Yamaha YZF-R1SP edisi khas 2010

(English version at bottom)

Pastinya tiada siapa yang akan mempersendakan anda jika anda mengatakan bahawa anda begitu memuja nya dan ingin menjadi seperti nya. Apalagi jika tungangan anda merupakan sebuah Yamaha YZF-R1 seperti mana yang digunakan jaguh dunia itu. Namun anda mungkin ingin mengucapkan selamat tinggal kepada kuda kesayangan itu.

Lihat saja model terbaru Yamaha YZF-R1SP yang akan ditawarkan mulai Mac 2010 ini. Jentera edisi keluaran terhad ini menampilkan hiasan lengkap versi pasukan lumba Fiat-Yamaha 2010 dan juga memaparkan nama syarikat minyak tempatan yang mturut menjadi penaja bersama iaitu Petronas pada sisi penghadang enjin. Keluaran ini amat terhad, maka sesiapa yang menginginkan nya perlu lah segera membuat tempahat di mana mana pengimpot motosikal, memandangkan Yamaha Malaysia tiada membawa masuk model model superbike.

kJentera YZF-R1SP merupakan kepada model 2010 yang mengunapakai pelekat pasukan pengilang yang diwakili Rossi. Ini termasuklah nombor 46 tang tersohor itu pada bahagian depan dan belakang. Mungki yang utama nya ialah tandatangan Rossi yang akan dipaparkan pada tangki minyak jentera tersebut, cukup menyerlah untuk menimbulkan rasa cemburu di kalangan rakan rakan anda.

Mula diperkenalkan pada Februari 2009, model baru yang radikal ini merupakan model yang paling betreknologi tinggi semenjak pelancaran nya sebelas tahun lepas.

Dikuasai oleh enjin 998cc serba baru, ianya dibina se hampir mungkin dengan jentera perlumbaan M1 yang ditunggang Rossi. Kerangka nya direkabentuk semula sepenuhnya supaya lebih pendek tapak nya dengan casi aluminium Deltabox yang mengoptimakan suspensi depan dan belakang nya.

Aci-oleng datar-silang untuk daya kilas maksima

Mula digunakan pada 2009, aci-oleng datar silang mampu meningkatkan daya-kilas atau torque yang dijana enjin. Dihasilkan menerusi teknologi perlumbaan dan berprestasi tinggi, ianya merupakan satu bahagian yang dikira paling banyak menyumbang terhadap peningkatan pecutan dan daya pacuan berprestasi tinggi. Ia mampu menghasilkan hantaran daya kilas yang linear atau samarata dagi keseluruhan julan rpm nya.

Pembakaran tak-sekata untuk memaksimakan janaan kuasa

Tidak seperti enin konvensional yang menghasilkan nyalaan pada sudut pusingan aci-oleng atau crankshaft yang sama, enjin baru ini menghasilkan letusan pada sudut 270° - 180° - 90° - 180°. Ini menghasilkan pembakaran yang mewujudkan janaan kuasa yang maksima dan sekata sehinggakan penunggang YZF-R1 mampu merasakan tindakbalas pemulasan pendikit yang nyata pantas dan terkawal, disamping memberikan maklumbalas yang baik dari roda belakang.

Enjin empat selinder serba baru

Bersesaran 998cc dengan sejukan cecair, enji empat selinder sebaris ini mempunyai gerek dan lejang berukuran 78.0 mm x 52.2 mm. Dengan gerek atau pergerakan piston sebanyak 52.2mm itu, yang boleh dikatakan amat pendek bagi  sebuah jentera supersport sebedar ini, ia nya juga menggunakan piston terbesar yang pernah digunapakai dalam sebuah jentera 1000cc Yamaha. Ianya juga menghasilkan nisbah mampatan setinggi 12.7:1 yang membolehkan janaan kuasa sebanyak  180hp (182PS) pada 12,500 rpm, sengan daya kilas sebanyak 115.5 Nm (11.8 kg-m) pada 10,000 rpm.

