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2020 Yamaha YZF-R1M Review | MC Commute
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Yamaha has always blurred the lines between unobtainable prototype racebikes and road-friendly production steeds with its exquisite line of sportbikes. And for 2020 it has something special with its limited-edition and carbon fiber-clad Yamaha YZF-R1M ($26,099).
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The “M” designation builds upon the base and ninth-generation YZF-R1’s ($17,399) pedigree by swapping the manually adjustable KYB suspenders for semi-active gas-charged Öhlins Electronic Racing Suspension. Carbon fiber panels replace the plastic panels and are 5.3 percent more slippery than 2015–2019 R1 fairings. Yamaha’s Wi-Fi-enabled and GPS-powered Communication Control Unit datalogger is also added, as is a meatier 200-series Bridgestone Battlax RS11 tire.
Make sure to read the “2020 Yamaha YZF-R1 And YZF-R1M First Look” for more technical details as this review centers on what the R1M is like to commute aboard.
Once you’re seated at the controls, the R1M feels racy—much more so than the 2009–2014 generation machine. The riding position is clearly track focused with low-slung clip-ons, a tall seat (slightly taller than the standard R1 due to the taller rear tire), and rearsets. Because of the GPS, the passenger seat is replaced with a cover. However, Yamaha also includes a standard passenger seat for YZF-R1M buyers. On a side note, the R1M’s LED-equipped nose is tidier and the mirrors are now recessed into the upper fairing.
With its 4.5-gallon hand-welded alloy fuel tank filled to the brim, the 450-pound R1M feels sizable lifting it off the kickstand (7 pounds heavier than its predecessor). However in motion it feels more athletic due partly to its ultra-light cast magnesium rims.
Whereas the previous R1 iteration rode stiffly on the road, the new model with its up-spec Öhlins electronic suspension affords far more compliant street manners. Yet with a simple swipe of the handlebar-mounted switchgear, it can firm up, based on road conditions and rider control input. Like before, the rider can select fixed-damping settings, if desired. This offers the best of both worlds for casual street riders and hardcore speed freaks.
A lot of companies make liter-sized inline-fours, but nothing sounds like the Tuning Fork brand’s crossplane-equipped R1. It sounds and feels like a cross between the punchy feel of a V-twin and the shrieking high-rpm wail of an I4. Throttle response is more linear feeling than past R1s but it still is a tad touchy during wheelies. Like before, the R1 offers four combined engine/throttle response settings so riders can tweak engine power to their liking (we preferred Setting 2). A hint of vibration is present in the controls but it’s the right type. It’s almost like Yamaha knows a thing or two about tuning musical instruments…
Still the R1’s fun-loving character comes at a price: fuel mileage with it measuring an average in the low 30s.
Grippier front brake pads and a new IMU-powered cornering ABS-like function (EB Mode 2) are pleasing enhancements for street and track riders. Although it’s a more circuit-oriented feature, we appreciate the adjustable engine-brake control which reduces engine compression braking effect in three levels (Level 2 was our favorite).
Like before, the YRC (Yamaha Ride Control) settings are manipulated via handlebar-mounted scroll wheel and an iPhone 5-sized color TFT display. While the display was a game changer five years ago, nowadays it looks tiny, especially compared to the Bavarian-made competition. The tactile feel of the switchgear could also be improved as it’s hard to sense the haptic feel of a button press.
Riders seeking the ultimate in liter-class Japanese sportbike performance will love the precise feel, character, and quality in the 2020 YZF-R1M. Still, the R1M certainly isn’t cheap—demanding an $8,700 premium versus the standard model. Is it worth it? If you rather ride than mess with suspension settings and desire a motorcycle that looks as unobtainable as a YZR-M1 prototype, then you’ll appreciate this up-spec Yamaha superbike.
Videography/edit/photography: @AdamWaheed
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The “M” designation builds upon the base and ninth-generation YZF-R1’s ($17,399) pedigree by swapping the manually adjustable KYB suspenders for semi-active gas-charged Öhlins Electronic Racing Suspension. Carbon fiber panels replace the plastic panels and are 5.3 percent more slippery than 2015–2019 R1 fairings. Yamaha’s Wi-Fi-enabled and GPS-powered Communication Control Unit datalogger is also added, as is a meatier 200-series Bridgestone Battlax RS11 tire.
Make sure to read the “2020 Yamaha YZF-R1 And YZF-R1M First Look” for more technical details as this review centers on what the R1M is like to commute aboard.
Once you’re seated at the controls, the R1M feels racy—much more so than the 2009–2014 generation machine. The riding position is clearly track focused with low-slung clip-ons, a tall seat (slightly taller than the standard R1 due to the taller rear tire), and rearsets. Because of the GPS, the passenger seat is replaced with a cover. However, Yamaha also includes a standard passenger seat for YZF-R1M buyers. On a side note, the R1M’s LED-equipped nose is tidier and the mirrors are now recessed into the upper fairing.
With its 4.5-gallon hand-welded alloy fuel tank filled to the brim, the 450-pound R1M feels sizable lifting it off the kickstand (7 pounds heavier than its predecessor). However in motion it feels more athletic due partly to its ultra-light cast magnesium rims.
Whereas the previous R1 iteration rode stiffly on the road, the new model with its up-spec Öhlins electronic suspension affords far more compliant street manners. Yet with a simple swipe of the handlebar-mounted switchgear, it can firm up, based on road conditions and rider control input. Like before, the rider can select fixed-damping settings, if desired. This offers the best of both worlds for casual street riders and hardcore speed freaks.
A lot of companies make liter-sized inline-fours, but nothing sounds like the Tuning Fork brand’s crossplane-equipped R1. It sounds and feels like a cross between the punchy feel of a V-twin and the shrieking high-rpm wail of an I4. Throttle response is more linear feeling than past R1s but it still is a tad touchy during wheelies. Like before, the R1 offers four combined engine/throttle response settings so riders can tweak engine power to their liking (we preferred Setting 2). A hint of vibration is present in the controls but it’s the right type. It’s almost like Yamaha knows a thing or two about tuning musical instruments…
Still the R1’s fun-loving character comes at a price: fuel mileage with it measuring an average in the low 30s.
Grippier front brake pads and a new IMU-powered cornering ABS-like function (EB Mode 2) are pleasing enhancements for street and track riders. Although it’s a more circuit-oriented feature, we appreciate the adjustable engine-brake control which reduces engine compression braking effect in three levels (Level 2 was our favorite).
Like before, the YRC (Yamaha Ride Control) settings are manipulated via handlebar-mounted scroll wheel and an iPhone 5-sized color TFT display. While the display was a game changer five years ago, nowadays it looks tiny, especially compared to the Bavarian-made competition. The tactile feel of the switchgear could also be improved as it’s hard to sense the haptic feel of a button press.
Riders seeking the ultimate in liter-class Japanese sportbike performance will love the precise feel, character, and quality in the 2020 YZF-R1M. Still, the R1M certainly isn’t cheap—demanding an $8,700 premium versus the standard model. Is it worth it? If you rather ride than mess with suspension settings and desire a motorcycle that looks as unobtainable as a YZR-M1 prototype, then you’ll appreciate this up-spec Yamaha superbike.
Videography/edit/photography: @AdamWaheed
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