3019 yamaha r1 tft display price

IWATA, July 17, 2019 - Yamaha Motor Co., Ltd. (Tokyo: 7272) today announced that the updated supersport YZF-R1 and premium YZF-R1M models will be released from September 2019 for Europe. Both models are powered by liquid-cooled, 4-stroke, 4-valve, in-line 4-cylinder 998cm3 engines featuring a crossplane crankshaft.

Based on the “Full Control Evolution for the Master of the Racetrack” concept, both the YZF-R1 and the YZF-R1M were developed with the aim of providing performance to dominate circuit racing via its high-level control of abundant, surging power.

The premium YZF-R1M model includes electronically-controlled suspension and a carbon lightweight fairing, as well as an interface that records a range of useful racing information.

To satisfy the demanding requirements of developed-market customers who emphasize track performance, Yamaha Motor has packed the best leading-edge technology into the YZF-R1 and the YZF-R1M, underlining their status as flagship models promoting the Yamaha brand worldwide, including developing markets.

The YZF-R1M also enhances the ongoing ERS (Electronic Racing Suspension) system - which integrates control of the front and rear suspension - through the addition of gas cylinders to the front suspension. Cavitation is restricted through gas pressurization to 0.6Mpa, contributing to stabilization of the damping force.

In addition to the electronic control systems in the previous model, two new types of systems - EBM (Engine Brake Management) and BC (Brake Control) - have been added to support the rider in accordance with their preferences and the riding conditions. The individual control systems are linked to support the rider and efficiently bring out the machine’s full potential. To make the most of the new control systems, the display functions of the TFT 4.2” instrument panel have been revised, and selection of the YRC (YAMAHA Ride Control) mode enables even more advanced reflection of rider preferences.

Yamaha"s R1 family brings genuine racebike fun to the unwashed masses for a price that belies their capabilities. The base-model YZF-R1 and its even more race-tastic “M” variant come with MotoGP-level performance and indeed are actually set up to be quickly converted for track use. A powerful liter-sized mill pushes the R1 family well into the stupid fast category with updated electronic subsystems, and of course, the synergy between the components makes the R1 family much greater than the sum of its parts.

The star of the show is the beating heart of the YZF-R1. Yamaha"s Crossplane Crankshaft engine makes all the magic happen. The engine runs in an inline-four configuration with race-proven tech borrowed, from the “Mission One” program.

Most of us will need as much help as we can get since the Yamaha YZF R1"s mill churns out a staggering 200 horsepower and 82.9 pound-feet of torque. Yeah, it"s like that, and it drives the YZF-R1"s top speed of 186 MPH.

A windtunnel-tested skin on the YZF-R1 mostly contains all the goodies but leaves a bit more of the engine visible than is typical of supersport-level machines. It"s built to offer minimal resistance to penetration, as any good racebike should. The factory takes advantage of the ram-air effect and uses it to deliver a higher volumetric efficiency than is possible with a naturally aspirated engine.

A bubble canopy gives the TFT display a measure of protection and creates a minimal, race-style pocket that you really have to tuck into to get any protection. The clip-on bars and jockey-mount pegs encourage that kind of posture anyway.

The R1 and the R1M start to diverge a bit in the support structure. Not in the bones itself -- both run the stressed-engine Deltabox frame derived from the M1 project -- but in the suspension components.

The base R1 runs some nice gear to be sure, with inverted KYB stems floating the front end on 4.7 inches of travel and provide the full spectrum of adjustments. Out back, a KYB monoshock springs off the long, boomerang-shaped swingarm with the same travel figure and adjustments plus a spring-preload feature because, well, because people expect it no matter what kind of bike it is.

The R1M takes it to another level entirely with the Öhlins Electronic Racing Suspension system.The system receives data about vehicle motion and attitude to automatically adjust the dampers for a dynamic riding experience. The factory added two new settings for track tackling performance with a road-friendly response curve and three rider-programmable profiles that allow you to dial it in for yourself.

On top of that, Yamaha"s own Unified Brake System shares a portion of the pressure from the front brake circuit with the rear caliper to help increase stability under heavy front brake use. That"s right, go ahead and trail-brake with abandon, the R1 has your back. Super-light, 17-inch magnesium wheels round out the rolling chassis with even more racing tech, and they"re lined with a ZR-rated 120/70 up front and 190/55 out back.

