IF looks were everything, the YZF-R15 would outsell the R25 hand over fist. This little screamer is the spitting image of the R1, Yamaha’s uber-superbike. From the triple clamp to the skeletal tailpiece, the R15 screams “performance”. And since you asked, the yellow “Kenny Roberts Replica” goes faster (of course).
But first things first; is it just an FZ150i in drag? Well, the answer is no. The R15 may look like it was built on the platform but it is a completely different animal altogether. While there may be some FZ150i being converted into R15s plying our roads, the R15 is more than just a fairing and a couple of tweaks.
First difference is the powerplant. A liquid-cooled 155cc four-stroke single with SOHC and variable valve actuation (VVA), the R15 boasts of 19hp @ 10,000rpm and 14.2Nm of torque @ 8,500rpm. What you feel is a definite kick (reminiscent of YPVS on Yamaha two-strokers) at 7,000rpm while the R15 hitches up its skirts and tries to scream for the redline. Alas, it starts to tail off after 9,000rpm and acceleration tails off. The sensation is not quite as abrupt as the two-strokers’ YPVS where wheelies are common but the VVA is still entertaining because no other four-stroker (bar the Honda CB400) has something quite like it. Granted, the N-Max and NVX also have VVA but the autos seems to take the sting out of the effect.
Low-end power is par for the course for the 150 class and driveability is good (we are talking four-strokes, leave the KR150 out of it) but the most telling characteristic is how the R15 seems overgeared. The gap from 5th to 6th seems ‘a bridge too far’ and revving the unit out in 5th to bridge the gap feels unnatural. A change of rear sprocket might improve matters as well as some tweaks to the intake/exhaust and/or ECU. As it is, the R15 peaks at around 135kph on the flat (and you flat on the tank). More, please Yamaha.
The riding ergonomics help you achieve the desired race-tuck. The handlebars are low clip ons and the footpegs tuck your heels under your thighs. The position is not one you can hold for hours at a time, so it is with the seat (830mm high). The physical size of the R15 is fairly small even though it sports a full-fairing. Wind protection is from the low screen is negligible (unless you are flat on the tank) but on the other hand the throttle and Assist and Slipper clutch is light and easy to use. The A&S clutch works well too if you drop one too many gears into Parliament corner.
Handling is scalpel sharp and the chassis is up to more speed than the R15 is able to provide. The only problem is the softly sprung suspension. While it provides comfortable riding on our potholed streets, it needs more damping to live up to its supersports moniker. The front upside-down forks are better than the rear monoshock (preload adjustable) and luckily aftermarket monoshocks solve the problem easily. The lack of weight (137kg) means premium damping is even more necessary than on a heavier bike so Yamaha might want to upgrade this part in future. All things said, as equipped the R15 is still able to provide great thrills in sub-100kph corners as long as you keep your inputs super-smooth. On the straights at top speed, the R15 shows no sign of instability, a sure sign of good chassis design. Tyre sizes are ripe for sticky rubber; a 100/80 x 17 up front and a 140/70 x 17 on the rear.
The standard IRC tyres are just about good enough for pootling around but not more than that. Braking duties are handled by a good-sized 282mm disc which sometimes needs the assistance of the rear disc as well. A steel braided hose might be good to sharpen up the fairly soft front brake action. The R15 may not come with ABS or traction control, but instrumentation-wise, the R15 has a nifty monochrome LCD panel that displays all the necessary information the rider needs including a gear indicator and even average fuel consumption. LED lights feature at the front and rear. Incidentally, the R15 is a frugal little thing, averaging 2.0 to 2.5 litres/100km which makes the 11 litre fuel capacity last a really long time.
Which brings us to the styling. The R15 beats the R25 at this, arguably the selling point of almost any bike. The headlamps, fairings, tank cover and rear tail treatment are sharp and sporty, while the colours and stickers bring the R15’s contours perfectly. Looking over the R15, you may forgive the endless thrashing and gear-rowing the little beauty demands to eke out every little bit of performance, so good does it look. And you can’t argue with the entry price as well, RM11,988 excluding road tax, insurance and registration.
A few good ringgit spent on performance goodies at the local go-faster shop will see you grinning ear to ear while you chase the endless redline, trying to maintain precious momentum on this little yellow screamer. And looking like Magic Micheal on his R1 at World SBK (if you squint a little).