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2012 Yamaha YZF-R1 Street Comparison

Monday, June 11, 2012

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2012 Yamaha YZF-R1 Street Comparison Video
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The Yamaha YZF-R1 get traction control and some other minor updates for 2012. Watch how it compared in the 2012 Yamaha YZF-R1 Street Comparison Video.
The 2012 Yamaha YZF-R1 is unique amongst the Japanese Inline Four sportbikes. Its MotoGP-derived crossplane crankshaft and uneven firing order offers a power delivery and feel that is truly one of a kind, and then of course there is the wonderful exhaust note. There is no mistaking the howl of a late model R1. For 2012, the R1 gets a subtle, almost unnoticeable styling update, but as the say goes, "the Devil is in the details."  The big news is the addition of traction control. Will a TC system on the Tuning Fork Superbike up its game on the street?

Throw a leg over the Yamaha and you are greeted with a large comfortable seat and an easy reach to the bars. The seat to footpeg relationship is compact, but not uncomfortable or restricting in any way. Not only does the R1 look large from the rider’s perch, but the wide fuel tank and aforementioned seat make it feel larger than the rest of field. A direct effect is refelected in the low marks it received in the subjective comfort and rider interface categories. It should be noted that these subjective comparisons are a matter of perspective, saying any of these bikes are large is like calling a supermodel fat. Sometimes we get jaded by the unequaled access we have to the lightest, the smallest and the best. Either way we must qualify the dimensions in relation to each other.

“The R1 felt the widest and heaviest out of the bunch,” confirms 6'1" Ernie Vigil. “And this made for a little tougher maneuvering at low speeds.”

Ernie’s sense of weight was spot on as the R1 tipped the MotoUSA scales over 20 pounds more than the next heaviest
The 2012 Yamaha YZF-R1 can still hustle through the curves.
The 2012 Yamaha YZF-R1 is wide in the mid-section but comfortable.
The 2012 Yamaha YZF-R1 feels the largest out of the group, but that leaves plenty of room to be comfortable.
machine at 478 pounds with a full tank of fuel. Compound that mass with the one of the lowest power outputs of the group at 149.91 horsepower and 75.08 lb-ft of torque and you get acceleration numbers that are just a step of the pace. The best 0-60 time the Yamaha could muster was 3.996 seconds on our real-world and less-than-perfect test strip. By the time it reached the quarter-mile mark at 139.5 mph, 11.33 seconds had passed. That is only a half-second off the top mark set by the nuclear-powered BMW.

The spacious feel also cuts into the handling scores as it takes a little more effort to get the YZF-R1 to turn-in and change directions than many of the other bikes. Once in the corner the handling has been improved with a more progressive rear shock spring that is stiffer initially and softer at the end of the stroke, which helps it soak up rougher sections of pavement. Previous generation R1's moved around and squirmed when pushed hard in the corners, but now it has a more planted feel, but not all our testers felt it was completely rock solid.

“I found the R1 smooth with an excellent center of gravity, but a bit unpredictable in the low end and slightly twitchy when it was pushed,” says our lady stunter Leah Petersen.

Twisting the right grip rewards the rider with one of the coolest exhaust notes in the biz, and it accomplishes the task with an eco-friendly level of sound. The R1 took top honors as the quietest bike in the test, ahead of the stealthy Ninja and unlike the ZX or CBR, still manages to maintain some charisma along the way. It is the low and mid-range power where it falls short in comparison to the top performers in the engine categories. At the upper rev ranges the R1 really wakes up and comes on strong, but on the street, power from down low is more useful.

“The motor is nice but for some reason it was a little tricky to learn,” says Ernie. “The power up top is insane but the low-midrange didn’t do it for me. I found it to be a little finicky in that area.”

Launching the R1 off the line is a more of a chore than some of the other machines due to a tall first gear that requires a fair
A few overzealous applications of the clutch can lead to fading on the 2012 Yamaha YZF-R1.
The crossplane crank of the Yamaha YZF-R1 puts the power to the pavement effectively.
amount of slippage from the clutch. During a bout of stoplight-to-stoplight hooligan blasts the clutch faded as a result of those aggressive launches. Once underway, however, the transmission shifts smoothly and precisely without a missed shifts from any of our testers.

