My Crossplane Cranked R1 Review

Hello lads and birds...... (this will be a long post so the A.D.D. afflicted move on)

I haven't been on here in years.  Like many a vifferhead I had waited for release and review of the latest VFR1200 before making my decision to buy the R1.  I purchased it in September of 2010.  Like many I expected 100 lbs less weight, didn't expect shaft drive (I like to make gearing changes, usually taking off top end in favor of acceleration) and just more for the new VFR in general.  No offense to those who love the bike it just wasn't for me.  I wanted an update of my '98 and felt, and still feel, that the VTEC and the 1200, well, weren't what I wanted, a 475lb VFR with 150 RWHP.  Both have their fans and many are happy owners of these fine Honda products.  I will return to buy a VFR when they can make one based on what it used to be and what it was originally or if the price drops enough on the 1200.  At 10k now I can still say no, at 8-9k I'd probably park one next to the R1 and live with the shortcomings. 

The R1 is my first non-Honda sportbike.  I had many CBR's, a RC51 that I was forced to sell, and of course some VFR's.  As a previous Honda nut, both in bikes and autos, it was a little bit of convincing myself to switch brands.  A Honda never left me stranded (but I have had to carry spare R/R's for my '98 in prep) so I was reluctant.

Before I post a whole bunch of pictures of my steed, fresh from my build I wanted to give some of you a thorough review of the bike as it relates to the Viffer world or sport touring world.  Some of you, and I mean a small percentage, the R1 will work for a sport tourer, occasional track day bike, daily, twisty mule, etc.  Long trips through 3-4 states or more maybe not.  I found it perfect for my needs, however, as a twisty mule, occasional track day machine, and light sport touring duty.  I can do 500 mile days on it but I prefer to keep it at 300-350 miles as it's all cornering, very little slab, and I'm pushing at 70%, usually in 100 degree temps in TX.  If it was mostly slab from X to Y, I can do 500 mile days no problem but that is typically not the type of riding I enjoy, on any bike.  It's boring as hell to me and I ride motorcycles to corner not ride on freeways nonstop. 

The current gen R1 has some issues like all bikes.  No bike is perfect from the factory.  The first is the weight.  It's heavier than the competition (mostly due to the engine, it's heavier than a traditional inline 4).  The sportbike crowd repeatedly bitch about this because they want the lightest literbike with the most peak HP.  So off the showroom floor it has a weight penalty only as it translates to competing against the other liter bikes.  That weight, is a benefit as a daily bike in my opinion.  The bike is more stable and doesn't fly around as much when winds are high.  I can compare it to my '08 CBR1000RR as the CBR was lighter but on the freeway out to the twisties, or connecting sets of twisty roads together on a flat rural highway, the R1 has the advantage.  At the track, you want the lightest thing you can get, out in the open road, I prefer a slightly heavier bike.  The added weight provides a little more stability IMO, and not as flighty if that makes sense.  I know the traditional sense is light is right (babasan) but as a road going bike I like a few extra lbs (as long as it isn't 50 or 100 lbs extra).  I still feel that a 475 lb 1000cc VFR would be the perfect motorcycle but I digress.

The next issue is the heat.  I saw some threads on here mentioning this and I agree, stock, the heat is a problem.  The problem (Mentioned this in another thread that I bumped today) is the stock cat, located in the Y pipe connecting the headers to the slip-ons.  Once the cat is removed, the heat goes away and it is no longer a problem.  The best bang/buck Y pipe is M4's, and can be had for less than $200.  I went with a full Leo setup as I wanted to scavenge every last pony I could without doing any motor work.

