To celebrate the legendary MotoGP career of the biggest star to grace the sport, Valentino Rossi, Yamaha Motor Europe has produced a special R1 GYTR VR46 Tribute, designed with unique specs, to give to the nine-time world champion for the many successful years spent at the pinnacle of motorcycle road racing with Yamaha.
Yamaha YZF-R1 GYTR VR46 Tribute
Having made his debut 26 years ago, Rossi rose to become the most prominent figure in MotoGP history, producing some of the most mesmerising and memorable performances that influenced and inspired an entirely new generation of motorcycle racing stars.
Yamaha YZF-R1 GYTR VR46 Tribute
To commemorate his illustrious achievements, which included nine world championship titles across the MotoGP, 250cc and 125cc classes, 115 wins, and 235 podiums over 425 race starts, Yamaha have built this unique R1, donning a special livery produced by Aldo Drudi, Rossi’s long-time helmet designer and friend.
Yamaha YZF-R1 GYTR VR46 Tribute
The R1 GYTR VR46 sports upcoming 2022 GYTR spec’ parts and unique features that are all a direct result of Yamaha’s WorldSBK development, which helped Yamaha achieve the 2021 WorldSBK Triple Crown, culminating in the highest spec R1 GYTR ever produced for track day usage. A special gift that the Tavullia legend will have the opportunity to enjoy at the Misano circuit soon.
Yamaha YZF-R1 GYTR VR46 Tribute
A new carbon-fibre fairing kit and full carbon rear sub-frame have been produced, with the tank capacity increased to 22 L, all designed with weight saving in mind.
Yamaha YZF-R1 GYTR VR46 Tribute
The Brembo brakes have been developed for incredible stopping power, while the high performance ECU REX 140 Marelli produces world class power delivery.
Yamaha YZF-R1 GYTR VR46 Tribute
The full list of the special parts coming from WorldSBK Championship winning experience is listed below, and are additional to the GYTR parts such as the Ohlins suspension and GYTR front and rear sprockets.
Yamaha YZF-R1 GYTR VR46 Tribute
The R1 GYTR VR46 Tribute was given to Valentino Rossi for the One More Lap event at the EICMA 2021, which the Italian star attended for the first time, as Yamaha pay tribute to VR46 and his historic legacy.
Yamaha YZF-R1 GYTR VR46 Tribute
The R1 GYTR VR46 Tribute was built with carefully selected parts which, among others, include the following.
Yamaha YZF-R1 GYTR VR46 Tribute
From the 2022 GYTR catalogue
GYTR Electronic throttle
GYTR Slipper Clutch
GYTR Head Gasket
GYTR Radiator Kit
GYTR Air Funnel Set
GYTR Handlebar Set
GYTR Handlebar Switches
GYTR Front Brake Protector
GYTR Adjustable Rear Set
GYTR Akrapovic Factory Line System
GYTR Marchesini Wheel Set
Yamaha YZF-R1 GYTR VR46 Tribute
Special parts from WorldSBK development
22 L Factory Fuel Tank
Full Carbon Rear Subframe
Underslung Swingarm Assy
Adjustable Triple Clamp Kit (Offset adjustable 22.5mm x 27mm)
A limited edition replica of the Petronas Yamaha Sepang Racing Team YZR-M has been revealed in Europe by YME and the YART GTYR Pro Shop. We doubt any will be coming down under but a kit might become available from GYTR to do it yourself.
Petronas Yamaha Sepang Racing Team Replica R1
Commissioned by YART, supported by Yamaha Motor Europe and Petronas Yamaha Sepang Racing Team, the YART-engineered replica R1 comes a light and durable Genuine Yamaha Technology for Racing (GYTR) carbon fairing kit and MotoGP winglets to the limited-edition Petronas Yamaha SRT livery, which is supplied by the same company that paint the team’s MotoGP race machines, delivering exceptional authenticity and exclusivity.
Petronas Yamaha Sepang Racing Team Replica R1
The replica also comes with an array of other unique features. The bike is equipped with high-performance Öhlins race suspension, including the FGRT 2 road & track front fork, TTX rear shock, a race specification steering damper and is fitted with a factory kit exhaust.
