Improvements in every significant area

In our quest to make the best even better we have looked at every single component on the R1, and if an improvement could be made, we’ve made it.

We’ve modified the design of everything from the engine, fairing, headlights, seat and tail through to the front and rear suspension, subframe, transmission and braking system.

Over 150 component changes for 2000!

For 2000, the flagship of the YZF-R Series has undergone a major redesign of over 150 components, a move that will ensure that the new-generation R1 reinforces its position as the ultimate large-capacity supersport machine.

NEW-GENERATION YZF-R1

No compromise then, no compromise now!
Of the many words used to describe the R1, perhaps the two that best capture the essential spirit of this ground-breaking supersport are ‘no compromise’.

By following this sharply focused approach to motorcycle design, the YZF-R Series development team has been able to create a new-generation R1 that has been designed to offer today’s supersport rider an even more exhilarating high-performance experience.

Lighter for 2000

Lighter and faster than its legendary predecessor – and featuring a wide range of new high-tech engine and chassis components – the new-generation R1 has been developed with the same no-compromise philosophy that made the original R1 the most respected large-capacity supersport on the street.

For 2000, the new-generation R1 has three figures that say it all.

They are 150hp, 385 lbs, 1395mm.

NEW-GENERATION R1 ENGINE

Compact, light and immensely powerful, the original R1 engine has, in just two years, established itself as the runaway leader in the large-capacity supersport category.

Of course, its enormous power output has played an important role in making the R1 the top choice with performance-minded riders. However, for many owners it is also the motor’s remarkable ability to pull strongly and smoothly from low rpm that has made the R1 one of the most popular performance bikes throughout the world.

Modified carburetor settings

New settings provide higher combustion efficiency. The new-generation R1 engine is fed by a bank of four 40mm big-bore downdraft carburetors.

Reduced frictional losses

Much attention has been focused on reducing frictional losses wherever possible, and both the camshafts in this slant-block 20-valve motor have been redesigned, and now utilise internal oilways which feed lubricant to the journals. This change has also allowed our engineers to reduce tappet clearances, a move which makes for lower levels of mechanical noise.

More efficient 6-speed transmission

A number of important improvements have also been made to the R1’s 6-speed gearbox for 2000. Constructed using Yamaha’s innovative 3-axis design, this ultra-compact transmission now runs with lighter internals which, as well as making an important contribution to overall weight savings, serve to improve transmission efficiency and enhance power levels at the drive sprocket.

Closer ratio

The 6-speed gearbox will now feature a slightly taller first gear ratio, which changes from 2.600 to 2.500, and now runs closer to second gear to give superior acceleration. As well as making a large number of technical modifications that are designed to deliver tangible performance gains, our designers have also paid close attention to the introduction of new components, which enhance the overall ride quality.

Enhanced shift feel

One example of this can be seen with the addition of a new shift shaft, which is now equipped with an additional bearing that gives a superior shift feel. Complementing the new shaft is a redesigned shift linkage and gear-change pedal which deliver a smoother and more positive action when moving up and down the 6-speed transmission.

Many new weight-saving components

More evidence of our no compromise philosophy is evident in the use of ultra-lightweight magnesium for the pickup coil rotor cover and the shift shaft cover.

Titanium silencer

Another significant weight saving has been achieved by the use of a new free-breathing titanium muffler featuring a high-quality finish. And the 2000 model’s weight is cut even further with the use of a compact new starter motor that is over 12mm shorter than the ’99 component.

R1 Engine
Technical Changes for 2000:

• Modified carburetor settings
• Revised camshaft journal lubrication system
• New lighter transmission internals
• Taller first gear ratio
• Lightweight titanium muffler
• Redesigned shift shaft with additional bearing
• Shift linkage modified
• New-design shift lever
• New magnesium engine covers
• Lighter and more compact starter motor

NEW-GENERATION R1 CHASSIS

Sharper style, improved aerodynamics, lower weight

Since it first exploded onto the supersport scene two years ago, the R1’s short-wheelbase Deltabox II chassis has set the industry standard for precision handling performance. Running an ultra-short 1395mm wheelbase combined with a long GP-style swinging arm pivoting close to the machine’s midway point, the R1 offers unrivalled agility backed up by one-litre’s worth of awesome power output. As we have seen with the engine, the new-generation R1 chassis has undergone a large number of changes which, cumulatively, enhances the latest bike’s handling characteristics while also improving rider comfort.

