- liquid-cooled inline 4-cylinders; DOHC, 16-valves
- 6-speed w/multi-plate slipper clutch
- Fuel Injection with YCC-T and YCC-I
- 998cc L
- Top Speed:
- 160 mph
Light, powerful and packed with trickle-down MotoGP technology and refined fuel injection, the YZF-R1 is the most advanced Oped-class production motorcycle ever built.
The YZF-R1 is a legend of the supersport world, an acclaimed one-liter performer that’s become a motorcycling icon, an all-powerful World Superbike race-winning machine that’s also a monument to the power of beauty. The R1’s performance is electrifying and yet what makes this motorcycle truly remarkable is its superbly rider-friendly character because Yamaha’s avant-garde, race-bred technology puts you confidently in control.
In the winter of 1997, a new force arrived in the one-liter sportsbike world, the Yamaha YZF-R1. It was an instant icon; a unique ‘no compromise’ machine for road riders ready to accept the challenge of the racetrack. A machine like all other Yamaha R-derivations ever since, that came with racing in its DNA and the spirit of competition living in every component. But let’s see what lead to the creation of the than new amazing product and which motorcycle provided the basic elements.
It all started back in 1988 when Yamaha introduced the FZR1000, a motorcycle which presented new technologies and applied ideas such as the boxed aluminum Delta Box frame, advanced intake and exhausts technologies including a 5 valve-per-cylinder head and an exhaust EXUP power-valve. The innovations brought to the engine leaded to usable power output throughout the RPM range and featured one of the flattest power curves ever seen on a motorcycle. The aluminum Deltabox frame also brought advantages as it was very light and rigid in comparison to steel so handling and braking were hugely improved over the old-style steel cradle frame technology. Being a brand new product which stood out as the new step for motorcycling, the FZR1000 was voted “bike of the decade” and no mistakes were made there.
The success was guaranteed for Yamaha but competition was soon on its way and in 1992, Honda introduced the CBR900RR Fireblade, a lighter and shorter motorcycle which resulted in much quicker handling. Yamaha still leaded through power but the need was felt for significant weight and power changes that created the YZF1000R “ThunderAce”, four years after the introduction of the CBR. The engine, though, was still the same and this caused the wheelbase to be longer than the Fireblades so the success headed towards Honda, although the YZF1000R made quite an entry.
Yamaha new it had to completely redesign the entire product in order to create a stronger competitor and the result of their work reflected on the YZF-R1, a motorcycle launched in 1998 after redesigning the Genesis engine to offset the crankshaft, gearbox input and output shafts and this lead to a compact engine developing loads of power and torque. Shortening the engine’s length allowed the wheelbase to be also significantly shortened which resulted in much quicker handling and improved center of gravity.
Yamaha’s symbol featuring a six-speed w/multi-plate clutch transmission delivering the power obtained through a 12.4:1 compression ratio presented a sharp-looking fairing white/red or blue pained.
1999 brought significant improvements at the gear change linkage and the gear change shaft length which was increased for better gear shifting. The fuel tank reserve capacity now was at 4.0 liters instead of 5.5 liters on the previous model year but the fuel tank capacity remained at 18 liters.
The new millennium made sure that the Yamaha featured a series of improvements, plus minor changes to the body work to allow for better long duration ride handling. The thing with superbikes is that they are great on the short run but they also require concentration while handling them and the riding position also doesn’t contribute on the long run. Yamaha tried to improve the machine and make it a longer run bike but they didn’t sacrifice anything in the process.
2002 model year is best represented by the new fuel injection system which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2001 bike, the engine was now a larger bore and stroke and it revved quicker and better. That year, Yamaha also released the newly developed third generation of the Deltabox frame, which, with its hydroformed construction, dramatically reduced the total number of frame welds meaning improved strength and torsional rigidity. The rear end of the motorcycle was updated and streamlined with an LED taillight. This allowed for very clean rear body lines when choosing on of several common aftermarket modifications, such as removal of the turn signal stalks and stock license plate bracket; and replacing them with assorted available replacements that “hug” the body or frame. Also, front end lighting was redefined for 2002 model year, between the higher definition headlights and also side “parking” lights wit
hin the twin-headlight panel, allowing for more aftermarket changes.
In 2003, the R1 replaced its Red color option with red flames Limited Edition for just $100.
