Exactly 10 years ago, we headed to SMSP for the Global Launch of the ground breaking Yamaha YZF-R1, the generation that the current model is still based on... So how did the bike fare?
It’s fitting that the 2015 Yamaha YZF-R1 was launched at a racetrack. For the third generation, Yamaha chose to conduct the World Press Test of a new R1 model at our Western Sydney SMSP circuit. Amazingly, a decade later, it is not uncommon to see the very model still lapping.
Three generations of the Yamaha YZF-R1 were launched here in Australia, which gave Aussie Media the rare opportunity to attend a Yamaha World Launch… Quite the treat for us all…
The Yamaha staff chose to use the new extended Brabham full circuit – to showcase the handling of the bike in tight sections and fast sections, rather than the more flowing and enjoyable Grand Prix layout. The Brabham Circuit of SMSP is, well, sh#thouse, and if anything worked against Yamaha on the day. Thankfully, we rarely ride on that full circuit these days…
It tends to be a tricky section of track that extension on any bike, but the 2015 Yamaha YZF-R1, which certainly made work easier than any other litre-class bike I’ve ridden there, was not too bad on the day. I could easily have been fooled into thinking I was on the world’s most powerful YZF-R6 such is the diet that the R1 had been on. Looking back, it really was a huge leap forward over previous generations…
Aside from the name, YZF-R1, there was literally nothing carried forward from the previous generations. Everything was new and all improved. Developed by Japanese test riders in partnership with AMA star at the time Josh Hayes and then MotoGP hero Valentino Rossi, the R1 was very much styled on the M1 and Yamaha have wisely brought over technology from Rossi and Lorenzo’s championship winning machines of the era. It was refreshing to see happen – all that development in MotoGP genuinely landing with the consumer.
There was the stock version, in at $23,499 + ORC as well as a limited edition at $29,990 + ORC up-spec M model. Compare that to 2025’s standard YZF-R1 at $32,999 and the YZF-R1M at a whopping $41,499 and it’s clear to see that, although we thought sportsbikes were getting expensive back then, we had no idea they would be out of reach for the average earner by 2025… Sad stuff. These days you can pick up a 2015 Yamaha YZF-R1 for around $18k to $20k, an R1M for $22 to $25k, so they have really held their value well compared to other litre sportsbikes…
Testing the YZF-R1M in 2020. The 2015 onwards YZF-R1 and R1M models really hold their value well…
I’ve had the pleasure of having lived with four YZF-R1s in the past. I had a 2005 model, followed by a 2007 model then a 2009 big bang and a 2012 big bang. The latter bikes were fantastic street bikes but I never enjoyed them on the track. Heavy means hard work and there was no way out of it – Yamaha had to put the R1 on a radical diet and as soon as I saw the bike in pit lane and sat on it I knew it was going to be fixed… Here is my original test from a decade ago…
TESTING TIMES
Ergonomically the bike is different to anything I’ve felt. There is no R1 generational familiarity at all.
The reach to the ‘bars is 55mm further now and 10mm longer to the ‘pegs. However, ‘pegs to ‘bars is reduced 5mm. There is plenty of room but I still feel too big for the bike. The fuel tank is low and it almost feels like there is no fuel tank there – making me feel a bit exposed.
The screen is a good size and the dash easy to read at a standstill, with a lot of info to take in.
The seat is great – soft, wide, flat and roomy. The ‘bars are in a position that puts a lot of weight on them. I can’t work out why (I’ve been studying images and still I can’t work out why but it was common feedback among the taller journo’s). The switchblocks are trick with a cool new style click and scroll mouse for menu browsing. I fire the bike up with the new starter button/kill switch, select first gear and roll out of pit lane. I’ve been riding here for 20-years so that means I am lucky enough to be able to focus on the test rather than which way the track goes.
After the sighting laps it is go time and as I run onto the front chute I twist that YCC-T throttle wide open for the first time. The R1’s acceleration is stunning – the LIF wheelie control stopping the bike getting too high. Seat of the pants dyno it feels like a genuine 185-190-rear-wheel-horsepower bike (note: we were told our bikes ran the Track ECU – no speed limiter and no linked brakes). But it is not the power that impresses and thrills; it is the rapid acceleration that really stands out and above 11,000rpm the bike keeps revving like mad!
The 2015 YZF-R1 & R1M blur the lines between production Superbikes and Factory MotoGP race machines.
