YAMAHA YZF-R1
Where last year's R1 could batter you into submission faster than a Northern boiler on a hen night after 18 Bacardi Breezers, this year's R1 effect is more subtle.
With 143bhp at the back wheel power from the Yam is as heady as ever, but it's the new fuel injection and revised delivery that make this year's bike more sea breeze than breeze block.
"Yamaha have softened the behaviour of the engine to such a point that there's no obvious kick of power like there was with the old model," reckons Niall. "No doubt it's accelerating as hard as before, it just doesn't feel like it. From when you first crack the throttle right the way through to the redline there's just a very constant and linear wave of power. Motorcycles like these need powerbands, and the new R1 doesn't really have one.
She's still bloody fast - a look at the way those digital numbers flash by on the speedo, leaping upwards in 15mph lumps as they struggle to keep up with the acceleration tells you that straight away, as does motorway traffic reversing towards you - but she's become a little... unthrilling. "
And this is true. Compared to last year's bike this one don't feel as rampant when you get her flying. But these same engine mods and fuel injection also supply a bucketload of control. Where before the R1 sat in the same camp as the GSX-R1000 with the fear of an enormous highside never far from your mind winding on the gas out of any corners in the pursuit of fast laps, this year it's shifted into the FireBlade camp now punching very hard but wearing a velvet glove.
You can now use more of the R1's power, more of the time. "Riding the two back to back, the R1 just beats the Suzuki for the 'best fuel injection' award," says Niall. "It's fractionally better right at the bottom, when you've got the throttle fully off then crack it back on again. The R1's really gradual there and very useable. For riders with a bit less experience it's definitely the way to go - the GSX-R caught me out a couple of times, going sideways as soon as I touched the throttle out of some of the faster turns. The R1 never did that, just gave me loads of confidence."
Chassis mods for this year have also transformed the bike. Gone are the days of R1s tankslapping themselves into knots at the first sign of any real fast bumpiness on the road because this bike has phenomenal stability. And once more this means you can spend more time with the throttle pinned merrily wide open. After all, what's the point in owning a sportsbike like this if you can't ride it like it should be ridden?
For a track-handling lowdown, it's back to Niall. "The R1 may be the smallest bike here to sit on, and she's far more nimble than before, but she isn't quite the most agile handler here - that trophy goes to the Honda.
And despite being quicker-steering than last year's model, the R1 is still quite heavy changing direction at the track, especially through Rockingham's fast chicane. Still, that front end is the most planted here, far more so than the Blade's. You can take real liberties with the R1s front end grip, which is nice to have in reserve. It seemed to have the best weight balance here too, not transferring too much weight from rear to front on the brakes or gas, just staying nice and balanced wherever you were on the track."
But Niall's not finished yet. "But it could be better. If it was my bike I'd jack the rear up to make it turn faster, which you could happily do without fear of losing rear end grip."
One area of the R1 that categorically has suffered with time is the brakes. Back in '98 when the bike was launched they were the Guv'nors and the new class leaders. Unfortunately time stands still for no man, and for 2002 the R1's anchors now drop back to being plain old 'very good' while the Blade now out-stops anything you care to mention at a single finger brush of the lever.
As for the rest of the package, there's a token effort at a pillion seat with some pegs thrown in for good measure should you really feel the need to upset the bike's precision handling with a screaming pillion, the riding position is still surprisingly bearable for a bike as committed as this one is - although 20 minutes through rush-hour traffic will still leave you with achier wrists than a Bangkok ladyboy at closing time. Still, the trade-off for this minor inconvenience is the best riding position at the track - you really are plugged right into this bike.
Neat trick, Yamaha. And to sum it all up, back to that Mackenzie bloke: "The R1's exceptional on the road, dead safe and dead accurate. You simply cannot upset it, even over bumps and the like. She looks stunning, and at the track is now even easier to get the best out of. But the steering is still heavy on occasion, and those who like their big sportsbikes really manic may find the R1's lost a bit of its hooligan element for 2002, drifting away from the Monster Raving Looney party and more towards the Conservatives."
TRACK SETTINGS
What we should have done (didn't have time) was raise the forks through the yokes 10mm to speed the steering up. In lieu of that, this is what we altered on the stock settings...
FORKS: One full ring more preload in, rebound 3 back from maximum, compression 8 back
SHOCK: Preload as stock, ride height as stock, rebound 3 back from maximum, comp. stock
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