Aluminium frame and swingarm, wheels, subframe and steering geometry all remain, but KYB forks and shocks have revised internals and the electronic steering damper has less low speed resistance. It’ll come on Bridgestone RS11 fast road rubber, but we’re on racier R11s here at Jerez.
Handling has always been an R1 high point and it’s still more of the glorious same with sweet steering and loads of rear tyre feel, but on road rubber, here on a sweltering MotoGP track, it’s prone to understeer and its wooden brake set-up robs the R1 of front end feel tipping into a corner.
New pads and electronics are designed to help the new R1 glide more easily into corners. There are three levels of engine braking control, ABS settings for road and track and a lighter ABS pump. To a pace all is well, but up the ante and the power you put into the front brake lever doesn’t match the force the brake-by-wire system delivers to the calipers.
At Jerez it’s full, forearm-bulging, four finger braking, just to get stopped for the hairpins, which spoils the otherwise sensational riding experience. Even on its racy setting the ABS intrudes too early and brakes fade under hard use.
With four new catalytic corks rammed up its new exhaust system for Euro 5, Yamaha has reworked its motor just to maintain its claimed 197bhp and 83ftlb, with a new cylinder head, finger follower rocker arms, throttle bodies, 10-hole injectors, crank, oil system…the list goes on.
Yamaha insiders says the R1 makes serious power when you remove that heavy, restrictive pipe – enough to convince its BSB riders to stay for 2020 and put a smile on the face of the WSB team.
Unsurprisingly the engine feels much the same as before, yowling like a MotoGP missile with a searing top end to match. Thanks to its unique crossplane layout and uneven firing order, the R1 still has the unique ability to drive harder from apex to corner exit kerb than any of its rivals.
One of the first machines to use a six-axis gyro to control its rider aids in 2015, the new R1’s electronics are even more advanced with four power modes, 10 traction and four slide control levels, three launch control settings and three up/down shifter modes. A new lighter ride-by-wire throttle is now completely cable less.
These refinements aren’t a noticeable step, but the R1’s rider aids are still impressive, especially its ability to hold you safely in a drift, leaning on a slide control system that even the WSB Yamaha isn’t allowed to have. Its anti-wheelie is also up there with the best.
Find out more about the Yamaha R1's engine in our technical showcase.
MCN readers have given this generation R1 nothing but glowing five-star reviews, so there shouldn’t be any problems with the engine, chassis or electronics on this model.
The days of ten grand superbikes are sadly behind us. The R1 isn’t cheap, but it’s in the ballpark of the base-level Japanese superbikes and standard BMW S1000RR. But it’s a bargain when you compare it to top-spec superbike royalty – fit some decent aftermarket suspension, gearing and strip off the ABS and you can turn it into one of the best trackday weapons and racers, bar none.
Although the R1’s colour dash now looks dated compared to the big-screen TV sized display on the 2019 BMW S1000RR, the R1 is dripping with toys and tech: magnesium wheels and swingarm, fully-adjustable suspension and a full suite of electronic rider aids.
With styling originally inspired by Yamaha’s 2011 MotoGP machine the new R1 is tweaked to look more like the current YZR-M1 with a new fairing nose, side panels that flow into the bottom of the fuel tank, magnesium bellypan panels, a reshaped air scoop (going into a new aluminium air duct), a taller screen and meaner-looking LED shark eyes.
It’s still one of the most handsome of all the current superbikes, especially with the rear number plate hanger removed for track use. 2020 colours are blue or black.