Petronas Yamaha Sepang Racing Team Replica R1
Mandy Kainz – Owner, YART GYTR Yamaha Pro Shop
“We are delighted to be introducing this exclusive Petronas Yamaha SRT MotoGP replica, which includes a variety of upgrades to bring near MotoGP performance to our customers. It’s a timely launch, as it coincides with the 20th anniversary of the foundation of the Yamaha Austria Racing Team and the opening of our new GYTR Pro Shop. Everyone at Petronas Yamaha SRT, YART and all of our partners have done a fantastic job putting this project together and I’d like to thank everyone involved in producing what is, without question, a magnificent bike.”
Petronas Yamaha Sepang Racing Team Replica R1
From GYTR, the Petronas Yamaha SRT replica features the latest rear quick-change system, to make replacing the rear wheel quicker following a tyre change, as well as racing footrests, ECU and quick action throttle, all essential components on Yamaha’s racing machines.
Petronas Yamaha Sepang Racing Team Replica R1
The brakes are manufactured by Brembo, including the high-quality GP4-RX callipers and T-Drive discs. The Italian company also provided the remote brake adjuster and clutch lever fitted to the bike. The bike will be supplied with Michelin race slicks fitted front and rear to the seven-spoke aluminium Marchesini wheels.
Petronas Yamaha Sepang Racing Team Replica R1
Alongside the replica bike itself, each customer in Europe will receive an exclusive package comprising a KYT Helmet, a Petronas Yamaha SRT polo shirt and the future opportunity for a VIP guest pass for the MotoGP round of their choice.
In commemoration of the 46th anniversary of the team’s title sponsor, Petronas, 46 Petronas Yamaha SRT replicas will be built, each with their own unique identification number engraved on the CNC machined top yoke.
Petronas Yamaha Sepang Racing Team Replica R1
Razlan Razali – Team Principal – Petronas Yamaha SRT
“We are extremely excited about this project which highlights our success as a team as the first satellite Yamaha squad to score a MotoGP victory in over 20 years. I am sure the lucky owners of this bike will be extremely satisfied with not only having a great track day powerful machine but be part of our building for success story in MotoGP by owning this limited edition livery. The YART GYTR Pro Shop is a fabulous facility and the quality of the upgrades is reflective of the high performance expected from an M1 replica .”
Yamaha YZF-R1 Test by Wayne Vickers – Images by SD Pics
So I’ve put down my thoughts on how the new R1 performs on the road inPart 1 of the R1 review here (link).But I was also lucky enough to get some time on track with it. Trev thought it would give me a more rounded appreciation of the bike. The boss is smarter than he looks sometimes…
Jumping on the R1 at the track after a 10-year hiatus
It only occurred to me after saying. ‘Yeah that’ll be aces,’ that it’d been over 10 years since I stepped away from racing and sports bike ownership and the same amount of time since I’d swung my knees in the breeze at the track. In a lot of ways I figured that would represent a decent chunk of returning riders out there. After all, it actually is just like riding a bike… Right?
Putting aside the inordinate amount of time it took me to load the bike onto the trailer, and the whole getting halfway to the track before realising I’d left the bike keys at home, the rest of the morning went pretty smoothly. Sign in, scrutineering, a quick safety briefing. The Phillip Island Ride day gang lead by Brouggy have their stuff sorted.
The 2020 Yamaha YZF-R1 at Phillip Island
Then the nervous wait for the first session.
First sessions at the Island were always a bit of a mind bender even when I was doing them fairly regularly. A bit of a write-off really as your brain takes a bit of time to come up to speed. The place is so damn fast. There’s no denying that a quick blast on the road just doesn’t compare to sitting up at around 270 clicks for the first time as you approach turn one…
I’d forgotten how much the wind hits you. And The Island being The Island, there was a reasonably gusty wind coming across the track that threw you around quite a bit coming out of 12, and into Turn 1. And pushed you on at Turn 3. So only three of the four quickest corners then – cool.
