The new R1 is a complete redesign with new engine and chassis. The direction of development was clearly focused on more sporty performance in general. The knowledge gained in GP racing with Valentino Rossi’s YZF-M1 has been implemented into the 2007 YZF-R1.

New engine
The new R1, with an even more super square bore & stroke of 77 x 53,6 mm, benefits from an entire new cylinder head where four valves-per-cylinder combustion chambers were adopted. This has allowed more upright inlet and exhaust valves positioning,  and thus helping boost top end power to 180 PS/12,500rpm. Even then, an extra 9hp is available, thanks to the effect of the redesigned pressurized air intake system that comes into its own at higher speeds.

Titanium inlet valves have been adopted, with all the valves in the engine now operated by lightweight VX Alloy valve springs. More racing technology introduced on the 2007 R1 for the benefit of street riders comes from the use of a similar slipper clutch found on the 2006 YZF-R1SP.

Included this year is the same type of YCC-T fly-by-wire throttle that was so effective on the 2006 YZF-R6, and a completely new Yamaha innovation - variable length intake funnels called YCC-I (Yamaha Chip Controlled Intake). At lower revs the inlet funnels, mounted inside the airbox, run at their maximum length of 140 mm. As the revs approach the top end, the top section of the funnels are lifted from their regular position by a servomotor, shortening the effective intake system length to 65mm and improving the engine's efficiency right to the top of the rev range.

To maximize the effectiveness of the electronic components used in the intake system, a new design of titanium EXUP exhaust works in harmony with the R1's engine.

Low emissions
New for the 2007 model year is a 3-way catalyser, to ensure efficient breathing, while meeting the demands of current emission regulations. Platinum and rhodium elements form a classic honeycombed mesh to clean up exhaust gases, with data on gas composition fed back into the ECU by an oxygen sensor.

Redesigned chassis
The latest Deltabox chassis may look like the previous versions at first glance, but significant changes all round mean it's a complete redesign, with a balance of the rigid and the flexible, right in the areas where modern chassis philosophy would expect them to be. This brings about a construction in three different types of alloy material, in different areas of the chassis. Gravity cast alloy for the engine mounts, steering head pipe and swingarm pivot support, extruded panels for other sections, the other parts made of only 2.5mm thick aluminium panel, making the whole chassis more forgivable in some planes, while increasing rigidity in others.

The rear swingarm is asymmetric in design, and features another lesson of racing development, the upside down truss. The same three-material construction techniques are used here; gravity cast alloy at the pivot end, die-cast sections for the main arms, and forged aluminium for the ends. The final result is an increase in torsional rigidity of 30%, but lateral rigidity has been consciously reduced, as the chassis and swingarm must act as suspension when the machine reaches extreme lean angles.

Of crucial importance when attempting to exert downwards force when exiting corners, the swingarm pivot point is now 3mm higher than the 2006 model - a valuable lesson transferred from the world superbike racing development programme.

Significant improvements to the new rear shock absorber and notably more progressive compression damping mean that the rear of the R1 digs in more on corner exits. An enhancement in materials, technology and damping-mechanics allows the 43mm upside down front forks to be manufactured from thinner steel on the 2007 model, matching in with the philosophy of a balanced approach to rigidity. A larger 24mm internal piston is fitted to the forks, working in conjunction with a lowered pressure difference between the stroke and non-stroke statuses of the fork, a factor that also reduces 'bubbling' of the fork oil.

Steering mass has been reduced by the adoption of a lightweight lower triple clamp on the 2007 model, with a greater contact area. This increased rigidity helps another improved aspect of the R1's design to shine all the more: braking.

The improved efficiency of the new 6-pot calipers permitted the usage of smaller brake rotors, their diameter now been reduced by 10mm, to 310mm. Smaller discs reduce steering inertia, a double benefit, as handling and braking are now both improved.

Design philosophy:
The integrated, sweeping styling of the R1 has always drawn admiring glances, and thus the heritage of previous models is clearly present in the current styling. Subtly more aggressive edges to the bodywork, a reduction in the size of the tail piece, plus visibly larger and more efficient air intakes move on the game of aesthetic excellence still further. The front cowl's layered structure is engineered to reduce wind resistance and increase the flow of air to the new high compression four valve head. Form and function in combined action once more.

Valentino Rossi’s
impressions
of the new YZF-R1

“The first impressions are great,” said Vale. “I think it's a good step from the previous R1. The first difference in the feeling on the track is from the engine.
It has a lot more power from the bottom; when you open the throttle the engine is more eager to accelerate. From that point of view it's a lot easier to ride.
Also, there is a very different feeling from the chassis. The bike feels a lot smaller, more compact, so there is a gain in agility; it is also more precise at the entry of the corner.”

