Dec 22, 2011 ... Yamaha has lightly updated its flagship YZF-R1 super- bike for ... Yamaha's TCS
on both the road and track was truly impressive, both in its ...
First Impression 2012 Yamaha YZF-R1 TCS Allows Controlled Rear Wheel Steering!
For 2012, the dash now includes indication of traction control levels, TCS activation, driving modes, as well as a shift light.
methods by which the TCS controls power output include incrementally closing the throttle valves, partially cutting fuel delivery and retarding the ignition timing—all within milliseconds—to ease demands on traction and maintain grip.
BRIAN J. NELSON PHOTO
7-Position Intervention
by Danny Coe
A
MCN’s November “MC Bulletins,” Yamaha has lightly updated its flagship YZF-R1 superbike for 2012. The biggest news is that it has matched the ever-growing number of competitors that now provide traction control as standard equipment. In addition, the 2012 R1 receives several other notable upgrades, including revised rear suspension with a softer spring rate, a MotoGP-style lightweight upper triple clamp, redesigned titanium-clad mufflers with smaller heat shielding and more aggressive footpegs with increased knurling. Subtly different cosmetics make the new machine’s appearance distinctive, particularly from the front, thanks to a redesigned windscreen, improved LED position lights and attractive peripheral front reflective strips. Traction control is no gimmick and, in fact, in this tester’s opinion, the equipping of high-powered motorcycles with traction control is the best safety improvement to arrive in years, bar none. Given the results of our recent testing, the performance of Yamaha’s TCS on both the road and track was truly impressive, both in its ease of adjustment and its transparent functionality, which aided both speed and safety. Yamaha’s TCS relies on Hall Effect sensors that continuously monitor and compare front and rear wheel rotational speeds (using an ABS-style toothed ring on the front wheel, and monitoring the rear tire through the transmission). The ECU determines an allowable or optimal amount of wheel slip compared to predetermined preset values by way of algorithms programmed into the ECU. Based upon wheel speeds, engine rpm, throttle position, the chosen TCS mode and the transmission gear selected, when these programmed values are exceeded, the ECU makes corrections by reducing engine output far faster than a human can react. The S DETAILED IN
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The YZF-R1’s rider-selectable, multi-level T/C system is managed via a toggle switch on the left handlebar that allows scrolling up or down the range of settings. Resets of the TCS setting require only that the throttle be fully closed. The level of TCS intervention selected is indicated by a simple block-style bar graph located in the upper right of the digital dash display, replacing the previous display which formerly indicated amount of throttle opening recorded by the TPS(throttle position sensor). To alert the rider that the TCS is actually operating, a flashing yellow light on the dash illuminates when TCS control is being applied. Position “one” provides the least electronic intervention, with setting “six” being the most. The seventh option is “off” and switching the TCS “off” is the only mode choice that requires the motorcycle be stopped and the TCS selection mode switch be depressed for more than two continuous seconds. Additionally, Yamaha has also incorporated “wheelie control” into the new system. The final two T/C modes (five and six) restrict front wheel lift (even under the hardest throttle application) from inches to millimeters, respectively.
On The Road Yamaha invited journalists to Southern California for a two-day intro, the launch including a day riding the mountain roads above Palm Springs on Highway 74 and a second day at a relatively new racetrack located deep in the Yucca Valley named Chuckwalla. A review of our notes from our February 2010 R1 evaluation, perhaps not surprisingly, revealed almost identical impressions as the overall changes are minimal with the exception of TCS and new engine Mode maps. To review, the R1 was massively revised for its 2009 model year, which is when it first received its unique MotoGP pattern Crossplane crankshaft that creates an irregular firing order to increase traction while maintaining potent top end power. This was also when the engine’s bore and stroke dimension were made more oversquare and variable length intake funnels (YCC-I) were fitted. Other major changes included a new aluminum chassis with revised flex, a new magnesium subframe and the addition of three driving modes to alter power characteristics. For 2012, Yamaha has also refined the three driving modes, and in combi-
On The Track With lessons learned from past experience with various traction control systems on closed courses, it’s a normal practice to start your test with a high degree of T/C and then work your way down as you become more comfortable. In almost each case, it was not until the end of the test day that we finally experienced T/C in its minimal settings. With this latest R1, we took the opposite tact, actually opting for the number two setting while keeping the power in the “Standard” D-Mode to keep TCS intervention to a minimum. Once comfortable with the results and control provided by the traction control system, all the while learning the clockwise layout of the unfamiliar Chuckwalla track, we switched to the “A” mode for its quicker throttle response, adapting to the need to apply throttle and TCS-related steering corrections more quickly. The Chuckwalla circuit is a fun track with primarily 2nd and 3rd gear corners (around 80–100 mph). Rapid progress around the track’s layout requires predominately fast corner entry, while connecting almost continuous turns joining each other.