Third major issue (non are really major IMO)  is the fueling.  It's hypersensitive stock, can be a bit touchy, and has too much engine braking.  There are 3 selectable drive modes and stock you really have to use the one in the middle (B) as A is just too touchy.  This issue is mostly due to the EPA.  This brings me to my next point.  From now on, Flashing ECU's is going to become more and more the norm for these new bikes, whether they be the VFR, R1, CBR, it makes no difference.  They are flashing the Yamaha Super Tenere's ECU now and that is a dual sport type motorcycle.  At any rate, the fueling problem goes away once the ECU is flashed.  A reputable company called Flashtune (CA) does this service for $150 or you can buy their interface and do it yourself for $350.  My ECU is flashed and some of the benefits are: I've reduced the fan switch on temp down to 195 degrees.  I think it was 215 degrees stock.  This means the bike runs cooler all the way around.  As previously mentioned the fueling is solved.  After the flash I ride in A mode solely, even in the rain.  The flash also eliminates the need for a speedo healer as that functionality is builty into the flash, IE you can change gearing ratios in the ECU (I did change my gearing).  I also have Graves Velocity stacks which require a change to the upper velocity stack opening point.  You are able to set this opening point in the ECU as well as set the type of engine braking you want.  There is more but you can check out Flashtune's website for the list of changes.  I hope they will turn their attention to the VFR1200 at some point as it will be much better than the Zbomb and you'd be able to keep your gear indicator correct on the dash through the first few gears.  The biggest change the flash did was remove the 80% throttle limitation above 10k RPM's.  This adds about 6 peak HP and adds power throughout the rev range.  Lots of stock restrictions on the crossplaned R1.  Also, many guys are buying Power Commanders, paying to tune the bike, then they are loading that map in the ECU via Flashtune (Yes you can do this) and selling the Power Commanders as they are no longer needed.  You can tune the bike via Flashtune interface but it isn't real time, time consuming ($$$$$ in labor), and good luck finding a tuner willing to do that. 

The next thing I'll talk about on the bike for you guys is the riding position.  The R1's stock riding position isn't bad at all, in fact it's the best or one of the best sportbike ratios you'll find on the market right now.  Some of you won't like literbike seating arrangements no matter what.  I'm 6'2" and it's comfy for me (will be 40 this year so I'm no spring chicken), for a stock bike, and excellent for tall(er) riders.  I have added rearsets, a Saddlemen seat (also have a Corbin) and changed the clip-ons to Kyle Racing clip-ons which spread the weight out and up from stock.  Probably 3/4" raise and 1" out.  This was enough for me but I wanted to mention these:

http://www.apexmfg.com/products

The Apex riser clip-ons will transform this bike from comfortable sport bike to sport tourer with one modification.  They aren't expensive and I know they work as I almost went this route myself but found the racing clip-ons added enough height that I didn't need them.  I know a guy that regularly tours on his R1 and has these fitted.  His bike has these and the GYTR foam seat (similar to a Corbin) and I can personally attest that with these simple two mods done, it's about the same riding position as a VFR800, maybe even better but I haven't sat on both back to back.  Those Apex Riser clip-ons, if you spend some time reading about them, will make many sportbikes into sport tourers if you can deal with soft bags or installing brackets into the pillion pegs for top box mounting.   With a seat, your only other hurdle will be luggage.  With this current R1, lots of European riders are sport touring on it and the European market offers better luggage choices than our market in the states does.  I can't stress those Apex clip-ons enough and I may switch to them down the road.  I have no doubt they would help many out to make an otherwise full on sport bike into a sport tourer as far as riding position goes.

The last thing I'll mention before I post the pics is motor.  This motor is a gem.  It's the VFR800 motor I always wanted.  The crossplane fires at exactly the same intervals as the 90 degree V4, 180 degree cranked, VFR800 motor from my '98 or the Vtec version.  The crossplane motor, if you didn't know it, feels, and sounds, extremely close to the VFR motor, with the exception of the gear whine.  The firing order of either is 180-90-180-270.  The only difference is one head versus two, and no gear whine.  From the throttle extremely similar.  After lusting after a 1000cc V4 Honda sportbike or sport tourer (below 500 lbs) for over a decade I've now got it and it was worth the wait.  Stock, the R1 is in the low 150 HP range, mine is right at 170 RWHP with full exhaust, trimmed airbox, removed AIS (Pair system), Graves velocity stacks, and flashed ECU.  I am making power at the expense of mileage however and I want to mention that.  My stock o2 sensor is disabled.  If you want excellent MPG you'd want to retain stock o2 sensor functionality (which only works at 6k RPM's and below) and use a PC for mapping above 6K RPM's with attention paid to lean it out a little at partial throttle openings and save the thirsty cells for 100% throttle openings.  Crusing in that setup would be mid 30's MPG figures with it dipping when flogged.  In that setup I'd expect close to the same miles out of a tank as the VFR1200 but you would never get close to 200.  It would remain at mid 150's.  Stock I'd see 135-140 miles when the light came on now I see 115-120 but I have a ham fist and I'm rarely cruising.  Not track like aggresiveness by any means but I'm riding the thing hard.  Cruise from mile 1 to empty I'd say 160-170.

