October 17, 2006 Yamaha’s all new 2007 YZF-R1 Supersport machine hits showrooms in a few weeks time and the new bike is bristling with innovative technology, including the world’s first variable air funnel intake on a motorcycle. The YCC-I (Yamaha Chip Controlled Intake) electronically varies intake length to maximise combustion efficiency at all rev levels and so produce a more linear power curve. The new R1 also sports ‘fly-by-wire’ throttle first used on Valentino Rossi’s world championship winning YZR-M1 race bike. The YCC-T system (Yamaha Chip Controlled Throttle) senses a rider’s accelerator operation and an ECU instantly calculates the optimal throttle opening to provide instant response and smooth power in every situation. These high tech features combine with a strong four-valve engine to produce an astonishing 189 bhp (139 kw) @ 12,500rpm with ram air effect. Power is transmitted to the tarmac via a race-style slipper clutch and once the power gets there, a pair of six piston radially mounted front brake calipers ensure the rider is always in control. A fifth generation ‘controlled flex’ aluminium chassis and swingarm further improves stability and handling, while futuristic styling incorporating advanced air management reduces air resistance while boosting intake for maximum performance.
Shaped by Yamaha’s Art of Engineering
More than any other motorcycle, the all-new Yamaha R1 embodies the dynamic and exhilarating spirit that today’s experienced supersport rider demands. Ever since the introduction of the first generation model in 1998, the R1 has consistently exceeded the expectations of supersport riders all over the world. And by applying our legendary Art of Engineering concept to the new engine, chassis and bodywork, we have created a remarkable new machine which is ready to reinforce Yamaha’s reputation as the leading manufacturer of high-performance motorcycles.
Yamaha have always placed great emphasis on the importance of the man-machine relationship, and with this as our guiding principle, we have developed a new fifth-generation R1 which showcases a whole range of advanced new technology.
New R1: Advancing the man-machine relationship
Today, much of the focus in supersport machine development is on computer control, and Yamaha is at the forefront of this exciting new technology.
However, we have never believed in the use of technology for technology’s sake. When Yamaha develop new technologies, our aim is always to enhance the man-machine relationship, which is ultimately what makes a motorcycle so different from any other form of transport.
From our perspective, the needs and desires of the rider will always come first, and so whenever we develop new technology, it must not only offer a real performance advantage to the rider, but also enhance the overall riding experience. This is exactly what our ‘Art of Engineering’ is all about, and it is this way of thinking that enables Yamaha to create some of today’s most innovative, exciting and remarkable new models.
The role of G.E.N.I.C.H. technology
Yamaha’s G.E.N.I.C.H. technology is an advanced concept which involves the application of cutting-edge electronic control technology in order to realise the dual goals of achieving increased performance and enhancing the riding experience.
This sophisticated concept forms the bedrock on which all Yamaha development is based, and it guides Yamaha’s creative spirit. G.E.N.I.C.H. is responsible for one of Yamaha’s most famous innovations, namely the YCC-T (Yamaha Chip Controlled Throttle) which has played a pivotal role in making the new-generation YZF-R6, today’s leading 600 supersport. And now, for 2007, Yamaha introduce YCC-I (Yamaha Chip Controlled Intake), the latest ground-breaking innovation in electronic intake control which is designed to raise the performance of the new R1 to a new level.
Featuring an all-new engine, chassis and bodywork, the new R1 can justifiably claim to be the most sophisticated high-tech supersport machine ever built. And, at the same time, it also delivers the most exciting, rewarding and responsive riding experience imaginable.
* G.E.N.I.C.H. [Jenik] stands for Genesis in Electronic engineering aimed at New, Innovative Control technology based on Human sensibilities
Even more power, even more usability!
Producing 180PS at 12,500rpm (not including direct air induction), the new fifth-generation R1 is undoubtedly the most impressive and powerful R-series motorcycle ever produced.
More importantly, it is the remarkably controllable character of the power delivery that marks this machine out as a leader. This well-rounded supersport machine delivers a broad spread of linear power throughout a wider rpm range compared to the previous model, making the 2007 R1 an even more impressive performer on both the road and track.
