Yamaha YZF-R1, 2015 >>>

"New" Bike

Shifting from the R1’s long-held Fastest on Twisty Roads positioning, the new R1 was developed to be to the Fastest on the Racetrack, a production superbike that users could experience the technological ideals behind the YZR-M1 MotoGP bike.
In addition to its powerful engine, this R1 was the first production motorcycle with a 6-axis Inertial Measurement Unit and other cutting-edge electronics to achieve a new level of handling performance.
Engine changes include a decreased bore-to-stroke ratio, a larger airbox, a finger-follower valve system, and fracture split titanium conrods.

The new bike has an electronics package that includes a sophisticated Traction Control System (TCS), a Slide Control System (SCS), an anti-wheelie Lift Control System (LIF), linked antilock brakes, a Launch Control System (LCS), a Quick Shift System (QSS), and selectable power modes. The Slide Control System on the R1 is the first on a production motorcycle.
Information is fed to the bike through a six-axis inertial measurement unit and other sensors over 100 times a second. Power delivery is tapered through throttle valve manipulation and ignition and fuel cuts.

Magnesium wheels are standard, and information is presented to the rider through a user-customizable thin-film display
 

Yamaha YZF-R1M
A second higher-spec, limited production model called the R1M is also produced, and is differentiated from the standard model by having more expensive components, such as electronic semi-active Öhlins suspension, carbon fiber bodywork, Yamaha's Communication Control Unit (CCU), a Y-TRAC data logging system, and grippier Bridgestone tires with a larger rear 200/55 size.

Yamaha YZF-R1S
Starting in 2016, the lower-spec R1S model has also been offered.

Yamaha YZF-R1, 2009-2014

Major Upgrade

The 2009 Yamaha YZF-R1 is arguably the most significant litre bike to emerge since the original 1998 YZF-R1 redefined the class.
Unlike every other litre bike, or inline four sportsbike for that matter, the R1 came with a truly unique motor = the cross-plane crankshaft

The new engine took technology from the M1 MotoGP bike.
Power delivery is the same as with a 90° V4 with a 180° crank (such as the Honda VFR800, and similar to the 65° V4 in the Yamaha V-Max.
Yamaha claimed the bike would give the rider "two engines in one", with the low-end torque of a twin and the pace of an inline-four.
Where a conventional inline four’s pistons move in pairs, the cross-plane’s pistons are spaced unevenly, creating a unique ‘long band’ firing order. The theory was that as the R1’s pistons weren’t ever all stationary at the same point as they are on a conventional inline four, the cross-plane smoothed out the power delivery, improving drive out of corners
As with the previous incarnation of the R1, the 2009 model used Yamaha Chip Control Throttle (YCC-T).

Another advancement was D-Mode Throttle Control Valve Mapping, which allows a rider to choose between three distinct maps depending on the rider's environment. Each mode of operation controls YCC-T characteristics, changing how the R1 reacts to rider input.
The first mode is Standard Mode, which delivers performance for a wide variety of driving conditions.
The second mode is "A" mode, which will give a rider more available power in the lower to mid RPM range.
The third mode is "B" mode, a dialing back of the previous mode designed to soften throttle response in inclement weather and heavy traffic.
D-Mode throttle control is controlled by the rider through a forward mode button near the throttle. The instrument panel was more comprehensive than previous models, and it has a gear indicator as standard.

Overall handling of the R1 was improved through changes to the Deltabox frame and suspension.
A new cast magnesium subframe was designed for the 2009 R1, resulting in lower weight and aiding mass centralisation.

The rear shock absorber on the 2009 offers variable speed damping, as well as easy-to-tweak screw-adjustable preload. The rear shock absorber connected underneath the swing arm via a linkage, a change from previous models.

To improve overall handling and safety, Yamaha included an electronic steering damper. 

The front had the same classic R1 design cues, though the air intake location and headlamp design were revamped on the 2009 model.
This new design used only projector lamps in the headlights and used the newfound design space on the nose to position ram-air intakes next to the lights.