Yamaha prepared some crucial changes for the 2004 model which included an underseat exhaust and performance upgrades along with the radial brakes. But the most important was the Ram -air intake which was present for the first time on a Yamaha R1 motorcycle. Furthermore, the wheelie-tendency known from earlier models was now reduced by changes in frame geometry and weight properties. The engine was also new for 2004 and it now featured a separate top crankcase and cylinder block. The power was now up to 172 horsepower and the weight 172 kilograms, resulting into a 1:1 power-to-weight ratio. New for 2004 was the steering damper also. This, combined with the changes to the frame, eliminated the tendency of the handlebars to shake violently during strong acceleration or during deceleration. Smart, no?
2005 introduced a mated R1 featuring 180 horses and 20mm extended swingarm.
Yamaha’s 50th anniversary in 2006 couldn’t miss the YZF-R1 which was released as a Limited Edition yellow/white/black bike in original Yamaha racing colors. A Special Edition was also made and it featured black paint, front and rear custom Ohlins suspension units developed by people who work on the YZR-M1 MotoGP bike so racing entered the streets more aggressively with this new model. Custom forged aluminum Marchesini wheels specially designed for the Special Edition remove nearly a pound of unsprung weight. A back torque-limiting slipper clutch and an integrated lap timer switch on the right handle bar completed the package and the anniversary model was pretty much a production racing motorcycle. Also featuring Brembo brakes, the machine reached $18,000 but only 500 units were made for the United States so they were sold like no other.
The complete revision of the 2007 model, launched on 9 October, 2006 included an all-new inline four-cylinder engine which was brought to a more conventional 4-valve per cylinder instead of the 5-valve genesis layout. New features also included Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper-type clutch, an all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310mm discs, a wider radiator, and M1 styling on the new large ram-air ports in the front fairing.
As you could see, the industry never seem to stop and this can only be an advantage for riders anxious to test new motorcycles like the 2008 model which brings BNG and the ability to buy the limited edition Fiat fairing.
Yamaha knows how to keep its customers inspired and the R1 is their strongest proof.
There’s nothing like a literbike when it comes to awesome performance. The 2008 CBR1000RR is taking that level of performance and handling to a whole new level. New engine, new chassis and MotoGP-style exhaust. The all-new CBR1000RR is a Superbike that handles like a 600, but is built to dominate the Superbike class.
To the team of Suzuki engineers responsible for the GSX-R1000, Own the Racetrack is not just a slogan, but a way of life.
It is a life dedicated to making the most successful open-class motorcycle in the history of production-based racing even better. By applying the latest technology and the most recent hard-fought racing experience and keeping the GSX-R1000 well ahead of its competition.
For the 2008 Ninja ZX-10R, Kawasaki engineers aimed for an ideal superbike with engine and chassis performance capable of satisfying professional racers, combined with top-notch streetbike qualities for mainstream riders. It’s a delicate balance, but these aren’t your average engineers. They’ve been directly involved in the development of every 600 and 1000cc supersport machine since the 2003 Ninja ZX-6R, plus Kawasaki’s factory Superbike racing efforts, so they have the know-how to deliver the goods.
Yamaha decided to keep the basic lines of YZF-R1 looking sharp so the bike features pretty much the same design that made it sell like no other in 2007. Smart, though, they took care of the headlights and they are now much cooler and provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
Yamaha adjusted the fairing in order to receive the big Ram-Air Intakes and screwless windscreen which provides maximum aerodynamic efficiency and engine performance.
2008 brings the Yamaha YZF-R1 painted Blue/White, Candy Red or Raven.
The most significant feel in the track is the engine that has a lot more power from the bottom and when you open the throttle this engine is more ready for acceleration and from that point of view it is a lot easier to ride the bike.
R1’s chassis also provides a different feeling because the bike is now smaller and implicit more compact so it gains in agility and it is also very precise before the entry in a corner.
Exiting that same corner is no problem for Yamaha’s 2008 YZF-R1 as it gives more acceleration feel and it is easier to open the throttle and go faster. In MotoGP, this aspect is very important because of the amount of power available and the engine delivery is the most important for making good lap time so they take these ideas from the YZR-M1 racer.
The power is very constant. This is the big improvement for the track, but especially for the road where you can go slow and encounter some bumps so the feeling of the throttle is very important.