Peak power has been increased by 5PS, and significantly, the transitional characteristics of the power are dramatically improved on the new machine. Indeed, it is the new engine’s remarkable usability that looks set to make this fifth-generation R1 the clear choice for discerning riders in the one-litre supersport category.
The most technologically-advanced R-series engine
The new fifth-generation R1 is powered by the most powerful and the most technologically-advanced engine ever featured on a production Yamaha. Its liquid-cooled 4-stroke in-line four-cylinder engine runs with the same bore x stroke dimensions of 77 x 53.6mm as the 2006 model, but that is where the similarity ends.
G.E.N.I.C.H. – Yamaha’s advanced electronic control technologies
The all-new R1 engine benefits from sophisticated new technology that has been developed through Yamaha’s G.E.N.I.C.H. engineering concept. The aim of the G.E.N.I.C.H. programme is to develop unique new electronic control technologies that will offer even higher levels of performance, while also strengthening the close relationship between the rider and the machine.
New YCC-I (Yamaha Chip Controlled Intake)
The latest and most innovative product of the Yamaha G.E.N.I.C.H. engineering concept is YCC-I, which makes its debut on the 2007 YZF-R1, and is the first-ever electronically-controlled motor-driven variable intake on a production motorcycle. For over fifty years Yamaha have been at the forefront in the development of exciting new motorcycle technology, and the new YCC-I Yamaha Chip Controlled Intake system represents one of the most significant developments in electronic control ever seen in the supersport engine sector.
The intake passage length on an engine is designed to ensure the highest volumetric efficiency in the most commonly used rpm band for that particular powerplant. Generally speaking, a long intake passage and funnel tends to deliver stronger low to mid-range performance, and conversely a shorter intake passage and funnel is typically better for high rpm applications.
During the intake process on any four-stroke engine, the downwards motion of the piston creates negative pressure in the intake passage, which causes a pressure difference with the air and its natural inertia. This pressure difference causes a reverse reaction in the direction of the intake valve in a function known as ‘inertial charging’, and this phenomenon increases the engine’s volumetric efficiency.
The shorter intake design produces a faster beat to the pressure wave which optimises volumetric efficiency, while a longer intake leads to a slower pressure wave beat. Yamaha’s designers have succeeded in creating YCC-I, a unique new electronically-controlled intake system which ensures optimum performance at both low and high engine speeds.
The YCC-I system features electronically-controlled variable intake funnels, and is the first electronically-controlled motor-drive system ever used on a production motorcycle. This unique system features four lightweight plastic resin funnels which are divided into an upper and a lower section, and while fully connected, the two sections create a funnel of 140mm in length.
However, when the new R1 engine reaches a specific rpm – and the throttle opening also exceeds a certain level – the upper and lower funnels separate to create a shorter intake funnel of 65mm in length. The pre-programmed separation of all intake four funnels is simultaneous, and is driven by an electronically-controlled servo motor.
In effect, the new R1 engine is a true ‘no compromise’ design which is able to deliver highly efficient performance in a wide range of riding conditions. Riding around town at lower rpm, the 998cc engine is operating with its long 140mm intakes, which give strong torque and excellent throttle response. And once the rider increases the engine speed and throttle opening on fast highways or when circuit riding, the intake length is instantaneously reduced to 65mm, allowing the engine to reach its full potential.
Another advantage of the new YCC-I system is that its structure is minimal and simple, giving optimal reliability combined with low weight.
New YCC-T (Yamaha Chip Controlled Throttle)
In 2002 the R1’s fuel injection featured an innovative suction-piston system, and the fourth-generation 2004 R1’s fuel injection benefited from an electromotor driven sub-throttle valve. Now, in the never-ending quest for ever-greater levels of performance from the fuel-injected R1 engine, we have focused our attention on intake air volume control.
For 2007 the all-new R1 is equipped with our widely-acclaimed YCC-T electronic throttle which, combined with the new YCC-I and advanced fuel injection systems, helps to achieve outstanding torque and instant throttle response, from idle right through to the red line.
The YCC-T system makes for an even simpler structure in the intake passage compared to previous mechanical air-control systems (suction piston/sub-throttle valve), and this has enabled Yamaha’s engineers to fit a shorter intake for increased high-rpm performance. And because the R1’s new YCC-I system enables the intake funnels to operate at their full 140mm length at lower revs, and at a shorter 65mm length at higher engine speeds, the benefits of the YCC-T electronically-controlled throttle are accentuated.