2012 = The R1 was updated with a traction control system for the crossplane engine. Based on the speed differences between the front and rear wheels, the ECU detects when the rear wheel is spinning and adjusts the ignition timing, fuel delivery and throttle opening (YCC-T) simultaneously to help maintain traction.
In addition, new settings for the ECU and fuel injection system improved both drivability and fuel consumption

A new, more aggressive front fairing which improves air management, plus redesigned nose, and LED lighting.
MotoGP-inspired silencer end caps, the new heat shields, redesigned footrests with a bigger contact patch with the rider's boot sole. Add in iridium plugs, a slipper clutch and Ram Air induction for an even more sizzling high-performance experience.

2012 Upgrade  

Yamaha YZF-R1, 2007-2008

"All-New"
Almost the entire bike has received upgrades and revisions

All-new Engine
Going back to a more conventional four-valve-per-cylinder design rather than Yamaha's trademark five-valve Genesis layout.
With a new 4-valve design and a higher 12.7:1 compression ratio
It also had the Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper clutch
More powerful than the previous versions producing 180 horsepower
Electronics for this engine have also been updated.

All-new aluminum Deltabox V frame and swingarm, provides better control and enhanced rigidity, while helping centralize mass better for an even more nimble feel.

Six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air intakes in the front fairing.

The 2007 R1 is capable of delivering higher performance, and get even closer to the race track where it was conceived. Add in a new bodywork with more aggressive lines and better aerodynamics, with a screwless wind shield for a sleeker attire.
 

2008 = The already breathtaking engine was furthermore revised with a lot of titanium and other lightweight alloys for weight saving, and an all-new slipper clutch added a more precise torque deployment to the rear wheel.
The frame also received updates, and became lighter and more rigid, providing a max leaning angle of 56 degrees

Yamaha YZF-R1, 2004-2006

A stunning new design

With the litre bike market now creating all the headlines, Yamaha went back to the drawing board for the fourth update of the R1 and completely re-invented the bike, major changes.

All-new Engine
Claiming 172 horsepower from a brand new big bore/short stroke 998cc inline four with the firm’s traditional five-valve head design, the R1 was the first litre bike to hit the magic 1:1 power to weight ratio thanks to a 172 kg dry weight. And when you factored in the forced airbox Yamaha claimed the bike now actually produced 180 hp
This new engine had a separate top crankcase and cylinder block
To cope with the higher power, this R1 model was the first Yamaha motorcycle to use fracture-split (FS) connecting rods and the fuel-injection system featured sub-throttle valves

An all-new, high-rigidity Deltabox V (Victory) frame

Underseat dual exhaust pipes and other avant-garde design changes

Furthermore, earlier models' tendency for wheelies was reduced by changing the geometry of the frame and weight distribution.

The conventional front brake calipers were replaced by radially mounted calipers, activated by a radial master cylinder.

A factory-installed steering damper was also added.
Combined with the changes to the frame, this helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or deceleration on less-than-perfect surfaces, a phenomenon known as speed wobble or a tank slapper.

Despite a total revamp, Yamaha followed its previous philosophy of refinement with the 2004 R1

2006 = The 2006 update to the R1 was far more of a stop-gap tweak than a over-haul.
In an effort to appease struggling racers, Yamaha altered the stiffness of the chassis by ‘fine tuning its rigidity’ and adding a 20 mm longer swingarm to reduce instability during acceleration, shoving the bike’s weight 1 % more forward.
Yamaha was able to squeeze even more power from the 998cc in-line 4 engine. No less than 3 extra horsepower have been added, thanks to the new cylinder head
Also a few cosmetic alterations, if you weren’t a world class racer, you probably wouldn’t spot the updates.

2006 Yamaha YZF-R1 SP
The very first R1 SP appeared in 2006, causing die-hard fans to go weak at the knees.
Despite being very closely based on the 2006 bike, the SP was designed to assist superstock racers and as such came with a slipper clutch, Ohlins suspension and forged aluminum Marchesini wheels.
Limited to just 500 units in Europe

Yamaha YZF-R1, 2002-2003

Fuel Injection and Other Enhancements

When Yamaha built the 2002 R1 they did it with a very clear philosophy. This was a bike designed to work with the rider, not fight against them as the previous incarnations tended to do.
The R1 had grown up and as well as a classy new look, this generation was all about refinement and elegance. However it was also the most advanced.

