"Take this round is not as hard as you can. When you get the bike perfectly on the other side, hit the throttle to stop it."
In my mind, I have yet fearless desire on a motorcycle I did when I started riding, but maybe as I get older I began self-preservation instincts to become a major influence on me. It is clear that the performance of the above situation is a recipe for disaster. In fact, I did once before.
With the bike firmly in my knee, the angle of maximum slope and reached a hand throttle greedy, I sprained my wrist since he left, hoping to get a unit cycle of the corner to pass the type before me . Instead, I moved into my asshole fell right over my head. I have not repeated since that move, but the Yamaha YZF-R1 2012, now with traction control, I got the feeling that perhaps it was time to take another turn. And I did. Both by the instinct of self-preservation.
This time, however, the result was different. Instead of spinning the rear wheel violently and out the side and not forward, in a split second, the fact of R1 many calculations, determined that I was trying to drive a tower, and instead of throwing myself in the Highside , born just enough power to the ground for me to move forward with minimal wheel spin. I became a believer.
This is the beauty of traction control. Combine it with the crankshaft timing of R1 which provides a direct connection between the appearance of the rear tires and rider, and you have a bike that inspires confidence in spades.
More of the same
Also the traction control system, however, the new R1 is largely the same machine we've had since 2009. It is still powered by the same 998 cc inline four-cylinder, using technology derived from MotoGP at the crankshaft. Power output remains the same, which, according to our literbike Shootout 2009 is 146.1 hp at the rear wheel to 11,800 rpm. This number was the lowest of the quartet at a time, and with the new models now knocking at the door of the 200 (crank) horsepower, it is interesting to think Yamaha may have missed the boat by adding more energy to the redesign of 2012. While certainly say that about 150 horses to reach the rear wheel remains serious taste for forward propulsion.
Both Yamaha Chip Controlled Throttle (YCC-T) and admission (YCC-I) are reported from 2012 model, with the former winning even more important with the addition of traction control. If you do not know, the YCC-T is the company speaks for electronic or "fly-by-wire" technology accelerator, while the YCC-I refers to the variable intake stacks, which extend from a plan to provide a maximum torque down low and power up the rev range.
More reports include three positions D-mode, or "drive mode", which at the push of a button, change the throttle mapping, fuel and ignition for different road conditions. A, B, and standard mode remains the same, with the default mode for an optimal overall performance. "A mode" puts more emphasis on acceleration at low speeds mi, while "B" mode, waiting to do the opposite - to provide a response to the accelerator 30% slower at all apertures - for times when the road is slippery and traction is compromised.
Minor changes
Although the addition of traction control is clearly the most significant addition to the new R1, Yamaha has decided to clean around the edges. Subtle tweaks to the engine protection headlights are bigger LED status lights on the outside edges where the reflectors added to the underside of the hood - like the Audi - to strengthen the attitude of the front compared to last year's model.
Everything is status quo on the front of the chassis, except for a new spring rear shock fully adjustable, which is slightly more rigid at the beginning of the battle and softer at the end. Yamaha believes that this will improve rear traction, while providing a comfortable ride with better bump absorption. Other than that, the chassis remains the same. The steering geometry is blank, with a rake of 24 degrees and four inches of track. Front suspension is always the same with a fully adjustable inverted fork with 43mm stanchion Rebound damping control and the second compression.
Footrests are also the same as last year, with two-way adjustment can move up and back to their default position of 15mm and 3mm, respectively. The anchors are themselves ribs all the way up for a better grip Start, slightly older model did not. Other minor changes include new heat shields and muffler tip design that allows the back of R1 close image. Finally, a new design inspired by the high tee machine YZR-M1 MotoGP. Overall, it would be difficult to differentiate between the 2012-R1 and its predecessors, at first glance, you really look in depth to be able to tell the two apart.