The advanced YCC-T technology was used to great effect on Valentino Rossi’s MotoGP Championship-winning Yamaha YZR-M1 race bike, and made its successful production bike debut on the 2006 R6. The system senses various aspects of the R1 rider’s throttle operation, and the ECU instantly adjusts the throttle valve opening to the optimum setting by means of a motor drive.
The ECU features a 3 high-speed microcomputers capable of reading changes in throttle parameters at a rate of 1000th of a second. This ensures smooth, instantaneous and linear operating characteristics in response to the slightest input from the rider.
The advantages of the YCC-T system have already been demonstrated on the 2006 YZF-R6 which has been widely acclaimed for its superb throttle response. Now, with the introduction of YCC-I, our engineers have been able to create a fifth-generation R1 that offers abundant torque right across the rev range.
After intensive research and development, we programmed the Y-CCT to complement the substantial performance gains associated with the new Y-CC-I intake system, and the result is a remarkably linear torque curve for increased real-world performance and even higher levels of man-machine harmony.
New shape combustion chamber with 4-valve head design
As already mentioned, Yamaha’s engineers have focused on air intake volume control and intake efficiency as the key areas in the development of the new R1 engine. The adoption of YCC-I and YCC-T are complemented by the introduction of an all-new cylinder head which is designed to work in close harmony with the new G.E.N.I.C.H. technologies in order to achieve our goal of increased performance at all engine speeds.
The use of YCC-I and YCC-T have transformed the operation of the new generation engine, and in order to maximise the gains offered by this new technology, the cylinder head design has been completely revamped. In order to complement the new electronic intake and throttle control technologies, virtually every aspect of the 2007 cylinder head layout is new.
The R1’s reshaped combustion chamber runs with a higher compression ratio of 12.7:1, and the valve angle has been revised to 24 degrees – the same angle that is used on the 2006 R6.
For 2007 the R1 utilises an all-new four-valve cylinder head design developed from the advanced technology seen on our YZR-M1 MotoGP race bike, and features two 31mm diameter intake valves, and two 25mm exhaust valves. The two intake valves are manufactured from titanium for reduced reciprocating weight, which promotes the increased intake valve lift featured on the 2007 engine. And to ensure efficient high-rpm operation, the R1 runs with lightweight VX alloy valve springs which are designed to handle continuous high-load riding conditions.
These changes to the cylinder head design maximise the benefits of the new YCC-I and YCC-T by ensuring greater air intake volume at all engine speeds. In addition, the revised valve configuration and angle give reduced valve recess compared to the 2006 model, which makes for a smoother piston head shape. The result is extremely high levels of combustion efficiency which contribute greatly to the new engine’s stronger and more linear performance throughout its wide operating range.
New slipper clutch
The new R1 is designed to deliver the ultimate supersport experience on both the road and circuit, and in order to ensure a smoother approach to the apex of turns, a slipper clutch is fitted. This system shares the same structure as that found on the limited-edition 2006 YZF-R1SP model, and is designed to limit the amount of back-torque transmitted from the rear wheel through to the crank. This race-developed system improves traction during rapid deceleration and hard braking, and enhances engine and transmission reliability.
New design dual elliptical mufflers
The 2007 R1 is equipped with a completely redesigned exhaust system featuring an optimised length, expansion chamber and pipe sizes, while the new-shape mufflers have a fresh and impressive appearance. The mufflers’ cross section is an oblate elliptical shape which appears to lift the rear cowl, giving the higher-powered fifth-generation R1 a more masculine and aggressive profile. From the rear, the mufflers form a V-configuration to give this remarkable new bike a unique looking tail-end.
High performance ignition coils
Spark energy has been increased by a re-evaluation of the coil resistance, and the addition of magnets to the coils helps to reduce magnetic saturation.
3-way catalyser with oxygen sensor
A new 3-way catalyser with oxygen sensor not only reduces emissions, it also helps to achieve excellent fuel economy. The new system features platinum and rhodium elements in a honeycomb-shaped catalyser. The system’s efficiency is further improved by the addition of an oxygen sensor which feeds information to the ECU, which can instantaneously adjust fuel supply to ensure optimum combustion efficiency for improved performance and cleaner emissions.
