Having the privilege of owning both the 2009 Yamaha R1 and the 2008 Honda CBR 1000RR, I felt compelled to share my personal insights on these two iconic machines. Please consider that my perspective is shaped by my riding capabilities, which are proficient on the street and beginner-level on the track. My strengths lie in general street riding, while I am actively developing skills in rapid corner entry and consistent trail braking. Quick bike transitions in tight corners are also an area I’m still refining. On public roads, I’m confident in maintaining pace with most riders, though track riding remains a learning curve. After a recent ride on a day with ideal weather, I’ve solidified some key comparisons between these two superbikes.
The Yamaha R1 presents a distinctly different riding experience right from the outset. Despite feeling comparably weighted to the CBR, the R1’s ergonomics and riding position are noticeably unique. The CBR offers a more planted sensation when leaning, possibly due to the R1’s tank design which feels higher and positioned further back. However, the R1 excels significantly in wind protection, especially for the head and chest, even in an upright riding posture. In my experience, it surpasses any bike I’ve ridden in this aspect, whereas the CBR 1000RR is among the least effective in wind deflection.
Regarding engine performance, while the raw power output of the R1 and CBR might be perceived as comparably potent, their delivery and feel are quite divergent. The R1 exhibits a robust and smooth power delivery above 7,000 RPM. The defining characteristic of the R1’s engine is its unique sensation of acceleration – it feels almost as if the bike is propelled forward without the wheel needing to rotate excessively; the power delivery is incredibly smooth and manageable. However, operating in lower RPM ranges or selecting a gear too high for the desired acceleration results in noticeable vibrations. This vibration diminishes at higher revs, indicating the R1’s engine is optimized for precise gear selection to maximize acceleration, potentially more so than the CBR. The CBR, conversely, exhibits a more forgiving nature in higher gears, still providing substantial acceleration even when not in the absolute optimal gear. Interestingly, the CBR tends to develop engine vibrations at the opposite end of the RPM spectrum, specifically around 9,000 RPM and at full throttle. The R1’s vibrations, as mentioned, tend to subside at higher speeds. I can attest to the R1’s lauded ability to power out of corners effectively, mirroring comments from motorcycle publications and Yamaha themselves. Applying full throttle feels less like aggressive rear tire acceleration and more like a direct push forward. In summary, both engines unleash considerable power and are remarkably user-friendly, making it feel less likely to encounter rear tire spin on the R1, yet simultaneously instilling a greater sense of control.
Handling is where the most critical distinctions emerged for me. The Honda CBR 1000RR instilled immediate confidence from my very first ride, a sentiment that persists. In contrast, my confidence level on the Yamaha R1 is not yet comparably high. A significant factor contributing to this is the R1’s initial lean initiation. As you begin to lean the Yamaha, it feels as though there’s a sudden, almost precipitous drop into the lean angle. Initially, I suspected tire slippage, but it became apparent that the bike has a distinct characteristic of transitioning from upright to a committed lean very quickly. The Honda, in comparison, consistently feels balanced throughout the lean, even while turning. This balanced sensation is partly attributable to the Honda’s inherent stability, almost as if it subtly assists in maintaining an upright position as you initiate a lean. It’s not resistant to leaning, but rather provides a reassuring sense of stability that mitigates the feeling of losing grip. The Yamaha, conversely, communicates a readiness for extreme lean angles, almost urging you to exploit its full potential. While the R1 undoubtedly possesses greater lean angle clearance, I haven’t fully explored this limit on the street due to the initial feeling of instability during lean initiation. I find myself entering turns more quickly and confidently on the Honda. I anticipate that the Yamaha, once fully understood, will likely carry and exit corners at higher speeds. However, I prioritize gaining a more intuitive feel for the R1 before pushing these limits on public roads. In long sweeping corners, both bikes perform comparably well, but in sharp, hot corner entries, I believe the Yamaha would likely excel. This is based on my existing confidence in executing such maneuvers on the Honda, whereas I’m still approaching the Yamaha with a more cautious entry speed, yet still not feeling like I’m significantly slower overall. Interestingly, tire wear doesn’t feel substantially different between the two, despite my varied riding approaches. Both bikes exhibit effortless flick-ability.
