Single shock w/piggyback reservoir;
adjustable for hi-/lo-speed compression damping, rebound damping, spring
preload, 120mm wheel travel.
Front Brakes
2x 310mm discs 6 piston calipers
Rear Brakes
Single 220mm disc 1 piston caliper
Front Tyre
120/70 ZR17
Rear Tyre
190/55 ZR17
Seat Height
835 mm / 32.8 in
Wet-Weight
206 kg / 454 lb
Fuel Capacity
18 Litres / 4.8 gal
Born to win
With an exclusive new colour scheme based on Yamaha's Assen TT-winning MotoGP
bike, the WGP 50th Anniversary R1 celebrates Yamaha’s remarkable Grand Prix
heritage. Featuring an innovative crossplane-crankshaft with an uneven firing
interval, the R1 kicks out high levels of linear torque for superior traction.
Using the MotoGP-developed TCS, R1 riders can now adjust the performance
characteristics of the 998cc in-line 4-cylinder engine for more exciting
cornering on the highway and reduced lap times on the circuit. A compact
aluminium Deltabox chassis delivers precision handling – and for optimised high
speed performance the latest R1 is equipped with a new front cowl.
YAMAHA WGP 50TH ANNIVERSARY MODELS
Fifty years after Yamaha sent its first ever GP riders to compete in the World
Championships, our newest factory rider Ben Spies helped to commemorate the
occasion with his maiden MotoGP win at Assen in June 2011. Riding a YZR-M1 in
Yamaha's specially-designed red and white WGP 50th Anniversary livery, Spies was
continuing the strong tradition of winning that has enabled Yamaha to become one
of the industry's most innovative and creative manufacturers.
Ever since it made its first motorcycle, Yamaha
has believed that racing improves the breed. From winning our first ever Grand
Prix points at the Isle of Man TT in June 1961 through to this year's MotoGP
victories by Jorge Lorenzo and Ben Spies, every single success on the track
allows our engineers and designers to develop and refine tomorrow's cutting-edge
street-bikes.
Over the past fifty years Yamaha's racing programme has led to the development
of some of the most innovative engine and chassis technologies -as well as the
creation of the most ground-breaking race-developed models like the YZF-R1,
whose crossplane crankshaft is a direct spin-off from the factory YZR-M1 racer.
To celebrate half a century of success in Grand Prix racing, Yamaha will produce
a limited quantity of exclusive 'WGP 50th Anniversary' motorcycles and scooters.
Based on the classic colour schemes debuted on the YZR-M1 by Jorge Lorenzo and
Ben Spies in 2011, this very special timeless livery is inspired by the famous
red and white 'speedblock' design featured on Yamaha's pioneering Grand Prix
racing machines.
This desirable and exclusive WGP 50th Anniversary colour scheme will be
available on limited quantities of YZF-R1, YZF-R6, YZF-R125, FZ8, Aerox and
TZR50 for the 2012 model year. Owners of these exclusive new WGP 50th
Anniversary models will receive a special certificate of authentication, and
will also receive Yamaha's 'Insider' magazine which contains the latest news,
interviews and new model information.
In addition to the ECU changes and new traction
control system, which combine to achieve a new level of drivability, the R1
features a more aggressive fairing "face" with new eye catching LED illumination
lights. Other new styling highlights include the muffler covers and muffler end
tips plus a MotoGP inspired lightweight top triple clamp.
The 2011 AMA Superbike Championship winning R1 with its cross plane crank and
uneven firing order has taken another evolutionary step forward for 2012 with
the addition of traction control and revised ECU settings. These changes make it
easier for the experienced rider to bring out the full performance of the new
2012 Yamaha YZF-R1 50th Anniversary Edition while enjoying the unique character
and sound of the revolutionary cross plane engine.
With back-to-back American Superbike Championships, and more MotoGP-inspired
than ever, the R1 is the world’s most advanced Open-class production motorcycle.
The 2012 Yamaha YZF-R1 50th Anniversary Edition is unlinke anything before.
Benefitting from even more MotoGP technology for 2012 with new sevel-level
traction control and the World GP 50th Anniversary livery option. The World GP
livery includes a 50th Anniversary emblem on top of the fuel tank and a special
numbered plate showing the production number of only 2000 units that will be
produced worldwide. From the track to the street, it truly is "the 1."
Yamaha YZF-R1 50th Anniversary Edition Highlights and Key Features:
Fuel Consumption ± 14kpl/40mpg(Imp)
New, more aggressive front fairing
7 - position traction control
Key Features:
•For 2012, the YZF-R1 50th Anniversary Edition receives another benefit from
MotoGP® technology – a seven-level Traction Control System. The system has been
developed so the rider does not feel any unnatural or harsh intervention from
the system. In addition, traction control can aid in reducing tire wear due to
less wheel spin. Coupled with the three level D-Mode electronics throttle
response control, riders have 21 different choices available to tailor the
YZF-R1 50th Anniversary Edition to their riding preference.