Engine Technical Highlights
∑ New liquid-cooled 4-stroke in-line 4-cylinder engine ∑ Bore x stroke 77 x 53.6mm ∑ Higher 12.7:1 compression ratio ∑ New YCC-I (Yamaha Chip Controlled Intake) variable intake funnel – the first ever electronically-controlled motor-driven system on a production motorcycle ∑ New YCC-T (Yamaha Chip Controlled Throttle) electronic throttle ∑ New 4-valve cylinder head design ∑ Titanium intake valves ∑ Redesigned combustion chamber ∑ Slipper clutch ∑ Reshaped dual upswept mufflers ∑ High performance ignition coils ∑ 3-way catalyser with oxygen sensor ∑ Closed-deck cylinder ∑ Liner-less plated cylinder ∑ FS (Fracture Split) connecting rods ∑ More efficient Forced Air Intake system ∑ Compact EXUP with titanium valves ∑ New-shape twin-fan radiator
Chassis - All new Deltabox frame with re-balanced rigidity
The fifth-generation R1 is equipped with an all-new Deltabox frame which has been designed to offer outstanding handling and cornering performance, and strong high-speed stability.
Externally this new frame appears similar to the 2006 design, but it is has been completely redesigned, and offers a totally revised rigidity balance which matches the increased performance potential of the new engine.
The frame is made up from three distinct types of component: gravity-cast aluminium; high-tensile extruded aluminium; and aluminium panel for the outer structure.
For 2007 the cast components that are used for the engine mounts, head pipe and pivot support have been reinforced to give added rigidity at these crucial points. There are six rigid engine mounts (four on the upper and lower crankcase, and two on the cylinder head), and the engine is used as a fully-stressed member.
The outer layer of the Deltabox frame is constructed using 2.5mm thick aluminium panel material to give a certain level of ‘forgiveness’ in the new frame, which enhances handling and cornering performance, and improves surface feedback.
Other changes to the new 2007 frame include the addition of ribs within the Deltabox frame structure, and the removal of the cross pipe featured on the 2006 model.
By using a mix of cast, extruded and panel aluminium, our designers have succeeded in creating an all-new chassis with a carefully selected level of flex engineered-in to the structure in order to achieve even better handling characteristics.
New design hybrid swingarm
Complementing the all-new Deltabox frame is a newly designed swingarm which features an asymmetric left/right layout, and consists of an upside-down truss configuration. This new swingarm is manufactured from three different types of aluminium components: gravity-cast parts for the pivot assembly box structure; Yamaha CF die-cast parts for the main rear arm; and forged aluminium for the end sections.
This new swingarm has primarily been designed to enhance cornering performance, firstly by enhancing handling qualities in the initial stage of a turn – and secondly, by increasing the rear wheel downforce on the road surface when accelerating away from a turn.
In order to achieve these goals our designers have made significant changes to the torsional and lateral rigidity balance of the new swingarm. Compared to the 2006 R1, the torsional rigidity of the new swingarm has been increased by 30%, while at the same time the lateral rigidity has been slightly reduced.
In addition to the revised rigidity balance, the pivot height has been raised by 3mm compared to the 2006 model, and this feature helps to minimise the ‘squat’ effect of acceleration-induced chain tension. And the design of the new swingarm also facilitates the use of the new exhaust system which passes to the right side of the upside-down truss assembly.
Improved rear suspension performance
The new swingarm operates a redesigned fully-adjustable rear shock which features important internal changes for 2007. In order to enhance traction, the 2007 rear shock runs with revised compression damping settings which offer a more progressive character. The progressive rate on the compression stroke has been increased to 14% for 2007 (compared to 8% on the 2006 model), and this stronger cushioning force enhances the new R1’s roadholding qualities.
For 2007 the compression damping adjuster is a 2-way mechanism featuring a layered valve which can be used to adjust low-speed and high-speed damping, allowing the rider to fine-tune the rear suspension to suit their own style and to match varying road or circuit conditions.
New-design high-performance front suspension
The 2007 R1 is equipped with all-new 43mm upside-down front forks which have been designed to work in harmony with the new Deltabox frame and new rear suspension system.