Thanks to high compression, a lightweight crankshaft, titanium conrods, lightweight pistons and a conrod ratio that promotes acceleration this engine revs fast. For a non-pressurized (turbo or supercharged) engine it is amazing how much air it gulps! The gearbox action via the quickshifter is swift and positive and progress forward comes at a rapid rate not unlike that of a real world superbike. In fact, my vote is this is the fastest accelerating production litre-class bike yet. I’m yet to ride the S 1000 RR, new RSV-4 or 1299 Duke though.
The bottom-end punch of the older model has gone but the mid-range and top end is incredible. The slipper clutch is brilliant and the bike runs into turns like a two-stroke. I tried the TCS, SCS, PWR and LIF on 3 across the board for my first session – this was too intrusive so was reduced to 2 across the board, then 1 across the board. I finally settled on 1 for TCS, 1 for SCS, LIF switched off and PWR set to L2, as the throttle was smoother on P2. I did not have time to test launch control, QSS settings or YRC presets. I needed another full day or two to fully explore this – and this test was purely a six-session sample for us journalists.
The 2015 Yamaha YZF-R1 was an enormous leap forward over the cumbersome previous models of the bike…
There were some aspects of the YCC-T that I felt could be improved as I felt I did not have a connection between my throttle hand and the back tyre – the very thing Yamaha engineered into this bike – but can’t judge that fully until I have more time to play with settings to get the throttle/ride connection more natural feeling to give that rider control back. The rest of the rider aids were first class. The TCS very smooth and I did not notice the SCS directly but I do know the rear tyres were really wrecked by the final session and the bike was very loose – however, it just moves around but does not crash. The anti-wheelie I preferred not to use.
Handling was never a strong point for the outgoing R1, which was heavy and bulky with a heavy crank and engine that was low and forward. Not so now… Steering is fast and accurate on initial turn, the front-end feel is confidence inspiring on the brakes into turns and the bike hooks up and drives off corners incredibly well. Mid-corner the stock standard out of the crate suspension settings were very soft for my 94kg and experience level, not doing the bike any favours but we adjusted that out quite a lot with simple preload and compression and the cornering performance improved.
Wayne Maxwell’s YRT Yamaha YZF-R1 – 2015 ASC & 2015 ASBK
I would have kept going much firmer had I had more sessions. There was some rear tyre sidewall pump on the gas exiting turns with the RSR10 also. With more time and set-up the potential is there for the bike to be brilliant but with TCS, SCS, LIF, LCS, QSS, PWR and YRC there are endless set-up options and ownership is the only way to explore these.
Braking performance is first rate. Initial bite is strong but very controlled and the lever can be intimately modulated into the turns. I did not feel the ABS at all (Track ECU has a special track ABS setting), however, although the linked brakes were disabled, the rear of the bike would still back into turns on the brakes – without rear brake input from me. More front fork support would help. Easy fix.
Glenn Allerton – YZF-R1
Mid-turn corner speed is good but once you crack that throttle make sure you are on line as the bike will fire off with ferocious speed. It’s a deep on the brakes, turn and fire off the corner bike for the modern riding style. Short wheelbase bikes can definitely be fantastic for old school sweeping lines too – as long as the geometry is right – and the R1 is no exception. It just makes more sense to get on the fat part of the tyre and use the amazing engine acceleration and electronics.
Back to the fuel tank size. I use a fuel tank a lot – I place my sternum on the edge of the side of a tank while I corner and brake/corner. I also use my abdominal area help support myself under brakes and my outside arm to support myself during cornering. These points of contact were not accessible for me on the R1, meaning all of my weight was on the ‘bars/my arms. This meant I could not steer smoothly or lock onto the bike and steer with a relaxed upper body.
Testing the 2015 YZF-R1 on the street, we had the Aussie Scoop back then…
I noticed a lot of the taller riders who were fast also getting tired on the bike for the very same reason I suspect. Tank grips for the knees might help or sliding the ‘bars down the forks – but then you have the issue of more weight on the front. Not sure what the fix is there but it is something I have never struck before. Bikes are getting too small!