Heading out on the R1 at Phillip Island for the first session
Back into the pits. I started to collect my thoughts again and it was only during the second session that I was starting to feel comfortable. Lines started to return and I could feel a bit of a rhythm coming back – even if I was well off my previous pace. 10 years worth of rust doesn’t just instantly disappear it would seem.
However, what was noticeable was how well the whole package comes together. Bearing in mind that I still had the suspension on stock settings here and was still running the OEM (and stonkingly good) Bridgestone RS11 Battlaxe hoops, the bike felt so composed on its side at what were still reasonable lap times for a track day punter rider.
As tested the R1 has the OEM Bridgestone RS11 Battlaxe hoops
Great power, stonking mid-range, excellent brakes and immense feel at both ends. I took it as a bit of a task to see just how far I could go on the stock settings without nudging the limits too closely. I had to keep reminding myself that it wasn’t my bike. And I wasn’t practising for a race… I had Trev’s strict instructions not to push too hard sounding loud and clear in my melon.
Turns out – you can push it quite a long way and still have plenty in reserve. By focusing on cornering and input smoothness – and letting the traction control system work its magic on exit – you’re able to get on the gas relatively hard and early. Felt like cheating to be fair compared to my old ’09 blade without traction control… Not having to worry too much about being spat into orbit sure lets you concentrate on other things.
The electronics package on the R1 lets you concentrate on cornering, smoothness and getting on the gas
Speaking of getting on it. While you don’t often need to wring it past 11 thousand on the road due to the great gobs of mid-range grunt, at the track you do – and the sound it makes when you wind it right out is gloriously feral. It moves your soul and the corners of your mouth in equal parts. It’s epic. Out of say… Turn 12, you’re in fourth and as you start to straighten up and tuck in, you’re edging past 11 and steps up a notch and fairly howls. Feed it another gear. More howling.
Into sixth before the finish line and you’re proper shifting as you crest the hill. I was rolling off waaay early (almost at the 200m mark, a full 100+m earlier than I used to) to get the bike settled in the crosswind, but even then you’re fairly hauling. Out of Turn 2 in third and the traction control keeps it tidy as the front goes a bit light.
You feed it another couple of gears as you drop into the fast left hand Turn 3, before banging down three gears via the quick-shifter into the hairpin. That quick-shifter, which to me feels a little doughy on downshifts on the road, doesn’t seem to be an issue on the track. Maybe it’s just wearing itself in. The bike did have only 12 kms on it when I picked it up…
Had I been chasing lap times, I’d have worked on suspension settings
The stock suspension settings were only really holding things back under the hardest braking and on the fastest corners. If it had been my bike and I’d been seriously chasing lap times I’d have thrown some slicks on and firmed things up a little both front and rear. The front to help stop it diving quite so much under braking into the Turn 4 hairpin and the rear to give it a little more weight over the front through the fastest corners.
Having said that, my times were still steadily dropping as the day went on. They plateaued at about my fifth session for the day, but realistically it was me that was the limiting factor – not the bike. That was also the session that I was looking for the chequered flag a couple of laps before it came out, so I decided to call it a day at that. Don’t do ‘just one more’ Wayno… You know how that ends from recent experience.
When I started to feel it towards the end of the day I came in with a greater appreciation of the new R1
Yes the traction control system is insanely good and instils so much confidence to explore the limits. As does the LIF system that limits the front from coming up. And the lean sensitive ABS, even though I never reeeaaally let myself fully test that out if I’m honest…
All up the day was awesome. The bike was awesome. The track was awesome. The new gear I was testing was awesome (more on that in a bit). And as track days tend to do – it gave me a much greater understanding of the bike’s immense capabilities and changed my perception of it a little.
Yamaha’s 2020 YZF-R1 offers a significant upgrade over the outgoing model
Back on the road afterwards I felt even more comfortable on it. Truth be told I could be tempted back to sports bike ownership with one of these jiggers if I could include some track time in my schedule. A 15 year younger me that was still very much into track days would most likely buy one of these from the current crop of sports bikes. I reckon they’ve got this one right.