Shelves
Yamaha is very conscious and proud of its racing heritage that began in 1961. To celebrate its 50 years in racing, MotoGP Team factory special deliveries ran red / white, like the colors used on its efforts in four original GP races this year. If you have participated or been aware of the broadcasts of the MotoGP race at Laguna Seca this year, you may have noticed Kenny Roberts and Eddie Lawson to do tricks on the parade of the R1 with the same supplies. In case you thought they were special, one-off editions, think again. Yamaha will produce this bike for the masses. Well, sort of. Only 2000 will be the world's production, is bounded by a plate on the fuel tank. Besides the color scheme and special license plates, is 50 Anniversary Edition features gold emblems sticker kit and tune accessories GP to emulate the machine. Mechanical, but it remains the same. This treatment will be given to YZF-R6 as well.
Traction Control
We really had to see next, the new R1 with traction control. Since its redesign in 2009, the cross-plane crankshaft, all signs pointed to it. Yamaha Chip Controlled Throttle (YCCT) and three modes of transfer of all images that have been left to add the system to limit unwanted rotation of the rear tire. Well, the wait is over. Traction control has six levels of intervention, as well as increase the setting to turn off the system completely. Combine that with a three-way, and makes a total of 21 different settings, in order to achieve your best lap time.
Yamaha's engineers to make the system as smooth as possible, without any artificial intervention or severe. By taking advantage of YCC-T electronic throttle, the system uses sensors and engine speed in combination with the throttle position sensor and the team consistently make calculations to control wheel slip according to this framework, the pilot chooses. These four sensors send input to the ECU, which calculates the amount of slip, if it exceeds the preset value, and if so, to react in four ways. The system uses the YCC-T electronic throttle valve closed, turn off the fuel injection or ignition delay, in no particular order. The fourth step is the illumination of the "TC" light in the instrument cluster informs the driver that the system works if you can not already know.
These calculations are performed consistently and according to Mike Ulrich department testing Yamaha, at a "little faster" than its competitors, but Ulrich was not free to say exactly how fast a "little faster" is.
It 'important to note that the system does not use the tilt sensor. Using the above sensors, detects the signal changes to indicate the circumference of the tire becomes more expensive bikes. Shows a slow change in the wheel tilts from side to side and does not warrant the intervention, because it can only do so at a certain price. Moreover, it is highly unlikely that the rider moves from side to side when accelerating at full throttle. The controller stores this information and references to the pre-slip of the tongue against the values for each of six different TC settings. Faster signal change is likely to mean the loss of traction and the need to intervene. Yamaha is calibrated in the ECU to recognize and adapt to the most popular wheel sizes and configurations of gears, but the legal department to avoid overtime, is apparently far from reality that works for all sizes of tires and / or gear combo.
However, an interesting note about the R1-mail package is that if any part of a system failure, the built-in diagnostics to instantly send a specific error code directly to the gauge cluster. All of a certified mechanic will have to do is so simple to send this code to a master list and correct the problem. No removal of body needs. It is likely that the tools will not be necessary either. Just a computer.
The purpose of traction control is limited slip, which in theory should improve lap times. However, despite the paradoxical it sounds on paper, tires need a certain amount of slip on a racetrack, often to help finish them off one corner with the throttle control. Yamaha has taken into account and it feels as if the system response parameters allows much less slip if necessary.
Hype or Revelation?
Course is cheap and I wanted to see what the new bike is like riding. To do this, Yamaha invited journalists to Palm Springs, California, for a ride on the new street R1, followed by a Chuckwalla Valley Raceway day to really put the bike through its stages. On the street of the new R1 felt very close to the old R1 - because it is virtually. The sound comes from the cutting plane crankshaft is musical, while the boundaries of telepathic power delivery. Relatively torquey engine compared to the previous generation (pre-2009) Leaving a job red lights much easier for the poorly educated in the operation of the clutch smoothly.
In the canyons, the new R1 was a relatively simple machine driver. The turn-in does not require much effort, and it is easy to maintain an arc. An updated version of the Dunlop Qualifier II Tyre is now spoonful on top of the wheel, replace the D210s, and R1 is a special compound. I found a surprisingly consistent tire over bumps on roads in poor condition were on horseback.
It was the turn of the street on a hot day especially in Palm Springs, which would test whether the new guardians of the fire silencer really work. A statement that is common with motorcycles equipped with tailpipe is that heat is radiated directly to the supplementary agreement, the R1 is no exception. Unfortunately, it was always true in the machine 2012. He stops the engine and exhaust heat combined to provide for my medium rare leg condition. Of course, the three-digit temporary room in the day does not help any.
