Yamaha YZF-R1 (2007-current) - Motorcycle

New price £8,999
Engine size 998cc
Power 187bhp
Top speed 182mph


Overall verdict

Yamaha’s latest R1 features new-found midrange drive from junking Yamaha’s tried and tested five-valve per cylinder in favour of the traditional four-valve set up, but at the same time installing some of the “bad boy” engine manners the original model was famed for. The chassis also gets updated by way of new frame, swingarm and suspension to make this latest Yamaha R1 a perfect road bike tool and the basis for a stonking trackday and superstock motorcycle.


Engine

The Yamaha R1 was never short of top end drive and that’s true of this latest version. What the latest Yamaha YZF1000-R1 does have though is a healthy dollop of midrange kick. Not that this will be a worry in the lower gears as the fly-by-wire system, linked to detailed ECU mapping, won’t deliver everything the rider asks for, instead giving what it thinks is best. Variable length inlet trumpets (worked by electronic motor at 10,400rpm) boosts midrange revs and props up top end poke – not just a gimmick, it actually works.

Ride and Handling

With race-like suspension front and rear, the standard set-up of this latest Yamaha R1 is just about right for dealing with everyday riding on UK roads. Turn the pace up (road or track) and there’s enough adjustment to suit every situation and riding style. Typically the R1 is a front end motorcycle, meaning that every road detail is felt through the bars and it drops into a turn as quick as you like. Race track manners along with road motorcycle stability takes some beating and believing, but it does both with style.

Equipment

As a leading sports bike/race replica, niceties of heated grips and shaver points simply don’t exist. The Yamaha R1's dash layout is spartan but effective; big tachometer face, gear shift light and LCD speedo are all you’ll really need. Yamaha has brought back six-piston brake calipers to fly in the face of four-pot fashion, but they work very, very effectively on the smaller-sized discs of the latest R1. The rear shock features high/low compression damping, which is good, as is the roomy seating position. Six-feet plus? Not a problem.

Quality and Reliability

As there are only three major motorcycle fastener suppliers in Japan –used by all the Japanese manufacturers – the old belief that Yamaha’s finish is inferior is complete rubbish nowadays. What is questionable is the bitty way certain panels of this latest Yamaha R1 are tacked on or used to cover areas eg the flimsy placcy bit covering the down pipes. Reliability shouldn’t be a problem as the Yamaha R1 hasn’t got a reputation for being a lemon.

Value

Yamaha’s pricing has always been strange: in 2005 the R1’s list price was £9k-plus, but then dropped to just over £8k in 2006. For 2007 the R1’s projected price will be around £8999, which (typically) is around £200 more than the competition. Value for money? Yamaha think so, as do previous Yamaha R1 customers.

Model History

1998: The very first YZF1000 R1.
2000: New titanium silencer, revised gearbox, modified carb, magnesium engine case covers, new bodywork and fuel tank, lighter chassis components, new suspension settings.
2002: Fuel injection now fitted along with catalytic converter and uprated ECU for more power. Revised frame and suspension and cosmetics.
2004: Full make-over for the Yamaha R1; new engine internals, underseat exhaust, sharper styled bodywork, more power, frame and suspension mods (longer swingarm in 2006).
2007: Launch of all-new Yamaha R1.

Other Versions

Yamaha R1-SP: 2006 limited edition with Ohlins suspension, Marachesini light weight wheels, and slipper-type clutch
Centenary: limited edition all-yellow model in 2005/2006.

New Ford Ikon

Quick Take
* Fuel Economy 9/14 km/l (city/highway)
Available Engines 1.3L In-line 4, 69 bhp petrol
Available Transmissions 5-speed Manual Transmission (MT)

* Estimated values may differ under various conditions.


Highlights

Peppy engine.
Sturdy body.
Styling.

Pros

Transmission.
Stability at high speed.
Acceleration.

Cons

Suspension can be softened.

Overview

Ford made its presence in India in 1907, when it launched the Model A. After establishment here, it discontinued its operation in 1954 and again reestablished itself as Mahindra Ford India. From a 50:50 joint venture with Mahindra, Ford grew to be 92.18% stake holder and rechristened itself as Ford India Limited. It started manufacturing Ford Ikon from its Chennai facility in 1999.

The 2006 Ford Ikon was launched as Ikon Flair with added youthful, sporty features and a competitive price tag. This new edition of the Ikon Flair was designed to garner the attention of the young icons that are keen to begin their experience with four-wheelers with a world-class stylish sedan.

Ikon Flair is a hot cake, and driver's car in comparison to the Maruti Esteem, Baleno, Hyundai Accent and the rest. Priced moderately, it is worth the money paid and stands out in competition.

Powertrain & Performance

The Ikon uses the 1.3L ROCAM (Roller Finger Camshaft) engine that is a spirited performer, generating 69 bhp @ 5,500 rpm and 105 NM of torque @ 2,500 rpm, and is ideal mate for urban usage. Power is transferred to the front wheels and regulated by a 5-speed manual transmission. Gear shifting is simply superb and leaves no room for complaints. It uses the chain-drive Single Overhead Camshaft (SOHC) technology that keeps the system free from rattles.

The ride quality of the Ikon has not changed dramatically; it has independent McPherson Struts mounted on separate sub-frame and a heavy duty twist-beam with strut-type coil spring/damper units on the rear. This suspension setup is good at high speed but a little harsh on bumpy roads. Handling is no doubt Ford type and is quite impressive. The car is not completely planted to invite trouble on speed breakers unlike its competitors. Still it is firm on highways; beyond 4,000 rpm, the engine growls and is fun for those adventurous young drivers.

Build & Styling

The Ikon has a perfect three box profile, which has changed the sedan styling in India. It is youthful, appealing and a perfect aerodynamic profile. The build quality is strong and finish is perfect.

The Ikon is designed with great panache and appeals all. The interiors are inviting; the cabin is noiseless and there is enough legroom in both the rows. The seats are a bit firm and not as one expects in a modern car. The dash is neatly designed and the controls come in handy. To top it all, the steering wheel plus the gear shifter are placed so well that driving for a long journey is fun.

The Ikon gets sufficient boot space (400 litres) without compromising on the cabin space. The thick C-pillar, which is slightly pushed on the boot, makes it contemporary; this pattern is being imbibed by others. The side skirts give the Ikon a racy feel and alloy wheels add to it. Standard features on the Ikon include power windows on all doors, CFC-free air-conditioning, tachometer, boot light and fabric seats.

Some of the standard safety features include Ford Dynamic Safety Engineering, laminated windscreen, child-proof rear locks, front and rear side impact door beams, front and rear seat belts, centre high mount stop lamp, central locking and electric fuel cap release.