Yamaha claims that this new machine is very close to the M1 as it is possible to take the corner very fast and it is very stable in braking while the front gives the positive expected feel for when entering a corner so it’s possible to be ridden to the “believed” limit.
The position of the bike in its maximum angle is very comfortable for the rider and especially, it provides a lot of feedback from the tires and this helps understand the limit and the amount of grip provided by the surface you ride on.
Also, the clutch is very important on the MotoGP bike so they take the technology from M1 and it is possible approaching the corner a lot faster and the bike becomes more like a two-stroke so the engine brake is not so bad.
The bike is sooo fast but after entering the corner it turns very well and the position of the bike in the corner is similar to the MotoGP-winning M1.
I have to say that it is absolutely fascinating to ride the Yamaha YZF-R1 because it provides all the feedback necessary and it is also very responsive. Allowing you to play with it is another positive aspect that leads to a great riding experience.
For any of its three color options, The Yamaha YZF-R1 requires you to pay $11,699 in order to end up the new toy in your garage. You will beneficiate of a MotoGP racer each time you will twist its throttle and you will surely be fascinated of its performance out on the road.
Yamaha presented their MotoGP-inspired R1 as being the most advanced Open-class production motorcycle and they made no mistake there as they made no mistakes with the creation of this new great motorcycle that will determine a strong adrenaline flow through their customer’s veins.
Engine and Transmission
Type: liquid-cooled inline 4-cylinders; DOHC, 16 valves (titanium intakes)
Bore x Stroke: 77 x 53.6mm
Compression Ratio: 12.7:1
Carburetion: Fuel Injection with YCC-T and YCC-I
Transmission: 6-speed w/multi-plate slipper clutch
Final Drive: #530 O-ring chain
Suspension/Front: 43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear: Single shock w/piggyback reservoir; 4-way adjustable, 5.1-in travel
Brakes/Front: Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear: 220mm disc; single-piston caliper
Length: 81.1 in
Width: 28.3 in
Height: 43.7 in
Seat height: 32.9 in
Wheelbase: 55.7 in
Rake (Caster Angle): 24.0 degrees
Trail: 4.0 in
Fuel Capacity: 4.75 gal
Dry Weight: 390 lb
Main Jet: Not Applicable
Main Air Jet: Not Applicable
Jet Needle: Not Applicable
Needle Jet: Not Applicable
Pilot Air Jet 1: Not Applicable
Pilot Outlet: Not Applicable
Pilot Jet: Not Applicable
Primary Reduction Ratio: 65/43 (1.512)
Secondary Reduction Ratio: 45/17 (2.647)
Gear Ratio – 1st Gear: 38/15 (2.533)
Gear Ratio – 2nd Gear: 33/16 (2.063)
Gear Ratio – 3rd Gear: 37/21 (1.762)
Gear Ratio – 4th Gear: 35/23 (1.522)
Gear Ratio – 5th Gear: 30/22 (1.364)
Gear Ratios – 6th Gear: 33/26 (1.269)
Warranty: 1 Year (Limited Factory Warranty)
Light, powerful and packed with trickle-down MotoGP technology, the YZF-R1 is the most advanced Open-class production motorcycle ever built.
The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions.
Inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s first electronic variable-length intake funnel system.
Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
Aluminum Deltabox frame and swingarm take Open-class handling to the next performance level.
Six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the R1 requires.
Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four-cylinder engine produces more tractable power than ever.
Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery.
Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband.
Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power.
Lay-down-design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling and allows frame to pass over instead of around the engine for a great strength and a narrow chassis.
Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores.
Narrow-angle four-valve combustion chamber produces a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhaust controlled by new, high-lift cams flow plenty of air.
Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability.
High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and excellent friction.
Close-ration six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration.
Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster.
Titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband.
13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature.
Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.
A Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style for great handling and efficient aerodynamic penetration.
A truss-type swingarm is extremely strong and tuned for optimal traction and feedback.
Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel.
Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes.
Piggyback rear shock now offer both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster.
Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.
Cool headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
Adjustable LCD illumination and multifunction digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000-rpm analog tachometer.
A fairing with Big-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance.
Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling.
Forged footpegs are extra durable and light.
Extensive use of hollow bolts and lightweight fasteners helps trim overall weight.
8.6 AH battery is compact and light.
Durable #530 O-ring-sealed drive chain.
Standard toolkit located in convenient storage compartment under passenger seat.