Given the conditions were almost perfect for a road trip, would be an opportunity to try a new traction control system will have to wait until the track portion of our test. What comes now ...
Racetrack Edition Hype or Revelation
If you want to save the excitement, I will say at the outset: Yamaha new traction control system on the 2012 R1 works exactly as advertised. I was pleasantly surprised to see how it operates smoothly. Usually when I test the bikes with traction control, I start the day with maximum intervention settings so I can feel how system start and suddenly comes in. And generally, I feel the blow to a system point, I personally think n 't need (say almost completely upright). The feeling is one of the hard bucking and stuttering, as the system limits the amount of fuel or spark to the engine. The hardness kills drives, which ultimately affects lap times. As response options off and slip is allowed, sometimes I can still feel the strain of the engine. Some manufacturers have calibrated their settings better than others, and indeed, many of today's liter bikes that offer traction control, systems that are very linear and much less worrisome for the rider.
Yamaha system takes it to another level. Even TC settings set to max, the momentum is still strong with almost a hint of strain. To put it (and me) to the test, I relived the fateful day when I opened up against the throttle with the bike on its side. This time, however, drove the R1 of the angle as best she could, the indicator on the dashboard pointed at me all the time. However, the maximum setting preserves rider back, but it was a good start to feel that the system would make the lower settings with fewer interventions. Levels five and six (the two states most intermediate) also act as a control wheel.
Changing the settings of the TC is very simple, only the movie switch on the left bar. The indicator on the dash tells you where you are. The gas must be turned off to change the settings, turn off the system, the bicycle must be stopped and the switch must be pressed for two seconds. At the bottom of many parameters of slip is available for a weekend long, dark black mark on the pavement. For most of fast drivers out there, you probably enjoy the reduction in most parameters. However, the best riders and drivers will still be able to set their best times with the entire system.
For the rest of the bike, not much new to report. After some initial suspension settings, I realized that in mid-corner stability was exceptional, with the ability to change my line at will. Side to side transitions have taken a little effort, since the 454 kilos of wet weight is among the highest in the literbike class. Surprisingly, the addition of traction control has added weight to zero the new model compared to last year.
The connection between the hand throttle and the rear wheel is an aspect of cross-plane crankshaft R1 we have loved since it was introduced, and continues with the new model. I noticed a little vibration at low speeds when accelerating from a trip, but for nature's most vibey engine crankshaft section plane is shot down by rockers and is a non-issue.
Halting the R1 unchanged, which means two 310 mm disc takes over six-piston radial mount that have great stopping power, but the absolute lack feel at the lever. Despite using speed sensors for traction control system, ABS is not a feature of the new bike.
My complaints about the new R1 is not something we have not mentioned before in these pages, so there is no need to rehash. Traction Control is clearly the main topic of conversation here, and rightly so. It is one of, if not the best, the traction control systems that are currently supplied as standard on a production motorcycle. Next year's clash will be a bike liters interesting that the traction control systems will be a new measure for judging the field.
Prices in 2012 YZF-R1 starts $ 13.990, $ 14.490 and salt the 50 th Anniversary Edition. Waiting in the showrooms next month.
Apologies for missing last Monday Morning's Meditation. (I wonder if anyone noticed!!) Unfortunately, I had a blood pressure urgency and ended up all morning at the medical clinic. My BP rose sharply overnight to 208/117, and this was with medication, not without it. Doctors do not like BP in that range, so I had to spend time with a doctor who kept scratching her head because she could find no reason for the BP, which was registering the same on her cuff as on mine. (I have had these peaks come for a couple of weeks at a time, then totally disappear and be perfectly flat with mild medication for a couple of years, then another two weeks of nonsense. The doctor finally just doubled the med and sent me home. The peaks continued until yesterday; the amount of meds did not seem to matter. Now, back to normal. Dunno how to interpret any of that. Nothing in my behavior -- eating, stress level, etc. -- has changed. Anyway, so for the long diversion. Now, back to 
