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Ultra-lightweight, compact, 998cc, DOHC, 16-valve, liquid-cooled, 40 degree inclined, in-line four-cylinder engine with "crossplane" style crankshaft. The key components of this cutting edge engine design are the "crossplane" crankshaft and an uneven firing order. Both of these features are used on Yamahas championship winning M1 MotoGP racer. Please note … this is not a "big bang" engine. The R1 departs from the norm for in-line 4 cylinder engines and the 180 degree alignment of the crank pins (where the connecting rods attach to the crankshaft), and locates the center two rods at a 90 degree plane from the outer cylinders. This means instead of the crank pins aligned on the same plane (a straight line drawn through the center of the crankshaft), they align on 2 planes in the form of a cross ... or "crossplane". Working in conjunction with the crossplane crank is an uneven firing order. A traditional in-line 4 cylinders firing order is normally 1,2,4,3 with a 180 degree interval. This R1 engine fires 1,3,2,4 cylinders and the firing intervals are uneven at 270 / 180/ 90 /180 degrees. What all this means to the rider is the most linear torque possible and amazing throttle control. This engine design allows a whole new level of rider - machine communication. One of the most important benefits is the outstanding cornering performance that increased engine control allows.

The engineering goal for the R1 is controllability … not just an increase in horsepower. If that was the case, we could have simply increased the power output of the existing engine design resulting in a peaky, hard to use power band. The 4-valve cylinder head design features a compact combustion chamber that utilizes lightweight, trick, titanium valves on the intake side. The 4-valve design maximizes breathing efficiency and overall engine performance. The titanium intake valves are 31mm in diameter while the steel exhaust valves are 25mm in diameter. Lightweight yet super strong VX alloy valve springs control valve movement. Steep valve angles, 11.5 degrees on the intake side and 12.5 degrees on the exhaust produce a compact combustion chamber.

The lightweight titanium intake valves reduce the reciprocating weight of the intake valves allowing for higher rpms without the concern of valve float. The use of lightweight "Ti" valves has allowed the engineers at Yamaha to use a 4-valve format. In the past, the use of 5 smaller valves allowed a higher rpm limit since each of the "smaller" valves was relatively light. The use of light weight titanium now means the engineers no longer have to use the 5-valve design to achieve the same high rpms. Combustion chambers have been optimized for maximum engine performance. The compression ratio is 12.7:1.

Compact automatic cam chain tensioner reduces both maintenance and engine mechanical noise. Short skirt, forged aluminium pistons offer light weight, fast throttle response and great reliability. Crossplane crankshaft features 36mm journals for increased strength, while the inertial moment of the crank has been increased by 20% versus the last generation R1. Connecting rods are carburized and use a nut less design. The lower end "cap" of the rod is made from the same piece of material as the upper portion and is cracked away in a process known as "fracture splitting". This process aids true big end roundness and greater precision in con rod dimensions. Ceramic composite cylinder "bores" are a "liner less" design with the ceramic coating applied directly to the aluminium block to ensure uniform heat dissipation for consistent power delivery, reduced oil consumption, reduced friction and reduced weight. Closed deck cylinder design allows the cylinders to be spaced more closely together, allowing a narrower engine.

The cylinder block is a stand-alone piece (not integrated into the upper crank case). The benefit is reduced weight and a less tall engine which lowers the centre of gravity. 

A "coupling force balancer" is used to quell engine vibration for excellent rider comfort. 

Compact ACM (alternator) is mounted directly to the crankshaft. The compact ACM uses rare earth magnets which produce more power for a given size than conventional magnets, therefore reducing size and weight. Mikuni fuel injection system features twin injectors (one set of primary & one set of secondary injectors). This type of twin injector system is also used on our M1 MotoGP race bike and the R6. One set of injectors (primary) are located in the 45mm throttle bodies while the secondary injectors are located in the air box very near the computer controlled intake funnels. The primary injectors utilize 12 spray holes to maximize the fuel atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms onwards to supply more fuel as required.

