Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128199
Jamie James Productions Yamaha YZF-R1 What a rush, and what a surprise. I had come expecting a ferocious, firespitting monster and had been completely surprised to find a bike that could only be described as "civilized." Opening the throttle in anger produced a smooth flow of power, with no real hit anywhere in the rev range: just gobs of smooth, abundant power. It reportedly makes close to 20 more horsepower than a standard R 1. Jamie has tuned this bike to make so much midrange (read: useable) power that the top-end rush is somewhat disguised, tricking you into not noticing the added power. I had just returned from flogging the new Ducati 999 around Willow Springs raceway, and, with a claimed 123 horsepower at the crank, it was no preparation for the Jamie James Productions Rl. The engine itself is untouched below the Yamaha Racing Kit head gasket but receives special attention from Jamie above. In his early years of racing as a privateer, Jamie and long-time friend Doug Crawford performed all the mechanical work on his bikes. Their levels of preparation and mechanical abilities were a large factor in helping Jamie gain a factory ride. And, even though he did not have to build and tune his own bikes anymore, Jamie never lost his interest in this area. He starts by removing the stock engine from the donor bike's frame and takes it up to his engine-building room. Next he sends the cylinder head to Robert Reeves, of NASCAR engine-building fame, for a valve job and to be ported and polished. This step is further enhanced by Jamie's good friend John Claus, from Claus Speedworks, who kindly sent Jamie his patented Serdi valve-cutter for Robert to use during the valve job. This increases the flow and, when added to the racing head gasket and degreed cams that use Orient Express cam sprockets, helps in achieving the aforementioned healthy 34 FEBRURY 5. 2003' eye I horsepower gain. There is also an increase in compression from the racing head gasket, but that is the extent of the modifications. Jamie refuses to get any more radical with the engine, stating that he is building this bike as a "street bike" and is after drive-ability and long-term reliability. Out on the road, I found Jamie and Ken, and we moved on to a twisty section of road to shoot some pictures. This was not a joy. Picture the scene: narrow, tight, twisting uphill corner, no run off, cold tarmac, and a few fallen leaves thrown in for good measure. Next you have to ride back and forth as quickly as possible, being scrutinized by not only the owner of the machine you are doing your best to keep in one piece, but an owner who won the AMA Superbike title in 1989. As you will see from the pictures, no heroics were performed, and I am happy to say the bike made it back in one piece. This did give me a chance to think about the incredible suspension that graces this bike. Time after time I would come diving into the turn, and each time I kept twisting the throttle harder, the bike just feeling more and more comfortable. Wearing top-ofthe-line Ohlins, fork, shock and steering damper, the Jamie James Productions R1 's handling is absolutely out of this world. It just soaks up bumps and keeps the bike on line as if they weren't there. The way it turns is almost telepathic, and I had to keep reminding myself that the bike is a liter-class Superbike. Having never ridden a bike with such highquality suspension components, I had been a little skeptical of their benefits and high price. Not now: I have simply never ridden anything that felt so planted or so in control and can only wonder what it would be like to put them to full test on a racetrack. Jamie had set the suspension up at Road Atlanta with a view to "holde n e vv s jng the front end down a little better." He had wanted to lower the front end without dropping the fork legs down, so he initially took out four turns of preload (then springs are plenty strong enough). Then he dialed in 5 clicks of rebound and wound the compression out five clicks from maximum to absorb the bumps a little better. Out back, Jamie added a little preload, took out some rebound and left the compression alone. I only rode the bike set up like this, so I can't comment on how it works stock, but knowing that Jamie has worked with some of the world's top suspension experts during his long and successful career, I think it is safe to say it is probably the best it can be. One way I was able to put the Ohlins front fork to the test was under hard braking. As with everything about the JJP R1, this is another area where he has graced the bike with the highest quality components. The standard setup is removed and replaced with Wave rotors from Braking U.S.A, AP Racing six-piston calipers and an AP Racing Master Cylinder. This is fully adjustable for lever positioning as well as lever ratio. Unlike conventional lever adjusters (Ducati 999 and 749 excluded), where you can accidentally move the position all the way back to where you started, the AP Racing adjuster only winds in or out. This ensures you will not make any mistakes if you adjust the lever position on the fly. The AP setup also allows you to adjust the braking ratio. Jamie has set it up the way he likes it, and it worked just fine for me. The first 10mm's give little change, with pro- gressively harder braking available after the initial travel has been taken up. I like my lever like this, as it allows a little trail braking if needed, and I know that I am not going to accidentally over-brake the front wheel by touching the lever at the wrong moment. Squeezing the lever hard, with triple digits showing on the digital speedometer, is similar to getting kicked in the ribs while slamming the contents of your brain into the front half of your helmet. Simply unbelievable would be a mild way to describe the way the brakes haul the big Yamaha down from speed. There is no excessive dive from the front end, Chassis: • Wave rotors from Braking U.S.A. • Brake pads from Braking U.S.A. • AP Racing 6-piston calipers on front • AP Racing adjustable leverage ratio and lever positioning master cylinder • Jamie James Productions brake adaptor brackets • Ohlios front suspension • Jamie James Productions upper triple clamp • Ohlins steering damper • Goodridge coated stainless steel braided brake lines • Ohlins rear shock fully adjustable high and low speed dampening, hydraulic • Preload adjustment <, ride height adjustment • Black powder coated front and rear foot peg brackets • Jamie James Productions' rear render eliminator kit including: DEI Ughted • Ucense plate bolts & Yamaha Euro-style front and rear tum signals • Regina U.S.A. chain • Vortex front and rear sprockets • JJP serial number plaques • Samanna Systems X-up servo replacement • Pitt Bull rear stand and swingarm spools Engine Modifications: • Cylinder head porting • Combustion chambers blended • Radng valve job • Yamaha racing kit head gasket • Orient Express adjustable cam sprockets • Breathing through an Acropovic Evo titanium exhaust pipe Graphic Modifications: • Black Magic and Pearl Gray Jamie James Productions custom paint design • Artwork hand-designed by Jeff Gundlach • Jamie James hand-signed signature and number on each gas tank