Nowadays modern superbikes are a technofest of electronic trickery and for good reason. The early 1990s saw a dramatic rise in the power outputs of apex superbikes and many produced horsepower figures upwards of 130. Riding these superbikes required a fair amount of experience and dexterity, not to mention right wrist restraint. Even though tyre technology had also advanced it was easy to break rear traction with an enthusiastic throttle hand. Then the 2000s saw power outputs spiraling upwards of 160 horsepower and the first early attempts to include safety features such as anti-lock braking (ABS) appeared but initially only on fast, heavy sports-tourers. Apex superbikes still required a brave rider to harness the power and handling.
Racing was the catalyst for electronic intervention. From the four-wheel world came traction control and racing ABS and the electronic world opened up with telemetry systems coming online in motorcycle racing. Manufacturers learned how to apply electronics to harness the soaring power outputs of their racing bikes which were then producing up to 200 horses. The technology then trickled down to the apex superbikes (which are now edging 200hp figures) slowly but surely and we are now in a world where pushing a few buttons and clicking a few keys transforms how our bikes perform.
The Yamaha YZF-R1M is at the cutting edge of this revolution. The sheer amount of electronics controlling this, Yamaha’s apex superbike, is mind-boggling.
Luckily, for road use, you may only need to fiddle with a few settings or use the pre-set Yamaha settings as is. These pre-sets are good enough for you and me and need setting only for your weight/riding style. Ultimately, the R1M was built purely for the racetrack and the myriad electronic settings are tailored thus.
The R1M makes little concessions for street riding or commuting. From the riding position to the engine character, it imposes itself on the rider to ride it aggressively or bear the pain. Comfortable, it is not. The motive power behind the R1M is an all-new 998cc crossplane-concept DOHC inline-four with titanium fracture-split connecting rods and finger-follower valve actuation. Larger-diameter intake and exhaust valves with revised cam timing mean the redline has been raised from 13,750rpm on the previous model to 14,500. Max power (claimed) is 197.3bhp @ 13,500rpm and 112.4Nm of torque @ 11,500rpm.
More interestingly, the mid-range sees the R1M gain 50 horsepower in just a 2000rpm band (7000 to 9000rpm), making the R1M a modern-day two stroke, as it were.
The aluminum Deltabox frame is equipped with an aluminium fuel tank and a magnesium subframe and helps the R1M load the scales at a scant 200 kgs. Yamaha’s signature four-pot Sumitomo brakes with lean-angle ABS and the Unified Braking System (UBS, with linked functionality) pinch 320mm discs and roll on 10-spoke cast-magnesium 17 inch wheels. Ohlins supplies the front inverted fork and rear monoshock suspension, both electronically controlled and adjusted.
Controlling the raw power is Yamaha’s proprietary six-axis inertial-measurement unit (IMU), the brains which measures pitch, roll, yaw, and acceleration fore and aft, up and down, and side to side. The Yamaha Ride Control processor then processes the data to ultimately meter out power to the rear wheel. Power Delivery, Traction Control, Slide Control, Lift Control, Launch Control, and the Quick Shifter are all controlled by Ride Control. The ultimate ride-by-wire, as it were. Settings are changed via the thin TFT display interface and the left switchgear.
The pure sporting aspect of the R1M is clear as soon as you sit on it. The low clip-ons, tall seat and raised footpegs all point towards racetrack pedigree. Perfect for attacking apexes and allowing the rider to weight the footpegs and shift weight forward easily. Not ideal for rush hour, then. The engine is a real gem for those who were raised on a diet of manic two-strokers. The rush of power after 7000 rpm is pure Yamaha and feels as if the powervalves have been actuated (only with much, much more power). The fact that the electronics are reining in the rear wheel while leaning over in a turn is very reassuring. Upright, it is very difficult to restrain the urge to go WFO just to feel the rush. Despite the high-revving nature of the R1M, the engine itself is extremely smooth and almost vibration-free.
There are so many variables to the R1M’s riding modes that it is easier to explain in bullet form;
•MODES: Four customizable settings available incorporating all of the rider aids.
•PWR: Four settings. PWR1 to PWR4. PWR 1 is the most aggressive (Race/Track mode) and gets progressively less so in the lower power settings. PWR4 cuts power considerably and is probably Rain Mode.
•TCS: Traction Control. Nine levels of intervention plus Off. Lean angle sensitive plus includes other sensor data to cut power, if necessary.
•SCS: Slide Control. Three settings and Off. Needs a racetrack to fully appreciate.
•LCS: Launch Control. Limits rpm to 10,000 @ throttle wide open for roadrace starts. Two settings and Off.
•QSS: Quickshifter. Three settings including Off.
•LIF: Wheelie Control. Three settings and off. Unnoticeable until you turn it off.
Then switch it back on again, pronto.
The quickshifter is adjustable for delay but it seems that it works well under hard use rather than while dawdling around. It gets a bit balky and requires the light assist and slipper clutch to be used if you are just riding around.
PWR2 is the best for fast road riding as PWR1 has too aggressive fuelling. Even then, the R1M requires a deft right hand. Running a gear higher than usual also helps to smooth out power delivery, as well. Otherwise, the intervention by the R1M’s electronics is hardly noticeable and very smooth. One item missing from the electronic armoury is Engine Braking Control. But unless you have been riding a Honda CBR1000RR, you won’t miss it much due to the excellent slipper clutch.
To cap it off, the R1M has carbon fibre bodywork purposely styled on Rossi’s M1 (of course) and a titanium exhaust header. What more do we need but for a set of Dainese leathers and Rossi’s helmet? Too bad the R1M is not for sale by Hong Leong Yamaha. Perhaps we are not worthy.