Motorcycle specifications YamahaYZF-R1 1000 2008 Boundaries no longer exist

Is the R1's evolutionary potential unlimited? It's a vast debate that will be settled this year by a major new evolution of Yamaha's hypersport. Change? Plenty, although the lines don't seem to suggest as much. For 2007, R1 evolution or new R1?

Judging briefly by the styling, we'd be tempted to say evolution. The R1 's much-praised and much-admired design has finally been tweaked, something Yamaha didn't dare do in 2006, when the 2004 design was such a success. Such is its beauty that this stylistic approach remains for this new opus, but with reinforced aggressiveness. The forced air intakes are closer to the underside of the headlamps, while the sides of the rear hull are trimmed to give more space to the exhausts. Inspired by the latest R6 offensive, the fairing sides adopt a new design derived directly from the 600 pistarde. The shoulders lose some of their fluidity, as does the overall line, which was previously so homogeneous. The new R1 is beautiful, seductive, intimidating, almost voracious, but its sensual design has become a little less suave, less fine, more virile.

The dress rework is only a tiny part of what's changed. And now, as we take a closer look at this fifth-generation R1, we'll see that it's no longer a weapon for the track, but artillery for competition. The NEW R1 takes climbing one step further.
This year, Yam adds a new ingredient to the cocktail: YCC-I. The result: more power, more availability and more engine fun. YCC-I stands for Yamaha Chip Controlled Intake. More concretely, it's an electronically-controlled motorized variable air intake system. So, how does it work?

The 4 intake cones are each made up of two parts. The upper horns are not fixed, but can vary in height as they are controlled by a servomotor. The length of the horns can thus vary from 65 to 140 mm. This system is similar to that used by MV-Agusta for its F4 1000 Tamburini and Veltro models.
The advantage: during the intake phase of an engine, the downward movement of the piston creates a vacuum in the intake manifold, generating a pressure difference between the air and its natural inertia. This pressure difference causes a reverse reaction in the direction of the intake valve. This 'inertial load' phenomenon increases the engine's volumetric efficiency. A shorter intake manifold produces a shorter pressure wave, which optimizes volumetric efficiency. A longer intake manifold slows down the pressure wave. By varying the length of the intake manifold according to rpm, performance can be improved across the entire rpm range.
At low revs, for example, the mill uses the 140 mm intake manifold, which optimizes torque and improves responsiveness under acceleration. When the rider steps on the gas and increases engine speed and throttle opening, on the racetrack for example, the intake manifold length is instantly reduced to 65 mm, allowing the engine to display its full potential.

One year after the R6, the new R1 adopts YCC-T This technology analyzes various parameters relating to the way the R1 rider handles the throttle. The electronic unit then adapts the throttle opening by means of a motor to ensure optimum performance.
Another small revolution: the cylinder head. For 20 years, Yamaha's hypersports bikes have featured 5 valves per cylinder. No more! Back to the conventional 16-valve cylinder head. The engine itself, although the same dimensions as the 2006 boiler, has undergone some major changes: completely redesigned cylinder head, new combustion chambers, compression ratio increased to 12.7:1, titanium intake valves, and to avoid sweeping the track during heavy deceleration, the clutch now features a torque limiter, as on the R1 SP.
So much technology! It takes a lot to make this R1 the new scarecrow of the class, and to master the new bike's 189 horsepower. Exceptional power, thanks to forced air intake (180 static) and the incredible work of our engine designers.

New engine, insane power -> new chassis. Similar to the 2006 model, it differs in many respects: reinforced engine mounts, central axle and swingarm axle; die-cast aluminum construction, high-strength aluminum and aluminum paneling in the internal structure; it is both extremely rigid and dynamically flexible. 30% stiffer, the new swingarm looks like a real competition piece. And it's going to have a hefty dose of horsepower to digest.
the rear suspension has been optimized, while the front features a new fork finished with radial calipers with... 6-piston radial calipers. A first on a production machine. The discs are 10 mm smaller in diameter. We can't wait to try out these new brakes.
Another, even more surprising surprise: the weight. Like the GSX-R 1000 2007, the R1 hasn't lost weight, it's gained. It has gained 4 kg since last year - it's back to its youthful shape, weighing the same as when it came out in '98. Except that since then, it has gained 41 horsepower and a Superbike chassis.
Last but not least, the dashboard has evolved. Reworked speedometer graphics (superb), hexagonal shiftlight and subtle touch-ups.

New restrictive pollution standards, new 16-valve cylinder head, invasive electronics... the R1's new engine was eagerly awaited on the circuit, with the imperative need to demonstrate its potential, without detour or hesitation. A test in itself, which the YZF 1000 faces with aplomb that challenges the competition. eternally compared to the GSX-R 1000, the Yamaha 's weaker mid-range power meant that it was less effective. This time around, the situation is likely to be very different, as the R1 has become quite full in the middle of the rev counter. When I say "packed", I'm not just talking about its power, but also about the way it's delivered. Power takes full advantage of the long intake cones managed by the YCC-I, and driveability is superbly managed by the YCC-T (throttle control). As a result, thrust arrives vigorously, smoothly and progressively. A reassuring "softness" when the horsepower is unleashed, smoothing the arrival of power to make the most of curve exits. Sensations are a little poorer, but efficiency is increased tenfold, with fewer afterthoughts on acceleration and less risk of stalling. Open up! The silicon chips manage. As always with Yam hypersports, when you hit the high revs, it pushes hard, very hard!

Surprisingly easy for a bike of this size, the 2007 R1 doesn't just puff up its power curves. It laughs at the kilos it gained during its evolution, totally masking them with remarkable balance and immediate confidence. The chassis reacts impeccably, and the front axle transmits excellent sensations and a jubilant feeling of confidence. This 1000 encourages you to push yourself to the limit; "push yourself", because the machine's limits are hard to reach. The new 6-piston calipers dominate the proceedings, giving an impression of power that's hard to reach. Combined with an excellent feel (thanks to the all-radial design), the brakes on the R1 2007 outperform the benchmark.

Will the rider of such a machine easily accept that his right hand and his ardor are controlled by microprocessors? The benefit in terms of time will calm his ego. Let's hope so, because cohabitation will become indispensable with such beasts of power.
Undeniably fuller on every level than its predecessor, the new YZF-R1 is a monster of technology and power. A true adrenalin-fuelled competition beast. The benefits of such a profusion of innovations are of very limited interest on the road, where its performance cannot be exploited in any case. On the track, however, its efficiency is multiplied tenfold - it's going to get hot and heavy between the vibrators. The match against the GSX-R 1000 should crush all existing references.

M.B - Russel Stihl
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