You can get a 2022 YZF-R1 in Performance Black or Team Yamaha Blue for $17,599 MSRP. The R1M is significantly pricier at $26,299 MSRP, but the envy it generates comes standard with the package.

Yamaha alone offers a UBS feature, though I question the necessity. Riders at this level should be able to balance their own brakes by feel and muscle memory. If you can"t, you need to get good on something a little tamer.

Beemer claims a total of 199 horsepower and 83 pounds of grunt versus 200/82.9 from the R1. If you"re looking for a silver bullet, you won"t find it here, and any advantage one may have over the other will evaporate in the face of a superior rider skillset.

It"s a game of inches at the checkout with the $17,399 sticker on the stock R1 against the $16,995 tag on the S 1000 RR. You"ll have to use another metric to decide who wins in your book, but at the same time, do keep in mind that a new R1 is on the horizon.

“Ya know, frequently the price tag on these street/race machines acts as a firewall to keep the plebes safe by keeping the bike out of reach. The R1 doesn"t enjoy that filter, but I"m tellin" ya now, you"d better know what you"re about if you fancy one of the models from this family.”

My wife and fellow motorcycle writer, Allyn Hinton, says, “It"s a stupidfast bike, that"s for sure. If you"ve ever had the chance to sit on an R6, sitting on the R1 feels just like that. It"s very smooth, very aggressive, and very wide. Unless you"re fairly tall, it"ll be a challenge to get your feet down so there"s more to the seat height here than just a number in the spec list. This bike wants to go fast, and I feel like unless you know what you"re doing and have the skillset to handle it, you can really get yourself into trouble in a hurry.”

RIDE-BY-WIRE THROTTLE SYSTEM: The R1 features a ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) system built around the Accelerator Position Sensor with Grip (APSG), which eliminates the throttle cables. As before, YCC-T precisely senses throttle input by the rider and actuates the throttle valves to actively control intake volume, allowing for cutting-edge computerized engine management but in a lighter package.

VARIABLE INTAKE SYSTEM: The YZF-R1 features Yamaha’s Chip Controlled Intake (YCC-I®), a variable intake system that broadens the spread of power across the entire rpm range. By actively adjusting the length of the intake based on engine speed, the CP4 engine is able to provide a broad spread of power across the rpm range.

MOTOGP®-LEVEL CONTROLLABILITY: Yamaha’s Inertial Measurement Unit (IMU) combines a gyro sensor and G-sensor accelerometer that measures all six axes of movement in 3-D space at a rate of 125 calculations per second. This information is fed into the Engine Control Unit (ECU) to create a detailed picture of the motorcycle’s position, which then powers the R1’s rider-assisting technology package, Yamaha Ride Control (YRC).

ENGINE BRAKE MANAGEMENT (EBM): The YZF-R1 features an Engine Brake Management (EBM) system that allows the rider to adjust engine braking to suit personal preferences and track conditions. The EBM system offers three levels of engine brake force to allow smoother corner entry.

LEAN ANGLE-SENSITIVE TRACTION CONTROL SYSTEM (TCS): The R1’s Traction Control System (TCS) calculates the differences in front and rear wheel speeds to monitor and reduce unwanted wheel spin during hard acceleration. Unlike many simplified TC systems, the R1 also uses the IMU to calculate lean angle, then adjusts the amount of TCS intervention to best suit the rider’s demands. The TCS offers ten separate settings enabling the rider to dial in the exact level of control needed.

MOTOGP®-DEVELOPED SLIDE CONTROL SYSTEM (SCS): Yamaha’s Slide Control System (SCS) comes directly from the Yamaha YZR-M1 MotoGP® race bike. By using the IMU to detect lateral slides under hard cornering acceleration, the ECU intervenes to regulate power delivery and seamlessly control the motorcycle’s cornering attitude. The SCS features four settings to suit rider preferences and track conditions.

LAUNCH CONTROL SYSTEM (LCS): Built to deliver an optimum racetrack start every time, the R1’s Launch Control System (LCS) limits maximum engine rpm and throttle plate opening with input from the TCS and LIF systems to maximize acceleration from a standing start. The LCS offers three setting levels to adjust engine control and output.