Yamaha YZF-1000 R1

2004-2005

With the competition advancing, Yamaha made some major changes to the model. This included style updates, like an under seat twin exhaust, and performance upgrades including radial brakes, and, for the first time an R1 Ram-air intake. Furthermore, the tendency for wheelies by earlier productions was reduced by changing the geometry of the frame and weight distribution. The all-new engine was no longer used as a stressed member of the chassis, and had a separate top crankcase and cylinder block.
2005 YZF-R1 instrumentation

The 2004 R1 weighs 172 kg (379 lb) dry. The conventional front brake calipers were replaced by radially mounted calipers, activated by a radial master cylinder. A factory-installed steering damper was also added this year. Combined with the changes to the frame, this helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or deceleration on less-than-perfect surfaces, a phenomenon known as a speed wobble or tank slapper.

Motorcycle Consumer News tests of the 2004 model year YZF-R1S yielded a 0 to 60 mph (0 to 97 km/h) time of 3.04 seconds and 0 to 100 mph (0 to 161 km/h) of 5.42 seconds, a quarter-mile time of 9.90 seconds at 144.98 mph (233.32 km/h), and a top speed of 179 mph (288 km/h).

For 2004 Yamaha has released the third generation R1, and all I can say is, For starters, it has an entirely new engine that pumps out a claimed 180-ram air assisted horsepower at 12,500 rpm. You have to look back to the FZ 750 of 1985 for Yamaha’s first forward slanted five-valve engine. And sticking to their unique design, Yamaha’s engineers have tilted this year’s engine 10 degrees forward, for a total lean of 40 degrees from vertical.Inside the new cylinder head, the intake and exhaust valves have grown 5mm in diameter while shrinking in length. Both sets of valves have steeper angles and use stronger springs as the new engine revs some 2,000 rpm higher than the previous model. Opening and closing the 20 valves are new camshafts. Interestingly, the intake cams have more lift, while the exhaust cams now have less to reduce mechanical power loss. They have also been lightened 4% by the use of smaller journals, which allows them to spin faster. A hydraulic cam chain tensioner keeps the cam chain honest at the higher rpms.

Revised combustion chambers provide a 12.3:1 compression ratio, up from last year’s 11.8:1. Providing the spark, shorter CR9EK spark plugs stay well clear of the pistons. For 2004, piston diameter is enlarged to 77mm, while the piston skirt height has been reduced. Running in sleeveless cylinders, the bigger bore means a wider cylinder, even with a smaller 5mm gap between them. The connecting rods are now 2mm shorter at 34mm. The journals have also been reduced 2mm in size to help the crankshaft weigh in 16 percent lighter

Carbonized for greater strength, the quicker revving crank is also 23.7mm narrower. During the pre-ride presentation, I found it interesting to learn how the connecting rods are produced. Using a fracture split process, the rods are made as one piece and split. This allows the surfaces to mate closer together for more strength, as the two pieces are mirror images of themselves.

In keeping with the stronger and lighter theme, this year’s clutch basket loses 5 percent of its weight. It’s also narrower, and uses six coil-type springs in place of last year’s diaphragm type clutch spring. Three of the cork friction plates have also been changed to a paper base to better deal with the heat. The new clutch transfers power to a close ratio gearbox that gives no fuss on the racetrack. Start shifting at lower rpm on the street, and it needs a decisive foot to show it who’s boss, but it’s never harsh.

There has never been a bike running off Yamaha's production line, that had more influence from GP and world superbike than the third generation R1.

An extreme machine like the R1 usually provokes the same doubtful question: Lighter, faster more radical- when does this development come to an end? The answer is as simple as it is obvious: there will never be an end to technical development. Approaching the question from a philosophical point of view, we need to ask the question: why should there be an end to these developments? The new R1 is simply better than ever before. And better does not mean only more powerful and faster, there is a more sophisticated, holistic development philosophy behind the R-series.

Leading motorcycle development
Let's have a brief look back in history: development in the seventies and early eighties focused a lot on increase of horsepower. When the first 100 HP machines appeared, the same doubtful question was raised. But brakes and chassis technology improved a lot in the following years and a 100 HP machine was easier to handle than a 50 HP machine a couple of years earlier. Supersport machines like the FZR 1000 in 1988 and ultimately the first R1 in 1998 became more powerful, but at the same time they became more controllable and lighter due to use of aluminium chassis components, better brakes, better suspension and new design and layout. No doubt, supersport is leading motorcycle developments and there is a lot of spin off to other bike categories, which benefit from supersport technology.

