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– 2009 Yamaha YZF-R1
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.
2009 Yamaha YZF-R1 Highlights:
– Fuel Consumption * 14kpl/40mpg(Imp)
– New, 998cc, DOHC, 4-valve, in-line 4 with revolutionary “cross plane” crankshaft
– New compact Deltabox chassis with fully adjustable suspension
ALL NEW FOR 2009
– 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.
2009 Yamaha YZF-R1 Features:
New, ultra-lightweight, compact, 998cc, DOHC, 16-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine with “crossplane” style crankshaft.
The key components of this new cutting edge engine design are the “crossplane” crankshaft and an uneven firing order. Both of these features are used on Yamaha’s championship winning M1 MotoGP racer. Please note … this is not a “big bang” engine. The ’09 R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross … or “crossplane”. Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinder’s firing order is normally 1,2,4,3 with a 180 degree interval. This new R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider – machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.
The engineering goal for the new R1 is controllability … not just an increase in horsepower. If that was the case, we could have simply increased the power output of the existing engine design resulting in a peaky, hard to use power band.
The 4-valve cylinder head design features a compact combustion chamber that utilizes lightweight, trick, titanium valves on the intake side. The 4-valve design maximizes breathing efficiency and overall engine performance. This design also achieves cleaner emissions too.
The titanium intake valves are 31mm in diameter while the steel exhaust valves are 25mm in diameter. Lightweight yet super strong VX alloy valve springs control valve movement.
Steep valve angles, 11.5 degrees on the intake side and 12.5 degrees on the exhaust produce a compact combustion chamber.
The lightweight titanium intake valves reduce the reciprocating weight of the intake valves allowing for higher rpms without the concern of valve float. The use of lightweight “Ti” valves has allowed the engineers at Yamaha to use a 4-valve format. In the past, the use of 5 smaller valves allowed a higher rpm limit since each of the “smaller” valves was relatively light. The use of light weight titanium now means the engineers no longer have to use the 5-valve design to achieve the same high rpms.
Combustion chambers have been optimized for maximum engine performance. The compression ratio is 12.7:1.
Revised lightweight, hollow design intake and exhaust cams have revised timing specs to match the new engine design.
New, more compact automatic cam chain tensioner reduces both maintenance and engine mechanical noise.
New, short skirt, forged aluminium pistons offer light weight, fast throttle response and great reliability. The piston diameter is increased 1mm to 78mm.
The bore and stroke specifications of this new engine are 78 x 52.2mm. The bore has increased by 1mm while the stroke has decreased by 1.4mm.
All new crossplane crankshaft features larger 36mm journals for increased strength, while the inertial moment of the crank has been increased by 20% versus last year’s R1.
Connecting rods are carburized and use a nut less design. The lower end “cap” of the rod is made from the same piece of material as the upper portion and is cracked away in a process known as “fracture splitting”. This process aids true big end roundness and greater precision in con rod dimensions.
Ceramic composite cylinder “bores” are a “liner less” design with the ceramic coating applied directly to the aluminium block to ensure uniform heat dissipation for consistent power delivery, reduced oil consumption, reduced friction and reduced weight.
Closed deck cylinder design allows the cylinders to be spaced more closely together, allowing a narrower engine.
The revised cylinder block is a stand-alone piece (not integrated into the upper crank case) features a height reduction for 2009. The benefit is reduced weight and a less tall engine which lowers the centre of gravity.
A new “coupling force balancer” is used to quell engine vibration.
Compact ACM (alternator) is mounted directly to the new crankshaft. The compact ACM uses rare earth magnets which produce more power for a given size than conventional magnets, therefore reducing size and weight.
All new Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The primary injectors utilize 12 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required. This system is lighter and simpler than the sub motor driven secondary valve type FI system, which is no longer utilized due to Yamaha’s chip controlled throttle ( YCC-T).
The revised F.I. system features separate dual track TPS (throttle position sensor) and APS (accelerator position sensor) sensors
An oxygen sensor is fitted into the exhaust collector making this a “closed loop” type FI system, which feeds back info to the ECU so adjustments can be constantly made to the fuel-air mixture for improved performance and reduced emissions.
The benefits of fuel injection include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up.
The fuel injection’s lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for fast control of the injection process. The compact design also reduces weight.
YCC-I or Yamaha’s Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from the tall position at low to mid rpms to the shorter setting for improved high rpm power. The transition rpm between the 2 lengths is approx. 9,400 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.
Yamaha’s exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a world’s 1st on a production motorcycle and works in conjunction with Yamaha’s fly-by-wire technology and FI Systems.
Yamaha Chip Control Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. Similar to the R6 design, the YCC-T features 3 – ECU’s inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.