Rossi also sensed the improvements that the adoption of the new YCC-T throttle has brought, especially as it is another offshoot of the MotoGP experience.
“This system helps a lot because the connection between the throttle and the engine is a lot closer - and is better,” he asserts. “Like this the bike gives more feeling during acceleration and it is easier to open the throttle earlier and go faster. Now, in MotoGP, this aspect is very important because the horsepower is high and the way the engine delivers power is most important thing to make a good lap time. Especially when the tyres start to slide. They have taken these ideas and adapted them for the R1."

The influence of the two-stage variable inlet YCC-I system is also plainly evident to Rossi, as it plays its part in smoothing out the engine's delivery. “This is a big advantage because I think when a bike has this amount of horsepower normally we need to work a lot with the engine, but on this bike the acceleration remains very easy to use. The power arrives at a very constant curve. This is important for the track but especially for the road, where you ride more slowly, where you can have some bumps and surface changes. So the feeling of the throttle is very important.”

Rossi even goes as far as to say that the cornering abilities of the R1 are up there in M1 territory. “It is very close to the M1 - it is possible to go through the corners very fast. The bike is stable in braking and the front gives a good feeling for corner entry, so you can go in very fast, and the position of the bike at maximum angle is comfortable for the rider. You have a lot of feedback from the tyres, from the surface, to understand the limit and the amount of grip of the track. Also the clutch is very important on the MotoGP bike so they have taken the technology from the M1 for this part as well. This aspect is very different from the previous bike, because the slipper clutch needs to be used in a different way. But it never locks the rear tyre and never starts vibrating. So, it is possible to enter the corner much faster.”

The man in charge of the development of the new R1 is project leader Toyishi Nishida

He explains why racing was the driving force behind the new R1's design.

“My priority was to get a much higher level of riding pleasure, particularly on the racetrack, and also make improvements to the power curve. So the technical mentality was to get much greater feedback from the road and much higher controllability on the exit of the corners. And, of course, to get much higher RPM performance.”

Of all the individual advances learned from the MotoGP experience, Nishida put special emphasis on two particular engineering initiatives. “The R1 was inspired by the M1 in the YCC-T system and also the rigidity balance of the new chassis,” said Nishida.

Going into more specifics of what really makes the R1 the ultimate racetrack machine while maintaining the usability in every possible traffic situation, Nishida explains, “The three main areas were the engine, the chassis and the bodywork.”
It was not just about top end power with the engine, even though the original aims of more revs and a higher output were successfully achieved. “Regarding the engine, we focused our improvements on the mid-range torque and making a smoother power delivery right up to high RPM. In terms of the chassis package, rider feel was prioritised to make the riding experience more rewarding and we focused on improving feedback from the road,” said Nishida, before confirming that the new R1's bodywork changes are a lot more than a makeover. “In terms of bodywork we focused on achieving much smoother airflow, and more efficient cooling effects.”

Jeffry de Vries
Yamaha Motor Europe Chief Testrider

After a racing career that encompassed over 104 World superbike races and notable success in the 600cc Thunderbike division, Jeffry de Vries is well placed to draw expert opinions about the relative merits of any machine which believes itself capable of making the change from a roadbike to a racebike. The Dutch ex-racer is an ideal choice then for any manufacturer who would like to make use of those analytical racing skills to ensure that their road-going products are engineered from the outset as race-ready.

“I basically started my job in Yamaha 10 years ago with the first R series,” said Jeffry. “When Yamaha launches a new machine on the market, we have already started on the development of the next ones.”
The decision to instill genuine racing DNA into their R series machines was an entirely deliberate one, and one which has paid great dividends, according to de Vries. “It was a big change in philosophy. It was needed because back then the supersport machines were too street-oriented, not so much for racing. At that time the phrase they used was 'no compromise' in anything. They wanted light bikes with high power,” stated de Vries.

Until the most recent R6 and R1 offerings, the original R7 must have been the most race-oriented machine de Vries had ever worked on? “Yeah, but the new R1 is now as much race focused as was the R7 back then. So many things are further improved compared to the previous R1. The results with the former bike were very good but the new one is definitely an even better start to the business of making a full superbike for track use. In that way, it is like the R7.”
He gets even more specific. “A real difference is the free revving engine character, compared to the previous R1. There is a major improvement in traction and acceleration out of slow corners. It was to do with the relationship of the frame and swingarm. On the new bike the pivot point is higher and that helps a lot. Plus the engine is smoother, much smoother than the older one, and that is the result of lots of little things; like the adjustable intake funnels, revised mapping, and so on. It means that the bike is so much easier to ride fast.”

Photo Gallery 2007-YZF-R1

Click to enlarge.