Chassis:
What are the elements that make the more sporty setup of the chassis? The aluminium frame is completely new, with an ideal 'stiffness balance'. Step by step the engineers and test riders developed a construction which is very rigid in certain areas – for example the mounting points – and at the same time offers a certain flexibility and 'feel' in other areas. For example, the wall thickness in the main frame side panels was reduced while the cast areas at the mountings were strengthened. In the same manner, the axle and mounts of the front fork were strengthened with an under-bracket that has a height of 40mm (versus 25mm before) while at the same time the wall thickness of the front fork inner tubes could be reduced. Also the swingarm, with the 'upside down truss layout' derived from the M1, is completely new with a 30% higher torsional rigidity while at the same time the lateral rigidity could be reduced slightly.

All these things combined create a greater responsiveness of the bike with a better feeling and feedback for the rider and a better traction out of corners.

More sporty setup:
The new R1 is tuned even more towards sporty riding, following Yamaha's 'no compromise' philosophy: The rear suspension has a sportier base setting, and also a more progressive linkage rate and a 2-way (low and high speed) compression damping adjustment. Also the front suspension is set up more sporty with a higher spring rate. It also has a completely new high-performance design, with a larger piston diameter to give a very precise and stable hydraulic damping. The piston rod is now of a new, light-weight aluminium design. The front brakes are equipped with new 6-piston (radial mounted) callipers, to make fuller use of the disc at its perimeter. This creates an outstanding brake performance, while at the same time the disc diameter could be reduced from 320 to 310mm for lighter rotating mass and better agility.

Engine: high excitement
The engine setup is modified in important ways too. "The over-rev area is much more exciting, and feels more powerful" says Oliver Grill, Product Planning manager for motorcycles at Yamaha Europe. "The bike has 180 horsepower now. It would be no problem from a technical point of view to reach a much higher figure, but that would give no benefit to go faster in reality. Our target was to be fastest on the track, so the controllability of the high level of power was crucial. Lap-time is usually gained not on the straight but in corners, so you need the best control of acceleration at any moment of cornering, the best stability under braking, etcetera."

Latest engine technologies
To control the huge power of this engine, Yamaha is pushing the technological development forward in many ways:

• YCCT: Yamaha Chip Controlled Throttle.
  This technology, directly derived from Valentino Rossi's championship-winning M1 race bike, 'translates' the throttle opening by the rider, combined with information from temperature, speed, lean angle etcetera, into the correct throttle opening in the intake duct. This helps to achieve a smoother torque character and a higher level of rider-machine unity. It also simplifies the air intake passage because there is no need anymore for sub-throttle or secondary throttle systems.

• The compression ratio is increased from 12.4 to 12.7:1.
  New, 4-valve cylinder heads were developed with redesigned combustion chambers and lightweight titanium intake valves which enable high valve lift. The bike now delivers 180 PS @ 12.500 rpm, and this is without the forced air induction effect that pressurizes the airbox at higher speeds!

• YCCI: Yamaha Chip Controlled Intake.
  This system adjusts the length of the air intake funnels with an electronic control, depending on rpm and throttle opening.
  Normallly the length of the intake funnel is a compromise. A long funnel is best for torque at low and mid rpm, and a short funnel is best for high rpm and maximum top power.
  The YCCI system makes it possible to use the high-rpm oriented system with the short funnel layout, while keeping the higher torque characteristics of the long funnel at low and mid rpm

One of our testriders summarized it like this: "It gives a lot of riding sensation and performance, without sacrificing midrange."

• The new engine now features a slipper clutch: a typical race-spec feature to help to prevent slipping of the rear wheel due to the back-torque of the engine, for example while approaching corners during hard braking. The system is basically similar to the one used on the top-spec 2006 R1 SP model. 
   
• The new R1 also features an optimised, full titanium exhaust system with dual EXUP, 3-way catalyser and a new elliptical shape muffler design.

On the road
Despite the amount of race-spec features, is the new R1 still usable on normal roads? Oliver responds: "We know that many customers will use the bike on public roads and of course we take care that the R1 will also perform in those conditions, with more than enough excitement factors such as the superior road-holding, the fantastic agility, the exciting engine, the best brakes. And last but not least, the bike has this great sound with an aggressive touch."