The rider can “mechanically close” the throttles by simply closing the throttle twist grip.
Long life Iridium twin electrode longer reach NGK LMAR9EJ spark plugs are used.
Compact close-ratio 6-speed transmission features optimized gear ratios for maximum performance. The “stacked” 3-axis gearbox / clutch design stacks input/output shafts to create a low center of gravity and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the “sweet spot” of the frame for optimum weight balance for awesome handling.
The slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts when under hard braking. Key benefit is reduced lap times and smoother control when riding aggressively during a race or track day.
A multi plate clutch is used, utilizing coil springs and paper based fibre plates.
New “Ram Air” system “force feeds” outside air via dual ducts located beside the new projector headlights into the intake system. As speed increases the air velocity in the system increases and pressurizes the air box. This “force fed” air helps the engine develop maximum power.
Computer optimized large capacity air box maximizes performance. A viscous type, high flow air filter is utilized.
New 4 into 2 into 1 into 2 titanium exhaust system maximizes power output, reduces weight and improves aerodynamics. The dual under seat mufflers provide an aggressive sound as well as a great styling highlight. This system contains a 3-way honeycomb catalyser and an oxygen sensor. The catalytic converters reduces harmful CO and HC exhaust emissions while the oxygen sensor provides feedback to the ECU to maintain optimum fuel/air mixture at all times.
New dual shorty, large diameter triangle shaped mufflers are a “single expansion” type that create a throaty exhaust note and help emphasize engine character. The exhaust note is much different than on previous R1 models due to the crossplane crank and uneven firing order … it sounds very similar to Yamaha’s M1 MotoGP race bike.
EXUP System (Exhaust Ultimate Power Valve) utilizes a titanium butterfly valve that prevent the “blow back” phenomenon caused by “valve overlap”. This design reduces weight and maximizes cornering clearance. The EXUP system eliminates “flat spots” in the power band and reduces emissions too.
Compact, high-efficiency curved radiator features dual ring-type fans for maximum cooling efficiency. This curved rad and twin fan design produces more airflow than conventional flat designs to maintain optimum engine temperatures for consistent power output.
Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life. Convenient cartridge style spin-off oil filter.
Convenient clutch cover sight glass ensures easy oil level inspection.
High performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.
All new Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear and throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpm mode. And the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS switch gear.
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.
New design 18 litre fuel tank provides excellent knee grip for hard braking and great rider manoeuvrability. The elongated shape helps to centralize mass and reduces the variance in riding feel as the fuel load (weight) changes.
New adjustable footrests can be raised 15mm upward and 3mm backward if desired.
Immobilizer ignition system is designed to reduce the possibility of “ride away” theft. This system must recognize the “coded ignition key” in order for the unit to start. If the immobilizer ignition does not recognize the key (or a thief’s screwdriver or other type of “jimmy tool”) the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the coded chip in the ignition key, it will not allow the ignition system, fuel pump or starter motor to function.
Newly designed race inspired fairing improves both aerodynamics and style. The fairing features a slant nose front profile for aerodynamic streamlining, with engine revealing side cut outs. The air ducts are new for 2009.
Windshield features a “screw less” design for a cleaner, more trick appearance.
New slimmer design rear tail section.
All new race inspired lightweight instrumentation includes an analog tach plus digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter. This new console also features adjustable back lighting, adjustable shift light and a low fuel warning light. Other key features include a gear position indicator, accelerator opening angle indicator, engine mode indicator integrated stop watch, lap timer with split time mode and an air intake temperature display. The lap timer is controlled by the starter switch button for added convenience and ease of use
New dual 55-watt halogen projector headlights are compact and thereby allow the ram air intake ducts to be integrated into the framework of the headlight assembly. The lights not only cast a very bright beam of light, but also add a unique styling touch.
New LED taillight reduces weight and power consumption while providing a brilliant eye catching light. The lens is white while the LEDs are red.
The seating position offers a very sporty yet comfortable riding position.
Lightweight forged footpegs for high strength.
Extensive use of hollow bolts and lightweight fasteners help trim overall weight.
Heavy-duty 50 series “O” ring drive chain.
Low maintenance, lightweight, sealed battery.
Convenient fold out under seat bungee cord straps.
The YZF-R1 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.
