There is a term for a game changer. Originally a sports term for an athlete who can change the course of a game in a flash, the first-generation YZF-R1, which shattered the conventional wisdom of sports bikes, is a game changer in the world of motorcycling.
A one-of-a-kind concept born between the eras
From 1988 to 2002, the regulations of the Superbike World Championship, the pinnacle of production-based racing, stipulated that the maximum displacement of a 4-cylinder engine was 750cc. Therefore, sports models above 750 cc were more like high-speed tourers than full-fledged sports models. This is symbolized by the fact that even Yamaha's YZF1000R Thunder Ace, which has the most sporty image among these models, used 5-speed wide-ratio gears.
In other words, the pinnacle of 4-cylinder supersports was the 750cc model, which produced race-based models such as the RC30 and OW-01. Honda introduced the CBR900RR, a 900cc model with a slightly smaller displacement than its competitors, but with a compact and lightweight engine mounted on a chassis that could be called a racer replica. The first generation CBR900RR, introduced in 1992, had a maximum output of 124 PS, which was inferior to the flagship models of other manufacturers. Still, with a dry weight of 185 kg, it opened the door to the large-displacement super sports category by keeping its weight to the 600 cc level. Kawasaki followed in 1994 with the ZX-9R, a 139 PS engine mounted in a compact chassis, which was based on the ZXR750's engine displacement increased to 899 cc.
However, with a dry weight of 215 kg, the ZX-9R was more of an all-rounder than a supersport machine, considering its high-speed cruising performance.
The first-generation YZF-R1's performance shocked many riders, and it overturned the conventional wisdom of motorcycles up to that time.
The slim front view was hard to believe that it was powered by a 1,000 cc four-cylinder engine
Honda's proposal for a bike in the position of flagship model, whether absolute power or a lightweight chassis with reduced displacement and power, had a major impact on the development of each manufacturer. The CBR900RR continued to evolve in its unique way without any rivals, but at the 1997 Milano show, Yamaha unveiled a bike with specifications that had riders around the world in stitches. It was the first generation YZF-R1, the 4XV model, with a maximum output of 150 PS and a dry weight of 177 kg.
At the time, the CBR1100XX Super Blackbird was at the top of the horsepower list with 164 PS, but this was superior to the 147 PS of the ZZ-R1100, which was said to be the fastest bike on public roads up to that time, and it weighed 5 kg less than the 183 kg dry weight of the CBR900RR of the same period.
The YZF-R1 was born when there was no category for 4-cylinder 1,000 cc motorcycles to compete on circuits, and it was developed with an emphasis on performance on public roads and fun to handle, rather than on shortening times on circuits. The compact chassis and easy-to-maneuver engine were not only "fast" and "fun" at the same time, but also had a depth of feeling that even novice riders could appreciate. When the first-generation YZF-R1 was released, I remember a test rider for one of the manufacturers saying, "That (YZF-R1) is the fastest and most fun bike ever. That (YZF-R1) is fun to ride.
If we had made it, it wouldn't have been like that. The first-generation YZF-R1, the fastest twisty road bike, was the first bike that gave the impression of "fun" even to test riders from other manufacturers.
Two colors are available, white and blue, with very different images.
Blue-ish white cocktail 1
Deep Purple Blue Metallic C
YZF-R1 opens a new door for sports bikes
Let us take a closer look at each part of the first-generation YZF-R1 once again.
The engine was a completely new design, a DOHC 5-valve 998cc inline-four with a three-axis layout that raised the transmission main shaft above and placed the countershaft below it. This layout shortened the engine length by approximately 80 mm compared to the Thunder Ace, and by adopting an integrated cylinder and crankcase structure, the engine alone weighed nearly 10 kg less than the Thunder Ace. The YZF1000R Thunder Ace had a 5-speed transmission, while the YZF-R1 has a 6-speed transmission: 2.600 for 1st gear compared to 2.571 for the Thunder Ace, 1.200 for 5th gear compared to 1.035, and 1.115 for 6th gear, which the Thunder Ace does not have.
In other words, the YZF-R1 has a perfect cross-ratio setup, and the top gear, 6th gear, is hardly considered a so-called cruising gear in terms of gear ratio.
Although this engine seems to have been designed specifically for sport riding, the exhaust system is equipped with Yamaha's famous "EXUP" exhaust device, and this high-tuned engine has been beautifully trained so that it can be handled by anyone.
