YZF-R1 2009THE BARK IS BAD. THE BITE IS BADDER.Since the original YZF-R1 was released into an awe-struck marketplace, Yamaha’s flagship 1000cc model has established a reputation as being one of the most innovative and exciting motorcycles in the large-capacity supersport class. For 2009 that outstanding reputation is sure to be further reinforced. Featuring an all-new 998cc engine whose design, feel and character has been influenced by Rossi’s championship winning M1, the new high-tech R1 powerplant is closely linked to our Moto GP bike. In fact the 2009 model R1 engine has benefited from more Moto GP developed technology than any other in its long and prestigious history. In addition, the completely redesigned aluminium Deltabox chassis and aggressive new styling, give the new-generation YZF-R1 a radical new look and bring innovative technology to the class. In the same way that the original YZF-R1 threw the rule book out of the window, this revolutionary new model sets a new benchmark for the super-competitive 1000cc supersport category. Crossplane crankshaft engine for purer torque output Rather than look exclusively to additional electronic aids to further enhance the new YZF-R1’s performance and controllability, Yamaha’s engineers have opted for a mechanical solution. The defining and most influential feature of the new YZF-R1 is the use of an innovative new 998cc engine which has been developed from our winning YZR-M1 Moto GP design. Undoubtedly the single most significant piece of technology to be seen on this compact new high-performance engine is its race-developed crossplane crankshaft, which delivers outstandingly pure torque characteristics and high levels of traction. Indeed, the new engine’s linear and controllable torque characteristics are the very essence of this radical new generation YZF-R1. Uneven firing interval for new levels of feel and traction The new engine’s uneven 270° - 180° - 90° - 180° firing interval creates a whole new feel to the inline 4-cylinder engine, giving the new YZF-R1 rider a more precise and immediate feeling of control over the torque output levels. In addition, the new engine’s linear torque delivery gives rise to a confidence-inspiring sensation that makes each throttle input, however subtle, feel as though it is transmitted directly to the rear tyre. The result of this rider-responsive torque is an enormously capable 1000cc supersport motorcycle that is designed to deliver previously unattainable levels of traction for unrivalled cornering performance. To accentuate the performance gains of the new crossplane crankshaft engine, we have also developed a new short-wheelbase aluminium Deltabox chassis and optimised the front and rear suspension systems. And the radical and aggressive new styling emphasises the new YZF-R1’s concentration of mass. Newly-designed inline 4-cylinder engine This remarkable new 998cc liquid-cooled inline 4-cylinder 4-valve engine features bore x stroke dimensions of 78.0 mm x 52.2 mm, giving an extremely short stroke layout, together with the largest bore dimensions ever used on a Yamaha 1000cc supersport engine. In association with the short stroke and big bore, a high compression ratio of 12.7:1 is featured, which contributes to the new engine’s impressive power output of 182 PS at 12,500 rpm, and a torque output of 115.5 Nm (11.8 kg-m) at 10,000 rpm with natural aspiration. Crossplane crankshaft with uneven firing interval for linear throttle control Undoubtedly the most significant change for 2009 is the use of an all-new crossplane crankshaft which is based on the advanced race-bred technology that was originally developed for the Yamaha YZR-M1 MotoGP racing machine. This new crossplane crankshaft has been introduced in order to enable the new engine to produce more linear torque characteristics, together with more accurate and linear throttle control (see sidebar on right for explanation). The new engine’s linear power characteristics deliver a 1:1 relationship between the rider’s throttle input and the engine’s output to the rear tyre, and it is this crucial aspect of the new bike’s character that allows the rider to experience a new of level of cornering performance, together with outstanding traction when entering the mid-section of a corner, and also when accelerating out of a bend. Another feature of the crossplane crankshaft with uneven firing interval is the very special exhaust note that this layout produces, and the new 2009 YZF-R1 engine note has much in common with the YZR-M1 racing machine. Newly-developed forged aluminium pistons The new YZF-R1 is equipped with lightweight forged aluminium pistons which have been manufactured using the same process as the 2008 YZF-R1. During the special forging process, the aluminium alloy is not actually melted, but is only heated to the temperature where it can be shaped under pressure in the forge. This system allows the aluminium to retain more of the original strength of the metallurgic matrix, which enables our engineers to specify a lighter piston design, thereby reducing reciprocating weight and enhancing throttle response. Closed-deck ceramic-composite plated cylinder The new lightweight ceramic-composite plated cylinder provides excellent heat dissipation together with an outstanding rigidity balance. This new short-stroke cylinder features a closed-deck design in which the coolant passages do not pass from the cylinder into the cylinder head, and this makes for high levels of reliability in this type of high