Yamaha YZF-R1 (2009-2014) - Review & Buying Guide

In 2009 Yamaha dropped a bombshell – they released an inline four sportsbike that wasn’t a ‘normal’ inline four, it was a ‘crossplane’ inline four (and certainly not a big bang!). The first such road bike to be released, Yamaha had drawn from their MotoGP project (which also now ran this configuration) to develop a unique sportsbike. Not only sounding glorious, the crossplane engine gave the R1 its own truly special character as well as wonderfully relaxed and easy-going, yet still blisteringly fast, performance. In 2009 the world went crossplane-crazy and American racer Ben Spies only helped fan the flames by winning the WSB title at his, and the R1’s, first attempt. All should have been good for Yamaha but then BMW released the S1000RR and Yamaha’s clever engineering was overshadowed by the dawn of the digital superbike era...

As a road-sportsbike, the 2009-2012 YZF-R1 remains an outstanding choice. Physically bigger and roomier than most of its rivals, it is a delight to ride and the original generation of crossplane engine is much less aggressive than the current incarnation. If you want a litre sportsbike that will make you grin and also ensure the hairs on the back of your neck stand up whenever you open the throttle, buy this generation of R1. And then stick some loud pipes on it!

Pros & Cons

2009 - 2014 Yamaha YZF-R1 - Prices

This generation of R1 was the first Japanese inline four litre sportsbike to tip over £10,000 when new, which it did a few months after it was launched when the financial crisis forced Yamaha to up its prices. Nowadays the R1 still holds its value well and you need to spend in the region of £6000 to get a good early model with this increasing to £8000 for a post-2012 generation with TCS. The top end is around £8500 but a few are for sale at £9000, which seems a little steep. Oddly considering it was generally panned when it was launched, the original ‘pink frame’ model is starting to become more sought after than the more subtle blue or black colour options it was also first released in. What is it about older R1s and gaudy colours that attracts buyers? And speaking of paint schemes, the 50th Anniversary option (2012) isn’t worth paying a premium for, it wasn’t that limited.

2009 - 2014 Yamaha YZF-R1 - Engine & Performance

It is impossible to talk about the 2009 R1 without starting the conversation with its engine. Many incorrectly call it a ‘big bang’ motor, which it isn’t, it is a crossplane. So called because when you look down the crank the journals are evenly spaced every 90-degrees, making an X shape, it is how this radical design of motor feels and sounds that sets the R1 aside from every other inline four of its day (aside from Rossi’s YZR-M1 MotoGP bike...). How is it different to a ‘conventional inline four? In a conventional inline four, the two pairs of pistons reach their top and bottom points at the same time, creating fluctuations in the crank’s speed. On a crossplane the spacing of the pistons keeps the crank continually moving at a constant speed, improving throttle response. To achieve this, instead of a conventional 180-degree firing order (with the two outer and two inner pistons moving as pairs), a crossplane has an uneven 270-180-90-180-degree firing sequence and the pistons are not paired up. Got it? Good, now onto why it is so good to use.

While racers such as Ben Spies and Valentino Rossi certainly benefitted from the crossplane’s extra grip-finding characteristics, road riders simply love the fact it is different. Raw and growly rather than screaming like a normal inline four, the crossplane feels like a blend between a V-twin and inline four to ride, transforming in both sound and feel when you open the throttle. It really is a great engine that much like a V-twin, is deceptively fast. Remember, with a claimed 182bhp, the R1 is hardly left lagging behind the game in terms of performance!

In the used market the crossplane engine holds no real fears. A few early bikes suffered from clutch issues, which is easy to sort through new plates, and there is the occasional report of a cam chain tensioner requiring replacing but generally all is well. As long as there are no fault codes (EXUP valve sticking, TPS sensor fairing) and the bike isn’t near its 24,000-mile valve-clearance service (factor in about an £800 bill) all should be well.

2009 - 2014 Yamaha YZF-R1 - Handling & Suspension (inc. Weight)

There is no denying the R1 is a touch lardy when compared to the whippet-like Ninja ZX-10R but that isn’t necessarily a bad thing. Far more sure-footed on the road, the R1’s extra weight and less aggressive geometry work in its favour on the UK’s road network, delivering a less wild ride with a fraction of the head-shaking moments. But it’s not perfect...

The six-piston calipers look beefy but their performance is a touch underwhelming and they also like to seize pistons, so you need to inspect them well for any signs of binding or a warped disc. Ideally, you want a bike with braided stell lines fitted as by now the OE rubber ones will be past their best – especially if you are planning on taking the R1 on track at any point. As on any used sportsbike, inspect the suspension and shock linkages well, do an MOT check for any discrepancies that hint at track use and look out for crash damage. Oddly, the R1 teds to attract the kind of rider who likes to bolt on parts such as aftermarket levers or footpegs. Ideally, get a standard bike as quality (and taste...) of these bolt-ons does vary quite wildly.