However the goalposts have changed in the recent years. The first R1 focused on lightweight, the second generation in 2002 focused on controllability and handling. The third generation R1 has a more holistic development philosophy, the focus is on the rider's viewpoint of what the most ideal supersport machine should be: most powerful, excellent handling and still controllable.

Humachine Technology
The R1 team is a bunch of enthusiasts themselves, who acquired unique skills in the various areas of motorcycle design, from engine, chassis, suspension, to ergonomics, aerodynamics and material science. The result of their work is an entirely new bike with not only unmatched specification, but also it is the pinnacle of what Yamaha calls "Humachine Technology". The phrase is an abbreviation of human & machine and stands for a holistic approach which will make the rider feel excited and, at the same time, confident on such a high performance machine regardless of his skill and speed.
Yamaha's test riders have a deep knowledge base of how a bike should handle. One of them is an ex-professional racer: "It was hard work to get every single component of the bike to work as we wanted it. But the new R1 is now just breathtaking. With 170 to 180 HP (depending on ram air pressure) at my fingertips, I could never feel the bike would be out of control. It just handles in a way we could not imagine a few years ago."

This is not only the low weight with a power to weight ratio of 1:1, but it is the integration of parts into each other. For example the engine construction was significantly influenced by chassis & handling requirements. That's the reason why the new power-plant has a 40° cylinder angle to give the frame more room for a straight line from headstock to pivot point at the rear swing arm axle, resulting in a 200 % stiffer frame!

The base layout of the engine is based on the GP1 racer, and the bore was increased by 3 mm with a shorter stroke to enable higher rpm. Usually this would result in a 12 mm increase in width of the engine but the engine block is only 2,8 mm wider. To achieve this the cylinder pitch was reduced to levels never reached before. However, by moving the generator behind the cylinder block the total engine size could be even further reduced, so that the engine as a package is smaller than ever before!. (For more details
Communication between man and machine

The test rider is convinced: "For me the key word for R1 is high control feeling. Front end feel is the key to fast corner entry, for rapid corner exit you need stability and good traction. The problem we were confronted with this high performance engine was to find a good suspension balance during hard acceleration because this powerful engine upsets the rear suspension especially in the lower gears. We solved it and I think the new R1 is as close to a race bike as you can get but still having a fantastic road bike at the same time."
Because of high control feel the rider is confident and he will enjoy the R1's incredibly quick turn-in characteristics and rapid corner exits.

He explains further: "The gearbox also plays an important role in the R1 cornering ability. It is a real race close ratio gearbox, where you always find a best gear for a certain corner and you will always be in the right rpm range. A four stroke engine has to run in the right rpm range during cornering because of its rotating mass. If the engine is revving too low during cornering the bike will under steer. That is why the gearbox is so important for this bike."
A lot of this knowledge materialised in the new R1 came from Yamaha MotoGP machines. This bike does exactly what the rider wants. Both experts and average riders can experience this behaviour and thrill. And that is what makes the new R1 so exciting! (For more details

Not a replica, but the real stuff
Unlike racer replicas which copy the outside of racer machines, the new R1 is based on the inner virtues of a racing machine. There is no artificial styling or gimmick, every part has a function and contributes to the bikes total performance. The R1 is a perfect example of a mechanical beauty that results when form truly expresses its function That is the true aesthetic attraction of the new R1. In simple terms: "What you see is what you get."

The engineers have developed an all-new in-line four cylinder powerplant whose genetic make up is heavily influenced by the very latest MotoGP-developed technology.
The new engine on the third generation R1 is the most advanced design ever used on a production Yamaha, and by using the very latest race-bred systems and designs boosted maximum power output by over 13 per cent to 172 HP at 12,500 rpm, a figure which rises to 180 HP with forced air intake operational!
Optimised 40 degree cylinder angle
Yamaha's R-series models have always been developed using a holistic approach in which every single component is developed not only to perform its own specific role efficiently, but also to complement the performance of all other components wherever possible.
 An excellent example of this totally integrated design philosophy can be seen in the adoption of the new cylinder layout, which is angled forwards at 40 degrees.

This configuration is similar to the layout used on Yamaha's MotoGP racing machinery, and it allows greater freedom in the development of a much stiffer chassis. By sloping the engine forwards at 40 degrees, the new generation R1 frame has a virtually straight, unimpeded run from the headstock through to the swingarm pivot point, which, in chassis terms, is an idealised layout.
There are two major benefits from using this 40 degree engine position. Firstly, because the main spars are now able to take the most direct path to the swingarm pivot, the new R1's frame rigidity is increased significantly. Secondly, because the cylinder head now sits below the route of the twin spars, the overall width between the spars is greatly reduced.

