Yamaha's target for the fifth generation R1 was simple - to put it back on top as the best superbike on the road. But equally as important was for it to be the best on the track.
To achieve these targets a performance increase was necessary, together with better power delivery, all while keeping it the right side of the Euro 3 regs.
So who did Yamaha turn to for help with the development? With a MotoGP title and a few WSB race wins it's hardly surprising that much of the latest R1's development has come from Yamaha Racing. Surprisingly this wasn't the case with the first R1 back in 1998, which wasn't aimed at the track - although many found their way there.
Personally I've always thought the R1 the most stylish of the 1000s, looking sleek from the cat-like headlights to the tidy twin tailpipes. With more engine exposed, the 2007 model looks even better but the graphics don't quite come up to scratch both on style and quality. They look like stickers and don't give the totally superior finish we've come to expect from R1s.
To go with its new paint (I'd choose red and white every time) the R1's bodywork also has some sharp new lines - and not just to make it look good. A 10mm higher screen that blends in neatly with the upper fairing is easier to get tucked behind while 'layered' side panels suck hot air from the back of the engine. The intake ducts at the front are also 40 per cent bigger, helping both cooling and induction. One other feature that stands out are the beautifully contoured footrest hangers - a very nice touch.
Much work has been done to the engine, mainly to the top end. In a quest to build the most efficient and powerful engine, Yamaha has decided - as on Rossi's bike - to ditch their five-valve head in favour of a four-valve design. To go with this, the valve lift has been increased with narrower valve angles plus a smoother piston crown shape.
But probably the most interesting feature of the new engine is the variable intake system ( YCC-I). In simple terms, long intake funnels are good for low and midrange power while short funnels are good for mid and high rpm power. Through trick electronics, some levers and a rod, the funnels are shortened at 10,400rpm to optimize the power throughout the rev range. Knowing this is going on underneath me I could never detect any step or hesitation while accelerating, so they have done a superb job here.
It appeared on the R6 last year, but the YCC-T, or fly-by-wire throttle, is now on the R1 too. Monitoring throttle position 100 times a second this device is controlling fueling to a level we could never have imagined 10 years ago. To enable smooth power delivery it uses a less powerful map in the lower gears then transfers to maximum power in the higher gears. It gives me a headache trying to understand how all these clever devices work. Me, I only want to enjoy the end result - the riding.
While acceleration is seamless and smooth, there is a tiny low speed hesitation going from a closed to open throttle on slow corners. I found adjusting my riding style and timing helped, but it wasn't perfect. Like last year's R1 SP, the standard road bike now has a slipper clutch, which I worked hard in Qatar and found to be first class.
A newly designed chassis with more trail and reduced stiffness but reinforced ribs in the cast mounting points has been developed to improve stability and rider feedback. Having tons of feel and no moments round the Losail circuit I can say Yamaha has done a good job, however their other aim was to improve 'turn-in' and this is something I found less than perfect. Even for the afternoon track sessions with stiffer settings and stickier Pirelli Dragon Super Corsas fitted I struggled. I also couldn't keep my boots from scraping, which told me I couldn't lean over far enough with the low-mounted footpegs.
Suspension all-round has been tweaked with slightly stiffer springs and the forks getting larger internal valves, giving an overall balance in rigidity front and rear.
This year six-piston radially-mounted calipers with separate pads do the stopping up front, but with smaller 310mm discs. The idea was to keep overall braking performance the same but reduce the inertia effect of the 320mm discs to help handling. It's hard to tell if this helps a great deal but the six pots look sexy so they get my vote.
Riding the 2007 R1 is an awesome experience. Even revving it before setting off is exciting as it produces a unique burble when you close the throttle. Power is smooth up to the 14,200rpm limiter but feels much nicer than the linear Fireblade. The slipper clutch and well-balanced chassis let you brake hard but stay in line even when you've pushed past your limit. As with previous R1s I found the transmission slick and positive. I couldn't fault the rear suspension and it was only the vagueness from the front that held me back. High-speed stability was pretty perfect and I also found it easy to get comfortably tucked in.
Yamaha have taken bike technology to a new level, and there's a lot going on under the tank that I guess I'll never understand, but I'm happy to say the basic joy of riding fast is better than ever.
TECHNICAL
The fairing has been sharpened up for better aerodynamics and to increase airflow into the airbox. It also features 40 per cent larger airbox inlet ducts. For improved rider comfort the screen is 10mm higherYCC-T
Yamaha's Chip Controlled Throttle (YCC-T) is the same as the R6's. The throttle cable from the twist grip turns a sensor which controls a motor that turns the throttle valves. The twist grip isn't directly connected to the throttle valves, but has a mechanical failsafe
YCC-I
Yamaha's Chip Controlled Intake (YCC-I)
consists of two intake
trumpets that join together at low revs to produce a long intake tube, but then a servo motor splits them apart at 10,400rpm to allow the shorter funnel to work alone. See NNUTS, p18
FRAME & SWINGARM
The frame has been redesigned for less rigidity to give more feel. Yamaha
say rigidity has been reduced 50 per cent vertically, 24 per cent sideways and 25 per cent torsionally. The swingarm is 16.2mm longer with 30 per cent more torsional rigidity. Shock linkage
ratio is also revised
EXHAUST
The R1's titanium exhaust has been redesigned with two new catalysers. The shape of the tail pipes has also been altered
BRAKES
The four-piston radial calipers of the 2006 bike are replaced by six-piston radial units with a four-two split on the pads and pistons. The brake discs are 310mm diameter, down from 320 for easier direction changes
FOUR-VALVE HEAD
Yamaha has dumped its trademark five-valve head for a more conventional four-valve design. While the exhaust valves remain at 27mm in diamater, the three 24.5mm intake valves are replaced by two 33mm ones. The intake valves are now made of titanium. The piston's crown has been redesigned to suit, as has the camshaft. Compression ratio is up from 12.4 to 12.7:1
SLIPPER CLUTCH
The R1 now has a slipper clutch as standard. Previously seen on the limited-edition R1 SP, slipper clutches allow the ham-footed crashing down of gears on the way into corners without fear of rear wheel lock-up
OTHER CHANGES
The clocks are altered to include a speedo that you may actually be able to read in daylight, the fuel tank is new, as is the screen which has fewer fixing screws. The radiator is new, tail light, seat unit and mudguard are all altered. The rear shock now allows high- and low-speed compression damping adjustment, just like the 2006 R6
VERDICT 4/5
Excellent job by Yamaha in so many ways but fuelling glitch and iffy front end shows there's work to do yet
SPECS
TYPE - SUPERSPORTS
PRODUCTION DATE - 2007
PRICE NEW - £9400
ENGINE CAPACITY - 998cc
POWER - 177.5bhp@12,500rpm
TORQUE - 83.1lb.ft@10,000rpm
WEIGHT - 177kg
SEAT HEIGHT - 835mm
FUEL CAPACITY - 18L
TOP SPEED - 186mph
0-60 - n/a
TANK RANGE - N/A
