Yamaha YZF - R1 Review

Build quality appears excellent. Not a stone chip in 3000 hard miles and still looked good after it.
And this was a hire bike, so not your pampered keep it out of the rain sort.

In a different league to its predecessors.

If I had half an once of self restraint I'd buy one tomorrow.

This awesome bike looked like nothing else in its class and there were three vital statistics that confirmed that the R1 was indeed a very special motorcycle. Those figures back in '97 were 150 bhp, 177kg and 1395mm, representing power output, weight and wheelbase. Nothing else in the class came even close to matching them. They amazed both the press and the motorcycling public. And the combination of high power, low weight and ultra-compact chassis dimensions signalled the beginning of an exciting new era in high-performance riding.The rest is history.

In its first year of production the R1 was universally acclaimed by journalists throughout Europe as one of the most important bikes of the decade that broke just about every record in the large-capacity supersport class.

In terms of engine and chassis performance the R1 raised the stakes in the hard-fought supersport category to a whole new level. Some other supersport machines that had previously been considered as state-of-the-art before the R1 arrived would never be the same again after September 15th 1997.

In 1998 the R1 was voted 'Machine of the Year' in many countries by journalists and readers, and this year it is the top selling machine in the over-600cc supersport category in the European marketplace. Two years on and the R1 is still undisputed leader in the large-capacity supersport scene. Delivering awesome levels of power combined with precision handling performance, this high-tech one-litre motorcycle must surely be regarded as one of the most influential models of the late 20th century.

For 2000 the flagship of the YZF-R Series has undergone a major redesign incorporating over 150 components, a move that will ensure that the new- generation R1 reinforces its position as the ultimate large-capacity supersport well into the first decade of the new century.

Of the many words used to describe the R1, perhaps the two that best capture the essential spirit of this ground-breaking supersport are 'no compromise'. By following this sharply-focused approach to motorcycle design, the YZF-R Series development team have been able to create a new-generation R1 that has been designed to offer today's supersport rider an even more exhilarating high-performance experience.

In their quest to make the best even better Yamaha have looked at every single component on the R1, and if an improvement could be made, they claim they have made it.

A huge effort has gone into ensuring that the R1 stays at the top of its class for 2000, and although the new-generation R1 may look very much like its predecessor, it is in fact a sharper, lighter and faster machine that is designed to take its rider even closer to supersport perfection than ever before.

Compact, light and powerful, the original R1 engine has, in just two years, established itself as the runaway leader in the large-capacity supersport category. Of course, its enormous power output has played an important role in making the R1 the top choice with performance-minded riders. However, for many owners it is also the motor's remarkable ability to pull strongly and smoothly from low rpm that has made the R1 one of the most popular performance bikes throughout Europe. To achieve higher combustion efficiency the new-generation R1 engine is fed by a bank of four 40mm big-bore downdraft carburetors running with modified settings. Much attention has been focused on reducing frictional losses wherever possible, and for 2000 both the camshafts in this slant-block 5-valve motor have been redesigned, and now utilise internal oilways which feed lubricant to the journals. This change has also allowed engineers to reduce tappet clearances, a move which makes for lower levels of mechanical noise.

A number of important improvements have also been made to the R1's 6-speed gearbox for 2000. Constructed using Yamaha's innovative 3-axis design, this ultra-compact transmission now runs with lighter internals which - as well as making an important contribution to overall weight savings - also help to improve transmission efficiency. The 6-speed gearbox will now feature a slightly taller first gear ratio, which changes from 2.600 to 2.500, and now runs closer to second gear to give superior acceleration. As well as making a large number of technical modifications which are designed to enhance the engine's performance character and reduce weight, designers have also paid close attention to the introduction of new components which further improve the overall ride quality.

One example of this can be seen with the fitment of a new-shape shift shaft which is now equipped with an additional bearing that gives a superior shift feel. Complementing the new shaft is a redesigned shift linkage and gear-change pedal which deliver a smoother and more positive action when moving up and down the 6-speed transmission.

More evidence of this no compromise philosophy is evident in the use of ultra-lightweight magnesium for the pickup coil rotor cover and the shift-shaft cover.