Colors The 2012 YZF R1 will be available in four color schemes. As 2011 represents Yamaha’s 50th year competing in GP racing, a special anniversary white and red livery R1 (and R6) models are being produced in a limited quantity of only 2000 units. Each R1 wears a serialized plaque atop the airbox cover, gold-colored tuning fork insignias, a special race sticker kit and a paint scheme resembling the factory Japanese, European and Canadian race machines of the past (MSRP, $14,490). The other three choices are Team Yamaha Blue/White and Raven Black (both $13,990) and a Pearl White/Candy Red ($14,190). BRIAN J. NELSON PHOTO
BRIAN J. NELSON PHOTO
nation with the TCS options, a total of 21 possible variations are available to tailor the machine’s behavior to its rider’s taste. Such a range of choices takes time for familiarity, but given the time constraints of the introduction, we tried to simplify our setting selections for the best possible result in the shortest amount of time. Our first decision was to pick a baseline power delivery setting via the D-Mode selector. On the street the R1 produces ample power in either of the first two modes (“A” or “STD”). We opted for the Standard mode as it softens the initial “hit” of throttle response to an acceptable level. With 154 hp on tap, a too-sudden power delivery only makes riding more difficult. On the other side of the spectrum, the “B” (or “rain”) mode, given our warm, sunny weather, was also unnecessary, so on the street, the Standard mode was used exclusively. Next, experimenting with TCS on the street, we found that in the two highest TCS settings, wheelies were, indeed, curtailed. Additionally, the rear wheel was also well-controlled when nearing traction limits, yet with almost undetectable intervention. In all but the two least restrictive TCS settings, the R1’s electronics completely controlled any loss of rear traction. And although the road surface appeared clean, bumps and tar strips still present grip challenges, yet our R1 always felt securely planted. On the street, TCS brings a new level of safety, but even so, the best advice is to always ride as though it isn’t there. We felt the best results were obtained using the number two TCS setting (next-to-least intervention), this on clean, dry pavement, again using the “Standard” power choice in “D-Mode.”
To simplify, the corners are grouped in pairs, two rights, followed by two lefts, another two rights, etc. The majority of paired corners all flow almost in a double apex layout and as a result, the rider benefits by grouping corners together with accurate line choice, while sweeping across the entire track surface from entry to exit apexes. One surprising benefit was that the R1’s TCS could be used repeatedly as a reliable aid in rear wheel steering and changing directions exiting turns. We could enter the corner with considerable speed and at higher engine rpm, and if it looked like we would run out of road on the exit, in the “A” power setting and with TCS at its lowest level, we could dial-in more throttle and induce a controlled rear slide. The result would tighten our exiting line. Once this technique was established, it could be done repeatedly with control and finesse. In the braking department, both Yamaha’s slipper clutch and dual six-piston calipers worked in near perfect unison, easily adjusting and controlling entry speeds and harder braking applications. As MCN’s track day progressed and the laps took a toll on tires, the R1 would slide with less effort, yet the TCS seemed to compensate perfectly. We would agree that this is an advanced cornering technique and is not recommended for novice riders, but on the track Yamaha’s TCS certainly inspires confidence, and it was impressive enough that we had no interest in testing the new R1 with TCS in the “off” position. Overall, the R1 makes its power over a broad rpm range. Starting around 3000, the mill pulls easily. On the track, the majority of time is spent above 9000 rpm, and Yamaha’s YCC-I variable height intake funnels begin to shorten at 9400 rpm. From there the engine really starts pumping, and it easily screams past its indicated 13,750 rpm redline. The rider’s focus is best placed well ahead and, as you would expect, on the R1 things happen quickly. Shift lights and TCS indicators may have all been flashing, but our attentions were spent elsewhere—primarily on the inside and outside edges of the track, to name two places. There’s no question, the new Yamaha YZF-R1 is one impressive ride!
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