Piston Aluminium bertempa

Jentera YZF-R1SP ini menggunapakai piston aluminium ringan yang telah dihasilkan dengan menggunakan teknologi yang sama pada model YZF-R1 2008. Proses khas ini melibatkan penempaan piston bukan melalui cairan aluminium tetuang, tetapi dengan memanaskan nya sehingga tahap lakur yang membolehkan ianya dibentuk melalui proses tekanan tinggi. Ini mengekalkan ciri ciri molekular nya dan mengekalkan struktur molekul nya dan menghasilkan sebuah piston yang kuat tetapi ringan, bagi pecutan peningkatan rpm yang pantas.

Selinder rapat bersalut seramik

Selinder nya bersalut seramik di bahagian dalam dan direkabentuk rapat agar tidak memerlukan aliran bahan penyejuk dari dinding selinder ke bahagian kepala selinder. Ini meingkatkan lagi daya ketahanan dan kebolehpercayaan enjin mampatan tinggi ini disamping menghasilkan saiz yang lebih kompak.

YCC-I (Yamaha Chip Controlled Intake)

Sistem ini mengawal manifol kemasukan udara nya bagi disesuaikan dengan peningkatan atau penurunan permintaan udara oleh enjin pada rpm yang berbeza. Pada rpm rendah kedua dua salur kemasukan panjag dan pendek bertindak sebagai satu saluran, tetapi bilamana rpm meningkat melebihi 9400, sistem ini akan mengasingkan kedua dua nya dengan sebuah motor dan mengawal kemasukan udara untk mengoptimakan keperluan oksigen enjin.

YCC-T (Yamaha Chip Controlled Throttle)

Sistem ini menggunapakai sebuah chip komputer bagi mengawal bukaan pendikit menggunakan sebuah motor sepantas 1/100 saat. Ini membolehkan ECU mengawal bukaan pendikit secara lebih optima bagi menyesuaikan nya dengan kehendak kuasa semasadi samping mengawal operasi enjin dengan pemetaan yang ditetapkan. Pemetaan enjin atau enjin mapping boleh dipilih dalam tiga mod operasi melalui kawalan suis pada hendal.

Tentunya replika motosikal juara ini akan memberikan kepuasan yang amat tingi bagi pemilik nya. Jika anda mampu menangani nya, usah berfikir dua kali dan buat lah tempahan segera sebelum edisi terhad ini kehabisan.

Enjin Moto GP 998cc sejukan cecair 4-selinder DOHC

180hp/182 PS pada 12,500 rpm

115.5 Nm (11.8 kg-m) pada 10,000 rpm

Konfigurasi oversquare

Gerek x  Lejang 78.0 mm x 52.2 mm

Aci-oleng datar-silang

Nyalaan tak-sekata pada 270º - 180º - 90º - 180º BTDC

Piston Aluminium bertempa

Selinder rapat bersalut seramik

YCC-I (Yamaha Chip Controlled Intake)

YCC-T (Yamaha Chip Controlled Throttle)

No one would blame you if you are one of the "Rossi wannabes", especially if you do own a Yamaha YZF-R1. But then again, perhaps you would wish to kiss it goodbye, and be one of the first to own the new limited edition YZF-R1SP. This special Rossi liveried version of Yamaha's 2010 model YZF-R1 supersports bike will hit the showrooms in March 2010. Available in strictly limited numbers, it would be wise to place your bookings now in order to avoid disappointment.

The YZF-R1SP is based on a 2010 R1 but fitted with Rossi decal kit. This includes the infamous #46 race numbers front and rear. What more, you'll get Rossi's autograph on the fuel tank to turn your friends green with envy. First introduced at the end of February 2009, the radically innovative new model represents the most significant development in engine and chassis technology ever seen in its 11-year history.

Featuring an all-new 998cc engine, the new high-tech R1 powerplant is closely linked to the design, feel and character of Rossi's championship winning M1. The completely redesigned short-wheelbase aluminium Deltabox chassis optimised the front and rear suspension systems. And the radical and aggressive styling  give the new-generation YZF-R1 a radical fresh look, as a new benchmark for the super-competitive 1000cc supersport category.

Crossplane crankshaft engine for pure torque

Undoubtedly the single most significant piece of technology to be seen on this compact new high-performance engine is its race-developed crossplane crankshaft, which delivers outstanding torque characteristics and high levels of traction. This crossplane crankshaft was introduced in 2009 to enable the engine to produce more linear torque characteristics, together with more accurate and linear throttle control 

Uneven firing interval for new levels of feel and traction

The engine's uneven 270° - 180° - 90° - 180° firing interval ia a technological feat that gives the YZF-R1 rider a precise and almost instantenous feeling of control over the torque output levels. The engine's linear torque delivery gives a sensation that makes each throttle input feel as though it is transmitted directly to the rear tyre.