Considering the user-friendly engine performance of the Yamaha, we were surprised to find the R1 was near the back of the pack concerning fuel economy with 27.34 mpg. That gives a range of 131.2 miles out of the 4.8-gallon tank. It could have been our overzealous application of the throttle in order to hear that super sweet exhaust growl, but we did ride all of the machines the same way at the same time on the same roads.

With such a tractable character of the crossplane engine, the addition of TC on the R1 is not as big of a game-changer on the street as you might think. When selecting higher levels via the rocker switch on the left handle, the traction control system has a noticeable effect and does allow the rider to be completely ham-fisted with the application of throttle. However even at the lowest level available, the way the power is put to the pavement by the crossplane crank and uneven firing order makes the TC system seem almost redundant for a skilled rider on the street. On the track or in a heavy downpour this will be a different story, and it’s an absolute confidence booster knowing it is there to save you if needed.

“The R1’s TC works pretty good on the street. The thing about it though is since the powerband is so smooth and the fact that it doesn’t pump out quite as much power as the other bikes it really doesn’t even need it on the street,” muses our Road
2012 Yamaha YZF-R1 Dyno Chart
The 2012 Yamaha YZF-R1s crossplane crank engine is smooth and tractable.
Despite the addition of traction control the 2012 Yamaha YZF-R1 finshed at the back of the pack this year.
Test Editor and Superbike Sicko Adam Waheed. “Still it’s a cool feature for sure – I just wish Yamaha would have spent some of its R&D might on increasing power output or cutting weight.”

Squeezing the binders on the Yamaha rewards the user with an impressive amount of power from the Sumimoto front calipers clamping down on 310mm front discs. While the power is there, the feel and initial bite just couldn’t match the Brembo monobloc offerings from the Suzuki, Ducati, BMW and KTM. Braking distance on our dusty and true to life skid pad was a long 134.1 feet.

Instrumentation of the R1 ranked near the bottom of our rider's scorecards as well, although all the pertinent information is laid out logically with a large analog tach front and center. The LCD panel that displays the speed, TC and power settings is beginning to look dated with its simple graphics. Several of our testing crew appreciated the visibility of the shift light.

In a hotly contested shootout such as this just being a half step off you your game can put you behind, and this was the case with the R1. In the real world where every single trait of a superbike isn’t put under our testing microscope, the $13,990 Yamaha R1 is an excellent machine that we would enjoy every day of the week. But as it sits in the heat of the battle the R1 has slipped to last place in our Superbike Smackdown IX Street. It's fortunes may change when we head to the track for our first ever modified Superbike Smackdown as it is the reigning AMA Superbike Champ.


2012 Yamaha YZF-R1 Street Gallery
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2012 Yamaha YZF-R1 Technical Specs
The 2012 Yamaha YZF-R1 now has traction control and a subtle facelift.
2012 Yamaha YZF-R1

Engine: Liquid-cooled 998cc Inline Four; 16-valves
Bore and Stroke: 78.0 x 52.2mm
Compression Ratio: 12.7:1
Fuel Delivery: Electronic fuel-injection with YCC-T and YCC-I
Clutch: Wet, multi-plate slipper clutch, cable actuation
Transmission: 6-speed
Final Drive: Chain 17F/47R
Frame: Twin spar aluminum
Front Suspension: 43mm Soqi inverted fork; 3-way adjustable for preload, compression and rebound; 4.7 in. travel
Rear Suspension: Soqi gas-charge shock; 3-way adjustable for preload, compression, rebound; 4.7 in. travel
Front Brakes: 310mm discs with radial-mount Sumitomo six-piston calipers
Rear Brake: 220mm disc with double-piston caliper
Tires: Dunlop Qualifier II; 120/70R17, 190/55R17
Curb Weight: 474 lbs.
Wheelbase: 55.7 in.
Rake: 24 deg. Trail: 4.0 in.
Seat Height: 32.8 in.
Fuel Capacity: 4.8 gal.
MSRP: $13,990 (as tested)
Colors: Pearl White/Rapid Red, Team Yamaha Blue/White, Pearl White/Candy Red, Raven
Warranty: One year unlimited mileage

