|Manufacturer||Yamaha Motor Company|
|Class||Sport bike or Superbike|
|Fuel capacity||18 L|
Yamaha launched the YZF-R1 after redesigning the Genesis engine to offset the crankshaft, gearbox input, and output shafts. This "compacting" of the engine made the total engine length much shorter. This allowed the wheelbase to be shortened significantly, resulting in much quicker handling and an optimized center of gravity. The bike had a compression ratio of 11.8:1 with a six-speed transmission and multi-plate clutch.
The 1999 R1 saw only minor changes, apart from paint and graphics. Notable improvements were a redesigned gear change linkage and the gear change shaft length being increased. Fuel tank reserve capacity was reduced from 5.5 to 4.0 litres (1.2 to 0.9 imp gal or 1.5 to 1.1 US gal), while the total fuel tank capacity was unchanged at 18 l (4.0 imp gal; 4.8 US gal). A second worldwide recall was issued for 1998 and early 1999 models, to change a coolant hose clamp under the fuel tank which could come loose under hard use.
Motorcycle Consumer News tests of the 1998 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.96 seconds and 0 to 100 mph (0 to 160 km/h) of 5.93 seconds, a 1⁄4-mile (400 m) time of 10.19 seconds at 131.40 mph (211.47 km/h), and a top speed of 168 mph (270 km/h), with deceleration from 60 to 0 mph (97 to 0 km/h) of 113.9 ft (34.7 m). For the 1999 model year, Cycle World tests found a 0 to 60 mph time of 3.0 seconds, 1⁄4-mile time of 10.31 seconds at 139.55 mph (224.58 km/h), and a top speed of 170 mph (270 km/h).
In 2000, Yamaha introduced a series of changes to improve the bike, 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. Even so, they instituted over 150 changes in hopes of making an already light, sleek motorcycle even lighter and sleeker. For example, even with the addition of the new air induction system, which weighed four pounds, the overall weight of the bike was down five pounds to 414 pounds (188 kg) dry.
At 127.8 brake horsepower (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. The bodywork was still unmistakably R1, although a few changes were made resulting in a 3% reduction in the drag coefficient. The headlight housing's profile was sharpened, the side panels were made more aerodynamic and slippery, 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 for a better rider feel. The seat extended further towards the front 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 and offering sharper cornering and more stability.
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 shift-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 to seamlessly transfer the bike's power to the road.
A new fuel injection system was introduced for the 2002 year, 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 2000-2001 bike, 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 heat induced distortion, reducing oil consumption. Also in 2002, Yamaha released the newly developed "Deltabox III" frame, which, with its hydro formed construction, reduced the total number of frame welds. These changes improved the frame's rigidity by 30%. The cooling system was redesigned for better performance and compactness. The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was updated and streamlined with a LED taillight. This allowed for very clean rear body lines when choosing one of several common after market 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 improved in 2002, between the higher definition headlights and also side "parking" lights within the twin-headlight panel, giving a more angular appearance. This also gave additional after market possibilities, such as to remove the front turn signals and utilize these front lights as directional or hazard markers while stopped. For 2003, the only change was fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running.
In 2002, Cycle World reported fuel mileage of 38 miles per US gallon (6.2 L/100 km; 46 mpg-imp), a 0 to 60 miles per hour (0 to 97 km/h) time of 2.9 seconds, a 1⁄4-mile (400 m) time of 10.32 seconds at 137.60 miles per hour (221.45 km/h), and a top speed of 167 miles per hour (269 km/h).
With the competition advancing, Yamaha made some major changes to the model. This included style updates, like an under seat twin exhaust, and performance upgrades including radial brakes, and, for the first time an R1 Ram-air intake. Furthermore, the tendency for wheelies by earlier productions was reduced by changing the geometry of the frame and weight distribution. The all-new engine was no longer used as a stressed member of the chassis, and featured a separate top crankcase and cylinder block.
The 2004 R1 weighs 172 kilograms (380 lb) dry. 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 this year. 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 a speed wobble or tank slapper.
Motorcycle Consumer News tests of the 2004 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 3.04 seconds and 0 to 100 mph (0 to 161 km/h) of 5.42 seconds, a quarter-mile time of 9.90 seconds at 144.98 mph (233.32 km/h).
For 2006, the swingarm was extended by 20 millimetres (0.79 in) to reduce acceleration instability. In this year, Yamaha also released a limited edition version in original Yamaha racing colors to celebrate its 50th anniversary. The model (LE/SP) featured a Kenny Roberts front and rear custom Öhlins suspension units developed by the same team as the YZR-M1 MotoGP bike. Custom forged aluminum Marchesini wheels specifically designed for the LE shaved nearly a pound off the unsprung weight. A back torque-limiting slipper clutch, and an integrated lap timer rounded out the package, making the LE virtually a production racer. Only 500 units were made for the United States with another 500 units for Europe.
