 1 månad kvar tills min anländer...

Inte bra merit o vurpa under ett test. Undra om de blir ersättningsskyldiga?

fråga en viss kille på bike som skrotade en zx10:a på första testet

 

[DR-Zätare]

2606353 Låter som R1an blivit klart bättre. 1 månad kvar tills min anländer...

Inte bra merit o vurpa under ett test. Undra om de blir ersättningsskyldiga?

Det brukar väl skrotas en par hojar vid varje pressvisning? Är det inte engelska Fast Bikes som kategoriskt brukar skrota hojar vid så gott som varje pressvisning? Riktigt spännande blir det ju när de får testa MotoGP-hojar och lägger omkull en sådan med tanke på att kåporna på ena sidan förmodligen kostar mer än en R1 -07. Det var väl någon som var omkull med ZX-RR ifjol på pressvisningen?

Jag kan ju tänka mig hur det går till på de där testerna med 30 killar mellan 20-35 år som alla tycker att de är bra på att köra och minsann ska visa de andra killarna hur snabba de är. På bana dessutom.

Förmodligen får de väl betala något slags självrisk om de skrotar en hoj, jag tror inte de behöver betala hela hojen. Risken är ju ganska stor att de skulle lacka ur och skriva ned hojen om de måste betala en massa pengar för den. Sedan skulle väl något märke börja erbjuda provkörningar där de inte behöver ersätta skrotade hojar och plötsligt skulle det märket få väldigt bra recensioner.

Jag tror det är mycket mer givande och tagande bakom vilka tidningar som bjuds in till provkörningar och inte. Hade de sågat R6:an ifjol står de säkert inte på gästlistan för att köra R1:an i år på pressvisningarna.

Fan vad härligt att den obligatoriska tusenkubiksklyschan #1 finns med även i detta test: "However, this is one liter bike that I enjoyed immensely, as it honestly felt a lot like a 600 in terms of handling."

 

[avfartsgatan]

Någon som hört nåt om effekt och vikt? Läste någonstans att den skulle ha 189 hk, låter mycket. Är det utan luffarturbo? Blir ju typ 200 hk med luffaren i så fall.

 

[sweden]

 

[DR-Zätare]

2606541 Någon som hört nåt om effekt och vikt? Läste någonstans att den skulle ha 189 hk, låter mycket. Är det utan luffarturbo? Blir ju typ 200 hk med luffaren i så fall.

189hk är uppgiven effekt med trycksatt luftburk, det vill säga det är den maximala effekten. Jag kommer inte ihåg vad de sa att den skulle ha utan trycksatt luftburk.

 

[Taylor]

Ja sant DR!! känns som en 600cc den har man ju inte hört förut

Tydligen skall K7:an också lagt på sig 6kg men så har den istället fått

12 hk tillskott istället för 5hk som R1 har fått