Inline 4-cylinder engine

The 998cc liquid-cooled inline 4-cylinder 4-valve engine features bore x stroke dimensions of 78.0 mm x 52.2 mm, an extremely short stroke layout with the largest bore dimensions ever used on a Yamaha 1000cc supersport engine. A high compression ratio of 12.7:1 is hence obtained, which contributes to the engine's impressive power output of 182 PS at 12,500 rpm, and a torque output of 115.5 Nm (11.8 kg-m) at 10,000 rpm with natural aspiration.

Forged aluminium pistons

The YZF-R1SP is equipped with lightweight forged aluminium pistons which have been manufactured using the same process as the 2008 YZF-R1. During the special forging process, the aluminium alloy is not actually melted, but is only heated to the temperature where it can be shaped under pressure in the forge. This allows the aluminium to retain more of the original strength of the metallurgic matrix, resulting in a lighter piston design, thereby reducing reciprocating weight and enhancing throttle response.

Closed-deck ceramic-composite plated cylinder

The lightweight ceramic-composite plated cylinder provides excellent heat dissipation together with an outstanding rigidity balance. This short-stroke cylinder features a closed-deck design in which the coolant passages do not pass from the cylinder into the cylinder head, and this makes for high levels of reliability in this type of high compression inline 4-cylinder engine. The short-stroke engine also benefits from shorter cylinder stud bolts which give a weight reduction, and at the same time helps reduce overall engine height to give compact overall dimensions.

Fracture split (FS) carburised con rods

The YZF-R1SP is equipped with fracture-split (FS) carburised con rods, a system that has been used successfully by Yamaha since the 2004 model YZF-R1. The two halves of each fracture-spit big end ring are re-assembled along the same fracture lines, and this makes for a stronger and more perfectly round big end, giving outstanding performance and reliability.

Optimised large-diameter crank journal and flywheel mass

The YZF-R1SP engine design is equipped with a larger 36 mm crank journal (compared to 32 mm diameter on the 2008 model YZF-R1) which is designed to handle the new power and torque characteristics of the crossplane crankshaft.

YCC-I (Yamaha Chip Controlled Intake)

The YCC-I system features electronically-controlled intake funnels whose length can be varied to suit the prevailing engine speed in order to provide good intake pulsation.

At low to mid engine speeds the long and short funnels operate as a single connected unit, but when the engine speed exceeds 9400 rpm the YCC-I on the new YZF-R1 engine automatically separates the lower funnel and upper funnel by means of an electronically-controlled servomotor. By varying intake length to suit engine rpm, the YCC-I system enables the new YZF-R1 engine to operate more effectively across the rpm band, and the funnel separation process is so smooth that the rider is unaware it has happened.

YCC-T (Yamaha Chip Controlled Throttle)

The advanced YCC-T electronic throttle system delivers outstanding controllability at all speeds, and helps to prevent any hesitation caused by an excessive fuel/air supply when the throttle is opened suddenly. The system adjusts the throttle valve opening via a servomotor at intervals of 1/100th of a second. By constantly calculating and adjusting the optimal throttle opening and intake air volume to match the prevailing engine running conditions, the YCC-T consistently ensures that the YZF-R1SP engine produces an optimum drive torque curve - and the ignition timing is mapped separately for each cylinder in order to ensure efficient combustion processes.

Fuel injection system with secondary injector

The YCC-T operates a highly-efficient twin injector type fuel injection system which is designed to deliver outstanding throttle response and remarkable performance at all riding speeds.

This twin injector system features a main injector together with a secondary injector, which is situated at the upper edge of the funnel. The secondary injector comes into operation in the engine's mid to high-speed range to complement the main injector, and this design ensures remarkable response and outstanding acceleration and performance.

D-mode Map

The YZF-R1SP is equipped with a D-mode Map which works in association with the YCC-T (Yamaha Chip Controlled Throttle) and allows the rider to select a performance profile to match their requirements.