This in turn allows the fitment of a slimmer fuel tank, which makes for a more comfortable and aerodynamic riding position.
Bigger bore closed-deck cylinder
In the quest for greater power Yamaha's engineers have increased bore size to 77 mm, while stroke is reduced to 53.6 mm, and this free-revving shorter stroke engine now delivers peak power at 12,500 rpm, some 2,000 rpm higher than previously.
The new closed-deck cylinder design offers high levels of rigidity, and this has made it possible to reduce the thickness of alloy between each individual cylinder bore to only 5mm. 
Because the new frame is much stronger, the new 40° slant block motor is no longer employed as a fully-stressed member, and the new cylinder is now separate from the upper crankcase, and not a unified design as seen on the '03 model.
Compact high-compression cylinder head
One of the significant performance enhancing components on the new R1 is its newly designed cylinder head. The DOHC 5-valve layout now features narrower valve angles, with the centre intake valve set at 8.75 degrees, while the outer intake valves are angled at 15.75 degrees, and the two exhaust valves positioned at 11 degrees.

The shape of the ports and combustion chamber design has also been modified, and the squish area has been changed to give a higher compression ratio of 12.4:1
Lightweight low-inertia internals
New 77mm diameter short-skirt forged pistons and new carburised connecting rods drive a lightweight crankshaft assembly, and although this new set-up is designed to handle higher engine speeds and increased levels of power, it is actually lighter than the 2003 machine's design.

The reduced inertia of the '04 engine internals complements the free-revving character of the new shorter stroke engine, to give the new R1 excellent throttle response over a very wide range of engine speeds.

Compact fuel injection system with motor-driven secondary throttle valves
The third generation R1 uses a new fuel injection system featuring twin valve throttle bodies, and this highly advanced new fuel supply system features digitally-controlled motor-driven secondary butterfly valves that actively control the air flow. The result is class-leading driveability and linearity together with precision throttle response that makes for previously unattainable levels of controllability.
 
Yet, at the same time as being a high-tech digitally-controlled design, the quality and characteristics of this new fuel injection system have ultimately been set by the test riders that spent many hours fine tuning the mapping.
As well as being one of the most advanced fuel supply systems in the supersport class, this is also one of the most compact, as it has to fit in between the spars on the new slimline frame. By reducing the pitch between the throttle bodies the overall dimensions have been minimised, and this sophisticated new digitally-controlled system is as compact as that fitted to a 600.
Forced air intake
As well as increasing performance at higher speeds, this new forced air intake system offers a number of other important advantages. The much smaller airbox required by this forced air system takes up less space above the engine, and this allows the fitment of a slimmer fuel tank. 
Once again, this demonstrates how Yamaha's holistic approach to supersport machine design offers a wide range of advantages to the third generation R1 rider.

Lightweight close-ratio tri-axis transmission and compact clutch
Like its predecessor, the third generation R1 features Yamaha's innovative space-saving tri-axis 'stacked' transmission whose staggered shaft configuration makes for extremely compact front-to-rear engine dimensions.
To optimise the performance from the more powerful and higher revving engine which now pushes out 172 HP at 12,500rpm, a new close ratio 6-speed transmission has been developed.
Lightweight titanium underseat exhaust system
One of the most significant stylistic changes seen on the new R1 is the compact new 4-into-1-into-2 underseat exhaust system. This beautifully designed system is manufactured from titanium, and as well as being lighter than the conventional layout, it also offers greater aerodynamic efficiency.
Tucked beneath the seat, the dual titanium mufflers give the R1 a slim and aggressive looking rear end, and the system has been tuned to emit a deep, strong growl that gives more than a hint that this is the most powerful Yamaha supersport ever.
 
The torque-boosting EXUP (Exhaust Ultimate Powervalve) system is situated where the four header pipes flow into one, and features a titanium butterfly valve for the first time.
New curved radiator design
For high levels of cooling efficiency, and also to accommodate the new 40 degree slant of the new engine, a new curved radiator is fitted. This lightweight design is wider and not as tall as the existing system, and features dual ring fans for efficient operation in all conditions.

Water-cooled oil cooler
Yet another example of Yamaha's attention to detail and desire to minimise weight is the use of a water-cooled oil cooler which is situated at the front of the lower crankcase.
Lightweight AC Magneto
A compact new gear-driven AC magneto which is situated behind the cylinder is as well helping reduce engine width which to allow for greater lean angles and to decentralise mass.