compression inline 4-cylinder engine. The new short-stroke engine also benefits from shorter cylinder stud bolts which gives a weight reduction, and at the same time helps reduce overall engine height to give compact overall dimensions. Fracture split (FS) carburised con rods The new 2009 model YZF-R1 is equipped with fracture-split (FS) carburised con rods, a system that has been used successfully by Yamaha since the 2004 model YZF-R1. The two halves of each fracture-spit big end ring are re-assembled along the same fracture lines, and this makes for a stronger and more perfectly round big end, giving outstanding performance and reliability. Optimised large-diameter crank journal and flywheel mass The all-new YZF-R1 engine design is equipped with a larger 36 mm crank journal (compared to 32 mm diameter on the 2008 model YZF-R1) which is designed to handle the new power and torque characteristics of the crossplane crankshaft. YCC-I (Yamaha Chip Controlled Intake) The YCC-I system features electronically-controlled intake funnels whose length can be varied to suit the prevailing engine speed in order to provide good intake pulsation. At low to mid engine speeds the long and short funnels operate as a single connected unit, but when the engine speed exceeds 9400 rpm the YCC-I on the new YZF-R1 engine automatically separates the lower funnel and upper funnel by means of an electronically-controlled servomotor. By varying intake length to suit engine rpm, the YCC-I system enables the new YZF-R1 engine to operate more effectively across the rpm band, and the funnel separation process is so smooth that the rider is unaware it has happened. YCC-T (Yamaha Chip Controlled Throttle) The advanced YCC-T electronic throttle system delivers outstanding controllability at all speeds, and helps to prevent any hesitation caused by an excessive fuel/air supply when the throttle is opened suddenly. The system adjusts the throttle valve opening via a servomotor at intervals of 1/100th of a second. By constantly calculating and adjusting the optimal throttle opening and intake air volume to match the prevailing engine running conditions, the YCC-T consistently ensures that the new YZF-R1 engine produces an optimum drive torque curve – and the ignition timing is mapped separately for each cylinder in order to ensure efficient combustion processes. Fuel injection system with secondary injector The YCC-T operates a highly-efficient twin injector type fuel injection system which is designed to deliver outstanding throttle response and remarkable performance at all riding speeds. This twin injector system features a main injector together with a secondary injector, which is situated at the upper edge of the funnel. The secondary injector comes into operation in the engine’s mid to high-speed range to complement the main injector, and this design ensures remarkable response and outstanding acceleration and performance. D-mode Map For the first time on a Yamaha supersport model, the new YZF-R1 is equipped with a D-mode Map which works in association with the YCC-T (Yamaha Chip Controlled Throttle) and allows the rider to select a performance profile to match their requirements. The D-mode Map consist of three modes which are: Standard mode; A mode; and B mode; and the rider can choose which mode is best suited to the prevailing riding conditions by operating a switch on the handlebars. Standard mode is mapped to give optimum all-round performance, while the A mode delivers sharper engine response, and the B mode gives a gentler response to the rider’s throttle inputs. Redesigned forced air intake The YZF-R1’s redesigned forced air intake system utilises the natural airflow to increase the pressure of the air in the airbox, and this ensures increased levels of power at higher speeds for outstanding performance. This system takes air in through the front cowl, and channels it via the left and right sides of the new frame, directly into the airbox. For 2009 the YZF-R1’s forced air intake system incorporates special new side branches which reduce intake noise. Slipper clutch For even more stable handling performance when decelerating during quick downshifting, the 2009 YZF-R1 is equipped with a slipper clutch. This clutch features a mechanism that adjusts clutch spring load when excessive torque is transferred from the rear wheel to the crank when the rider changes down through the transmission. By controlling excessive engine braking forces, this system enhances overall controllability. 4-2-1-2 exhaust and twin up-slanted mufflers In order to ensure an effective exhaust pulsation to complement the new engine’s crossplane crankshaft, an all-new exhaust system is fitted, in which the exhaust pipes for the 1st and 4th cylinders and for the 2nd and 3rd cylinders are brought together in a 4-2-1-2 layout. This high performance system features a 3-way catalyser positioned at the point where the four exhaust pipes meet, and outstanding environmental performance is ensured by an O2 sensor linked to the ECU which constantly adjusts the fuel/air mix in order to minimise harmful emissions. The stylish triangular-shaped mufflers emit a sharp, gutsy exhaust note which complements the unique pulse created by the asymmetric firing sequence of the new crossplane crankshaft. The triangular design also contributes to the tighter and more compact body design of the all-new YZF-R1, while at the same time giving the bike’s rear end a sharp new look.
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