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Refined Specimen
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2007 Yamaha YFZ-R1
Jeff Buchanan
01/03/2008
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Action photos by Don Williams
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The engine has a flat spot between 3,000 and 4,000 rpm, exaggerated by a bit of a hiccup off the bottom. In stop and go, slow moving traffic this is a nuisance. This minor glitch is forgiven by the R1's tight engineering that syncopates clutch action, throttle response and gear changes into the realm of second nature, making it more than capable as a daily commuter—if you're really intent on squandering this baby's attributes sitting in bumper-to-bumper traffic. Although the engine may not be the most conducive for around town riding, the R1's riding position is surprisingly comfortable—even for riders 5'10" and above. The cockpit is well stretched out with regard to the essential three points that comprise ergonomics: the handlebar/seat/footpeg relationship. Seat height is 33" and is complimented with a narrow mid-point for optimum leg reach to the pavement.
 Despite the R1's ability to handle urban outings, make no mistake about it, the bike was built to win races. In fact, all its race-inspired technology is somewhat wasted if the R1 owner never cuts the machine loose on the track. Dr. Robert Fleischner gave us the opportunity to do just that when he invited us out to attend an MTC track day (www.mtctrackdays.com) at Buttonwillow Raceway in California. Click on image to enlarge.
As expected, (and eagerly anticipated, given the street test of the machine) the R1 took to the unrestricted environs of a closed course like a duck to water. The Yamaha was built to be ridden aggressively, delivering its best all around performance in a relatively narrow powerband between 9,000 and 12,000 rpm. While this kind of temperament is less than accommodating for a commute on public roads, it works seamlessly on a racetrack, where it's much easier to keep the engine in its sweet spot. The result is an adrenaline rush of continually blurred peripheral vision.
A close-ratio, 6-speed transmission runs through a factory-installed slipper clutch, which can only truly be appreciated on a racetrack. The back torque-limiting clutch works by modulating engagement of the transmission with the engine, greatly reducing the possibility of hopping the rear wheel under aggressive downshifts. When ridden in anger, the slipper unit requires very little finesse, just pull it in, bang it down several gears, and drop the lever. The engine/transmission are automatically and gradually engaged without concern for getting the bike unsettled.
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