Would the R1’s evolution potential be unlimited? Vast debate which will be arbitrated this year by a new major evolution of Yamaha hypersport. Change ? Plenty, although the line does not seem to suggest as much. For 2007, R1 evolution or new R1 ?
Judging briefly by the line, we’d be tempted to say evolution. The 1000 times praised and admired design of the R1 is finally retouched, something that Yamaha had not dared to do in 2006 as the 2004 design was such a success. Such beauty that this stylistic path remains for this new opus; but with increased aggressiveness. The forced air intakes move closer to the underside of the headlights while the sides of the rear shell are cropped to give more room to the exhausts. Inspired by the last R6 offensive, the fairing sides adopt a new design directly derived from the 600 pistarde. The shoulders lose their fluidity, as does the entire line so homogeneous before. The new R1 is beautiful, seductive, intimidating, almost voracious, but its sensual design has become a little less suave, less fine, more manly.
Dressing up is only a small part of what has changed. And there, by dissecting this fifth generation of R1, we will realize that it is no longer a weapon for the track but artillery for the competition. Climbing takes another step forward with this NEW R1.
This year, Yam adds a new ingredient to the cocktail: YCC-I. A new process on a Japanese to achieve the following recipe: more power, more availability and more engine pleasure. YCC-I, it stands for Yamaha Chip Controlled Intake. More specifically, it is a motorized and electronically controlled variable air intake system. So how does it work !
The 4 admission cones are each made up of two parts. The upper cones are not fixed and can vary in height because they are controlled by a servomotor. The length of the cones can thus vary from 65 to 140 mm. This system is quite similar to that used by MV-Agusta for its F4 1000 Tamburini and Veltro.
The advantage: during the intake phase of an engine, the downward movement of the piston creates a vacuum at the intake, which generates a difference in air pressure compared to its natural inertia . This pressure difference causes a reverse reaction in the direction of the intake valve. This phenomenon of ‘inertial loading’ increases the volumetric efficiency of the motor. A shorter intake manifold produces a shorter pressure wave, which optimizes volumetric efficiency. Longer tubing slows down the pressure wave. By varying the length of the tubing depending on the speed, performance can be improved over the entire speed range..
Thus, at low revs, the mill uses the 140 mm intake manifolds, which optimizes torque and improves responsiveness to acceleration. When the pilot puts on gas and increases the engine speed and throttle opening, on a circuit for example, the length of the pipes is instantly reduced to 65 mm, which allows the engine to display its full potential..
One year after the R6, the new R1 adopts the YCC-T This technology analyzes various parameters relating to the way the pilot of the R1 handles the throttle. The electronic box then adapts the opening of the throttle valve thanks to a motor to guarantee optimal efficiency..
Another small revolution: the cylinder head. For 20 years, Yamaha fitted in its hypersports 5 valves per cylinder. It’s finish ! Return to conventional and a 16-valve cylinder head. The engine itself, although using the same dimensions as the 2006 boiler, has really evolved: new completely redesigned cylinder head, new combustion chambers, compression ratio pushed to 12.7: 1, titanium intake valves, and to avoid sweeping the track during heavy decelerations, the clutch now has a torque limiter, like that of the R1 SP.
So much technology! It takes some to make this R1 the new scarecrow in the category and to master the 189 horses of this new motorcycle. Exceptional power obtained thanks to the forced air intake (180 static) and the incredible work of the engine manufacturers.
New engine, crazy power -> new chassis. Similar to 2006, it differs however on many points: engine supports, central axis and swing arm axis reinforced; constitution by die-cast aluminum, high resistance aluminum and aluminum panel in the internal structure; it is at the same time extremely rigid while being endowed with a certain dynamic flexibility. 30% more rigid, the new swingarm looks like a real competition piece. Must say that he will have a hell of a dose of canassons to digest.
the rear suspension is optimized, the front has a new fork terminated by radial calipers with… 6 pistons. A first on a production machine. The discs lose 10 mm in diameter. We can’t wait to taste this new braking.
New surprise, even more surprising: the weight. Like the 2007 GSX-R 1000, the R1 didn’t lose weight but got bigger. She has gained 4kg since last year – she’s regained her girlish line, weighing the same weight as when she came out in 98. Except since then she’s gained 41 horsepower and a Superbike chassis..
Finally, note the evolution of the dashboard. Revised meter graphics (superb), hexagonal shiftlight and subtle retouching.
NOTnew restrictive pollution standards, new 16-valve cylinder head, invasive electronics … the new motorization of the R1 was expected around the circuit, with an imperative need to demonstrate its potential, without detour or hesitation. A test in itself that the YZF 1000 faces with provocative aplomb for the competition. eternally compared to the GSX-R 1000, the Yamaha tilted in mid-range by its lower impact force. This time, the deal may be very different, because the R1 has become damn busy in the middle of the tachometer. When I say good, I am not talking only of its strength, but also of the way it is delivered. Power takes full advantage of the long intake vents managed by the YCC-I, and its driving capacity is superbly managed by the YCC-T (throttle control). Thus, the thrust arrives with vigor, flexibility and progressiveness. A "sweetness" reassuring when the horses tumble, smoothing the arrival of power to make the most of the exits of curves. The sensations lose a little but the efficiency is increased tenfold: less afterthought when accelerating and risk of stalling. Open! Silicone chips handle. As always on the Yam hypersport, attacking high speeds, it grows hard, very hard !
SSurprisingly easy for a motorcycle of this size, the 2007 R1 does not only inflate its power curves. She makes fun of her pounds taken in her evolution, completely masking them with a remarkable balance and immediate confidence. The chassis reacts impeccably, the front axle transmits you very good sensations and a feeling of jubilant confidence. This 1000 encourages people to push themselves to their limits; "itself", because the limits of the machine are difficult to access. An authority that is also found in braking: the new 6-piston calipers dominate the debates, revealing an impression of power to unattainable limits. Associated with a very good feeling (thank you very much radial), the brakes of the R1 2007 fly over the references.
Will the pilot of such a machine easily accept that his right hand and his ardor are controlled by microprocessors? The benefit on time will calm his ego. Hopefully, because cohabitation will become essential with such beasts of power.
Undoubtedly more full on all floors than the previous version, the new YZF-R1 is a monster of technology and power. A real competition beast with a high adrenaline content. The benefit of such a riot of innovations has only a very limited interest on the road, where its performance is in any case unusable. But on the track, its efficiency will be increased tenfold – it will heat up severely between the vibrators. GSX-R 1000 match should overwrite all existing benchmarks.
M.B – Russel Stihl
What you must remember
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YZF-R1 1000 2006
Model marketed in
about 300 km / h
The technical aspect
Yamaha YZF-R1 1000 2007
- Tank: 18 liters
- Width: 720 mm
- Height: 1110 mm
- Wheelbase: 1,415 mm
- Dry weight: 177 kg
- Train before
- Secondary chain transmission
- Rear axle
(77 * 53.6 mm)
at 12,500 rpm
at 10,500 rpm