The F.I. system features separate dual track TPS (throttle position sensor) and APS (accelerator position sensor) sensors. An oxygen sensor is fitted into the exhaust collector making this a "closed loop" type FI system, which feeds back info to the ECU so adjustments can be constantly made to the fuel-air mixture for improved performance and reduced emissions. The benefits of fuel injection include excellent throttle response, great fuel economy, reduced emissions, stable idling and no choke to fuss with during start up. The fuel injections lightweight Electronic Control Unit (ECU) utilizes a powerful 32-bit processor for fast control of the injection process. The compact design also reduces weight.

YCC-I or Yamahas Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length from the tall position at low to mid rpms to the shorter setting for improved high rpm power. The transition rpm between the 2 lengths is approx. 9,400 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.

Yamahas exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a worlds 1st on a production motorcycle and works in conjunction with Yamahas fly-by-wire technology and FI Systems.

Yamaha Chip Control Throttle (YCC-T) electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for smoother torque character. Similar to the R6 design, the YCC-T features 3 - ECUs inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.

The rider can "mechanically close" the throttles by simply closing the throttle twist grip. 

Compact close-ratio 6-speed transmission features optimized gear ratios for maximum performance. The "stacked" 3-axis gearbox / clutch design stacks input/output shafts to create a low center of gravity and keeps overall engine size shorter front to back. As a result, the stacked design gives the engineers the freedom to place the engine in the "sweet spot" of the frame for optimum weight balance for awesome handling.

The slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts when under hard braking. Key benefit is reduced lap times and smoother control when riding aggressively during a race or track day.

"Ram Air" system "force feeds" outside air via dual ducts located beside the projector headlights into the intake system. As speed increases the air velocity in the system increases and pressurizes the air box. This "force fed" air helps the engine develop maximum power.

Computer optimized large capacity air box maximizes performance. A viscous type, high flow air filter is utilized.

4 into 2 into 1 into 2 titanium exhaust system maximizes power output, reduces weight and improves aerodynamics. The dual under seat mufflers provide an aggressive sound as well as a great styling highlight. This system contains a 3-way honeycomb catalyser and an oxygen sensor. The catalytic converters reduces harmful CO and HC exhaust emissions while the oxygen sensor provides feedback to the ECU to maintain optimum fuel/air mixture at all times.

Dual shorty, large diameter triangle shaped mufflers are a "single expansion" type that create a throaty exhaust note and help emphasize engine character. The exhaust note is much different than on previous R1 models due to the crossplane crank and uneven firing order … it sounds very similar to Yamahas M1 MotoGP race bike.

Compact, high-efficiency curved radiator features dual ring-type fans for maximum cooling efficiency. This curved rad and twin fan design produces more airflow than conventional flat designs to maintain optimum engine temperatures for consistent power output. Large liquid-cooled oil cooler maintains stable lubricant temperatures for extended engine life. Convenient cartridge style spin-off oil filter.

High performance direct ignition coils (ignition coil is built into the spark plug cap) reduce weight while iridium spark plugs and high-output magneto deliver increased spark energy.

Yamaha D-Mode variable throttle control enables the rider to adjust the performance characteristics of the engine based on riding preferences or conditions. Standard mode emphasises the very linear throttle and torque feel of the engine. The A mode allows the rider to enjoy sportier engine performance in the low to mid rpms. While the B Mode reduces the power response for riding situations that require softer power characteristics. The switch mechanism is located on the RHS handle bar switch gear.

