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2004 R1 Track and Road Review

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  • 2004 R1 Track and Road Review

    FYI Ladies and Gents,
    Road review and Eastern Creek track review

    http://www.motorcycle.com
    http://motorcycle-usa.com
    I am the old bloke on the black and yellow cbr1krr

  • #2
    Welcome to PSB ...

    mmmm my favorite topic ..

    Thanx for that..
    Some say he eats sidchrome for breakfast

    Some say he only showers on even days of the week

    Some say he put an R1 motor in a coffee machine

    All we know is he's Hewie.

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    • #3
      Welcome hokoyo and tahnks for the links.

      mmm reviews. I got sidetracked on this one:

      http://www.motorcycle-usa.com/Article_Page...x?ArticleID=427

      Gimme Gimme Gimme 04 Gixxer 600 8)

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      • #4
        I can try and cut and past the motorcycle.com review if you are not a member
        I am the old bloke on the black and yellow cbr1krr

        Comment


        • #5
          OOOOOHHH yes please

          Edit: Work is very boring atm. Can you paste the gixxer one too? pwweeaassee??

          Comment


          • #6
            By Sean Alexander, 2/18/04
            Photos by Fonzie
            Additional Photos by Tom Riles

            Sure it looks great in pictures, but in person the new R1's "Shift Red" paint scheme is absolutely stunning.
            At long last, here's the 2004 Yamaha R1, the third all-new bike in the highly anticipated 1000cc supersport class. We told you all about the 2004 Kawasaki ZX-10R, back in December, after I rode it at Homestead. More recently, I got a chance to spend a day aboard Honda's new CBR 1000RR and now the trifecta is complete with this review of the 2004 Yamaha R1.



            The first R1 made its debut in 1998 and its styling raised the bar for Japanese sportbikes. Each revision since then has refined the look and this new one is undoubtedly the prettiest R1 yet. After seeing this bike in person and oogling the new metallic red and the two-tone silver paint jobs, I sincerely feel that Yamaha has displaced Ducati at the top of the sportbike styling heap. (Of course Ducati helped, when they replaced the gorgeous 916 family with the 999 series) Yamaha says the new R1 is: "Michelangelo meets Sir Isaac Newton". I'd say: From the voluptuous upside-down swingarm, to the flowing intake snorkels, the 2004 R1 just oozes sex appeal.








            Man this job sucks! Why couldn't I just push paper for a living?
            Yamaha could have simply restyled last year's excellent R1 and given us the new look without a full redesign, because most buyers couldn't even get near the absolute performance limits of the original 1998 R1. However, Yamaha intends to do some serious racing with this new bike and not only are there looming 1000cc threats from Kawasaki and Honda, but last year's GSX-R 1000 also had the old R1 covered from a pure performance standpoint. Wisely, Yamaha decided to go hole-hog for 2004 and the result is a bike that shares little more than an oil filter with the 2003 R1.


            A comprehensive listing of the changes and revisions is included in Yamaha's spec-chart at the end of this article. However, at the risk of being redundant, I'd like to breeze through a few of the biggies. The entirely new 998cc engine is claimed to make 172Hp and 180Hp "at speed" (thanks to ram-air induction, a first for R1s). The engine is over 56mm narrower than last year's motor, even though cylinder bores are now 3mm larger. This is mostly due to movement of the starter and charging systems to the back side of the cylinders, but also from a 23.7mm shorter crankshaft and a reduction in bore spacing, from 9mm to 5mm. The cylinders are now canted 40° forward from vertical (last years engine was 30°) this allows for even straighter intake ports and most importantly makes the engine shorter, so that the new "Deltabox" frame can route its spars over the engine (like the new ZX-10R's frame) instead of around the sides, for a narrower midsection. That new frame is 200% stiffer in the vertical plane, 50% stiffer against side forces and 30% stiffer torsionally, it is also has been reduced in width, from 464mm down to 395mm. A slightly narrower valve angle allows the compression to be bumped to 12.4:1 from last year's 11.8:1 (be sure to use premium gas) which is a big help in boosting power. Reciprocating and rotating inertia has been reduced, via 3% lighter pistons and a 16% lighter crankshaft, which makes the engine quicker revving and gives it a more "lively" feel. The lighter weight internals also help the engine to survive near
            The two-tone Liquid Silver/Cerulean Silver color scheme gets color-matched intake snorkles. Grrr Baby, Very Grrr!
            its 14,000Rpm rev limiter. The new engine's redline is an unbelievable 2,000Rpm higher, at 13,750 compared to last year's 11,750Rpm redline. The fuel tank is fully 2" narrower than last year's. Front brake rotors have stretched from 298 to 320mm but are now 5mm thinner, so they weigh the same as last year's brakes. The front calipers now feature the de-rigueur radial mounting and the master cylinder has been changed to an excellent radial piston Brembo. Intake ports are straighter and 5% larger than last year's. Exhaust gasses are vented through 5mm larger ports that are surrounded by an extra water jacket for improved cooling, then routed out through a catalyst equipped exhaust that's (with the exception of the catalyst) 100% titanium from header to mufflers. The new steering damper is equipped with a mechanical ball check-valve that floats out of the way during slow movement, but is forced to block an oil passage when the damper is moved quickly. This allows for lighter slow speed handling, but allows for the necessary resistance needed at high-frequencies (like headshake).






