2009 Yamaha YZF-R1 The MotoGP-inspired R1 is the most advanced Open-class production motorcycle.
The new R1 represents a paradigm shift in technology, performance and controllability among litre class sport bikes. Inspired by Yamaha's M1 MotoGP race bike, this next generation R1 features a cross plane crankshaft design with an uneven firing order to provide outsanding yet easy to control torque and an exceptionally linear throttle feal never experienced before. But there is far more to the new R1 than just a revolutionary new engine.
The bark is bad. The bite is badder.
Forget everything you ever knew about the supersport liter class. The all-new YZF-R1 is unlike anything before. That's because it's the world's first production motorcycle with a crossplane crankshaft. The result? Incredibly smooth power delivery and outrageous torque for a rush like you've never experienced.
Introducing the all new 2009 R1 … Yamaha's technical "Tour de Force."
The new R1 has been designed to be the "Ultimate Cornering Master" of the open super sport class and one of the keys to incredible handling lies partly in the chassis but equally as important, in its ability to put useable power to the ground. This revolutionary new R1 delivers as much power as the rider wants, exactly when the rider wants it … by a simple twist of the right wrist; leaving the rider feeling like they are directly connected to the rear wheel of the new R1.
The new-generation YZF-R1 is more closely linked to our MotoGP winning M1 than ever before. For 2009 this legendary motorcycle is equipped with an all-new 998cc inline four-cylinder engine with a crossplane crankshaft that runs with an uneven firing interval of 270º - 180º - 90º - 180º. This innovative new design ensures superb throttle linearity, giving a feeling that the rider’s throttle hand is directly connected to the rear tyre. The new engine feels and sounds smoother than ever, and emits an unforgettable growl from the exhaust. Pushing out 182 PS at 12,500 rpm with 115.5 Nm of torque at 10,000 rpm, this MotoGP-inspired engine is without a doubt the most technologically advanced powerplant ever seen on a Yamaha supersport bike. And for the ultimate in feel and controllability, the new-generation R1 runs with an all-new Deltabox chassis offering an idealized rigidity balance.
Key Features:
- In the supersport liter class, there’s always lots of talk about power. You expect that. What you wouldn’t have expected – until now – is a radically superior way to deliver that power. Introducing the 2009 YZF-R1, the first ever production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP racing with the M1, puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. This all but eliminates undesirable inertial crankshaft torque, which allows the engine’s compression torque to build smoothly and provide a very linear power delivery out of the corners. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high-rpm power of an inline 4. In fact, the new YZF-R1 is not a continuation of existing supersport development; it is breakthrough technology that represents a paradigm shift in both technology and performance.
- This next-generation R1 keeps all the technological superiorities developed for its predecessor: YCC-T (Yamaha Chip Controlled Throttle) is MotoGP inspired fly-by-wire technology used to deliver instant throttle response. YCC-I is Yamaha Chip Controlled Intake which is a variable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.
- The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers response that is somewhat less sharp response for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.
- In keeping with this machine’s exceptional cornering ability and crisp handling, the all new aluminum frame has been designed to offer exceptional rigidity balance. The rear frame is now lightweight CF die-cast magnesium, contributing the optimum mass centralization. Suspension includes new SOQI front forks which use one of the tricks developed for our winning MotoGP bikes: independent damping. The left fork handles compression damping and the right side handles the rebound damping. And the rear shock adopts new bottom linkage for optimum suspension characteristics. Want even more? For the first time, R1 comes standard with an electronic steering damper.
- All new bodywork does more than add break-away-from-the- crowd styling. Completely new, the new model has a more serious, less busy look. The side fairing is smoother for a sleeker appearance. And, instead of the usual four bulb headlight design, the ’09 model now has only two projector-type bulbs mounted closer to the nose of the bike. This positions ram air ducts closer in for a more compact, smooth look. In addition, the rounded lenses are new and unique to the supersport industry.
Engine:
New, ultra-lightweight, compact, 998cc, DOHC, 16-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine with "crossplane" style crankshaft.
Chassis/Suspension:
New design Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow "tuned flex". Finished in black, this frame boasts a compact 1415mm (55.7") wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.
The engine mounting location in the new aluminium frame is different than previous R1 models. The engine incline (9 degrees) and location (12mm forward) has been changed to improve the weight balance, front to rear weight ratio and the centre of gravity.
New, detachable magnesium CF die cast rear subframe reduces weight. The detachable design allows rear shock access and is less costly to repair if accidentally damaged.
Revised extra-long, lightweight aluminium "truss-type" swingarm provides great torsional rigidity for class leading handling, agility and manoeuvrability. This new lighter swingarm is made up of cast aluminium and C.F. (controlled filling) die cast parts. The distance between the swingarm pivot and the rear axle has been optimized (597 mm) for excellent "turn-in" abilities and rear wheel traction.
This new Deltabox chassis offers an incredible 56 degree lean angle.
New design, fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This new system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Front wheel travel is 120mm (4.7"). The thickness of the inner tube and the shape of the outer tube has been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.
New bottom link Motocross rear suspension utilizes a new fully adjustable piggyback-style rear shock. The bottom link design lowers the centre of gravity for excellent handling. This new shock features 2-way (hi speed & low speed) compression adjustment plus rebound and spring preload adjustability too. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7").
New speed and throttle position sensitive steering damper is located under the upper triple clamp. Its special design is sensitive to the speed of the damper shaft; the faster the movement of the shaft, the more damping force is applied. The slower the movement the damping force is reduced, making the bike easy to steer at slow speeds.
Radial mount 6-piston calipers squeeze new fully floating 310mm dual front rotors. The result is incredible braking performance with excellent control and lever feedback. The rotors and carriers feature a new design.
Brembo radial pump master cylinder with 16mm piston is a direct GP race innovation. The lever is adjustable for various hand sizes.
Single piston (aluminium) slide-type Nissin rear caliper squeezes a lightweight 220mm rotor.
Rugged yet lightweight 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a MT3.50 x 17 while the rear is MT6.00 x17.
0 komentar:
Posting Komentar