•World GP 50th Anniversary Edition celebrates Yamaha’s racing heritage with
Pearl White/Rapid Red livery. Includes a 50th Anniversary emblem on top of the
fuel tank and a special numbered plate showing the production number of only
2000 units that will be produced worldwide in these commemorative colors. Gold
Yamaha badges are used on the fuel tank, front, and rear of the motorcycle, and
an additional small sticker kit will be provided.
•The 2012 YZF-R1 50th Anniversary Edition has a new headlight cowl designed to
be sharper, more modern, and more aggressive. LED position lights are used for a
high quality and distinctive look. Out back, the muffler end caps and heat
shields are restyled for a more mechanical look. And a new top triple clamp is
styled after the YZR-M1.
•This 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.
•In keeping with this machine’s exceptional cornering ability and crisp
handling, the aluminum frame has been designed to offer exceptional rigidity
balance. The rear frame is lightweight Controlled-Fill die-cast magnesium,
contributing the optimum mass centralization. Suspension includes 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 bottom linkage for
optimum suspension characteristics.
•The sound on the YZF-R1 50th Anniversary Edition is unlike any other inline
four cylinder production supersport. The precise and throaty pulse of the
exhaust note will have riders enthused every time the throttle is opened.
•Seven-level Traction Control System allows the rider to get more traction and
drive while exiting corners.
•New ECU settings provide excellent drivability during low and mid rpm
acceleration.
•New top triple clamps add to the appearance of the YZF-R1 50th Anniversary
Edition, reminiscent of the MotoGP® powerhouse YZR-M1.
•The footrests have been redesigned for great boot sole contact and advanced
rider/motorcycle interface.
•New headlight cowl styling and LED position lights enhance the YZF-R1 50th
Anniversary Edition’s unique styling.
•New silencer heat guards and end caps are re-styled to give the rear end of the
bike a more compact look ,while at the same time making the individual parts
look more mechanical.
Yamaha YZF-R1 50th Anniversary Edition Features and Benefits
The key components of this 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 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 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 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.
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.
Compact automatic cam chain tensioner reduces both maintenance and mechanical
engine noise.
Short skirt, forged aluminium pistons offer light weight, fast throttle response
and great reliability.
Crossplane crankshaft features 36mm journals for increased strength, while the
inertial moment of the crank has been increased by 20% versus the last
generation 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 cylinder block is a stand-alone piece (not integrated into the upper crank
case). The benefit is reduced weight and a less tall engine which lowers the
centre of gravity.
A "coupling force balancer" is used to quell engine vibration for excellent
rider comfort.
Compact ACM (alternator) is mounted directly to the crankshaft. The compact ACM
uses rare earth magnets which produce more power for a given size than
conventional magnets, therefore reducing size and weight.
Revised 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 revised
primary injectors utilize 4 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.
The 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.
All new 6 mode traction control system features an off mode as well. This MotoGP
derived system limits or eliminates rear wheel slippage or slide based on the
chosen mode. This system uses front and rear wheel sensors to detect slip and
then adjusts / regulates via the ECU the throttle opening (YCC-T), fuel
injection and ignition timing to control slip. The system is activated using a
switch on the LHS switch gear. Each mode offers a different level of slip
control.
Long life Iridium twin electrode 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.
"Ram Air" system "force feeds" outside air via dual ducts located beside the
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.
Revised 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. This system contains a 3-way honeycomb catalyzer and an
oxygen sensor. The catalytic converter 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.
Dual shorty, large diameter triangle shaped mufflers are a "single expansion"
type that create a throaty exhaust note and help emphasize engine character. New
muffler end caps improve styling. 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.
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-on oil filter.
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.
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 throttle and torque feel of
the engine. The A mode allows the rider to enjoy sportier engine performance in
the low to mid rpms. While the B Mode reduces the power response for riding
situations that require softer power characteristics. The switch mechanism is
located on the RHS handle bar switch gear.
New ECU settings for improved drivability / controllability.
CHASSIS / SUSPENSION
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 (controlled filling) 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.
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.
Extra-long, lightweight aluminium "truss-type" swingarm provides great torsional
rigidity for class leading handling, agility and manoeuvrability. This
lightweight swingarm is made up of cast aluminium and CF 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 Deltabox chassis offers an incredible 56 degree lean angle.
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 system simplifies the flow of
oil through the fork and minimizes oil cavitation (aeration of the oil) for more
stable suspension performance. Adjustments include 5-way spring preload, 25-way
rebound and 25-way compression damping. Front wheel travel is 120mm (4.7"). The
thickness of the inner fork tubes and the shape of the outer tubes have 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 MotoGP M1 inspired, gravity cast aluminum upper triple clamp reduces weight
and improves styling.
Revised bottom link Monocross rear suspension utilizes a fully adjustable
piggyback-style rear shock. Spring rate has been revised for improved traction
feeling while the spring preload adjuster is now an easier to use screw type.