Engine Technical Highlights
Totally redesigned in-line four cylinder DOHC 5-valve engine
Maximum power 172 HP @ 12,500 rpm
180 HP @ 12,500 rpm with forced air intake
40 degree cylinder angle
Redesigned cylinder head with narrow valve angle
Increased compression ratio
Redesigned combustion chamber
High-lift camshafts
Electronic fuel injection with motor-driven secondary throttle valves
Forged pistons, carbonised conrods and lightweight crankshaft
Reduced internal inertia
Direct ignition
Lightweight close-ratio 6-speed transmission
Compact clutch
Forced air intake system
Separate closed deck cylinder
Reduced pitch between cylinder bores
Wider curved radiator with dual ring fans
Titanium 4-into1-into-2 exhaust system with twin up-mufflers
Lightweight EXUP system with titanium butterfly valves
Water-cooled oil cooler
Compact gear-driven ACM located behind cylinders
The total handling package
The new R1 chassis has been developed to offer the ultimate cornering experience, combined with levels of man-machine interaction that are second to none.
Using chassis geometry and components developed from the MotoGP programme, the third generation R1 offers a total handling package that is designed to allow experienced riders to push even harder, while reassuring those aspiring riders who are looking for the ultimate thrill without going too close to the edge.
Deltabox V frame: Slimmer, stronger and better handling
As with virtually every aspect of the new R1, the holistic design of the new Deltabox V aluminium frame both complements, and is complemented by, other components. The prime example of this interaction can be seen in the layout of the new engine, which features its cylinders angled at 40 degrees forward so that the frame's twin spars have an unobstructed path between the headpipe and the swingarm pivot.

 The overall width between the spars has been reduced considerably to just 395.6mm on the new frame, compared to a width of 464mm for the existing model.
Revised Chassis geometry
The vital chassis statistics chosen for the third generation R1 include a 1,395mm wheelbase, 24° caster angle, and 97mm of trail. The first two figures mirror those of the current model, whilst the trail has been reduced by 6mm to give even more responsive handling performance.

Almost 200% increase in torsional rigidity!
This new frame design offers a number of significant advantages to the rider of the third generation R1, the most important being the massive increase in rigidity that this layout delivers.
The new sloping engine layout effectively precludes the possibility of employing the engine as a fully stressed member, and yet the torsional rigidity of the new frame is almost 200% higher than previously! Just as impressive as the 200% increase in strength is the fact that it has been achieved without any weight penalty.
However, the formula required for precision handling is not simply achieved by increasing the levels of torsional rigidity. Yamaha's designers have idealised the stress balance throughout this new frame in order to create a chassis that delivers new levels of stability, together with accurate front-end feel and outstanding handling performance.
Slimmer fuel tank for improved riding position
Another benefit that has been made possible by the use of the newly designed frame is the fitment of a slimline fuel tank. With the new frame being over 64mm narrower, the third generation R1 rider will immediately feel a difference when they sit astride the new model.
In addition to offering greater rider comfort, this new 18 liter fuel tank also gives greater aerodynamic efficiency at higher speeds by virtue of the fact that the rider can mould their body much closer to the bike and keep their elbows and knees tucked in much tighter and away from the airflow.
New truss-type swingarm
Complementing the high-rigidity frame is a newly designed aluminium truss type swingarm manufactured using Yamaha's unique controlled filling (CF) die cast process.
This beautifully finished lightweight swingarm is an excellent example of how our patented CF die casting enables Yamaha to produce stronger and lighter cast aluminium components than would be possible using conventional casting systems.
Measuring 576mm from the wheel spindle to its pivot, this lightweight MotoGP developed structure mounts close to the machine's half way point and near to the final drive sprocket axis for stable handling during acceleration.
Dual 320mm discs with radially-mounted front brake calipers
The very latest race-bred technology is evident virtually wherever you look on the new R1, and the radially-mounted front brake calipers are yet another example of how our MotoGP race programme is influencing virtually every aspect of Yamaha supersport machine design.

Mounted to highly rigid cast brackets, the R1's dual one-piece four piston calipers grip the 320mm diameter front discs to give outstanding braking performance. For improved control the calipers are operated by a new radial pump type Brembo master cylinder assembly which ensures that the new front braking system delivers the accurate feel that R1 riders need in order to realise the full potential of their machinery.
Chassis Technical Highlights
All-new aluminium Deltabox V main frame design
Massively increased torsional rigidity
Revised engine mounting points
Reduced width between frame spars
More compact and slimmer layout
New slimline 18 litre fuel tank
Truss-type aluminium swingarm
Radially mounted front brake calipers
Radial pump front brake master cylinder
Redesigned fairing and screen
Dual forced air intakes in front cowl
Redesigned tail cowl
Newly designed lightweight 5-spoke wheels
Revised riding position for increased control and improved comfort
Four beam headlight
LED tail light