Aluminium Deltabox frame has been designed to offer an optimized rigidity balance to maximize handling performance. This frame is very rigid or stiff at the head pipe, engine mounts and swingarm pivot point. In other areas, material has been carefully removed to allow "tuned flex". Finished in black, this frame boasts a compact 1415mm (55.7") wheelbase. The swingarm pivot location has been optimized to minimize the chain tension effect under hard acceleration, providing more stable handling. The engine is a fully stressed chassis member to maximize handling. Stability, a key to great handling, is unsurpassed while the ability to hold a line under hard acceleration is excellent. This frame features a mix of gravity cast (head stock & front engine mounts & swingarm pivot area), CF (controlled filling) die cast (outer tank rails) and aluminium panels (inner tank rails). Each of these aluminium parts has different flex characteristics in order to provide the rigidity balance the engineers desired.

The engine mounting location in the aluminium frame is different than previous R1 models. The engine incline (9 degrees) and location (12mm forward) has been changed to improve the weight balance, front to rear weight ratio and the centre of gravity.

Detachable magnesium CF die cast rear subframe reduces weight. The detachable design allows rear shock access and is less costly to repair if accidentally damaged.

Extra-long, lightweight aluminium "truss-type" swingarm provides great torsional rigidity for class leading handling, agility and manoeuvrability. This lightweight swingarm is made up of cast aluminium and CF die cast parts. The distance between the swingarm pivot and the rear axle has been optimized (597 mm) for excellent "turn-in" abilities and rear wheel traction.

Fully adjustable 43mm inverted fork features independent left and right damping system. The compression damping is adjusted via the left fork leg, while rebound damping is adjusted on the right fork leg. This system simplifies the flow of oil through the fork and minimizes oil cavitation (aeration of the oil) for more stable suspension performance. Adjustments include 5-way spring preload, 25-way rebound and 25-way compression damping. Front wheel travel is 120mm (4.7"). The thickness of the inner fork tubes and the shape of the outer tubes have been optimized. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance.

Bottom link Motocross rear suspension utilizes a fully adjustable piggyback-style rear shock. Adjustments include 16-way spring preload, 18-way rebound and 20-way hi speed compression damping and 4-way low speed compression damping. The bottom link design lowers the centre of gravity for excellent handling. This shock features 2-way (hi speed & low speed) compression adjustment plus rebound and spring preload adjustability too. This is a rising rate or progressive system. The adjustable design allows the rider to tailor suspension settings to match rider weight and road /track conditions to maximize handling and suspension performance. Rear wheel travel is 120mm (4.7").

Radial mount 6-piston calipers squeeze fully floating 310mm dual front rotors. The result is incredible braking performance with excellent control and lever feedback.

Brembo radial pump master cylinder with 16mm piston is a direct GP race innovation. The lever is adjustable for various hand sizes.

Single piston (aluminium) slide-type Nissin rear caliper squeezes a lightweight 220mm rotor.

Rugged yet lightweight 5-spoke mag wheels front and rear. The wheels utilize hollow "spokes" to reduce unsprung weight for superior handling. Front rim size is a MT3.50 x 17 while the rear is MT6.00 x17.

18 litre fuel tank provides excellent knee grip for hard braking and great rider manoeuvrability. The elongated shape helps to centralize mass and reduces the variance in riding feel as the fuel load (weight) changes.

Race inspired lightweight instrumentation includes an analog tach plus digital speedo, dual tripmeters, clock, coolant temperature and fuel trip meter. This console also features adjustable back lighting, adjustable shift light and a low fuel warning light. Other key features include a gear position indicator, accelerator opening angle indicator, engine mode indicator integrated stop watch, lap timer with split time mode and an air intake temperature display. The lap timer is controlled by the starter switch button for added convenience and ease of use.

Dual 55-watt halogen projector headlights are compact and thereby allow the ram air intake ducts to be integrated into the framework of the headlight assembly. The lights not only cast a very bright beam of light, but also add a unique styling touch.

LED taillight reduces weight and power consumption while providing a brilliant eye catching light. The lens is white while the LEDs are red. 

 

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Motorcycle oil moves to help all parts of the engine to perform tasks that are designed to run them. Without oil, your engine stops, please run anymore. Oil is also used to flush debris from the engine parts after the filter can be placed anywhere to collect.