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Comments
pacman52   December 9, 2014 01:29 PM
OutOfTheBox, I still would not recommend a liter bike (Superbike)to a new rider with no experience! But who cares! If someone really wants to get one, no one can prevent it. Al.
OutOfTheBox   January 25, 2014 10:36 PM
"These bikes are not all about performance especially on the street as pushing it too hard on the street could land you in hospital or jail!" Dude that's true for every motorcycle ever made.
OutOfTheBox   January 25, 2014 10:35 PM
"But the R1 is not perfect as it has a very tall first gear and a very warm seating area (heat !!!).." it's not *that* tall and the seat is not that hot, even with the stock underseat exhaust (which is one of the first things that gets ripped off in most mods). Certainly the R1 is really begging for a bigger rear sprocket for street-riding but its main problem is the lack of power and resultant stumbling below 3500rpm, at least for the newer bikes. I've ridden a 2005 Kenny Rogers Jr. replica that didn't have that problem. I just wouldn't rate it as that great of a literbike, probably just comparing it to other Japanese bikes (not even the S1000RR or any of the Italian makes) it's probably the 3rd best bike out of the 3 major Japanese mfgs. But again that's stock. But again it's the slowest, the least-powerful and the heaviest, but especially with TC that's not necessarily a bad thing. But the real question is, exactly why wouldn't I recommend an R1 to a new rider but then still recommend it to "a more experienced rider"? Think about it: would you not recommend a good bike to a new rider just because it's a literbike? I think there's too much generalization about what to recommend to whom. It completely depends on the rider as far as what bike I'd recommend or not recommend for them. And always you have to consider the likely mods. I think it's just wrong to recommend or not recommend a bike for anyone. Let them ask about what is important to them specifically and tell them what you think. But don't say "I wouldn't buy this bike if I were you". Who knows, that might be the best bike for them on the market.
pacman52   September 3, 2012 07:18 AM
I purchased a R1 2012 two weeks ago... I bought the R1 for its look & its comfort on the street (for a SS). I don't care about the maximum HP/speed/drag time etc... But the R1 is not perfect as it has a very tall first gear and a very warm seating area (heat !!!)... I have many many many years of riding sport bikes and I would not recommend this bike or any of the liter bikes to new riders! Did I say I love its look? lolllllllllll Al.
iRider   June 21, 2012 03:58 AM
The R1 is such a cool bike I feel it's unfair to land it at the back of the pack. The only thing I hate about it is the turn signal. These bikes are not all about performance especially on the street as pushing it too hard on the street could land you in hospital or jail!
Detrich   June 20, 2012 11:23 AM
for high performance supersport bikes being ridden by advanced/ expert riders, 1/2 a second is actually quite a big difference. also, if you've ever compared the weight of riding a 475lb bike vs. a 417lb bike, the difference is night and day. but, the difference between a 417lb bike and a 440lb bike- tho noticeable still, is much less apparent. i guess the editors are basically saying that although the R1 still has the crucial elements that make it "cool," the engineering team has gotten lazy and really needs to "refine" this machine- both from a weight & power perspective, in order for it to be truly competitive again.
neo1piv014   June 14, 2012 01:33 PM
"By the time it reached the quarter-mile mark at 139.5 mph, 11.33 seconds had passed. That is only a half-second off the top mark set by the nuclear-powered BMW." - That right there says almost everything you'd want to know about this shootout. The fact that all these bikes were within that narrow of a margin is incredible. I'd be willing to bet I couldn't even do two runs back to back and have them be within 0.5 seconds of each other. I'm way too jealous of you guys for having a job that lets you split hairs that small.