Yamaha YZF 1000 R1
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2002-2003
A new fuel injection system was introduced for the 2002 year, which worked like a carburetor by employing a CV carburetor slide controlled by vacuum created by the engine. With a similar power output to the 2000-2001 bike, the engine was remained largely the same.
One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized heat induced distortion, reducing oil consumption. Also in 2002, Yamaha released the newly developed "Deltabox III" frame,[8] which, with its hydro formed construction, dramatically reduced the total number of frame welds. These changes improved the frame's rigidity by 30%. The cooling system was redesigned for better performance and compactness.
The exhaust system was changed from a 4-into-1 to a new titanium 4-into-2-into-1 design. The rear end of the motorcycle was updated and streamlined with a LED taillight. This allowed for very clean rear body lines when choosing one of several common after market modifications, such as removal of the turn signal stalks and stock license plate bracket; and replacing them with assorted available replacements that "hug" the body or frame.
Also, front end lighting was improved in 2002, between the higher definition headlights and also side "parking" lights within the twin-headlight panel, giving a more angular appearance. This also gave additional after market possibilities, such as to remove the front blinkers and utilize these front lights as directional or hazard markers while stopped. For 2003, the only change was the choice of colors, fitted hazard warning lights and dipped headlights, which stay on all the time the engine is running. The previous years all had a "Red" option, but this was replaced by a black with red flames "Special Edition" which cost an extra $100.
Sourcewikipedia
Yamaha's YZF-R1 revolutionized the open-class sports market when it first appeared in 1998. The first riding reports spoke of an incredible blend of tiny size, light weight and power, all backing up the incredible on-paper specification of the R1. Almost every part of the R1 was new. Cunning design and advanced materials allowed the 20-valve inline-four engine to be extremely short, narrow and light. The crankshaft and gearbox shafts are arranged in a triangular arrangement, with the gearbox input shaft sitting above the crank, permitting a shorter engine/gearbox unit. Magnesium covers, forged pistons and a single-piece upper-crankcase/cylinder unit all further help weight loss.
A variant of the Yamaha Deltabox aluminium frame, called Deltabox II, is extremely short and stiff, and uses the engine as a stressed component to add strength without weight. That short engine design permits a longer swingarm, which pushes more weight over the front end, and improves rear wheel traction under power, while retaining an ultra-short 1395mm (55in) wheelbase.
The front forks also used new design concepts - extra travel was incorporated, which allows the front wheel to stay in contact with the ground for longer under hard acceleration. The front brakes had already been seen on the Thunderace, but worked even better on the lightweight R1. The Rl remained at the top of the sportsbike pile until 2001, when the superior power of Suzuki's GSX-R1000 deposed it. For 2002, the R1 received a comprehensive update, including fuel-injection, less weight and better brakes and handling. The all-i new fuel-injection system uses a sliding piston valve design, similar to that on CV
carbs, to match airflow velocity to engine requirements. The latest black-finished Deltabox III frame is lighter than before, but is 30 per cent stif fer. The 2002 R1 was still behind the GSX-R on outright power and all-up weight, but its superb handling and excellent fuel-injection helped redress the balance.
Review The all-new R1 is back, with a vengeance! R1's are easy to ride fast but you can get in over your head, this requires a lot of composure from both bike and rider, the R1 won't let you down, it's the rider that I'd be worried about. But it’s not the smooth new fuel injection system, the wide power band of engine or the now tamed and good handling characteristics that makes the new R1 so good.The bike still features a designer titanium pipe, which looks so familiar but in reality is reshaped, lighter and now has titanium header pipes for company. The EXUP valve is still there, but redesigned to be smaller and lighter, better, stronger and faster etc. The radiator has been enhanced to provide increased efficiency with cooling fans that Yamaha claim produce 20% more airflow (that should help with the 'hot leg' syndrome of old).
The new bike has higher pegs and lower bars than the old model but it doesn't seem to affect the distance capability of it at all, which surprised me, maybe I'm just the right size for the R1 and am used to the slight pins and needles you tend to get with it on a long run! The first thing that I would recommend and do, as a lot of other rider will also do, is to fit a double bubble screen to take away that 'direct wind blast' from the tiny screen that comes with the bike. Source Motorbikes Today |