The YZF-R1M is a special version of the new 2015 YZF-R1, and was released simultaneously. As a model that opens up a new page in the tradition of Yamaha Handling, I had the opportunity to test-ride the new R1M at Yamaha’s Fukuroi Test Course and see what the latest evolution in handling actually feels like. Now putting out incredible amounts of power, the R1M also mounts a number of new devices fed back from Yamaha’s MotoGP machines. Although it’s supposedly designed to help riders recover from mistakes, I must admit that despite my more than 50 years of riding experience, I was more than a bit intimidated by its reported capabilities just before my test-ride.
However, from the moment I accelerated out onto the test course, my nervousness changed first to surprise and then gradually into a feeling of delighted excitement.
Using the quickshifter, I rapidly shifted up without touching the clutch lever. The bike responded by shifting and accelerating seamlessly up through 3rd, 4th and 5th gear, but more importantly, the feeling of acceleration didn’t change, even when I reached the high-speed range. That experience was exceptional; it was something I had only felt until then with a MotoGP machine, and it immediately made me feel what this meant in terms of performance.

Another thing that added to and deepened my excitement was the unique exhaust note. This wasn’t my first time riding an R1 with a crossplane crankshaft, and I knew that the different firing interval of the engine gave it a different sound from other in-line 4-cylinder machines. But, what I was now hearing from the machine I was riding sounded unmistakably the same as the YZR-M1 MotoGP machine. Being a street-legal bike, it has to comply with regulations for absolute noise volume; the sound was being muffled. But the unique and composite mix of different sound frequencies and the clear and crisp pulse you feel through the mid-range remains distinct without blurring into a continuous drone, even up into the high-speed range around 13,000 rpm. It conveys a sense of the linear rise of power being transmitted to the pavement.
Stimulation to the senses with this amount of intensity didn’t exist in previous models. The degree of clarity in how this sound symbolizes Yamaha’s choice to take the R1 to its next stage of evolution feels rather enjoyable. A bit embarrassed by the unexpected delight I was feeling inside my helmet for someone my age, I made an effort to relax and refocus my attention on the ride.

Of course, the purpose of the crossplane crankshaft is not to produce this unique sound. The in-line 4-cylinder engine configuration is one that has little vibration and good balance under steady-state conditions such as continuous acceleration. However, with a conventional crankshaft that moves the two pairs of pistons at directly opposed 180° angles, the weight of the crankshaft—which is intended to ensure smooth reciprocating motion of the pistons while translating their reciprocating motion into rotary motion—tends to easily cause shaking of the chassis (specifically in the engine) in both the vertical and longitudinal directions when the throttle is being opened or closed. Although this tendency occurs only at the precise moments of opening or closing the throttle, the behavior it causes during cornering can feel very unsettling for a sensitive rider.
With Yamaha’s crossplane crankshaft, however, the angle between the two pairs of pistons is shifted to 90° in order to disperse the inertial force [component of composite torque] and lessens its effect on the chassis, thus minimizing its interference with the rider’s concentration. Of necessity, this change in the firing interval results in the unique tone of the exhaust sound. But the uneven pulse it produces is also the reason why it’s easier to get good traction and why the machine is easier to control—even if the rear wheel should slip for an instant—because the delay in response caused by inertial force is minimal.

First of all, let’s recreate what it was like going through an S-curve, which is easy to understand. It begins with the braking and downshifting to drop speed to enter the initial right turn, and the first thing that surprised me was the feeling of the brakes. When I squeezed the brake lever, the touch felt gentle, not letting you feel the point where the hydraulic pressure starts to kick in. To borrow an expression, it was “killing me softly” as the deceleration g-forces grew with the smoothness of a quadratic curve. Also, there was no sudden nosedive and the changes in machine attitude came gradually at a pace that never shakes the rider’s sense of assurance. There’s also ABS to compensate when necessary, so there is no need to let doubt start you second-guessing.
There is also no abruptness accompanying the engine braking when you downshift, and the deceleration g-forces feel steady with no sharp drop as rpm falls. With the feeling of the rear wheel gripping the pavement as your guide, you shift your weight to the inside of the turn, and there’s no delay at all in the front wheel’s change of direction as the bike leans to begin the turn. The front and rear wheels begin to make the turn together, and although there is actually a split-second of time lag before the front wheel begins to follow, it’s not enough to spook the rider. The feeling of balance as if both wheels are following each other simultaneously is truly impressive. In a scene like this, skilled riders will use techniques to maintain machine balance like the quick shifting of body weight, but with the new R1, these kinds of techniques aren’t necessary at all.

Next comes the changeover from the right turn to the left turn of the S-curve; it’s really light! As soon as I was about to shift my weight to the left side of the machine, it stood upright, and before I knew it, I was already beginning to bank left. It’s that quick. I quickly open up the throttle and position myself to head into the next turn. The engine gave a quick growl and the machine sank with the force of the traction at the rear, quickly settling down into what felt like a steady, reassuring attitude. I have to admit that I’m not at all afraid now, although I’m handling an extreme-performance machine.