Extremely compact for a 1,000 cc four-cylinder engine, the engine delivers a maximum output of 150 PS
The height of the clutch cover position is due to the double-decker transmission
The weight of the engine itself has been reduced by integrating the crankcase and cylinder and by reducing the weight of various parts.
The carburetor is a Mikuni BDSR40. It is a downdraft type with the intake facing upward.
The exhaust pipe is equipped with the「EXUP」exhaust device operated by a servo motor.
The large volume silencer combined with the compact chassis is also a design accent.
Chassis that produces outstanding athletic performance
The main frame of the YZF-R1 is the Delta Box II, a delta box type that is the symbol of Yamaha sport bikes. While the YZF750SP had an overall length of 2,070 mm and a wheelbase of 1,420 mm, the YZF-R1 had an overall length of 2,035 mm and a wheelbase of 1,395 mm.
In other words, the YZF-R1 had a more compact chassis than the YZF750SP, the Superbike of the day, and was powered by a 150 PS engine that was equivalent to a racer. The difference in wheelbase was 25 mm, but what is remarkable is the length of the YZF-R1's swingarm: the YZF-R1's swingarm was 582 mm, or about 42% of the wheelbase. This is largely due to the engine length, which was shortened by the double-decker structure of the transmission.
By shortening the engine length, the swingarm pivot position was moved forward, and the swingarm length was successfully extended while shortening the wheelbase.
This swingarm is the key to the YZF-R1's athletic performance and is an important factor in achieving both sharp handling and ease of use. The front fork is a 41mm-diameter inverted type with a long stroke of 135mm. Reading back over impressions from that time, the suspension of the YZF-R1 is described as "moving well" in any case.
Unlike today's circuit-oriented super sports, this well-moving suspension produces a high road-following performance that provides outstanding control even on rough surfaces on public roads.
Yamaha's proud Delta Box II frame is race-hardened and combines lightness and rigidity
You can see that the compact engine is placed in the center and the mass is centralized.
When stripped, the length of the swing arm is still noticeable in the side view
The fastest concept of the twisty road that never fades away
After the introduction of the YZF-R1, manufacturers followed suit by introducing 1,000cc-class supersport models, and the regulations of the Superbike World Championship were changed to 1,000cc displacement for four-cylinder machines.
The YZF-R1 was truly a game-changer. The concept of the first-generation YZF-R1 being the fastest twisty road machine was carried over to the second-generation 5JJ, but from the third-generation 5PW, which was injected, the YZF-R1 began to be considered for use on circuits, and with the change of Superbike World Championship regulations, the fourth-generation 5VY and later models became completely race-based machines. With the change of Superbike World Championship regulations, the concept was changed to a completely race-based vehicle. Yamaha did not make the YZF-R1 Euro 5 compliant and announced the discontinuation of production of the public road version with the 2024 model year. The future of the YZF-R1 is still undecided, but perhaps the YZF-R1 name will disappear from the lineup as it is.
However, the 4XV and 5JJ may still be the best sports bikes for riding on the public road stage.
Racy cockpit with digital speedometer and analog tachometer
Fully adjustable rear suspension with piggyback reservoir tank
Solid design around the footpeg. The master is made by Brembo.
The shift rod passes through a hole drilled in the frame and extends toward the top of the crankcase.
Front brakes are monoblock calipers with 4 pistons of different diameter and 298mm diameter rotors.
Rear brakes are 2-pot monoblock calipers with 245mm rotors.
The chain size is 530 and the rear tire is 190/50 ZR17, very fat for a 1998
The swingarm length is 582mm, which is unusually long for a motorcycle of the time, and produces high athletic performance.
YZF-R1 (1998) Major Specifications
Overall length x width x height: 2,035 x 695 x 1,095 mm
Wheelbase: 1,395mm
Seat height: 815mm
Dry weight: 177 kg
Engine: Liquid-cooled 4-stroke 4-cylinder DOHC 5-valve 998cc
Maximum output: 150 PS at 10,000 rpm
Maximum torque: 11.0 kg-m at 8,500 rpm
Fuel tank capacity: 18.0 liters
Transmission: 6-speed return
Brakes: F=double disc, R=disc
Tires: F=120/70 ZR17, R=190/50 ZR17