While it looks like a track bike (rear pegs removed), it is immensely comfortable with the clip-ons changed, new seat, and aftermarket rearsets.  I could convert it to a full on sport tourer if I went with the above mentioned Apex risers and luggage but it's perfect for now.  When touring I use a Kriega setup (backpack, waistpack, tailbag, and tankbag) and travel a little lighter than I would with saddlebags.  I hope this helps someone.  In many ways this is the bike I wanted from Honda but gave up waiting and I'm damn glad I did.  The motor is absolutely fantastic, the front end is rock stable, and is a blast to rail turns on for hundreds of miles at a time.  The brakes were good stock, phenomenal now.  Had Brembo master cylinders on the RC (SP2) and Brembo rotors but this is my first time with a full Brembo setup, pads, calipers, rotors, master cylinder. 

Valentino signed the seat cowl for me and I had it 3m'd, cut, and cleared over.

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A mod to never let me forget Marco Simoncelli.

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One of a few little inexpensive mods to thank Vale for signing it for me and to thank him for selecting the crossplane motor among a bunch of choices from Furusawa at the beginning of 2004.  Had he decided on another route this motor might have not made it to production.

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Taller screen.

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Saddlemen's Gel seat which is quite comfy.

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Engine and frame protection.

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Rear end.

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Front end.

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Some final touches.

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Always love the gold pics.

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Some pics all put together (sans my windscreen decals)

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First long twisty run.  Mirrors back on, V1 fitted via Stem Stand with H.A.R.D system.

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Final notes.  This is my perfect bike as I lean more towards the sport than tour, and why I didn't go with Shamu.  80% of my riding is comfortable twisty miles.  10% track (1-4 days a year on average), and 10% intermediate sport touring., usually from TX up to AR to ride the Ozark mountains and some trips into New Mexico.  I'm starting to look at the Super Tenere to add to the stable (have a Zuma 125 I commute on) due to the uneven firing order of the parallel twin and general all around duty bike but I haven't decided yet. 

Cheers.

Beautiful bike and great mods. The rear rotor looks a little anorexic though. Sure that's a good idea??? I know light = right, but too far East is West!

Looks great!  I have been toying with the idea of what you've done for about 2 years now (more touring that sport) with the R1 but I'm pretty happy with my ole VFR now.  Who knows,  I may change it up yet someday.

Congradulations on the Rossi sig... he ain't easy to gain access at a race...

Crossplane crank is pure genius... the sound and feel of a V4 without
the buzziness of the old I4s... in fact its been deemed a "Virtual V4"
by respected MotoGP journalist Michael Scott...

We all remember how the old 180º crank I4s buzzed the bars and
footpegs this was because they sport perfect primary balances and
buzzy secondary imbalances... to quill the amount of buzz a rider
feels manufactures add balance shafts that are geared to spin at 2
times crank speed and are used solely to reduce these unwanted buzzy
secondary forces...

Crossplane crank produces not so perfect primary imbalances and
perfect secondary balances... so here is an I4 that doesn't buzz the
rider so they don't need balance shafts spinning at 2x crank speed...
but to quill the not so perfect primary imbalances Yamaha added a
balance shaft that spins at crankshaft speed... the net effect is less
energy wasted spinning balance shafts and more RWHP along with the
great sound and improved power delivery the bars that don't buzz...

Although I predict that the crossplane crank that will become the norm
for steet I4s... an I4 even this good still won't hold more advantages
over a real V4 in MotoGp racing... Yamaha's engineers are pondering
their own V4 for MotoGp

Quote Jeremy Burgess

"I know that from talking with Yamaha last year they would like to
build a V4 engine but while the regulations are continuing to change
they don’t have the manpower to allow that to happen."