2009 - 2014 Yamaha YZF-R1 - Comfort & Economy

As sportsbikes go, the R1 isn’t too hideously uncomfortable. Fairly big and roomy, the bars aren’t cripplingly low and the pegs are also set for reasonable comfort (they are actually adjustable in their height). It’s no long-distance tourer but it is much more relaxed than a Ninja! Well, unless it is hot...

The R1’s catalytic converted is located right next to your leg in the exhaust system, which causes a lot of heat build-up in summer. This can merrily toast your leg/calf if you get stuck in traffic so lots of owners remove it through a de-cat link pipe and also get the ECU re-flashed with a lower point at which the cooling fans kick in, helping reduce engine heat as well. It’s worthwhile doing and if you are getting the bike dyno-ed, you might be able to squeeze a few more mpg out of the engine through a remap as well because the R1 does like to suck fuel.

Owners report 43mpg is about average, which gives it a range of about 170 miles as the tank is pleasingly big at 18L, but if you rev it hard this number plummets...

2009 - 2014 Yamaha YZF-R1 - Equipment

In terms of technology, the R1 was slightly behind the curve. Yes, it came with a ride-by-wire throttle as well as variable length intake funnels (both of which the firm debuted) but its only tech was three variable power modes (D-Mode maps). This was the first variable power modes system to be fitted to a Yamaha (A, B and Standard) and most riders agree that the most powerful A mode is basically way too aggressive and it is best to just leave it in Standard, which is much less wild...

Traction control (TCS) arrived in 2012 and is a six-stage system that is wheel speed sensor driven and not angle-responsive. ABS was never an option on this generation of R1.

Away from the tech package, the R1 does boast high and low speed compression damping on its shock, which is rare on a sportsbike.

When it comes to used bikes, finding an R1 with an aftermarket auto-blipper system isn’t uncommon. You have to be a bit careful about these as while it has ride-by-wire, the R1’s engine wasn’t designed to take a quickshifter (up or down) on the road and that can lead to premature gearbox wear. Another popular addition are fuelling correction modules, which are good to see if fitted and set up by a competent dyno house, and aftermarket exhaust systems. If an exhaust is fitted, check it has been properly set-up through a fuelling module or an ECU re-flash – especially if the catalytic converter has also been removed and a free-flowing air filter fitted.

Finally, as with any Yamaha, ensure the red immobiliser ‘master’ key s included in the sale!

2009 - 2014 Yamaha YZF-R1 - Rivals

The R1’s rivals were the big-four Japanese litre bikes and the BMW S1000RR, which was leading the way in terms of both power and tech. The BMW was the first ‘digital’ superbike so has far more tech than the R1 while the Honda Fireblade remained more analogue (aside from C-ABS as an optional extra) and so did the Suzuki GSX-R1000. The Kawasaki Ninja ZX-10R followed BMW’s lead and after 2011 came with a tech package that would eventually rival the BMW’s – almost... Generally, most litre bike riders are loyal to one brand but the Fireblade and GSX-R are the closest to the R1 in attitude and feel.

BMW S1000RR (2010-2011) | Price: £6500-£8000

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Power/Torque

193bhp / 82.6lb-ft

Weight

204kg

Honda CBR1000RR Fireblade (2008-2013) | Price: £5000-£9000

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Power/Torque

175bhp / 85lb-ft

Weight

205kg

Kawasaki Ninja ZX-10R (2011-2015) | Price: £6500-£8999

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Power/Torque

197bhp/82lb-ft

Weight

198kg

2009 - 2014 Yamaha YZF-R1 - Verdict

The crossplane R1 isn’t the lightest litre sportsbikes, and it isn’t the most powerful or even the best-handling, but it is a fantastic road sportsbike that has a unique soul that sets it aside from all its rivals. Physically roomy, not too aggressive and with a beautiful motor, the first generation of crossplane R1 is a delight to ride and more than fast enough for track or road fun yet never feels like it is overly harsh in any area. Beautifully built with a very good reliability record, the 2009-2012 YZF-R1 might be lacking a bit in tech (you can always buy a 2012-onwards model if you want traction control) and arguably a sharp sportsbike edge but it more than makes up for it in so many other ways. And it even comes with a pink frame if you want to stand out!

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2009 - 2014 Yamaha YZF-R1 - Technical Specification