Adjustments include 16-way spring preload, 18-way rebound and 20-way slow speed
compression damping and 4-way fast speed compression damping. The bottom link
design lowers the centre of gravity for excellent handling. 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").
Radial mount 6-piston calipers squeeze fully floating 310mm dual front rotors.
The result is incredible braking performance with excellent control and lever
feedback.
Brembo radial pump master cylinder with 16mm piston is a direct GP race
innovation. The lever is adjustable for various hand sizes.
Single piston 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.
Premium sport spec radial tires front and rear.
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 more aggressive front fairing offers excellent aerodynamics
New LED marker and illumination lighting provides excellent visibility /
conspicuousness.
Revised race inspired lightweight instrumentation includes an analog tach plus
digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter.
This console also features adjustable back lighting, adjustable shift light and
a low fuel warning light. Other key features include a gear position indicator,
new traction control 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.
LED taillight reduces weight and power consumption while providing a brilliant
eye catching light. The lens is white while the LEDs are red.
ADDITIONAL DETAILS / FEATURES
Adjustable footrests can be raised 15mm upward and 3mm backward if desired.
New design lightweight aluminum rider footrest
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.
Windshield features a "screw less" design for a cleaner, more trick appearance.
Slim design rear tail section.
The seating position offers a very sporty yet comfortable riding position.
Extensive use of hollow bolts and lightweight fasteners help trim overall
weight.
Heavy-duty 50 series "O" ring drive chain.
New design 17 tooth drive sprocket reduces chain noise.
Low maintenance, lightweight, sealed battery.
Convenient fold out under seat bungee cord fastening straps.
The YZF-R1 50th Anniversary Edition offers a significant level of power and
performance. It is not intended for novice or inexperienced riders.
Review
Following the example set by the BMW S1000RR,
Aprilia RSV4 Factory APRC and Kawasaki ZX-10R Ninja, Yamaha have fitted traction
control to the 2012 YZF-R1. It is a proper six-mode system with a full range of
settings – mode six will let you twist the throttle to the max, regardless of
road surface and lean angle and the computers will sort everything out for you.
The system gets progressively more lenient through modes five, four, three, two
and one, with the rider being pretty much on his/her own in mode one.
Yamaha have taken their time in getting TC tech to the R1 but they seem to have
gotten it right the first time around. According to Bruce Wilson, who’s tested
the 2012 Yamaha R1 for Motorcycle Sport & Leisure’s December issue this year,
the new R1’s traction control “most certainly doesn’t feel as intrusive as the
BMW S1000RR’s system, which feels more like a tap that’s been turned on and off
as it mops up excess power in a crude by effective manner, nor like the Kawasaki
ZX-10R’s system, which stutters and starts in an erratic spasm.” Bruce goes on
to say that mode four, which permits wheelies and small slides, while still
keeping you out of trouble, is perhaps the best mode in the Yam’s traction
control system.
As you would expect them to, Yamaha have gone in for a fairly advanced traction
control system, which has sensors that detect even the slightest variance in
front and rear wheel speeds (indicating that the rear wheel is spinning up
and/or sliding…), and then reduces power via either the throttle valves, the
fuel injection system, the ignition system, or a combination of the three,
depending on the severity of the slide.
“We were more interested in producing a bike that was easier to control, than
chasing outright horsepower figures like everyone else. By applying the traction
control system and altering the bike’s geometry as we have, we have taken
another step towards producing a bike that blows the competition away in the
handling department,” says Oliver Grill, from Yamaha’s motorcycle product
planning department, speaking to MS&L. “The R1’s [traction control] system is
track biased. While modes six and five are definitely more focused towards road
riding, the other four are designed with performance in mind. And it’s likely
you’d need a racetrack to experience their true potential,” adds Yoshitomi
Nakagawa, who designed the R1’s traction control system.
With 178 horsepower at 12,500rpm from its 998cc inline-four, the 2012 Yamaha R1
is about 10-15 horsepower short of the bhp figure that the segment leader
boasts. “It’s true we could have made more radical alteration to the new R1 but
we didn’t think that finding an extra 20bhp from the engine and compromising
everything else was the right thing to do. We decided a long time ago that this
bike’s biggest strengths were to be its cornering abilities and tractability out
of corners. If you can get a bike going fast around a corner, it will be faster
down a straight – that’s a fact. And that’s why we wanted to concentrate on
making the very best of the R1’s existing package,’ concludes Shin Yokomizo, the
2012 Yamaha R1’s project leader.
With its new six-mode traction control system, the new R1 does seem to be back
with a bit of a bang. We wouldn’t be too surprised if the bike lands up on top
during next year’s litre-class superbike shootouts. The 2012 R1 isn’t likely to
be faster than, say, the Ducati 1199S Panigale, around a racetrack, but on the
street and for most riders, the new R1 may well be the fastest, most usable
sportsbike around.
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