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 | | 2007 Yamaha YZF-R1 | 14 Feb 2007
In the winter of 1997, a new force arrived in the one-litre sportsbike world, the Yamaha YZF-R1. It was much more than just another Japanese motorcycle, it was an instant icon; a unique 'no compromise' machine for road riders ready to accept the challenge of the racetrack. A machine, like all other Yamaha R-derivations ever since, that came with racing in its DNA and the spirit of competition living in every component.
The al-new 2007 Yamaha YZF-R1 adds to the continually proven abilities of all previous versions with a host of new features, most a straight-line in evolution from the success of the MotoGP YZR-M1 machine that has delivered Yamaha the world championship in 2004 and 2005.
The new R1 benefits from an entirely new cylinder head where four valves-per-cylinder combustion chambers were adopted. This has allowed more upright inlet and exhaust valves positioning, optimizing airflow
into and out of 77 x 53.6mm cylinders, and thus helping boost top end power to
180 PS@12,500rpm.
Even then, an extra 9hp is available, thanks to the effect of the
redesigned pressurized air intake system that comes into its own at higher speeds.
Titanium inlet valves have been adopted, with all the valves in the engine now operated by lightweight VX Alloy valve springs.
 | | Yamaha Chip Controlled - Intake | More racing technology introduced on the 2007 R1 for the benefit of street riders comes from the use of a similar slipper
clutch found on the 2006 YZF-R1SP. Included this year is the same type of
YCC-T fly-by-wire throttle that was so effective on the 2006 YZF-R6, and a completely new Yamaha innovation – variable length intake funnels called YCC-I (Yamaha Chip Controlled Intake).
At lower revs the inlet funnels, mounted inside the airbox, run at their maximum length of 140 mm. As the revs approach the top end,
the top section of the funnels are lifted from their regular position by a servomotor,
shortening the effective intake system length to 65mm and improving the engine's
efficiency right to the top of the rev range. To maximize the effectiveness of the
electronic components used in the intake system, a new design of titanium EXUP
exhaust works in harmony with the R1's engine. The aggressively angled oval shaped silencers project from under the seat.
New for the 2007 model year is a 3-way catalyser, to ensure efficient breathing,
while meeting the demands of current emission regulations. Platinum and rhodium
elements form a classic honeycombed mesh to clean up exhaust gases, with data on its composition fed back into the ECU by an oxygen sensor.
The integrated, sweeping styling of the R1 has always drawn admiring glances,
and thus the heritage of previous models is clearly present in the current styling. Subtly more aggressive edges to the bodywork, a reduction in the size of the tail piece, plus visibly larger and more efficient air intakes move on the game of aesthetic excellence still further.
The front cowl's layered structure is engineered to reduce wind resistance and increase the flow of air to the new high compression four valve head. Form and function in combined action once more.
The latest Deltabox chassis may look like the previous versions at first glance, but
significant changes all round mean it's a complete redesign, with a balance of the
rigid and the flexible, right in the areas where modern chassis philosophy would
expect them to be. This brings about a construction in three different types of alloy
material, in different areas of the chassis. Gravity cast alloy for the engine mounts,
steering head pipe and swingarm pivot support, extruded panels for other sections, the other parts made of 2.5mm thick aluminium panel, making the whole chassis more forgivable in some planes, while increasing rigidity in others.
 | | Rear Swing Arm | The rear swingarm is asymmetric in design, and features another lesson of racing
development, the upside down truss. The same three-material construction techniques are used here; gravity cast alloy at the pivot end, die-cast sections for the main arms, and forged aluminium for the ends. The final result is an increase in torsional rigidity of 30%, but lateral rigidity has been consciously reduced,
as the chassis and swingarm must act as suspension when the machine reaches extreme lean angles.
Of crucial importance when attempting to exert downwards force when exiting corners, the swingarm pivot point is now 3mm higher than the 2006 model - a valuable lesson transferred from the world superbike racing development programme. Significant improvements to the new rear shock absorber and notably more progressive compression damping mean that the rear of the R1 digs in more on corner exits. An enhancement in materials, technology and damping-mechanics allows the 43mm upside down front forks to be manufactured from thinner steel on the 2007 model, matching in with the philosophy of a balanced approach to rigidity. A larger 24mm internal piston is fitted to the forks, working in conjunction with a lowered pressure difference between the stroke and non-stroke statuses of the
fork, a factor that also reduces 'bubbling' of the fork oil.
Steering mass has been reduced by the adoption of a lightweight lower triple clamp
on the 2007 model, with a greater contact area. This increased rigidity helps another
improved aspect of the R1's design to shine all the more - braking. The improved efficiency of the new 6-pot calipers on the fifth-generation R1 permitted the usage of smaller brake rotors, their diameter now been reduced by 10mm, to 310mm. Smaller
discs reduce steering inertia, a double benefit, as handling and braking are now both improved. From its sexy new LED tail lights to the reach of its blazing four-bulb
headlamps, from the new tank bodywork to the lowest point of the EXUP exhaust catalyser, the new machine is more than just revamped, it’s completely redesigned to become the best performing R-series machine to date. With M1 blood coursing through its R1 veins, how could it be anything less?
14 Feb 2007
It was only right that the rider who has had most direct interest and influence on the development of the M1 MotoGP machine should be one of the first to ride the finished 2007 R1 - containing the DNA of the M1 itself.
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