2009 Yamaha YZF-R1 – USA Specifications
MSRP* $12,490 (Raven/Candy Red) Available from January 2009
$12,490 (Pearl White/Rapid Red) Available from January 2009
$12,490 (Cadmium Yellow) Available from January 2009
$12,390 (Team Yamaha Blue/White) Available from January 2009
Type 998cc, liquid-cooled 4-stroke DOHC 16 valves (titanium valves)
Bore x Stroke 78.0mm X 52.2mm
Compression Ratio 12.7:1
Carburetion Fuel Injection with YCC-T and YCC-I
Ignition TCI: Transistor Controlled Ignition
Transmission 6-speed w/multi-plate slipper clutch
Final Drive #530 O-ring chain
Suspension/Front 43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear Single shock w/piggyback reservoir; 4-way adjustable, 5.1-in travel
Brakes/Front Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear 220mm disc; single-piston caliper
Tires/Front 120/70ZR17M/C 58W
Tires/Rear 190/55ZR17M/C 75W
Length 81.1 in
Width 28.1 in
Height 44.5 in
Seat Height 32.8 in
Wheelbase 55.7 in
Rake (Caster Angle) 24.0°
Trail 4.0 in
Fuel Capacity 4.8 gal
Fuel Consumption * 14kpl/40mpg(Imp)
Wet Weight 454 lb
Main Jet Not Applicable
Main Air Jet Not Applicable
Jet Needle Not Applicable
Needle Jet Not Applicable
Pilot Air Jet 1 Not Applicable
Pilot Outlet Not Applicable
Pilot Jet Not Applicable
Primary Reduction Ratio 65/43 (1.512)
Secondary Reduction Ratio 47/17 (2.765)
Gear Ratio – 1st Gear 38/15 (2.533)
Gear Ratio – 2nd Gear 33/16 (2.063)
Gear Ratio – 3rd Gear 37/21 (1.762)
Gear Ratio – 4th Gear 35/23 (1.522)
Gear Ratio – 5th Gear 30/22 (1.364)
Gear Ratio – 6th Gear 33/26 (1.269)
Warranty 1 Year (Limited Factory Warranty)
2009 Yamaha YZF-R1 – Candian Specifications
Engine Liquid-cooled, DOHC, 16-valve, inline four
Bore and Stroke 78 x 52.2mm
Compression Ratio 12.7:1
Maximum Torque 11.7kg-m (84.6ft-lb) @ 10,000 rpm
Fuel Delivery Mikuni 45mm throttle body FI
Lubrication Wet sump
Ignition Digital TCI
Suspension (Front) Fully adj. 43 inverted fork
Suspension (Rear) Fully adj. Link Monocross
Brakes (Front) Dual 310mm discs
Brakes (Rear) 220mm disc
Tires (Front) 120/70ZR17
Tires (Rear) 190/55ZR17
Length 2,070mm (81.5″)
Width 715mm (30.3″)
Height 1,130mm (44.5″)
Wheelbase 1,415mm (56.7″)
Rake / Trail 24° / 102mm
Ground Clearance 135mm (5.3″)
Seat Height 835mm (32.9″)
Fuel Capacity 18 litres (4 Imp. gal.)
Fuel Consumption * 14kpl/40mpg(Imp)
Wet Weight 206kg (453.2lb)
Colour(s) Yamaha Blue
2009 Yamaha YZF-R1 – UK Specifications
Engine type: Liquid-cooled, 4-stroke, forward-inclined parallel 4-cylinder, 4-valves, DOHC
Displacement: 998 cc
Bore x stroke: 78.0 x 52.2 mm
Compression ratio: 12.7 : 1
Maximum power: 133.9 kW (182 PS) @ 12,500 rpm (without air-induction)
Maximum torque: 115.5 Nm (11.8 kg-m) @ 10,000 rpm
Lubrication system: Wet sump
Carburettor: Fuel injection
Clutch type: Wet, multiple-disc coil spring
Ignition system: TCI
Starter system: Electric
Transmission system: Constant mesh, 6-speed
Final transmission: Chain
Fuel tank capacity: 18 L
Oil tank capacity: 3.73 L
Chassis: Aluminium Deltabox
Front suspension system: Telescopic forks, Ã˜ 43 mm
Front travel: 120 mm
Rear suspension system: Swingarm
Rear travel: 120 mm
Front brake: Dual discs, Ã˜ 310 mm
Rear brake: Single disc, Ã˜ 220 mm
Front tyre: 120/70 ZR17M/C (58W)
Rear tyre: 190/55 ZR17M/C (75W)
Length (mm): 2,070 mm
Width (mm): 715 mm
Height (mm): 1,130 mm
Seat height (mm): 835 mm
Wheel base (mm): 1,415 mm
Minimum ground clearance (mm): 135 mm
Service weight (kg) 206 kg
* Fuel economy estimates are based on US EPA exhaust emission certification data obtained by Yamaha and converted into Canadian measurements. Your actual mileage will vary depending on road condition, how you ride, maintain your vehicle, accessories, cargo and operator/passenger weight.
Specifications, appearance, and price of product are subject to change without notice.