While the stroke and inner tube dimensions are the same for the Öhlins suspension as on the R1’s KYB bits (120mm stroke, 43mm inner tube), Yamaha has stiffened the front spring rate by 16 percent and the rear spring rate by 2 percent. Additionally, the Öhlins suspension has three Manual modes (M-1, M-2, and M-3) and three Automatic modes (A-1, A-2, and A-3). Manual allows the rider to, well, manually adjust the damping to settings that will stay put as they ride, while automatic enables the bike to continually manipulate the settings.
Overkill? Maybe. Yamaha representatives justify the system though by saying that the manual modes (rider adjusts each circuit between 32 “clicks”) can help in testing, where the rider can create a map for each of the setups he wants to try, then simply click through those maps as he rides, without worrying about coming in to the pits and fumbling with a screwdriver. Assuming that’s still not enough things for you to play with, Yamaha has built into the automatic A-1 and A-2 modes an option for fine tuning the starting point with -5 & +5 steps of compression and rebound damping.
That’s a dizzying array of things to try, which is why we primarily stuck to the A-1 (stiffest auto) setting. Suspension action was noticeably more fluid than with the R1’s KYB bits, and the majority of bumps or ripples that we felt on that bike seemingly disappeared this time around. Action through the stroke is more controlled, which is both a result of the electronic damping giving us just the right amount of damping while banked over, but also the Öhlins badge on the side of the fairing. Top quality suspension components go a long way after all, and in the R1M’s case, you are absolutely getting what you paid for.
Now, one of the things we didn’t entirely love about early generation electronic suspension systems like that on BMW’s HP4 was the continually varying feel in the fork or shock as you’d roll through a corner or grab the brakes, but with Öhlins’ ERS there is no such sensation. Sure, you can feel a little added support when you’re on the brakes, but the consistency in damping from corner to corner is remarkable, and there’s never any surprising jumps in performance. Put simply, the system works as you need it to, when you need it to. Better even than it would if you were turning knobs.
Connectivity
The R1M also comes standard with Yamaha’s Communication Control Unit (CCU), which enables you to communicate with the bike through tablet or smart phone app and upload your settings for the various rider aids—via WiFi—while sitting comfortable in your chair, garage, or air-conditioned RV (sorry, we just assume that if you’re spending $21,990 on a bike, you’ve got an air-conditioned RV to haul it in). This system (complete with GPS antenna) also opens the door to Yamaha’s Y-TRAC data-logging program. A total of 21 different channels are available for analyzing (things like throttle opening, speed, lean angle, brake pressure, engine rpm, and more), plus you can also overlay multiple laps or compare your laps with your R1M-wielding buddy. Perhaps one of the neatest features of Y-TRAC is that it will show you which rider aids (TCS, SCS, LIF, ABS) is intervening on the track, and for how long the system is working. Draw connections between this intervention and your throttle trace, lean angle, or gear selection, and you can really start to see how your inputs or riding style are causing the bike to react.
The R1M also comes standard with Yamaha’s Communication Control Unit (CCU), which enables you to communicate with the bike through tablet or smart phone app and upload your settings for the various rider aids—via WiFi—while sitting comfortable in your chair, garage, or air-conditioned RV (sorry, we just assume that if you’re spending $21,990 on a bike, you’ve got an air-conditioned RV to haul it in). This system (complete with GPS antenna) also opens the door to Yamaha’s Y-TRAC data-logging program. A total of 21 different channels are available for analyzing (things like throttle opening, speed, lean angle, brake pressure, engine rpm, and more), plus you can also overlay multiple laps or compare your laps with your R1M-wielding buddy. Perhaps one of the neatest features of Y-TRAC is that it will show you which rider aids (TCS, SCS, LIF, ABS) is intervening on the track, and for how long the system is working. Draw connections between this intervention and your throttle trace, lean angle, or gear selection, and you can really start to see how your inputs or riding style are causing the bike to react.
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