Yamaha R1 drops in price

Yamaha has launched an updated version of its R1, with some subtle changes to its tuning that claim to make the bike a little more user-friendly than the 2007 model.

In addition, the company has managed to drop the retail price $400 to $19,000 plus ORC.

Here is the maker's tech run-down on the machine:

Yamaha's use of power control technology which results in a package that's more civilized, controllable and useable than ever before. Chip controlled intake (YCC-I) and throttle (YCCT) both feature on the 2008 R1. YCC-I is the first electronically controlled and driven variable-intake funnel system fitted to a production motorcycle. (Ed's note: MV Agusta would dispute this...) On most motorcycles air funnel length is fixed, and set for either high rpm or low-/mid-range performance. No such compromise exists with the new R1, as its simple yet clever use of technology electronically switches funnel length between 65mm and 140mm, ensuring that the intake tracts are always 'tuned' to the ideal length for the prevailing rpm.

The new YCC-T electronic throttle technology, which was also used on the Valentino Rossi's YZR-M1, senses the rider's accelerator operation at super-high speed and the ECU unit instantly calculates the optimal throttle valve opening, operating the throttle valve to actively control intake air speed. Like the R6 unit, this control unit is capable of reading parameter changes at a rate of 1000th of a second, to provide instant response and smooth, linear power characteristics.

The approach to the clipping point of the turn is critical with a big-bore Supersport, and with the R1's new slipper clutch controlling the amount of back torque, the rider will enjoy a higher level of control and accuracy when combined with the close ratio six speed gearbox.

Accepted wisdom used to dictate that stiffness was paramount in a high performance supersport frame. But after intensive testing, Yamaha's engineers have proved that axiom to be only partially true. They agreed that for certain areas of the 'Absolutely bloody awesome to ride'. Enough said frame, stiffer is better, but other sections of the frame should have flex, to provide the feedback and control that is also key to good handling.

Those areas where high stiffness is needed (e.g. head pipe, engine mounts and rear arm pivot) are made of castings; areas where more flex is required are made with slightly less wall thickness than the current R1 frame. Stiffening ribs inside the frame are used to ensure that each section of the frame has just the right amount of stiffness.

By tuning flex quotients into the main frame, rear arm and fork, Yamaha created an optimal rigidity balance for the new YZF-R1. As a result, chassis response to initial steering inputs is light and responsive and the feel from the front wheel is improved.