2018 Yamaha YZF-1000 R1M

Make Model	Yamaha YZF 1000 R1M
Year	2018
Engine	Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	998 cc / 60.9 cu-in
Bore x Stroke	79.0 x 50.9 mm
Compression Ratio	13.0:1
Cooling System	Liquid cooled
Lubrication	Wet sump
Engine Management	YCC-T, YCC-I, PWR, TCS, LCS, LIF, SCS, QSS, CCU & SCU
Induction	Fuel Injection with YCC-T and YCC-I
Ignition	TCI: Transistor Controlled Ignition
Starting	Electric
Max Power	147.1 kW / 200.0 hp @ 13500 rpm
Max Torque	112.4 Nm / 11.5 kg-m @ 11500 rpm
Clutch	Wet, Multiple Disc
Transmission	6-speed w/multiplate slipper clutch
Final Drive	"O" ring chain
Front Suspension	43mm KYB® inverted fork; fully adjustable
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	KYB® Single shock w/piggyback reservoir, 4-way adjustable
Rear Wheel Travel	120 mm / 4.7 in
Front Brakes	2x 320mm discs 4 piston calipers, UBS ABS
Rear Brakes	Single 220mm disc 1 piston caliper, UBS ABS
Front Tyre	120/70 ZR17
Rear Tyre	190/55 ZR17
Dimensions	Length 2054.8 mm / 80.9 in Width 690 mm / 27.2 in Height 1150 mm / 45.3 in
Wheelbase	1419 mm / 55.9 in
Ground Clearance	135mm / 5.3 in
Seat Height	830 mm / 32.7 in
Wet Weight	199 kg / 439 lbs
Fuel Capacity	17 Liters / 4.5 US gal

2018 YZF-R1 and YZF-R1M

Bred from Yamaha’s YZR-M1 MotoGP® racing heritage, the 2018 YZF-R1 and YZF-R1M continue to offer riders the ultimate exhilaration of maximum performance combined with the confidence of control.

Powered by a 998cc high-output crossplane-crankshaft engine tied to a full suite of inter-related electronics technologies, both the YZF-R1 and YZF-R1M receive clutchless “auto-blip” downshift technology for 2018. As part of the standard Quick Shift System (QSS), both the existing upshift feature and new downshift feature can be turned on or off to meet the rider’s preference through the Yamaha Ride Control (YRC) settings found in an updated thin-film transistor LCD meter.

Refinements to the Lift Control System (LIF) that detects the front to rear pitch rate, and utilizes the ECU to control engine power and reduce the front wheel lift during acceleration, contribute to easier operation. Updated Bridgestone RS10 tires that offer improved grip feedback and feeling also help to further inspire rider confidence across ever-changing road conditions.

In addition to these updates, the 2018 YZF-R1M receives revised Öhlins Electronic Racing Suspension (ERS), which can be fine-tuned through the “YRC Setting” smartphone or tablet app connected to the motorcycle’s Communication Control Unit (CCU).

Features

Crossplane Crankshaft Superbike
The YZF-R1M® features a lightweight and compact crossplane crankshaft, inline-four-cylinder, 998cc high output engine. Featuring titanium fracture-split connecting rods, an offset cylinder block and magnesium covers, the motor delivers extremely high horsepower and a strong pulse of linear torque for outstanding performance, all wrapped in aerodynamic MotoGP®-style bodywork.
Class-Leading Electronics Package
The YZF-R1M features the most advanced electronics package ever offered on a supersport machine, with a full suite of interrelated technologies that enable the rider to enjoy the fullest range of performance with greater comfort, control, and ease of operation than ever before.
The Ultimate MotoGP®-Derived Supersport
The YZF-R1M features an Öhlins® Electronic Racing Suspension (ERS), carbon fiber bodywork, and a Communication Control Unit (CCU) with GPS that enables the rider to capture ride data and then download it via WiFi to the Yamaha Y-TRAC smartphone and tablet app. Once the data is downloaded, the rider can analyze directly over the GPS track map. Setting changes can then be made via the YRC Setting app and uploaded back to the R1M.