A new fuel injection system was introduced , which worked like a carburetor by employing a CV carburetor slide controlled by a vacuum created by the engine.
With a similar power output to the previous bike, though, the engine remained largely the same.
One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized thermal distortion, reducing oil consumption.

The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design.

Also Yamaha released the newly developed Deltabox frame, whose hydro-formed construction reduced the total number of frame welds and improved the frame's rigidity by 30%.

The cooling system was redesigned for better performance and compactness.

The rear end of the motorcycle was updated and streamlined with an LED taillight, allowing for cleaner rear body lines when choosing one of several common aftermarket modifications.
These modifications included removal of the turn signal stalks and stock license plate bracket, and replacing them with replacements that "hugged" the body or frame.

The model also saw front lighting improvements in the form of sharper headlights and the addition of side "parking" lights within the twin-headlight panel, giving a more angular appearance.
This also provided additional aftermarket possibilities, such as the removal of the front turn signals and the repurposing of the parking lights as directional or hazard markers while stopped.

2003 = the only change was the addition of hazard warning lights and low-beam headlights, which stay on when the engine is running.

Yamaha YZF-R1, 2000-2001

Refinements with new materials

In 2000, Yamaha introduced a series of changes to improve the R1, and minor changes to the bodywork to allow for better long-duration ride handling.
Yamaha's main design goal was to sharpen the pre-existing bike and not to redesign it.
The dry weight was reduced 2,5 kilo to 188 kg
Total 250 parts changed for engine and chassis, total 150 modifications

The bodywork remained similar to that of the previous R1, although a 3% reduction in the drag coefficient was achieved.
The headlight housing's profile was sharpened, the side panels were made more aerodynamic, and the windscreen was reshaped for better rider protection.

The seating area was also updated.
The fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide a better riding feel.
The seat extended further towards the rear of the tank, and the new steeper seating position put additional weight on the front end. All of this was aimed at improving weight bias, thus offering sharper cornering and more stability.

At 127.8 hp (95.3 kW) at the rear wheel, top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power.

Mechanically, the carburetors were re-jetted in an effort to improve throttle response, especially in the low end, all the way up to the bike's 11,750 rpm redline. The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise.

The gearbox received a taller first gear, a hollow chrome-moly gear change shaft with an additional bearing, and a completely redesigned shift linkage and foot pedal. These changes were aimed at eliminating problems with the transmission in earlier models, and to help seamlessly transfer the bike's power to the road.

New titanium muffler reduce weight (previous carbon exhaust end can)

Yamaha YZF-R1, 1998-1999

The Yamaha YZF-R1, launched 1998, helped initiate the litre class "handling arms race" between the Japanese Big Four motorcycle manufacturers (Honda, Kawasaki, Suzuki and Yamaha).

When it was first introduced it was considered a groundbreaking design; a 1000cc engine in a frame the size of a 600cc bike.
It was on par with the power output ratings of its competition but it was unique with its unprecedented agility.

Creating a new category

The key in the R1's success was the redesigned Genesis engine.
In traditional inline-4 motorcycle engines the crankshaft, gearbox input and output shafts were parallel in a flat plane; in the R1 the shafts formed a triangle. This made the engine very short, allowing the wheelbase to be shortened greatly, which in turn led to the exceptional handling.
This bike has a compression ratio of 12.4:1.
Four 40 mm Keihin CV carburetors fed fuel to the engine.
The Yamaha R1 has a transmission of 6-speed w/multi-plate clutch

The R1 was also equipped with a 41 mm KYB upside-down front fork and 300 mm semi-floating disc brakes.
The instrument panel was electronic, with a self diagnosis system and digital speed readout.
The exhaust used Yamaha's Exhaust Ultimate Power Valve (EXUP) system,which controlled exhaust gas flow to maximize engine power production at all revs, resulting in a high-power and high-torque engine.

The Yamaha YZF-R6 was introduced in 1999 as the 600 cc version of the R1 super bike.

1999 = saw only minor changes, apart from paint and graphics. Improvements included a redesigned gear change linkage and an increase in gear change shaft length. Fuel tank reserve capacity was reduced from 5.5 to 4.0 L, while total fuel tank capacity was unchanged at 18 L