These new fully-adjustable front forks have a revised rigidity balance engineered-in to their structure in order to match the revised rigidity of the new frame. The wall thickness of the 43mm diameter inner tubes has been slightly reduced to optimise the front end rigidity, while the stiffness of the front wheel axle bracket is increased.
The new forks also benefit from significant changes to their internals for 2007. The piston size is increased to 24mm from 20mm, and also new is a lightweight aluminium piston rod – while the pressure difference between stroke and non-stroke has been reduced.
As well as improving the basic hydraulic functions of the front forks, these improvements also minimise bubble formation in the fork oil, thereby ensuring more stable damping characteristics in all conditions.
Lightweight forged aluminium lower triple clamp
Another significant improvement to the chassis for 2007 is the adoption of a lighter and more rigid lower triple clamp. The forged aluminium design is all-new, and its thickness is increased to 40mm, compared to 25mm on the 2006 R1. As well as being lighter, the new triple clamp’s increased rigidity plays a pivotal role in ensuring that the new forks and frame deliver idealised chassis handling and cornering performance.
Highly efficient 6-pot front calipers with 310mm discs
Yamaha’s R1 has always been regarded as having one of the most effective front brake designs, and the 2007 model is equipped with one of the highest specification braking packages ever seen on a production motorcycle.
The diameter of the new R1’s dual front discs is reduced to 310mm for 2007 (2006 model is 320mm), although the effective braking diameter has been maintained. New radially-mounted 6-pot calipers grip the new smaller diameter discs, which are thinner at their outer perimeter in order to reduce the inertial moment for lighter handling feel.
This class-leading front braking system delivers remarkable stopping performance while at the same time enhancing handling qualities.
Advanced air management
As we have already described in the previous ‘engine’ section, Yamaha’s engineers have focused a large proportion of their attention on intake air volume in order to achieve increased performance. To maximise the benefits of the YCC-I and YCC-T – as well as the new high-compression 4-valve head design – the R1’s front cowl has been completely redesigned.
The layered structure of the new cowl has been specifically designed to reduce air resistance and increase the flow of intake air, and in doing so it helps to increase the intake air volume – a key factor in achieving the increased performance of the new R1 engine.
The cowl’s layered structure increases the speed of the air flow over the bodywork, and this creates a negative pressure in the mass of hot air surrounding the engine. This negative pressure effect causes the hot air to be drawn away from the engine, thus ensuring that the new R1 delivers consistently high levels of performance during sustained high rpm use.
Muscular new bodywork
Since the launch of the first R1, this iconic machine’s athletic and aggressive bodywork has always set the standard for style, functionality and presence.
The new 2007 model takes all three aspects to a new level, and the muscular new body design successfully reflects the fifth-generation R1’s even greater engine and chassis potential.
As with every previous generation of this outstanding supersport bike, the new R1’s bodywork is bold and innovative, while still maintaining the instantly-recognisable R1 genetic make up.
Finely-defined edges convey a truly dynamic feel, and the wide air intake has been deliberately designed with a look that accentuates its actual function of drawing in greater volumes of air to boost engine performance – while the new 2-eye 4-bulb headlights give the bike an unmistakeable R-series face.
At the rear there is a compact new tail assembly and newly designed seat, as well as a new LED tail light and separate mudguard with license plate holder – and the double underseat mufflers form a ‘V’ configuration for a distinctive looking rear end.
The other notable features on the new R1 include a newly designed front-rear two-part ‘covered top’ fuel tank as well as new instrumentation with a needle type tachometer and digital speedometer. And to handle the increased performance a new twin fan radiator is fitted.
Chassis Technical Highlights
∑ All-new Deltabox frame ∑ Redesigned hybrid asymmetric swingarm ∑ 3mm higher swingarm pivot axis ∑ New-design high-performance front forks ∑ Higher specification rear shock with 2-way compression adjuster ∑ New high-rigidity lower triple clamp ∑ High performance 6-pot front brake calipers ∑ Lightweight 310mm diameter front discs ∑ All new front cowl, seat and tail cowl ∑ Increased air intake capacity ∑ More efficient dissipation of heated air from engine ∑ 4-bulb dual headlights ∑ LED taillight ∑ New rear fender with separate license plate holder