MotoGP®-Level Controllability
The YZF-R1M pioneered the use of the first six-axis Inertial Measurement Unit (IMU) ever offered on a street-going motorcycle. The IMU consists of a gyro sensor that measures pitch, roll, and yaw, as well as an accelerometer that measures acceleration in the fore-aft, up-down, and right-left directions… all at a rate of 125 calculations per second. By calculating each signal, the IMU finds the precise vehicle position and movement, and communicates it to the ECU, enabling it to control the bike’s systems.
Digital Rider Aids
The YZF-R1M is fully equipped with banking-sensitive Traction Control and unified ABS, as well as Slide Control, Launch Control, and more. For 2018, the Quick Shift System is updated to give both up and downshifting ability, automatically matching engine speed on downshifts for rapid clutchless shifts in either direction. The Wheel Lift Control system is also refined for smoother intervention and improved forward drive.
Deltabox® Chassis
Advanced aluminum Deltabox® frame uses the engine as a stressed member of the chassis and is designed to provide optimum longitudinal, lateral and torsional rigidity balance. Fully adjustable suspension front and rear provides exceptional road-holding and tuneability.
Compact Stacked Transmission
A 6-speed transmission features close-ratio gearing to best match the high-revving engine. The transmission also "stacks" the input/output shafts to centralize mass and to keep the overall engine size shorter front-to-back, which optimizes engine placement in the frame for outstanding weight balance.

MCN Review

Three years after its introduction, minor changes have made Yamaha’s R1M faster, easier to ride and simpler to set up. It’s still the booming, intoxicating track weapon it was before, but new semi-active suspension, more sophisticated anti-wheelie and an auto-blipper allow it to keep pace with rivals from Honda and Kawasaki.

The biggest update is to the semi-active suspension.

When launched, the R1M was the first Japanese thousand with electronic suspenders and its Öhlins Smart EC system was astounding – constantly adjusting itself in real-time. For example, the front end would stiffen itself on the brakes, soften itself off to give feel in slow corners and increase the compression on the rear shock to limit squat when you’re on the gas.

On the road, it gave a magic carpet ride that could be altered at the touch of a button. It was suspension heaven. Almost.

The only real downside was its slightly off-putting interface. If you wanted to fine-tune the settings, the electronic menus needed some thought. For some, the units of adjustment were baffling, especially as the lower the number on the display, the stiffer the setting. All that’s now changed. Just like on the Fireblade SP last year, the new R1M now has the second generation of this technology, which has a much clearer level of adjustment.

The auto-blipper is a decent addition, too. Since the R1 first came out, owners have been adding aftermarket blippers, but with mixed results. Some work well, others are clunky. But Yamaha’s new system is perfect, meshing rpm and adding to stability.

It all enhances the R1M experience. All the good points of the old bike re- main: the same nimble handling, partly afforded by the lightest wheels in the class (the R1M’s the only one with magnesium as standard). And there’s still the same gloriously fluid crossplane- cranked motor sniffing out exit grip b before droning to a heady, screaming top end down the next straight.

The new wheelie control lets the front float out of corners with stunning precision – it’s far better than the unpredictable system on Honda’s Fireblade SP, for example. The bike still has the same six-axis Inertial Meas- urement Unit, too, meaning a huge range of traction control settings and slide control, which when you’ve got it on the correct setting allows even modest riders to smear rubber. But of course, like everything on the R1M, you do need to work up to it.

Our test bikes were equipped with slicks which combined with stiff auto track settings, meant going quick was about taking a leap of faith. But once you believe, it’s like having a ticket to best roller- coaster in the world.

Sadly, the R1M still comes with the same brakes. Yamaha is persisting with a linked system meaning a smidge of rear brake is always applied when you activate the front Sumitomo monoblocks. It works well on the road but on track means the rear feels loose under heavy braking and bumps set it off into a tyre-squealing fishtail. Lever feel isn’t great either. Later, we also tried a race-kitted R1 with Brembo calipers, master-cylinder and linkage: a far better option.

Cosmetically, the R1M is virtually identical to before, save a different col- our bellypan. This is no bad thing – it’s a unique, carbon-clad demonstration of cutting-edge tech. But does it feel different enough to justify jacking in your old bike? If you already own an R1M, the answer’s probably not. But if you’re trading in at the end of your finance package you will feel the benefit. And if you’re buying for the first time you’ll be picking up the keys to a true piece of exotica.

What about the plain-Jane R1?

The standard R1 will also benefit from updates to its quckshifter system for 2018 and, like the R1M, will also offer downshifting as well as upshifting for the first time. It’ll also come with a new Race Blu colour scheme.

Source MCN