The D-mode Map consist of three modes which are: Standard mode; A mode; and B mode; and the rider can choose which mode is best suited to the prevailing riding conditions by operating a switch on the handlebars. Standard mode is mapped to give optimum all-round performance, while the A mode delivers sharper engine response, and the B mode gives a gentler response to the rider's throttle inputs.

Redesigned forced air intake

The YZF-R1SP's redesigned forced air intake system utilises the natural airflow to increase the pressure of the air in the airbox, and this ensures increased levels of power at higher speeds for outstanding performance. This system takes air in through the front cowl, and channels it via the left and right sides of the new frame, directly into the airbox. The YZF-R1SP's forced air intake system incorporates special new side branches which reduce intake noise.

Slipper clutch

For even more stable handling performance when decelerating during quick downshifting, the YZF-R1SP is equipped with a slipper clutch. This clutch features a mechanism that adjusts clutch spring load when excessive torque is transferred from the rear wheel to the crank when the rider changes down through the transmission. By controlling excessive engine braking forces, this system enhances overall controllability.

4-2-1-2 exhaust and twin up-slanted mufflers

In order to ensure an effective exhaust pulsation to complement the engine's crossplane crankshaft, an exhaust system is fitted in which the exhaust pipes for the 1st and 4th cylinders and for the 2nd and 3rd cylinders are brought together in a 4-2-1-2 layout.

This high performance system features a 3-way catalyser positioned at the point where the four exhaust pipes meet, and outstanding environmental performance is ensured by an O2 sensor linked to the ECU which constantly adjusts the fuel/air mix in order to minimise harmful emissions.

The stylish triangular-shaped mufflers emit a sharp, gutsy exhaust note which complements the unique pulse created by the asymmetric firing sequence of the new crossplane crankshaft. The triangular design also contributes to the tighter and more compact body design of the YZF-R1SP, while at the same time giving the bike's rear end a sharp new look.

Engine Technical Highlights

Moto GP-developed 998cc liquid-cooled inline 4-cylinder 4-valve DOHC

182 PS at 12,500 rpm without ram air

115.5 Nm (11.8 kg-m) at 10,000 rpm

Short-stroke, big-bore design

Bore x stroke 78.0 mm x 52.2 mm

Crossplane crankshaft

Uneven 270º - 180º - 90º - 180º firing interval

Forged aluminium pistons

Closed-deck ceramic-composite plated cylinder

Fracture split (FS) carburised con rods

Optimised large-diameter crank journal and flywheel mass

YCC-I (Yamaha Chip Controlled Intake)

YCC-T (Yamaha Chip Controlled Throttle)

Fuel injection system with secondary injector

D-mode Map

Forced air intake

Slipper clutch

4-2-1-2 exhaust and twin up-slanted mufflers

Aluminium Deltabox frame

The YZF-R1SP runs with a completely new aluminium Deltabox frame which has been designed to deliver class-leading handling and cornering performance. Particular attention has been paid to achieving a handling character which allows the rider to fully utilise the new linear torque characteristics and high levels of traction delivered by the new crossplane crankshaft engine.

With the exception of the internal forced air intake ducts, the Deltabox frame is virtually completely different to the 2008 design, and as well as featuring a new shape with different dimensions, the type of aluminium used and the frame's overall rigidity balance are also changed.

The YZF-R1SP frame uses a combination of different types of aluminium to achieve the desired balance of rigidity. Gravity cast parts are used for the head pipe as well as the engine mount assemblies and the pivot support assembly, while the outside tank rails are made from CF die-cast aluminium which allows the use of much thinner walls. Parts for the inner tank rail are made from extruded aluminium.

Idealised balance of rigidity

By using a combination of lightweight parts with different characteristics, Yamaha's engineers have succeeded in creating a Deltabox frame that delivers an idealised balance of rigidity. Lateral rigidity has been adjusted, and as well as enhancing high speed stability, this feature also helps improve overall handling performance, particularly in terms of enabling effective traction when exiting a curve.

The engine is a stressed member of the frame, and the engine mounts are rigid types, with two on the upper crankcase and two on the lower crankcase, and two at the right and left ends of the cylinder head. The frame uses extremely strong cast parts at the head pipe, swingarm pivot and engine mounts, while the die-cast and extruded aluminium structures that connect them are given a degree of forgiveness.