This year’s R1 really does seem to be an easier thing to ride on the road AND have even more overall performance. With Honda moving in the other direction in terms of only bringing the highest spec CBR-RR-SP in, I reckon Yamaha could pick up a handy little sales boost this year… It’ll be interesting to see how it fares against the new S 1000 RR. But the R1 has a crossplane ace up its sleeve that adds another level of fun in my book.
Phillip Island and riding on the track gives a whole extra scope of insight into the R1
Now – I mentioned some new gear I’m testing for road and track focussed riding. Here’s the low down on some of what I used on the day.
This is one of a pair of Airoh lids I’m trying at the moment, alongside the matching colour schemed Commander DUO (also from Moto National link).I’m loving both of these helmets, but let’s talk about the GP500 as its the one I wore on the R1.
Airoh GP500
It’s nice and light at 1200g, is super comfortable and dripping with quality. The GP500 comes with a lightly tinted visor (50% tint which has excellent optics and no visual ripples) and has a PinLock anti-fog strip in the box. Ventilation is really good and I reckon the colour scheme looks mint. The matt paintwork seems to clean easily too.
Airoh GP500
On the head it feels physically small no doubt due to its weight – and when on the bike the wind noise is really very good for something so well vented. The overall shape reduces buffeting in a straight line and has very little wind grab when you turn side on. It also has Airoh’s ‘Emergency Fast Remove’ cheek pad removal system that means the cheek pads can be removed with the helmet still on – to enable easier helmet removal post crash.
Spidi ‘SuperSport Touring’ two-piece leathers
The other bit of kit I was testing was a tidy new Spidi ‘SuperSport Touring’ two-piece leather suit thanks to Moto National (Spidi Australia website link). The leathers offered typical great Spidi quality with a terrific fit (I’m just on 6 ft, 85 kegs and take a size 54 for what it’s worth). Being a two-piece suit its a bit more usable than a one-piece jobby in that you can obviously take the jacket off and cool down at rest stops.
Spidi ‘SuperSport Touring’ two-piece leathers
It comes with flex panels for a great fit and has CE protectors on shoulders, elbows, knees and hips – and is ready for insertion of Spidis ‘Warrior’ back and chest protector units. I wore my existing back protector vest underneath and it was nicely snug. The flex panels provide some ventilation with higher flow panels on the shoulders and back and the inner mesh lining helps wick sweat away nicely.
It also has some neoprene panels on the wrist and neck for optimum fit. It comes with a speed hump on the back for added cools (and better aero) and an internal zipper pocket for stowing the bike keys, while having fairly funky ‘bi-phase’ styled sliders too.
Testing out the Spidi ‘SuperSport Touring’ two-piece leathers on the 2020 YZF-R1 at Phillip Island
The real test was moving about on the bike on track. And to be honest – I never really had to think about the suit while riding – so that’s a massive win. No rubbing or seams grabbing anywhere, no impaired movement on the bike. The fit was perfect, no doubt helped by the stretch panels.Makes my old Spidi race suit look a bit old school to be honest! That old one-piece is still in great condition mind you – these guys make stuff to last.
Yamaha YZF-R1 Test by Wayne Vickers – Images by TBG
Having ridden the outgoing R1 last year I had a good idea of what I was in for, but was still shaking my head a few days after riding the new 2020 Yamaha YZF-R1. It’s a far more well rounded rocket than last year’s number.
The Yamaha YZF-R1 boasts a host of changes for 2020
The words “Spinal Tap’ come to mind. Not because you’ll end up in back pain (though it’s a seriously focused riding position), but because it goes all the way to 11, in almost every aspect. It really is ‘even more’ than last year – everywhere. Engine, suspension, brakes, the lot.
I’ve mentioned how focused modern sports bikes are these days before, but if you want a hint of just what I’m talking about? The dash doesn’t include a fuel gauge. Or a distance to empty meter. 20 km’s after picking it up I was looking to check if it was full of fuel.. And there was no way to tell without stopping and popping the lid. Yep. It makes some concessions to everyday usability. And gives very few shits about trivial mortal things like how much fuel you have left. Sort that stuff out before you ride, human.
