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Official information is now out on the 2007 Yamaha R1. Yamaha is rating its horsepower at 189 ! Wow.. That is close to the Kawasaki ZX-14 terrority.
 

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Official Specs From Yamaha

**180 HP (189 with Ram Air) @ 12,500 RPM
**All New In-line 4 Cylinder Engine
**4 Valve Cylinder Head
**Titanium Intake Valves
**Slipper Clutch
**Variable Intake Funnel
**Fly by Wire Throttle
**Delta-box Frame
**New asymmetrics Swing-arm
**Re-Designed Front Forks
**Improved Suspension
**6-Piston Front Calipers
**310mm Front Disc
All-new, light, powerful and packed with trickle-down MotoGP trickery, the YZF-R1 is the most advanced Open-class production motorcycle ever built.
All-new inline four-cylinder engine is the most powerful, tractable R1 powerplant ever, thanks partially to the world’s first electronic variable-length intake funnel system.The YZF-R1 uses the YCC-T fly-by-wire throttle system for flawless response under all conditions.
Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
All-new aluminum Deltabox frame and swingarm take Open-class handling to the next performance level.
New, six-piston radial-mount front brake calipers and 310mm discs generate the kind of braking power a bike like the new R1 requires.
Engine:


Short-stroke 998cc DOHC, 16-valve, liquid-cooled inline four- cylinder engine produces more tractable power than ever.
Yamaha Chip Control Throttle controls a 32-bit ECU fuel injection system for super-responsive, smooth, instantaneous power delivery.
Yamaha Chip Control Intake electronically adjusts intake funnel length between either 65 or 140mm for an amazingly broad, smooth powerband.
Two-piece ergonomically designed fuel tank carries fuel in the rear section, for good centralization of mass, while the front half contains a Ram-Air-fed airbox for increased power.
Lay-down design cylinder head optimizes weight distribution, straightens intake tracts for improved cylinder filling, and allows frame to pass over instead of around the engine for great strength and a narrow chassis.
Closed-deck cylinder block increases strength and allows a narrow engine in spite of big, 77mm bores.
Narrow-angle four-valve combustion chambers produce a highly efficient 12.7:1 compression ratio; 31mm titanium intake valves and 25mm exhausts controlled by new, high-lift cams flow plenty of air.
Light and strong nutless connecting rods with fractured big ends produce a quick-revving engine with excellent high-rpm durability.
High silicon-content ceramic-composite cylinder sleeves ensure great heat dissipation for consistent power delivery and reduced friction.
Close-ratio six-speed gearbox with triangulated shaft layout for great strength, compactness, and quicker acceleration.
Ramp-type slipper clutch makes braking from speed into tight corners while downshifting smoother and therefore faster.
Redesigned titanium underseat exhaust system (with stainless steel midpipe and catalyst) provides excellent cornering clearance and a broad, seamless powerband.
13-percent greater radiator capacity and an aluminum liquid-cooled oil cooler maintain stable operating temperature.
Direct ignition coils, dual-electrode spark plugs and high-output magneto deliver extremely accurate, reliable firing.
AC generator behind cylinder block produces a narrow engine with excellent cornering clearance.
Chassis/Suspension:


An all-new Deltabox frame tuned for optimal flex carries the lay-down four-cylinder stressed-member style, for great handling and efficient aerodynamic penetration.
A new truss-type swingarm is extremely strong and tuned for optimal traction and feedback.
Dual 310mm front disc brakes; new, six-piston radial-mount calipers and Brembo radial-pump front master cylinder with adjustable lever deliver amazing braking power and feel.
Fully adjustable KYB inverted telescopic front fork with 43mm tubes has been revalved to complement other chassis changes.
Piggyback rear shock now offers both high- and low-speed compression adjustability, rebound damping and a new, twist-style spring preload adjuster.
Light, five-spoke wheels enhance acceleration, deceleration, handling and suspension action.
Additional Features:
Redesigned headlights provide great illumination and distinctive style, while the LED taillight is light, bright and highly efficient.
Adjustable LCD illumination and multi-function digital gauges: adjustable shift light, odometer, dual tripmeters, water temperature, air temperature, full-time clock, lap timer and large 15,000 rpm analog tachometer.
New-design fairing with bigger Ram-Air intakes and screwless windscreen provides maximum aerodynamic efficiency and engine performance.
Sticky 120/70-ZR17 and 190/50-ZR17 radial tires for incredible grip and precise handling.
Forged footpegs are extra durable and light.
Extensive use of hollow bolts and lightweight fasteners helps trim overall weight.
8.6 AH battery is compact and light.
Durable #530 O-ring–sealed drive chain.
Standard toolkit located in convenient storage compartment under passenger seat.
 

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Nevermore said:
OK, here's some explanation for the valves. Titanium, mmm, must be good.

http://www.superbikeplanet.com/2006/Oct/06100930clock.htm

So how is the Yamaha variable intake different from the MV? altoon?
it's not different. same idea. same execution, except maybe for the actuator.

btw, i think yamaha will probably retort that this is a the first time for this system on a "production" motorcycle, since the tambo was only 300 units.
 

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yamaha said thier 06 R6 was to be around the 130 hp range , with some tach that spun to 17000 rpms . all of this proved to be wrong and the tach was off some 4000 rpms . the r1 was the best looking thing to come out of japan , but it seems to sliding towards gsxr class slowly . ill pass . ill also bet the motor will be about 155 to 160 on a dyno when it hits state side
 

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Engine is still a short stroke so unless the variable intake works some magic, it will still be fluffy down low. The other probelm is it's geared waaaay too tall. First gear redlined at around 105mph!
 
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dont like it
its the same thing every year just different smell
howwever i wouldnt say no
 

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I am with you there anothermvfanatic! tweeking and turning but no passion on these Jap bikes.
Good if you have momentarly that money limitation.
 

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Allan Gibbs said:
Engine is still a short stroke so unless the variable intake works some magic, it will still be fluffy down low. The other probelm is it's geared waaaay too tall. First gear redlined at around 105mph!
May be next years must have will be a 7 speed gearbox! :jsm:
 

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altoon said:
btw, i think yamaha will probably retort that this is a the first time for this system on a "production" motorcycle, since the tambo was only 300 units.
oh, now i see how they could make that statement. i can already hear the arguments about who had it first at the bike nights...followed by the yamaha's got it for 4x less than the MV that offered it. :blah:
 

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Allan Gibbs said:
Engine is still a short stroke so unless the variable intake works some magic, it will still be fluffy down low. The other probelm is it's geared waaaay too tall. First gear redlined at around 105mph!
After looking at the intake, I assume it just separates at a given rpm, so it is either on or off. Isn't the MV intake truly variable with rpm?

And yes, the R1 seems to be geared even higher than the MV. Changing the 17T countersprocket to 16 makes a big improvement for street riding. Wonder why sportbikes are geared so high, I mean, how many of us really need a 190mph top speed? Seems like more marketing influence to me. Although there was that early morning when the 405 was clear, hee hee . . . . :naughty:
 

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spalding12 said:
oh,
i'm a big R1 fan
i'm just saying that folks spend a lot more energy "justifying" their MV purchase when compared to an R1
Ha ha, Greg, the purchase yes, but you should see me "justifying" my R1 mods to the wife.
 
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