I agree with you. Yamaha has never been able to produce Honda numbers (RWHP) with this engine type but the reason they use it and the original benefit was the ability to move this engine around in the chassis. It's easier to do with one head versus the real v4 at least according to the circus. The crossplane motor fires at same or similar intervals to get the drive out of the corners but since its easier to move around you get better handling. This is why Yamaha didn't have the chatter problems that Honda had in the beginning of last season that stemmed from the min. weight change. The problem now for them is Honda has been going through chassis the last 3 seasons like an addict going through meth. They have learned from their more recent mistakes and they've got the RCV handling pretty well. Yamaha is having to rethink a true Vee to get HP and torque up to match the Hondas. We'll see what happens....

One thing is for certain, Yamaha is the only company producing a production or street version of their GP motor. So far the rest continue to make the cookie cutter traditional inline 4. Honda is going to produce a spec GP racer as well as a production v4 1000cc sportbike (Scott, Moody, and Noyes have hinted at homologation for WSBK) but it won't be R1 cheap it'll be much more expensive than your RC45. How long have we asked them for a 1000cc V4 or the V5? Many years. I've read that Soichiro's Grandson, or kin (don't recall which one he is but he is a Soichiro descendant) got real pissed off some time last year and started axing many of the bean counters. Scuttlebutt says (rumor mill only) he wants the company getting back to its roots and focusing on performance, and class leaders rather than focusing solely on the bottom dollar. Lets hope so.....


Rossi isn't hard to get an auto from. The trick is to talk to Uccio for scheduling, and a hard card helps.

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What a beast, looks like the seat lines up with the clip ons. I like the set up. 

P.S. can you post a audio file of the bike running, love to hear it running.

Nicely thought out. IF I had the $ this would be an option for a newer bike because the 1200 is just to big for me. 

(I second the request for audio, I bet is sounds great) 

Wow, what a great bike, thanks for the pics---I'm a big fan of the crossplane R1. 

My buddy has an '09 that I've been fortunate enough to ride often.   I've found that even in [relatively] stock form it is still a very, very, fun and accomplished machine, though. 

Like you've reported, and as I've read in the magazines,  (ie. Roadracing World), the R1 is known for having abrupt throttle response.  But I had ZERO issues with my friend's bike.  In fact I loved the stock throttle response---maybe we get a different ECU up here in Canada?

As far as mods go, he eliminated the mid-pipe catalyzer and installed Akrapovic slip-ons and I was shocked by how well the bike responded to the change, (-this was without touching the stock fueling, too).   But my buddy couldn't take the exhaust smell after the cat. was removed.... so he went back to stock.

Other mods included buying an Ohlins shock, (-he has yet to mount it), and he found that an Ohlins steering damper was an improvement over the stock steering damper.  Even on stock suspension, the bike handles bumps very well in real-world riding conditions.  Other mods he did were Graves billet engine covers and LED turnsignals.  In the future, he's thinking about buying Lightech rearsets, but they're very pricey at $1000.00!

This pic is from my house where my buddy just installed Woodcraft covers on my CBR, (-he was a motorcycle mechanic so he does all the work on our bikes):

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Note how he removed the rear brake reservoir, (-which originally hung by the passenger footpeg which he removed):

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Yamaha fans:

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+1 on the requests for a sound clip of the exhaust note.

I agree with you. Yamaha has never been able to produce Honda numbers (RWHP) with this engine type but the reason they use it and the original benefit was the ability to move this engine around in the chassis. It's easier to do with one head versus the real v4 at least according to the circus.

 

The chief reason Yamaha started with an I4 in first year of MotoGp is because its tied to their product line... not for any engine in the frame reason... the weight bias back then was forward to make the Michelin work...   

I agree with you. Yamaha has never been able to produce Honda numbers (RWHP) with this engine type but the reason they use it and the original benefit was the ability to move this engine around in the chassis. It's easier to do with one head versus the real v4 at least according to the circus.
 

 
The chief reason Yamaha started with an I4 in first year of MotoGp is because its tied to their product line... not for any engine in the frame reason... the weight bias back then was forward to make the Michelin work...   

