Yamaha just moved the goalposts in the litre-class sports bike wars with a totally redesigned, third-generation YZF R1 for 2004. Right at the top I'll give you the two essential numbers:
134 kiloWatts
172 kilograms
"Wow!" is right.
The first figure comes from an even higher-revving 998cc, five-valve, transverse four with the previous motor's bore punched out to 77mm and its stroke shortened to 53.6mm – the result: maximum power at a stratospheric 12 500rpm.
The exhaust system is routed under the seat, a la Ducati, for maximum ground clearance
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The compression ratio is up to 12.1:1 with bigger valves in the narrow-angle combustion chamber but a new closed-deck cylinder block reduces the cylinder pitch so that, although the bores are three millimetres wider, the width across the motor has increased by only 2.8mm instead of 12mm.
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The new fuel-injection system has motor-driven secondary throttle valves to reduce the slamming-door effect common to all spritzer-fed bikes with a 32-bit ECU for more responsive power delivery. It's also 27mm narrower than the previous set-up.
The clutch and six-speed gearbox remain vertically stacked behind the motor like all R-series Yamahas; not the best layout for a motorcycle transmission but it is definitely the most compact so lends itself to Yamaha's design philosophy of a long swing-arm inside a short wheelbase.
There's a high-efficiency curved radiator and a liquid-cooled aluminium oil cooler, direct-ignition "stick" coils integral with the plug caps and a high-output magneto for reliable ignition even when each plug is firing more than 100 times a second.
The motor is tilted forward so the main frame spars go over the motor instead of around it.
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The exhaust system is routed under the seat, a la Ducati, for maximum ground clearance (Yamaha claims 56 degrees) and is all titanium, including the revamped EXUP valve, except for a stainless-steel mid-pipe containing the catalyser which runs too hot to be housed in any other metal.
Unfortunately, it's right next to the rear shock-absorber, which may lead to some shock fade unless it's very well insulated.
The second figure comes from tilting the barrels and shorter cylinder head even further forward, from 30° to 40°, so that the main frame spars go over the motor instead of around it. This allows a straighter load path, making the frame stiffer and more compact, as well as making the whole bike smaller and lighter, especially around the midsection, reducing all-up weight to a remarkable 172kg.
Overall frame width is reduced from 464 to 396mm, which makes the seating position more hamstring-friendly. The clip-ons are 10mm higher and the forged aluminium footpegs are 2.5mm further forward and 7.5mm lower for more relaxed ergonomics.
Although the 41mm KYB upside-downies are retained (with stiffer springs) the front suspension geometry has been slightly sharpened with five-millimetre more fork offset and trail reduced from 103mm to 97mm for quicker turn-in, while a transverse damper is mounted below the steering head for high-speed stability.
The long swing-arm is a one-piece "controlled fill" die casting, as is the bolt-on rear sub-frame, especially laid out to allow easy access rear shock adjustment.
Braking is by means of huge 320mm platters and new radial-mount Sumitomo callipers, although I was amused to note that none of the Japanese brake specialists could improve on the Brembo radial-pump front master cylinder with its adjustable lever, so that's what's on the handlebars.
The rear brake is a very light 220mm disc and a single-pot calliper.
The aggressive new body panels now have two ram-air intakes, one under each headlight unit, with the same pointed "beaky" look that characterises the company's current sports quads; they're tightly wrapped around the engineering for very compact overall dimensions, but one hopes that they are adequately bracketed; flimsy lower fairings have been a common Yamaha failing of recent years.
The four headlights – two multi-reflectors and two projector-type beams - sit behind clear polycarbonate covers while the LED tail light is light, bright and remarkably power-efficient.
The redesigned instrument panel has a 15 000rpm analogue rev-counter (thank you, Yamaha) in the middle with an adjustable shift light – it's the big blue-white light on the right. Grouped around it you'll find two LCD pods reading out speed, odometer, two trip meters, air temperature (great for warning of black ice in Europe but a little OTT for SA), coolant temperature, full-time clock and an Aprilia-style lap-timer, all of which have adjustable illumination levels, plus the usual warning lights.
Yamaha set new standards with the launch of the original R1 in 1998; if this thing lives up to its hype it will do so again. Unfortunately Mike de Vos of Yamaha Distributors SA wouldn't commit himself as to when we'll see the first ones or how much they will cost when they get here.
No matter how soon it is, it's going to seem like a long wait.
Specifications:
Motor: Liquid-cooled four-stroke transverse four.
Capacity: 998cc.
Bore x stroke: 77 x 53.6mm.
Valvegear: DOHC with five overhead valves per cylinder.
Compression ratio: 12.1:1.
Power: 134kW at 12 500rpm.
Torque: N/A.
Induction: Electronic fuel-injection, dual-valve throttle bodies with motor-driven secondary valves.
Ignition: TCI digital.
Starting: Electric.
Clutch: Cable-operated, multiplate wet clutch.
Transmission: Six-speed constant-mesh gearbox with 530 chain final drive.
Suspension: 43mm KYB inverted cartridge forks, adjustable for preload, compression and rebound damping at front, monoshock with gas-filled piggyback reservoir adjustable for preload, compression and rebound damping at rear.
Brakes: Twin 320mm semi-floating discs with Sumitomo radial-mount forged one-piece four pot opposed-piston callipers at front, 220mm disc with single-piston floating calliper at rear.
Tyres: Front: 120/70 - ZR17 tubeless. Rear: 190/50 - ZR17 tubeless.
Wheelbase: 1395mm.
Seat height: 833mm.
Dry weight: 172kg.
Fuel capacity: 20 litres
Price: Nobody's saying until it gets here.
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