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2004 Yamaha YZF-R1

Yamaha R1R1Yamaha YZF-R1

The all-new Yamaha YZF-R1 has been designed to deliver outstanding handling together with a class-leading power output, making it the most balanced one-litre supersport machine in the category. Producing 180 HP with air induction and weighing just 172 KG, the new third-generation YZF-R1 is the first production motorcycle to smash the power to weight ratio of 1:1. Equipped with a new highly rigid slimline chassis, beautifully styled titanium underseat exhaust and MotoGP-bred features such as radially mounted front brake calipers and a CF die-cast swingarm, the YZF-R1 reaffirms its position at the very top of the supersport league table.

The original R1 has gone down in motorcycle folklore as the ultimate ground-breaking machine that turned the supersport class upside down. Featuring advanced engine and chassis technology that had never been seen before on a production machine, it brought a whole new level of performance and sophistication to the category.

The magical numbers associated with the original R1 were 150HP and 177kg - figures that have etched themselves indelibly into the history of the one-litre supersport motorcycle. But the figures only told a part of the story, for the original R1 opened up an exciting new world of performance that astonished those who unleashed its awesome potential.

The third generation R1 is a completely new machine that has been built to transcend the existing parameters of the supersport category. It has been conceived, designed and created to offer an ideal balance of performance and design, and to deliver class-leading levels of performance. Featuring the most advanced and sophisticated engine and chassis technology ever employed on a Yamaha production machine, the all-new Yamaha R1 represents as great a leap forward now as the original bike did six years ago.

Delivering 172 horsepower and weighing 172 kilograms, the new R1 is the first machine in the class to achieve the 1:1 power to weight ratio - a statistic which in itself guarantees this awesome machine an automatic entry in the motorcycling history books. When the effects of forced air intake are taken into account, the maximum power output of the new R1 engine rises to 180 horsepower, easily smashing the 1:1 barrier!

The seemingly unattainable goal of one horsepower per kilogram was considered almost impossible just a few years ago, and to put it in perspective a typical two-seater sports car would need to be producing over 1000HP to match the new R1's power to weight ratio. Of course, the performance, character and potential of the R1 cannot be conveyed in words alone, but the fact that this machine is the first to hit the 1:1 barrier demonstrates how Yamaha is pushing supersport design into new territory. All-new horsepower engine

In order to take the R1's performance to an even higher level for 2004, our engineers have developed an all-new in-line four cylinder powerplant whose genetic make-up is heavily influenced by the very latest MotoGP-developed technology. The new engine on the third generation R1 is the most advanced design ever used on a production Yamaha, and by using the very latest race-bred systems and designs we have boosted maximum power output by over 13 per cent to 172HP at 12,500 rpm, a figure which rises to 180HP with forced air intake operational!

Yamaha's R-series models have always been developed using a holistic approach in which every single component is developed not only to perform its own specific role efficiently, but also to complement the performance of all other components wherever possible.

An excellent example of this totally integrated design philosophy can be seen in the adoption of the new cylinder layout, which is angled forwards at 40 degrees. This configuration is similar to the layout used on Yamaha's MotoGP racing machinery, and it allows greater freedom in the development of a much stiffer chassis. By sloping the engine forwards at 40 degrees, the new generation R1 frame has a virtually straight, unimpeded run from the headstock through to the swingarm pivot point, which, in chassis terms, is an idealised layout.

There are two major benefits from using this 40 degree engine position. Firstly, because the main spars are now able to take the most direct path to the swingarm pivot, the new R1's frame rigidity is increased significantly. Secondly, because the cylinder head now sits below the route of the twin spars, the overall width between the spars is greatly reduced.

This in turn allows the fitment of a slimmer fuel tank, which makes for a more comfortable and aerodynamic riding position. Once again, Yamaha's holistic design process can be seen to offer tangible benefits to the rider.

In the quest for greater power Yamaha's engineers have increased bore size to 77mm, whilst stroke is reduced to 53.6mm, and this free-revving shorter stroke engine now delivers peak power at 12,500 rpm, some 2,000 rpm higher than previously. The new R1 runs with the most powerful production motorcycle engine that has ever been produced by Yamaha, and once again it looks likely that this is the machine against which all others will be judged.

However, although logic dictates that a 3mm increase in each bore diameter on an in-line four cylinder engine would be expected to add 12mm to overall cylinder width, the new shorter-stroke powerplant is actually only 2.8mm wider than its predecessor. The secret to this minimal increase in width lies in the use of a newly designed cylinder.