            --------------------------------------------------------------------------------

            GYTR Carbon Fiber Parts for the 2004 R1


            --------------------------------------------------------------------------------


            I spent a full day on the new R1 and covered well over 200 miles, mostly over sinuous roads, but also through a bit of highway, city and light traffic use. This ride revealed a bike that slots neatly between the hyper ZX-10R and the unflappable CBR 1000RR. At rest, the R1 seems slightly more compact than the Honda, but not nearly as small as the tiny Kawasaki. Once underway however, the roles are reversed, as the R1 has very light steering and changes direction effortlessly, like the Kawasaki. The R1's tall gearing means that 1st gear is good for over 100Mph at redline. When you're riding in the tight
            The R1s new mechanically variable steering damper is lighter and simpler than Honda's electronic HESD unit
            stuff at sedate speeds, the engine is at fairly low rpm, this (coupled with seamless FI) helps to smooth out throttle inputs and make the bike friendlier to ride. A friendly power delivery is better for real world use, but means the R1 accellerates from slow speeds more like the serene Honda than the ballistic feeling ZX-10R.


            The R1s new mechanically variable steering damper is lighter and simpler than Honda's electronic HESD unit, but unfortunately it doesn't work as well. When I'd push and ride the bike aggressively through rough corners, the front end would get light and a little vague feeling once I picked up the throttle. On several occasions this lead to a mild wobble, which damped out without much drama, but was far more pronounced than what the CBR offered through similar conditions. If you like feeling like you're racing the Isle of Man TT, with the bike bucking and weaving from the sheer velocity, as you heroically fling it from corner-to-corner, then the R1 is the bike for you. That isn't necessarily a negative, the bike never descended into full-on tank slapper mode or did anything to make me feel nervous, it just acted "lively" and felt like it was a little closer to the edge than the Honda.



            Famed Croatian motojournalist Darb Retsinab and I took an unscheduled detour and ended up separated from the herd on the way to lunch. After finding our way back onto the planned route, we realized it would be necessary to make up some time or risk missing lunch. If you've ever seen my expanding belly, you already know that I never miss a lunch. As I led Darb up the tight side of Palomar Mountain (a
            The new R1's narrower frame is clearly evident in contrast with the blue 2003 that's parked in front of it
            road I'd never ridden before) things quickly became serious. Next thing I knew, there was a wheel inside my right elbow, as I cranked around a hairpin. It seems Darb had grown weary my sloth-like pace and decided it was time to show me the "correct" way up the mountain. This was beneficial to my evaluation, as it allowed further insight into the transitional behavior of the R1. Like its counterpart from Kawasaki, the Yamaha changes direction extremely well and left right transitions were quick and drama free. The only thing that was a bit unsettling was the bike's slight tendency to understeer as the front end starts to feel a little vague at high lean angles coupled with high acceleration. In these tight situations, speeds rarely top 100Mph and the brakes offer excellent feel. However, in higher speed testing, the new brakes seemed a tad bit underpowered. They will surely stoppie you into next week, if you squeeze hard enough, but I got the impression that they don't offer quite as much outright power, as the new brakes from Honda and Kawasaki do. This is really a matter of personal preference though and I just happen to like the harder "bite" of the other two bikes. Perhaps this can be modified with a simple pad swap.




            --------------------------------------------------------------------------------

            2004 R1 Racebike


            --------------------------------------------------------------------------------


            According to Yamaha, the new R1 has the same ground clearance as their M1 MotoGP bike (except for the footpegs which would need to be changed for racing), thanks to the narrower engine and underseat exhausts. Ergonomics are typical modern supersport
            Who needs excuses, I know I'm sexy
            and felt a little cramped at first, though I must confess to just getting over the flu and being somewhat stiff at the beginning of the ride. After I stretched a bit, I was perfectly happy and after a solid day of riding, I was still fresh and had no aches to complain about. The footpegs have been moved down 7mm and forward 2.5mm from last year's R1 and the clip-ons have been raised 10mm. When you couple this with a significantly narrower motorcycle, you end up with a roomier riding position. In addition to the new ergos, the new engine is quite smooth for an inline four and was noticeably less buzzy than the Honda CBR 1000RR.



            My only complaint for everyday use in traffic or hot weather, is that there are some extremely high localized temperatures, near the rider's right knee. This is caused by heat from the catalyst leaking through the seam where the subframe bolts to the chassis. The problem was most pronounced, when making U-Turns and trolling slowly around the photo points. I nearly melted the Cordura on the inside of my right knee. Today 24 hrs after the ride, I still have a bit of a sore spot where my knee was mildly burnt. It was an annoyance that I quickly learned to cope with, by riding with my right knee pointed
            A nice feature of the R1, is that the low beams stay on, when the high beams are in use and the four beam layout means you never have that "burnt out headlight" look.
            outward at speeds below 45Mph. Once I was aware of the issue and adjusted my leg position, the heat didn't really bother me for the rest of the ride.



            After a thorough re-think of the new R1, Yamaha has given us a bike armed with far more racing potential than the old R1, while clothing it in an Armani suit and fitting it with real world ergos. The new color choices are stunning and the sound tuning of the stock intake and exhaust are spot-on. The bike sounds exceptionally good from the front, when it's on the cam and the intake is playing its race-bike soundtrack. I'm mighty impressed with all three of the new 1000cc superbikes from Kawasaki, Honda and Yamaha. If my memory serves me (it rarely does), the Suzuki GSX-R 1000 is going to have a tough time defending it's honor on the racetrack. Luckily for you, you don't have to rely on my memory, you can just wait another month or two and read the full-on open class shootout right here on MO. For roadside sound and racer road curb-appeal off the racetrack, it's safe to say the new 2004 Yamaha R1 has them all covered.
            I am the old bloke on the black and yellow cbr1krr

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            • #7
              Found this on sports rider site....

              Is it me or do they have slightly higher readings over there, thought gsxr1000 was around 146 at rear wheel.

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              • #8
                Also see here: http://www.motorcycledaily.com/18february0...amaha2004r1.htm

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                • #9
                  nice review #9

                  love the dash setup

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