The 2020 R1 makes few compromises, there’s not even a fuel gauge
But back to the all the way to 11 thing. I’d very much underestimated just how much more punch the full tune on the new R1 has on the MT-10 SP I’d just stepped off. Yamaha have done quite a bit under the fairings on this update, even if – from the 10 metre check – it looks pretty similar to the outgoing model. Those updates include new cylinder heads, injectors, cam profile and fly by wire throttle.
Just as importantly they’ve made some important changes to the oil lubrication around the crankshaft and improved cooling on exhaust ports to beef up longevity under hard-core racing conditions. Interestingly the improved oil distribution alone frees up five hp at high revs apparently. The net result is dribblingly good – it spins up SO damn fast and pulls SO hard that I found myself over blipping downshifts and just generally muttering expletives multiple times each ride for several days after picking it up.
Refinements to the engine have made an enormous difference
It sounds like a proper high-comp race engine too, especially on start-up where for the first few seconds it has an even more lumpy idle than usual before settling into a ‘normal’ idle. It’s not grumpy like a race engine though. Far from it, its fuelling is spot on to cruise around at low revs. But give the bike it’s head… sweet mother of god… Feeding it gears under full throttle is downright eargasmic. Even if the new muffler is supposed to be a little quieter (for shame Yamaha, for shame – we want more noise – more, more, more!). But have it pinned past 11 grand and it goes to another level of banshee. The reality is that I rarely found myself needing to get to 11 on the road with such a prodigious mid-range. On the track was another story however…
And there is some updated tech to play with too – and thankfully they’re able to be tweaked on the go with relative ease. Four preset ‘modes’ that are all adjustable, allowing you to play with Power (PWR), Traction Control (TCS), Slide Control (SCS) and Engine Braking (EBM) on the go. Initially I admit that I felt like a bit of a blouse dropping back to PWR mode 2, but it’s just too aggressive for everyday road riding.
Electronics are extensive with modes, traction control, lift control and more…
Yamaha’s own R1 owners manual describes mode 1 as ‘suitable for track riding’ mode 2 as ‘soft track riding setting’, mode 3 as ‘suitable for road use’ and yes mode 4 is ‘street or rain’… And on the road the difference between mode 1 and 2 is fairly linear across the whole range and just takes the abrupt edge off throttle openings, whereas mode 3 is more noticeably softer again in the mid range. If I was stepping up to a big bike for the first time – or a returning rider – I’d probably start with mode 3 and work my way back up to 2. I’d have to wait to get onto the track to play with the traction control and slide control settings properly… more on that later.
Suspension wise there’s new KYB forks and shock, that at first sample on factory settings seemed overly firm coming off the MT-10, but they actually soak up reasonably large road hits very well, so I left them alone while my head still got used to everything else. It was the right call. As come the twisties, they were sublime. A notable step up from last year according to my buttometer.
KYB provide updated suspension on the 2020 R1
Excellent feel, especially on the front end, which now feels impossibly planted to the road. No doubt helped by the amazing anti-wheelie system – LIF, which can be dialled back from 3 (you won’t get the front more than an inch off the deck) back through 2 and 1, then OFF. And no, you don’t feel it doing its thing. It just produces maximum forward progress. Makes my head hurt just thinking about how quickly these systems have to respond to inputs to work this well.
Braking is the other major improvement. Gone are the previous model’s linked system – which I didn’t mind actually – replaced with a new Brake Control System with two settings – 1 for track work and 2 for everything else. It also has new pads that feel stronger both in initial bite and power while still having excellent feel.
Yamaha did away with the previous linked brake system, with a new brake control system in its place
So what’s it all add up to on the road by comparison to last year? A noticeably better bike in the real world. The new suspenders make the biggest difference on the road, soaking up general road ripples, bumps and potholes much better than last year’s YZF-R1. And to my mind they gave even better feel in the twisties too. Somehow it’s all added up to a bike that is an even better real world proposition – and its quicker as well. Bravo Yamaha.