An all-new YZF-R1 for the 2007 model year was announced on 8 October 2006. Key features included an all-new inline four-cylinder engine, going back to a more conventional four-valves per cylinder, rather than Yamaha's trade mark five-valve Genesis layout. Other new features were 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-type clutch, all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air ports in the front fairing. There were no major changes for 2008. Power was 152.9 horsepower (114.0 kW) @ 10,160 rpm.
Motorcycle Consumer News tests of the 2007 model year YZF-R1 yielded a 0 to 60 mph (0 to 97 km/h) time of 2.94 seconds and 0 to 100 mph (0 to 161 km/h) of 5.46 seconds, a ¼ mile time of 9.88 seconds at 145.50 mph (234.16 km/h).
In late 2008, Yamaha announced they would release an all new R1 for 2009. The new R1 takes engine technology from the M1 MotoGP bike with its cross plane crankshaft. Crossplane technology puts each connecting rod 90° from the next, with an uneven firing interval of 270°- 180°- 90°- 180°. The idea of this technology is to reduce variations of internal crankshaft speed, thus giving the new R1 a more linear power delivery. Yamaha claims the bike would give the rider 'two engines in one', the low end torque of a twin and the pace of an inline four. As with previous incarnations of the R1, the 2009 model keeps its Yamaha Chip Controlled Throttle (YCC-T).
Another advancement included on the 2009 model 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 driver 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, which is a dial 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 is more comprehensive than previous models, and the 2009/2010 Yamaha YZF-R1 model now features a gear indicator as standard.
Overall handling of the R1 was improved through changes to frame and suspension. A new sub frame was designed for the 2009 R1, consisting of magnesium cast in a carbon fiber mold. This new subframe offers an improved strength-to-weight ratio, while helping keep mass closer to the center of gravity, and subsequently improves handling performance. The rear shock absorber on the 2009 offers variable speed damping, as well as an easy to tweak pre-load via a screw adjustment. The rear shock now connects underneath the swing arm through a different linkage; a change from previous years' models. Front suspension takes its cues from the M1 as the left fork handles compression damping while the right controls the rebound duties. To improve overall handling and safety, Yamaha included an electronic steering damper. In a side by side comparison between the 2007 and 2009 models, the 2009 looks much more compact and could be compared to the size of the R6. The center-up exhaust on the 2009 is larger compared to previous models, due to changes in emissions controls. The front has the same classic R1 shape, though the air intake location and headlamp design have been revamped on the 2009 model; utilizing only projector lamps, and using the new-found design space within the nose cone to reroute ram air tubes next to the lights.
Testing the 2010 model year in the confines of a tri-oval racetrack, Motorcyclist magazine reported a 1⁄4-mile (400 m) time of 10.02 seconds @ 144.23 mph (232.12 km/h), and fuel consumption of 25 miles per US gallon (9.4 L/100 km; 30 mpg-imp). Motorcycle Consumer News reported a tested top speed of 176.7 mph (284.4 km/h).
|1998 - 1999||2000–2001||2002 - 2003||2004–2005||2006||2006 LE||2007-2008||2009–2010|
|Type||998 cc (60.9 cu in), liquid-cooled, 20-valve, DOHC, inline four-cylinder||998 cc, liquid-cooled, 16-valve, DOHC, inline four-cylinder||998 cc, liquid-cooled, 16-valve (titanium valves), DOHC, in-line four-cylinder engine with crossplane crankshaft|
|Bore x Stroke||74 mm × 58 mm (2.9 in × 2.3 in)||77 mm × 53.6 mm (3.0 in × 2.11 in)||78 mm × 52.2 mm (3.1 in × 2.06 in)|
|Fuel delivery||Carburetor||BDSR40 with TPS system (Carburetor)||Mikuni Fuel injection||Fuel injection, motor-driven secondary throttle valves||Fuel injection, dual-valve throttle bodies with motor-driven secondary valves||Fuel Injection with YCC-T and YCC-I|