Aside from that – which would not be an issue on the street – I rate the new YZF-R1 a 10/10. It has improved incredibly and set a new benchmark of performance and technology. A true MotoGP bike for the customer. The last time Yamaha gave us a true racer for the road was with the OWO1 and this new YZF-R1 certainly makes me feel it is as special as the OWO1 was…
YZF-R1M
I rode the YZF-R1M for the afternoon sessions. Before I tell you how amazing it was, I should explain what you got back then for $29,990 + ORC.
The YZF-R1M is equipped with an hlins Electronic Racing Suspension (ERS) system.
This system takes data from the 6-axis IMU and various sensors, and based on the running conditions the system’s Suspension Control Unit (SCU) makes integrated adjustments to the front and rear suspension. This new Electronic Racing Suspension (ERS) offers a choice of ‘Automatic’ and ‘Manual’ modes, and within each of these two modes there is a selection of three different settings. The design of the ERS also permits the independent adjustment of the compression and rebound damping functions.
As a genuine ‘factory racer’, the YZF-R1M is equipped with a full carbon fairing, carbon front guard and carbon seat cover. Fitted as standard equipment on the YZF-R1M, the Communication Control Unit (CCU) allows riders to record a wide range of running data, including lap times, speed, throttle position, GPS tracking, lean angle and more. Data can be viewed, compared and shared on a tablet using a wireless connection with the R1’s CCU, enabling riders to analyze the previous race or track session and make any necessary adjustments.
So how does the R1M compare to the R1? First of all the extra grip of the Bridgestone V02 slick tyres made a huge difference and makes it difficult to compare to the bike on treaded tyres. The M also had a larger rear sprocket fitted to compensate for the 200-section tyre but still, gearing was much more suited to the track and first gear was not required.
Ergonomically there is no real difference (5mm seat height) on the bikes but the ride experience is very different. The M is fantastic and much more like a set-up racer or track day bike. The automatic mode on the ERS was fine for me and the firmer fork springs made a huge difference to the bike on the brakes. The rear shock is marginally firmer but I still found it soft in the back – easily adjusted.
Obviously the quality Ohlins suspension makes a difference but I would be interested to try the KYB with the same spring rates as the Ohlins to get a true comparison. The M suspension helped bring out the true potential in the R1 chassis and handling and I was definitely able to push much, much harder on the M. The M would be my choice – and it is more collectible too when it comes to resale value. However, $6k extra is a fair amount of money for most of us. Hmm. Decisions…
[Next Thursday we road test the 2015 Yamaha YZF-R1 for Throwback Thursday…]
SPECIFICATIONS: 2015 Yamaha YZF-R1 (M spec’s in brackets)
PRICE New: $23,499 ($29,999) + ORC
WARRANTY: Two-year/unlimited kilometre
COLOURS: Blue and Silver, Red and White, (Black/Black and Silver)
CLAIMED POWER: 147.1kW[200hp]@13500rpm
CLAIMED TORQUE: 112.4Nm[82.9ft-lbs]@11500rpm
CLAIMED WET WEIGHT: 199kg (200kg)
ENGINE: Liquid-cooled, four-stroke, crossplane forward-inclined parallel four-cylinder, four-valve per cylinder, DOHC, 79 x 50.8mm bore x stroke, 998cc, 13.0:1 compression, banking sensitive TCS/SCS, LIF, LCS, QSS, PWR power modes, YCC-I, YCC-T, six-axis IMU, (CCU), magnesium oil pan, titanium four-into-two-into-one exhaust
GEARBOX: Constant mesh, six-speed
CLUTCH: Assist and Slipper clutch, wet, multiple-disc
CHASSIS: Aluminium Deltabox frame, aluminium upward-truss swingarm, magnesium sub-frame, Rake: 24, Trail: 102mm
SUSPENSION: 43mm KYB fully adjustable telescopic forks, KYB rear shock, (Ohlins Electronic Racing Suspension forks and rear shock)
BRAKES: Banking sensitive Racing ABS, Unified Brake System, dual 320mm front rotors, dual monobloc four-piston calipers, 220mm rear rotor, single-piston pin-slide caliper
WHEELS & TYRES: Cast magnesium 10-spoke wheels, 120/70 – 17 (f), 190/55 – 17 (r) (200/55 ZR17), Bridgestone RS10 (Bridgestone V02 slicks)
DIMENSIONS:
Seat height: 855mm (860mm)
Overall height: 1150mm
Overall length: 2055mm
Width: 690mm
Wheelbase: 1405mm
INSTRUMENTS: TFT LCD display
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