But this isn’t where the story ends on this one. Trev organised for me to spend a day at Phillip Island to get even more intimate with it. Read about that in Part 2…
Yamaha’s 2020 YZF-R1
Why I like it
– Feels like a better road proposition than the last model.
– That R1 crossplane engine at full tune. Other-wordly.
– New KYBs noticeably better on the road.
– Electronics even more refined.
– If I still did track days this would be at the top of the list.
I’d like it more if
– Not a fan of the scroll wheel controller and screen interface
Yamaha jump-started the liter-class sportbike segment 21 years ago with its original ’98 YZF-R1. Over the years it evolved, at times teetering toward a more street or track focused design depending on model year. But for its 2015 major redesign, Yamaha had its sights set on track performance first and foremost.
Right away it was apparent the Tuning Fork company certainly did its homework, engineering a competent sportbike for setting fast laps at the track. But how does it perform on the road, on the way to work? We find out in this episode of MC Commute.
The YZF-R1 is powered by Yamaha’s ferocious 998cc crossplane-equipped inline-four engine. Compared to other inline-four configurations, Yamaha’s CP4 mill offers a rowdy powerband that feels like a cross between the punchy feel of a V-twin and the screaming high-rpm performance that I-4s are renowned for. On our dyno, the 2015–2018 generation R1 engine belts out over 160 hp at the business end of the Bridgestone Battlax tire.
The engine is hung in a racy chassis with ergonomics that follow the lines of the Doctor’s YZR-M1 bike. It’s also loaded with capable and easy-to-manipulate electronics that truly complement the engine and chassis allowing the rider to set fast laps with ease. For 2018, engineers tweaked the functionality of its wheelie control (Yamaha calls it “Lift” control) as well as adding auto-blip downshift functionality allowing the rider to downshift without the clutch at lean. Will these gizmos help us wield the R1 from stoplight to stoplight? Find out now this episode of MC Commute.
YZF-R1 arrives in Tech Black & Yamaha Blue for $23,999 +ORC
Yamaha’s YZF-R1 has arrived in Australian dealerships for $23,990 + ORC, with two new colour options available for the year model in the form of a new Tech Black alongside Yamaha Blue versions.
2019 Yamaha YZF-R1 in Tech Blue
The Yamaha YZF-R1 boasts an evocative M1 derived 998cc crossplane four-cylinder DOHC, four-valve engine, with MotoGP developed electronics including lean angle sensitive ABS, traction control and slide control.
Inlet manifold length is adjusted on the fly by Yamaha’s YCC-I system for optimal performance. Other features include a high-compression cylinder head, pent proof combustion chambers, large-diameter intake and exhaust valves and titanium conrods holding forged aluminium pistons.
2019 Yamaha YZF-R1 in Tech Blue
The chassis features a compact aluminium Deltabox frame, long upward-truss type swingarm and magnesium sub frame, and fully adjustable race-bred 43mm KYB forks feature a large-diameter 25mm front axle, with rear KYB monoshock suspension also fully adjustable. 17-inch magnesium wheels are the first to be fitted to a mass-production model as standard.
2019 Yamaha YZF-R1 in Tech Black
Brakes include four-piston front calipers on 320mm rotors, while the rear boasts a dual-piston caliper on 220mm rotor, wboth featuring ABS and including Yamaha’s Unified Braking System. In conjunction with the IMU this determines braking force distribution between front and rear.
Other standard features include an Up-Down quickshift system as standard fitment, along with LED headlights and a TFT instrument panel.
2019 Yamaha YZF-R1 in Tech Blue
The 2019 YZF-R1 is now available at Yamaha dealers for an RRP of $23,999 +ORC, in Yamaha Blue or Tech Black.
A range of Genuine Yamaha Accessories also enable every R-Series rider to transform their Yamaha. The range of components for the Yamaha R-Series models includes titanium exhausts and slip-on mufflers, billet covers, protectors and more.
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