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All motorcycles must work places, a regular oil change or twice a year, once in the regular ones, but are often, but it is suitable for your driving style. The following steps will guide you through the process of your motorcycle oil change. If youre not familiar with the next exactly, it is the exact procedure would be good for your man to consult.

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A week with the Moto Guzzi California Vintage Street Cred without the "wannabe" Moto Guzzi has more "cruiser street cred" than most people give it credit for. They have around continuously since 1921, longer than anyone but Harley Davidson. But for Harley Davidson, Guzzi cruiser built for longer than anyone els - their first cruise in the incarnation you see above coming out in 1967 with the V700. Guzzi has always liked building "big" bikes, but we need to set scale. Italy, the Guzzi is the largest market for most, it was life, had the production line with less than 100cc motorcycles for decades - a bike over 300cc was considered "large." Guzzi was at the top of the pile early in the 500cc production motorcycles that were reliable and sporty. The 500cc Falcon 50s is an excellent example of a bike with incredible reliability, to the point where an American Guzzi Club member a original owner of two, both ridden near daily basis over 50 years! Guzzi builds cruisers, and they have built for a long, long time. This is not a laggard, me-too, train cruiser built for a niche market that some of Harley-Davidson Renaissance came to use. Moto Guzzi toughed it for years, if companies with better resources and larger distribution networks were all over it.




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The thing is, they never gave up, they never stopped the construction of the platform, and they remained faithful to their mission. The current "cruiser" platform is built around the side-mounted V-Twin engine (originally 700cc, now 1100), which is definitely a line, automobile-type transmission going through a drive shaft and bevel drive. After more than 40 years, it is a highly differentiated system. The engine is best described as "two-cylinder Small Block, American describes V-8?. This is not really a stretch. The cam is in the V, there is a conventional oil pan, it has a Hemi-head with arm and Bouncers . It also gobs and gobs of power of torque is to process incredibly easy, and is dead-nuts reliable. The California Vintage is a celebration of this cell line, from the first V-Twins, by the Police Bike-era and up until today. The first California on the Eldorado platform appeared, all white-pinstriped black with white-trimmed "buddy seat". So, what have Moto Guzzi want (start arguments here) with this popular platform cruiser bike to ever come from Europe? The second oldest continuously built cruiser platform in existence, please refine it continuously




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The improvements are many. Brakes are sports bike double standard Brembos in the front and one in the rear. The 1094cc engine has a smooth, trip-free injection system. The exhaust system complies with tough Euro 3 standards, and the standard bags are best-of-breed huge and perfectly integrated into the design. The seat is just sweet. The windshield has been tested to ensure the smooth driver. The suspension is a Marzocchi telescopic fork with adjustable train and rebound. The rear suspension is ubiquitous Twin Shock, with tension and compression adjustability. The Guzzi sound is still there. It sounds like no other V-Twin engine, as opposed to their more "me-too" cruiser stragglers. It is a kind of V-Twin, but rather "small block". Bring smiles to load from the bag, and "Harley patented their sound does not enter the conversation. Unique is good. It looks like a real, honest to goodness, Magnum Force police bike. The Cal weighs about 560 pounds, and it really shows when you appear before the turns. You can choose between three courses at all "happy speed". The engineers do not give in drag racing slicks on the back look. It is ALL Guzzi, and that means its not a Harley, Harley-clone, Harley-wannabe; Harley nothing. It is the anti-Harley cruiser in the market. It is the non-wannabe. It is the Cruiser Bike for someone who drives a lot of sport bikes, the combination of chassis, brakes, handling and balance make this a bike for a non-cruiser-cruiser buyers. Guzzi not give to fads, he put his principles. No fat tires or large cubic inch engines not in use. The goose is definitely going "fast enough" (Jim Barron of Rose Farm Classics demands far more than 135 mph).