This new closed-deck cylinder design offers high levels of rigidity, and this has made it possible to reduce the thickness of alloy between each individual cylinder bore to only 5mm. Because the new frame is much stronger, the new 40 slant block motor is no longer employed as a fully-stressed member, and the new cylinder is now separate from the upper crankcase, and not a unified design as seen on the '03 model.

Other important benefits of this new separate closed-deck cylinder design include high levels of cooling efficiency, effective piston ring sealing and improved serviceability.

One of the significant performance enhancing components on the new R1 is its newly designed cylinder head, which has been totally redesigned for 2004. The highly efficient DOHC 5-valve layout now features narrower valve angles, with the centre intake valve set at 8.75 degrees, whilst the outer intake valves are angled at 15.75 degrees, and the two exhaust valves positioned at 11 degrees. The shape of the ports and combustion chamber design has also been modified, and the squish area has been changed to give a higher compression ratio of 12.3:1.

Every effort has been made to minimise weight whilst also optimising strength throughout the third generation R1, and this mission to remove any unwanted mass has resulted in the development of new lightweight engine internals. New 77mm diameter short-skirt forged pistons and new carburised connecting rods drive a lightweight crankshaft assembly, and although this new set-up is designed to handle higher engine speeds and increased levels of power, it is actually lighter than the 2003 machine's design. The reduced inertia of the '04 engine internals complements the free-revving character of the new shorter stroke engine, to give the new R1 excellent throttle response over a very wide range of engine speeds.

'Feel' is virtually impossible to quantify, but it is one of the most important characteristics of any fuel injection system, and this is another area in which the new R1 distinguishes itself. Its electronic fuel injection system has been refined over many thousands of hours of research and development both in the saddle and in the test laboratory, and

Yamaha's engineers can feel justifiably proud of the end result. To match the new R1's significantly higher engine output and much wider rev band, the development team embarked upon a project to create an even more linear system that would deliver enhanced feel and higher levels of rider-responsive throttle control in the low to mid rpm range. The third generation R1 uses a totally new fuel injection system featuring twin valve throttle bodies, and this highly advanced new fuel supply system features digitallycontrolled motor-driven secondary butterfly valves that actively control the air flow. The result is class-leading driveability and linearity together with precision throttle response that makes for previously unattainable levels of controllability.

Yet, at the same time as being a high-tech digitally-controlled design, the quality and characteristics of this new fuel injection system have ultimately been set by the test riders that spent many hours fine tuning the mapping. As well as being one of the most advanced fuel supply systems in the supersport class, this is also one of the most compact, as it has to fit in between the spars on the new slimline frame. By reducing the pitch between the throttle bodies the overall dimensions have been minimised, and this sophisticated new digitally-controlled system is as compact as that fitted to a 600.

For 2004 the R1 is equipped with a completely new forced air intake system which plays a major role in enabling the new shorter-stroke engine to attain such high levels of performance. Fresh, cool air is swallowed by dual inlets in the aggressively styled new front cowl, then this air is forced via a box structure at the front of the frame and into a compact new airbox.

As well as increasing performance at higher speeds, this new forced air intake system offers a number of other important advantages. The much smaller airbox required by this forced air system takes up less space above the engine, and this allows the fitment of a slimmer fuel tank that is still able to carry ample fuel. Once again, this demonstrates how Yamaha's holistic approach to supersport machine design offers a wide range of advantages to the third generation R1 rider.

Like its illustrious predecessor, the third generation R1 features Yamaha's innovative space-saving tri-axis 'stacked' transmission whose staggered shaft configuration makes for extremely compact front-to-rear engine dimensions. To optimise the performance from the more powerful and higher revving engine which now pushes out 172 HP at 12,500 rpm, a new close ratio 6-speed transmission has been developed. Each of the six gear ratios has been revised to complement the new engine's characteristics, and the new transmission runs with a closer ratio between first and second gear, and also second and third gear. Handling the increased power output is a new clutch which is more compact, stronger and lighter than the existing system.

One of the most significant stylistic changes seen on the new R1 is the compact new 4-into-1-into-2 underseat exhaust system. This beautifully designed system is manufactured from titanium, and as well as being lighter than the conventional layout, it also offers greater aerodynamic efficiency. Tucked beneath the seat, the dual titanium mufflers give the R1 a slim and aggressive looking rear end, and the system has been tuned to emit a deep, strong growl that gives more than a hint that this is the most powerful Yamaha supersport ever.

