Cycle News

VOL. 52 ISSUE 8 FEBRUARY 24, 2015 P53 though it doesn't have a very intimidating power delivery. It's not like some other liter bikes that feel like they want to rip your arms out from sheer grunt; the R1 feels more user friendly, but still with a sense of real urgency. It builds speed decep- tively (helped by the aerodynamically improved bodywork), although the lack of low-down torque is evident. The high rpm performance factor is clear as not much happens below 5000 rpm (gearing can sort this out), but from that mark the engine is so smooth and straight up fun to ride. Compression of the new R1 has been bumped up 0.3 to 13.0:1 and instead of giving it a longer stroke, Yamaha's given the R1 a 1.3mm shorter stoke and 1mm larger bore. That means more revs and more high rpm power. The new R1 roars past 10,000 rpm like its got a rocket up its muffler, past 11, 12 and 13, all the time chucking wads of big bang power at the all-new Bridgestone Battlax RS10R to a cacophony of engine noise that's both lovely to listen to and a reminder to not get complacent. By 14,750 rpm you've hit the maxi- mum, but that's still 750 rpm over its predecessor and the noise is orgasmic. The pain if you mess up at this speed, however, is not. Luckily, Yama- ha's had a think about this. You have to keep in mind when riding a 2015 R1 that the electronics are working all the time. At times it can be confusing trying to find out what system is doing what, i.e. slide/ traction control, so gradually wind- ing the electronics back allows the Yamaha to become more of a bike and less of a computer game. With less electronic interven- tion, the R1 comes alive. Like a dog on a longer leash, it becomes livelier and the R1 throws mechani- cal feedback at the rider. Whereas some of this feeling can be a little masked with higher interven- tion from the electronics, once I backed everything off to their lowest settings (traction, wheelie, slide, lift and put the throttle on map one), I felt instantly at home. The Slide Con- trol function was first used on Jorge's M1 back in 2012, his so far last MotoGP Championship title year, and it's simply one of the coolest things I've ever tried on a motorcycle. I don't have the sheer ability as someone like British Superbike rider Josh Brookes (who was also at the launch doing laps), so having this safety net is such barking mad fun that you can get seriously ham-fisted with the throttle and the system will let you hold a controlled drift like the pros. It won't stop you from crashing – no system in the world will – but it greatly reduces the chances. The traction control is nice and unobtrusive but the lift/wheelie control is one of the technological highlights that it doesn't feel like it's going to cas- trate you when the front wheel lifts too high under power and said power is instantly chopped. At its lowest setting it will allow you to carry a mono nicely, just like Jorge and Vale do in MotoGP, which lets you fully exploit the engine's potential. And that's the secret. All these electronics are aimed at helping you get the most out of the nuts and bolts that make up the R1. This bike is metal working with electricity in harmony. That harmony means when you've carried that wheelie and put it down for the next turn you'll have a chassis that's willing to help you through We had the full factory ride for the day on both the R1 and R1M.

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