This unique combination of rigid and slightly less rigid aluminium components are what give the YZF-R1SP's Deltabox frame such a special character, which allows the rider to explore the full potential of the machine's outstanding performance. In addition, the idealised balance of rigidity on this innovative frame also enhances the very special direct torque feeling associated with the exciting crossplane crankshaft engine, making the YZF-R1SP a truly unique riding experience.

Compact dimensions with lower centre of gravity

The R1 engine is mounted 9 degrees more upright than the 2008 model, and the cylinders are angled forward at 31 degrees. Also, the engine mounting position is 12 mm further forward in relation to the drive axis than the 2008 YZF-R1, and this factor helps contribute towards making the front wheel feel even more 'stuck' to the road. And with the pivot position set a few mm lower than previously, transfer of drive force to the road surface is improved.

These factors, together with a fuel tank design have come together to create a centre of gravity that is slightly lower than the existing model, giving optimised handling performance.

To illustrate the bike's compactness, an imaginary triangle created by joining the front and rear tyre contact patches with the centre of gravity is smaller than on the 2008 YZF-R1. This compactness makes for agile handling performance, and allows the rider to make full use of the linear torque and high traction when powering out of bends.

Large-capacity fuel tank

Concentration of mass has been a significant feature on all R-series supersport machines, and the YZF-R1SP takes the concept one step further with the fitment of a large-capacity fuel tank. The press-formed shape was developed using 3-D simulation analysis technology, and this has enabled our engineers to create a larger, elongated fuel tank which sits neatly within the twin spar aluminium Deltabox frame.

With a capacity of 18 litres, the shape and position of the fuel tank helps to improve concentration of mass, and its central location helps to minimize any variation in the YZF-R1SP's handling characteristics as the amount of fuel in the tank decreases.

Magnesium rear frame

By using lightweight materials for those components that are furthest from the machine's centre of balance, Yamaha's engineers have been able to enhance the YZF-R1's concentration of mass even further.

The magnesium rear frame made its debut on the 2008 model R6, and its use on the YZF-R1SP takes the concentration of mass on this new generation one litre supersport machine to a new level.

Swingarm with optimised rigidity balance

The proven and successful combination of a short wheelbase and long swingarm has been a feature on all YZF-R1 models since the machine was launched. A short wheelbase is associated with high levels of agility and good manoeuvrability, while a long swingarm which pivots close to the machine's mid-way point helps to deliver excellent stability during acceleration. In addition, because the YZF-R1's long swingarm features a pivot point which is located close to the axis of the final drive sprocket, rear suspension squat during hard acceleration is minimised.

The swingarm features a gravity-cast pivot assembly, while the arm and end-piece is a single-unit CF die-cast assembly. As a result of these changes, the weight of the new swingarm is reduced, and the rigidity balance has been optimised. This swingarm design helps to ensure responsive suspension action and enhanced handling performance, especially when the YZF-R1SP rider is exiting fast from a corner.

2-way adjustable rear shock absorber and bottom-link rear suspension

The adjustable rear shock absorber is equipped with both low and high-speed compression damping adjustment, allowing the rider to set the machine up to suit their individual needs and different riding conditions.

The bottom-link type suspension has been developed to make the most effective use of the 120 mm stroke, allowing the shock absorber to function efficiently for a stable and smooth riding experience. Surface feedback and damper response are all improved by the use of a pillow-type ball joint in the rear shock, and for ease of adjustment, a hydraulic-type adjuster is fitted.

Furthermore, bottom-link system enables to lower the mounting location of the rear suspension, and contributes to concentration of mass by setting the fuel tank in the vacant space.

43mm front forks with independent left/right side damping mechanisms

Like the 2008 model, the new YZF-R1SP is equipped with 43mm diameter front forks, but they are of a completely different design to previous suspension systems used on our R-series models.

The rebound and compression damping functions are separated, with the left fork equipped with the compression damping valves, and the right fork equipped with the rebound damping valves. This system offers a number of advantages, including the simplification of valve designs and oil flows, as well as minimising cavitations during successive strokes, and easier adjustment.