Another significant weight saving has been achieved by the use of a new free-breathing titanium silencer featuring a high-quality electric-blue finish. And the 2000 model's weight is cut even further with the use of a compact new starter motor that is over 12mm shorter than the '99 component. The 2000 model YZF-R1 is now equipped with an Air Induction System (AIS) which allows the motor to meet tougher EU1 emissions regulations without any reduction in the bike's 150ps power output. Delivering brutal acceleration, strong pulling power and an even faster top end, this lighter and cleaner-running new-generation R1 engine represents an important step forward for the supersport world.

Since it exploded onto the supersport scene two years ago the R1's short-wheelbase Deltabox II chassis has set the industry standard for precision handling performance. Running an ultra-short 1395mm wheelbase combined with a long GP-style swinging arm pivoting close to the machine's midway point, the R1 offers unrivalled agility backed up by one-litre's worth of awesome power.As we have seen with the engine, the new-generation R1 chassis has undergone a large number of changes whose cumulative effect is to enhance the latest bike's handling and road holding characteristics whilst also improving rider comfort. Although the new-generation R1 appears very similar to the '99 model, a closer inspection of the bodywork reveals that the aerodynamically-efficient fairing, tank and tail end are all-new, and play a vital role in enabling the 2000-series R1 to attain an even higher top speed. For improved high-speed wind protection the latest screen is slightly higher, while the upper cowl has been restyled.

Although retaining the R1's characteristic look, the 2000 model's dual 60/55W headlights are actually wider than the '99 units, and together with the new fairing they help improve the bike's aerodynamic efficiency. Detail changes to the sidecowls and undercowl have been made to further reduce power-sapping drag, and the new-style mirrors sit 25mm higher on longer, thinner stems that help improve rear vision and contribute to the 2000 model's overall 2kg weight reduction.

For improved riding comfort the seat now extends further forwards around the sides of the new tank, and the tail cowl is also reshaped for improved appearance and reduced drag. And to complete the rear-end restyle a new two-bulb tail light is fitted that is both smaller and lighter than the '99 design. The box-section aluminium subframe has also been modified, and it now runs at a steeper angle to achieve a more sloping tail that offers improved rider support during acceleration, and gives the new-generation R1 an even sharper, more aggressive profile.

Important changes aimed at reducing weight and improving performance characteristics are to be found on the new bike's upside down front forks. Spring diameter is reduced from 4.5mm to 4.4mm, and the oil seals now feature aluminium washers instead of the previous steel items. Other internal changes are designed to offer improved suspension action, and a new lower triple clamp makes for even higher levels of stiffness. More weight savings are have been achieved with the use of a new rear shock which, like the front forks, features a lighter spring and also utilises a forged body in place of the '99 R1's cast unit. And for easier setting-up this new shock is equipped with modified compression and rebound adjusters that give a more positive click when being dialled in or out. These upgrades to the front forks and rear shock make for improved suspension characteristics, and enhance the overall quality of the bike's precision handling performance.

One of the features that has attracted universal praise from journalists and R1 owners alike is the bike's high-specification dual front braking system. Slowed by lightweight one-piece 4-pot calipers, this design is one of the most impressive braking set-ups available on a production motorcycle today, and for 2000 a number of changes have been introduced which are designed to deliver improved feel and to reduce weight. Firstly, the number of pins securing the dual floating discs is reduced from ten to eight per disc, and disc thickness is reduced by 0.5mm to 5.5mm. And for more accurate feedback the latest R1's pads are manufactured from a different grade of friction material. Another component that's been redesigned in order to save a few precious grammes is the instrument panel, which is slimmer and lighter than before, and now features a digital LED speedometer and redesigned analogue tachometer.

By specifying new lightweight components for the chassis and engine, the design team has succeeded in making the lightest bike in the class even lighter, and the new-generation R1 now weighs in at a truly impressive 175kg! We will wait to see whether Honda's claims of 170 Kg for the new CBR929 reset the standards again!

Few people would disagree with the statement that the R1 is recognised by the majority of bikers as being the definitive supersport machine of our time. And the fact that it is the top-selling over 600cc-supersport machine in Europe demonstrates beyond any doubt that the R1 is the machine that most performance-minded riders want to own. After two highly successful years, the R1 has now undergone a major redesign in which the performance of every component has been evaluated and analysed.

Peet - South Africa.

For those with an R1 until end 2001 there are aftermarket ram-air-arboxes for sale at : http://www.qbcarbon.com/index2.htm?yama.......htm~mainwindow

That firm sales also kits to give yor R1 or R6 the R7-OW02-looks and a Checa-replica .

But its rather expensive in my opinion ,but i have to admit it looks perfect quality .