Braking on the Yamaha R1 has been a point of frustration. While the R1’s brakes are undeniably effective in stopping the bike, they require significantly more lever force and lack initial bite compared to the CBR. Even moderate deceleration from 20 mph for a traffic light requires considerable pressure with one finger. I suspect the steel braided brake lines might be exacerbating this lack of feel. In contrast, the Honda’s braking system offers ample initial bite and excellent feedback, fostering a high degree of confidence. This is another area where my comfort level on the Yamaha is currently lower. I am hesitant about aggressive braking on the R1, particularly at high speeds (well into triple digits), due to the diminished feedback and the need for substantial lever input, which obscures the perception of the braking limit. It’s unclear if I’m approaching brake lock-up or if there’s still reserve braking force available, creating a sense of uncertainty. This necessitates a period of adaptation to the R1’s braking characteristics, especially concerning emergency stops at high velocity. The Honda’s brakes consistently provided a secure and confident feel in all situations.
Considering essential modifications immediately post-purchase, the Honda CBR 1000RR is widely known to benefit from a Z-bomb and a PCIII (Power Commander III) from day one. The PCIII notably refines throttle smoothness and on/off throttle transitions, while the Z-bomb unlocks the bike’s true performance potential. Furthermore, disabling the flapper valve in the intake system is a recommended and free modification that enhances low-end torque and initial acceleration. For the Yamaha R1, an aftermarket exhaust system is almost mandatory, not just for aesthetics but for performance. While the CBR feels inherently strong in the low-mid range even with the stock exhaust, the R1 feels perceptibly restricted. Imagine the CBR’s timing retard issue, the R1 seems similarly choked by its stock exhaust. This restriction is palpable in the wrist; for example, in fourth gear at 5-6,000 RPM, applying full throttle results in a noticeable struggle and vibration, as if the engine is struggling to exhale efficiently. Therefore, an exhaust upgrade to alleviate this restriction is a priority. Depending on the chosen exhaust system, a PCV (Power Commander V) may also be necessary for optimal tuning. Removing the catalytic converter and implementing a proper tune would be my approach. However, even in stock form, the R1’s throttle control and power delivery are fundamentally sound and don’t inherently require immediate electronic modifications. While the brakes could be upgraded on the R1, it’s a potentially costly endeavor.
In conclusion, both the 2009 Yamaha R1 and the 2008 Honda CBR 1000RR rank as the finest motorcycles I have ever experienced. Despite the Yamaha R1 appearing potentially more track-focused, I find myself preferring it as my street bike. This preference stems from the CBR’s almost relentless encouragement for extreme lean angles, which can be less forgiving on public roads. My CBR will eventually transition to a dedicated track machine, a role I anticipate it will excel in. For those contemplating trading a CBR for an R1, a test ride is highly recommended. Some riders might not favor the R1’s distinct character, but it is undeniably a benchmark motorcycle. For riders with developing skills who still crave speed, the CBR remains exceptionally user-friendly and universally capable. Confident and skilled riders will find the Yamaha R1 to be an extraordinary machine, offering an unparalleled riding sensation. While some might find the R1’s vibrations at certain RPM ranges slightly bothersome, an aftermarket exhaust should likely mitigate this. The adoption of a 55-profile rear tire on the R1 might also contribute to its enhanced ride quality, potentially improving bump absorption and lean angle feel. For riders who enjoy wheelies, the CBR offers greater stability, while the R1 in “A” mode can readily lift the front wheel with aggressive throttle input, even in second gear. The CBR, especially with an aftermarket exhaust, produces one of the most sonorous inline-four soundtracks, but the Yamaha’s exhaust note is equally captivating.
If you are currently deciding between these two models, a coin flip might suffice, as both are exceptional. My dealer offered incredible deals on remaining 2008 CBR Blades at the time. The Yamaha R1, even at its price point, feels like a worthwhile investment (brakes notwithstanding). If you already own a motorcycle you love, there’s no urgent need to upgrade, as motorcycle technology will undoubtedly continue to advance. However, securing a favorable deal on either of these machines would represent a significant upgrade.