|Rev Limiter||13,750 rpm|
|Manufacturer Rated Horsepower (crank)||150 hp (110 kW)||150.0 hp (111.9 kW) @ 10,000 rpm||152.0 hp (113.3 kW) @ 10,500 rpm||172 hp (128 kW), 180 hp (130 kW) with ram air||180 hp (130 kW), 128.7 kW (172.6 hp) @ 12,500 rpm||132.4 kW (177.6 hp) @ 12,500 rpm / 139.0 kW (186.4 hp) @ 12,500 rpm with ram air ||133.9 kW (179.6 hp) @ 12,500 rpm without ram air |
|Rear wheel Horsepower||129.4 hp (96.5 kW), 129.3 hp (96.4 kW) @ 10,550 rpm||130 hp (97 kW)||127.2 hp (94.9 kW), 134.1 hp (100.0 kW) @10,800 rpm||152.9 hp (114.0 kW) @ 10,160 rpm, 156.7 hp (116.9 kW)||146.2 hp (109.0 kW) @11,500|
|Torque||72.7 lb·ft (98.6 N·m), 72.0 lb·ft (97.6 N·m) @ 8,250 rpm||70.4 lb·ft (95.4 N·m)||106.6 N·m (78.6 lbf·ft) @ 10,500 rpm (claimed) ||75.5 lb·ft (102.4 N·m), 73.6 lb·ft (99.8 N·m) @ 8,150 rpm||72.6 lb·ft (98.4 N·m)|
|Final Drive||#530 O-ring chain|
|Transmission||6-speed w/multi-plate clutch||6-speed w/multi-plate slipper clutch|
|Brakes/Front||Dual 298 mm discs||Dual 320 mm discs; radial-mount forged 4-piston calipers||Dual 310 mm discs; radial-mount forged 6-piston calipers|
|Brakes/Rear||Single 240 mm disc||Single 220 mm disc||Single 220 mm disc w/single-piston pin-slide caliper||Single 220 mm disc w/single-piston caliper|
|Suspension/Front||41 mm inverted telescopic fork||Telescopic fork, 43 mm, 120 mm travel||43 mm inverted telescopic fork with adjustable preload, compression damping, rebound damping; 4.7 in (119 mm) travel|
|Suspension/Rear||Single shock with adjustable preload, compression damping, rebound damping;5.3 in (130 mm) travel||Swingarm (Link suspension) 130 mm travel||Single shock with adjustable preload, compression damping, rebound damping; 5.1 inches (130 mm) travel||Single Öhlins shock w with adjustable preload, separate high & low-speed compression damping, rebound damping; 5.1 inches (130 mm) travel||Single shock w/piggyback reservoir; adjustable for high-/low-speed compression damping, rebound damping, spring preload|
|Length||2,035 mm (80.1 in)||2,065 mm (81.3 in)||82.1 in (2,090 mm)||81.1 in (2,060 mm)||81.5 in (2,070 mm)|
|Width||695 mm (27.4 in)||720 mm (28 in)||28.3 in (720 mm)||28.1 in (710 mm)|
|Height||1,095 mm (43.1 in)||1,105 mm (43.5 in)||43.5 in (1,100 mm)||43.7 in (1,110 mm)||44.5 in (1,130 mm)|
|Seat Height||800 mm (31 in)||815 mm (32.1 in)||818 mm (32.2 in)||815 mm (32.1 in)||835 mm (32.9 in)||32.9 in (840 mm)||32.8 in (830 mm)|
|Wheelbase||1,415 mm (55.7 in) (1,394 mm (54.9 in) claimed)||1,395 mm (54.9 in)||1,415 mm (55.7 in)|
|Trail||92 mm (3.6 in)||103 mm (4.1 in)||3.8 in (97 mm)||4.0 in (100 mm)|
|Fuel Capacity||18 l (4.0 imp gal; 4.8 US gal)||17 l (3.7 imp gal; 4.5 US gal)||18 l (4.0 imp gal; 4.8 US gal)|
|Dry Weight||190.1 kg (419 lb)||187.8 kg (414 lb)||186.9 kg (412 lb)||172.0 kg (379 lb)||172.8 kg (381 lb)||173.7 kg (383 lb)||177 kg (390 lb)||177 kg (390 lb), 203.2 kg (448 lb)|
|Wet Weight*||198.2 kg (437 lb) (claimed)||200.9 kg (443 lb)||193 kg (430 lb), 194 kg (430 lb) (Cali)||206 kg (450 lb) (claimed), 216.4 kg (477 lb)|
|Top speed||168 mph (270 km/h)||173 mph (278 km/h)||179 mph (288 km/h)||182 mph (293 km/h)||176.7 mph (284.4 km/h)|
|0 to 60 mph (0 to 97 km/h) sec.||2.96||2.99||3.04||2.94||2.88|
|0 to 100 mph (0 to 160 km/h) sec.||5.93||5.79||5.42||5.46||5.60|
|0 to 1⁄4 mile (0 to 0.40 km) sec.||10.19||10.17||9.90||9.88||10.05|
|Braking 60 to 0 mph (97 to 0 km/h)||113.9 ft (34.7 m)||115.3 ft (35.1 m)||117.3 ft (35.8 m)||117.9 ft (35.9 m)||124.0 ft (37.8 m)|
|Fuel consumption||42.8 mpg-US (5.50 L/100 km; 51.4 mpg-imp)||41.5 mpg-US (5.67 L/100 km; 49.8 mpg-imp)||41.6 mpg-US (5.65 L/100 km; 50.0 mpg-imp)||36.0 mpg-US (6.53 L/100 km; 43.2 mpg-imp)||29.4 mpg-US (8.00 L/100 km; 35.3 mpg-imp)|
* including oil and full fuel tank
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- Tech. Spec--2007-YZF-R1 from Yamaha Motor Europe
- 2009 Yamaha YZF-R1 from Yamaha Motor Europe
- 2009 Yamaha R1 Reportedly Heavier and Less Powerful than the 2007 R1
- 2002 Yamaha YZF-R1 Service Manual