Separating the damping functions has also enabled our engineers to increase the diameter of the internal cylinders which helps to stabilise various pressure variances. This increase in cylinder diameter and oil volume also ensures that there is always sufficient oil available to deliver effective damping force for even the smallest front suspension movements. Simpler, more effective and easier to adjust, the front suspension system offers a clear advantage to the YZF-R1SP rider.

Lighter front brake discs with optimised controllability

The R-series models are famous for their class-leading braking performance, and the YZF-R1SP's compact system has been designed to offer optimum levels of braking power and controllability. The front braking system features 310 mm dual discs which are slowed by dual six-piston calipers each containing four pads. The lighter front discs reduce the inertial moment around the axle, which reduces the gyro effect of the front wheel to give lighter, more agile handling and quicker directional changes.

In addition, the inner rotor has been redesigned to give the desired amount of play to promote stable braking force, and the front brake lever offers improved operability and feel.

The rear brake features a 220mm diameter disc and single-piston pin-slide caliper with an aluminium piston, giving good braking operation and controllability.

Innovative cooling system with active air management

The cooling system on the YZF-R1SP features a number of innovations, and a unique feature of this advanced design is the use of lightweight plastic resin piping between the curved radiator and engine. This durable plastic piping has been manufactured using the 'floating core' method which makes for a lightweight structure.

By locating the inner cowl as close as possible to the engine, a passage has been created to channel the air after it has passed through the radiator and the two compact fans. At the same time, the negative pressure created along the surface of the middle cowl by the external airflow is actively used to draw this hot air away from the machine, resulting in more effective heat dissipation. Cooling efficiency is further improved by the fact that sufficient space is available between the inner cowl and the engine to allow the heated air to escape with ease.

Rear tyre with 55% R rating

To match the YZF-R1SP's increased torque feel and enhanced cornering performance, a 190/55R-17 rear tyre is fitted. This slightly higher profile tyre (compared to a 50% aspect ratio on the existing YZF-R1) is designed to deliver a good grip feeling especially when accelerating early from a curve.

Front end featuring headlights integrated with air intakes

One of the most significant visual changes to the YZF-R1SP is the front cowl that features dual projector headlights integrated with the air induction intakes. At the same time as being instantly recognisable as an R-series design, this radical front end accentuates the image of the YZF-R1SP cutting through the air in forward motion, and gives an even more intimidating and aggressive supersport image.

The innovative projector headlight design features a solenoid coil type high/low beam switching mechanism. On low beam settings, a shade covers part of the headlight, and when the high beam setting is selected by the rider, the shade retracts to reveal the whole of the projector headlight's beam.

By using this solenoid coil type high/low beam switching mechanism, Yamaha's designers have been able to replace the 2008 model's four projector headlights (two high beam, two low beam) with two units, allowing much greater freedom in the creation of a much more compact and aggressive front cowl.

Styling emphasises concentration of mass

The bold new bodywork and aggressive styling is designed to convey the feeling of the YZF-R1SP's concentration of mass and dense compactness, together with a sense of minimalism and a front-rear concentration of power.

At the same time the side view is aimed at drawing attention to the visual expression of the immense traction and driving power of the YZF-R1's crossplane crankshaft engine.

The sculptured middle cowl offers excellent aerodynamics for enhanced performance, as well as high levels of wind protection. In addition, this stylish cowl has also been designed to ensure that hot air is removed from the engine compartment, and its other role is to ensure that hot air is extracted from the engine compartment to give excellent heat dissipation.

Full instrumentation

The multi-function meter panel features a speedometer, rpm meter, coolant temperature indicator, intake air temperature indicator, two trip meters, trip fuel meter, clock, stopwatch, shift timing light, gear position indicator and engine mode indicator.

Chassis Technical Highlights

Aluminium Deltabox frame

Idealised balance of chassis rigidity

Compact dimensions and slightly lower centre of gravity

Large capacity mass-centralising fuel tank

CF die-cast magnesium rear frame

Lightweight swingarm with optimised rigidity balance

2-way adjustable rear shock absorber and bottom-link rear suspension

43mm front forks with independent left/right side damping mechanisms

Light front discs with optimised controllability

Innovative new cooling system with active air management

190/55-17 rear tyre

Front end featuring headlights integrated with air intakes

Solenoid coil type projector headlight

Styling emphasises concentration of mass

Multi-function instrumentation