All-new bodywork

Although the new-generation R1 appears very similar to the ’99 model, a closer inspection of the bodywork reveals that the fairing is all-new. For improved high-speed wind protection the latest model’s screen is slightly higher, while the upper cowl has been restyled. Although retaining the R1’s characteristic look, the 2000 series dual 60/55W headlights are actually wider than the ’99 units, and together with the new fairing they help improve the bike’s aerodynamic efficiency. Detail changes to the sidecowls and undercowl have been made to achieve reduced drag, and the new-style mirrors sit 25mm higher on longer, thinner stems that help improve rear vision and contribute to the 2000 model’s overall 5 lbs. weight reduction.

New shape fuel tank

Subtle changes have also been made to the shape of the fuel tank, and as well as having a top surface that’s 5mm lower, the rear of the new tank is more gently angled, and the side recesses are modified for easier rider maneuverability.

New, steeper tail section

For improved riding comfort, the seat now extends further forward around the sides of the new tank, and the tail cowl is also reshaped for improved appearance and reduced drag. And to complete the rear end restyle a new two-bulb tail light is fitted that is both smaller and lighter than the ’99 design. The box-section aluminium subframe has also been modified, and it now runs at a steeper angle to achieve a more sloping tail that offers more rider support, and gives the new-generation R1 an even sharper, more aggressive profile.

Lightened suspension systems

Important changes aimed at reducing weight and improving performance characteristics are to found on the new bike’s inverted front forks. Spring diameter is reduced from 4.5mm to 4.4mm, and the oil seals now feature aluminium washers instead of the previous steel items. Other internal changes are designed to offer improved suspension action, and a new design lower triple clamp makes for even higher levels of front end rigidity. More weight savings have been achieved with the use of a new rear shock which, like the front forks, features a lighter spring and also utilises a forged body in place of the ’99 R1’s cast unit. And for easier set-up, this new shock is equipped with modified compression and rebound adjusters that give a more positive click when being dialled in or out.

Lighter dual front discs

One of the features that has attracted universal praise from journalists and R1 owners alike is the bike’s high-specification dual front braking system. Slowed by lightweight one-piece 4-pot callipers, this design is one of the most impressive braking set-ups available on a production motorcycle today, and for 2000 a number of changes have been introduced which are designed to deliver improved feel and to reduce weight. Firstly, the number of pins on the dual floating discs is reduced from ten to eight per disc, and disc thickness is reduced by 0.5mm to 5.5mm. And for more accurate feedback, the latest R1’s pads are manufactured from a different grade of friction material.

New instrumentation

Another component that’s been redesigned in order to save a few precious pounds is the instrument panel, which is slimmer and lighter than before, and now features a digital LED speedometer and redesigned analogue tachometer.

Weight down to only 385 lbs.

By fitting new lightweight components to the chassis and engine our engineers have succeeded in making the lightest bike in the class even lighter, and the new-generation R1 now weighs in at a truly impressive 385 lbs!

Chassis
Technical Changes for 2000:

• Improved aerodynamics, reduced drag
• Modified windscreen
• New-design upper cowl, side cowl and under cowl
• Redesigned seat cowl
• Improved riding position
• New shape fuel tank featuring:
• 5mm lower top surface
• Reshaped rear section
• Enlarged side recesses
• New riders seat design
• Forged footrests
• Revised subframe geometry
• Steeper tail angle
• Wider 60/55W dual headlights
• New-design 2-bulb taillight
• Lighter and longer high-visibility mirrors
• New lightweight fork springs
• Lighter oil seal design
• Modified lower triple clamp
• All-new rear shock absorber featuring:
• Lighter forged aluminium body
• Lighter spring
• Revised compression and rebound adjuster system
• Lighter 5.5mm thick dual floating front discs
• Number of disc mounting pins reduced from 10 to 8
• New front brake pad material
• Lighter, more compact LED instrumentation
• Smaller front brake fluid reservoir

NEW-GENERATION YZF-R1 SUMMARY

Few people would disagree with the statement that the R1 is recognised by the majority of sport riders as being the definitive supersport machine of our time.

Its vital statistics set new standards. After two highly successful years, the R1 has now undergone a major redesign in which the performance of every component has been closely evaluated and analysed.

Yamaha engineers have remained faithful to the ‘no compromise’ philosophy that has made the original R1 one of the most successful large-capacity supersport machines.

And it is built to take you even closer to supersport perfection!