I was referring to the crossplane design. Not the traditional inline 4 that they began the 4 stroke era with Max piloting in 2002.

Masao Furusawa said he went this direction to get the benefit of the v4 power delivery with the ability to move the engine around in the chassis for handling (packaging). Win/win.

As far as 2002 with the original M1 I don't believe they went with the screamer for production reasons. IIRC it was to have a short wheelbase with a long(er) swingarm for handling.

Yamaha tied the M1 to their product line in 2002... Furusawa was engineering snowmobiles and

ATVs... his eventual move to head of the struggling Yamaha MotoGP project seemed to come as

something of a surprise.

Quote Furusawa

"In 2003 I was suddenly in charge of the MotoGP project because of
no-one to solve the problem of no titles in the premier class of road
racing for Yamaha in over 10 years,"
 

We all know Furusawa took over at this time that is not what I was talking about. I'm referring to his reasons of going xplane vs a v4 opinion 2004, not 2002. I've actually met and spoke to the guy as well as Nakamoto.

As far as the 2002 bike. I just looked it up.

http://en.wikipedia....i/Yamaha_YZR-M1

"Yamaha designed the YZR-M1 (for "Mission One") with an inline-4 engine, in order to have a longer swingarm and shorter wheelbase."

That is also what I remember. I've been a rabid Grand Prix fan well before 4 strokes got here and follow the sport like a hawk.

We all know Furusawa took over at this time that is not what I was talking about. I'm referring to his reasons of going xplane vs a v4 opinion 2004, not 2002. I've actually met and spoke to the guy as well as Nakamoto.

As far as the 2002 bike. I just looked it up.

http://en.wikipedia....i/Yamaha_YZR-M1

"Yamaha designed the YZR-M1 (for "Mission One") with an inline-4 engine, in order to have a longer swingarm and shorter wheelbase."

That is also what I remember. I've been a rabid Grand Prix fan well before 4 strokes got here and follow the sport like a hawk.

2002- 2003 Longer Swingarm and Shorter Wheelbase added up to a "terrible bike" Yamaha thought

all they needed for MotoGp was a Super Superbike... their frames had no Tune Flex... their engine

sported carbs and was a nervous screamer... much of the credit of Yamaha's quick turn around

goes to Burgess and Valentino... because of the "fantastic Honda" they knew what a 4 stroke Gp

machine should feel like...

Quote MASAMO FURUSAWA:

"I would like to thank Valentino Rossi. I was in charge of Yamaha
MotoGp starting 2003 and it was a terrible year, almost like I was in
hell and I wanted to make the YZR M1 a better bike but more and more I
investigate the bike I needed something else more than the bike. So I
found Valentino Rossi pretty close to me but the first time I did not
believe Valentino would come to Yamaha because Yamaha was a terrible
bike and Honda was a fantastic bike. The after we invite Valentino to
Yamaha we finally come up from the ground and then after South Africa
in 2004 I felt like I was almost in heaven. So from hell to heaven
very exciting and memorable year. So in 2004 only Valentino Rossi
could win with the YZR M1 so he contribute a lot to develop the YZR
M1. This year not only Valentino but also 3 riders run fast so this
year our YZR M1 is a pretty good bike mainly Valentino contribute so I
really appreciate that Valentino contributes."

If you are a rabid Gp fan before the 4 strokes then you must remember

Yamaha's trend in two stroke Gp racing... they started with the I4...
then the Square 4 and finally V4... I predict the same trend will
happen in the 4 stroke era in MotoGp... someday Yamaha will progress
to a V4 because it sports more advantages over the I4...

Gp History shows us that certain design anomalies can cause engineers
to have a change of heart... case in point... Yamaha's first YZR500
two stroke was an I4 and it proved successful in the hands of Kenny
Roberts but Yamaha's final move was a YZR500 V4... ask the engineers
why the switch and they will undoubtable cite some of the same
advantages as Honda Ducati Suzuki Aprilia have cited in racing 4
strokes... namely: lower friction... narrower engine width... lighter
crankshaft... and sturdy cube block engine cases...

1978 YZR500 OW35 I4...
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1982 YZR500 OW60N Square 4
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1983 YZR500 OW61 V4...
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