The torque-boosting EXUP (Exhaust Ultimate Powervalve) system is situated where the four header pipes flow into one, and features a titanium butterfly valve for the first time.

For high levels of cooling efficiency, and also to accommodate the new 40 degree slant of the new engine, a new curved radiator is fitted. This lightweight design is wider and not as tall as the existing system, and features dual ring fans for efficient operation in all conditions.

Yet another example of Yamaha's attention to detail and desire to minimise weight is the use of an aluminium water-cooled oil cooler which is situated at the front of the lower crankcase.

The new R1 engine is one of the most compact in the category as a result of innovative features such as its tri-axis transmission, close pitch cylinder bores and compact cylinder head.

For 2004 the R1 is also equipped with a compact new gear-driven AC magneto which is situated behind the cylinder. As well as helping reduce engine width which allows for greater lean angles, this repositioned AC magneto helps centralise mass.

Engine technical highlights;

  • Totally redesigned in-line four cylinder DOHC 5-valve engine
  • Maximum power 172HP @ 12,500 rpm
  • 180HP @ 12,500 rpm with forced air intake
  • 40 degree cylinder angle
  • Redesigned cylinder head with narrow valve angle
  • Increased compression ratio
  • Redesigned combustion chamber
  • High-lift camshafts
  • Electronic fuel injection with motor-driven secondary throttle valves
  • Forged pistons, carbonised can rods and lightweight crankshaft
  • Reduced internal inertia
  • Direct ignition
  • Lightweight close-ratio 6-speed transmission
  • Compact clutch
  • Forced air intake system
  • Separate closed deck cylinder
  • Reduced pitch between cylinder bores
  • Wider curved radiator with dual ring fans
  • Titanium 4-into-1-into-2 exhaust system with twin up-mufflers
  • Lightweight EXUP system with titanium butterfly valves
  • Aluminium water-cooled oil cooler
  • Compact gear-driven ACM located behind cylinders
  • All-new high rigidity chassis

Whilst the new engine represents the biggest single leap forward in the evolution of the Yamaha R1 powerplant since its launch in 1998, the new high-rigidity slimline frame must also be regarded as one of the most significant developments in Yamaha's supersport chassis development programme. The new R1 chassis has been developed to offer today's rider the ultimate cornering experience, combined with levels of man-machine interaction that are second to none.

Using chassis geometry and components developed from our MotoGP programme, the third generation R1 offers a total handling package that is designed to allow experienced riders to push even harder, whilst reassuring those aspiring riders who are looking for the ultimate thrill without going too close to the edge.

As with virtually every aspect of the new R1, the holistic design of the new Deltabox V aluminium frame both complements, and is complemented by, other components. The prime example of this interaction can be seen in the layout of the new engine, which features its cylinders angled at 40 degrees forward so that the frame's twin spars have an unobstructed path between the headpipe and the swingarm pivot. The overall width between the spars has been reduced considerably to just 395.6mm on the new frame, compared with a width of 464mm for the existing model.

The vital chassis statistics chosen for the third generation R1 include a 1,395mm wheelbase, 24 caster angle, and 97mm of trail. The first two figures mirror those of the current model, whilst the trail has been reduced by 6mm to give even more responsive handling performance.

This new frame design offers a number of significant advantages to the rider of the third generation R1, the most important being the massive increase in rigidity that this layout delivers. The new sloping engine layout effectively precludes the possibility of employing the engine as a fully stressed member, and yet the torsional rigidity of the new frame is almost 200% higher than previously! Just as impressive as the 200% increase in strength is the fact that it has been achieved without any weight penalty.

However, the formula required for precision handling is not simply achieved by increasing the levels of torsional rigidity. Yamaha's designers have idealised the stress balance throughout this new frame in order to create a chassis that delivers new levels of stability, together with accurate front-end feel and outstanding handling performance.

Another benefit that has been made possible by the use of the newly designed frame is the fitment of a slimline fuel tank. With the new frame being over 64mm narrower, the third generation R1 rider will immediately feel a difference when they sit astride the new model. In addition to offering greater rider comfort, this new 18 litre fuel tank also gives greater aerodynamic efficiency at higher speeds by virtue of the fact that the rider can mould their body much closer to the bike and keep their elbows and knees tucked in much tighter and away from the airflow. Another feature that makes for an improved riding position is the revised seat height, which is raised to 835mm to increase comfort and controllability./p>

Complementing the high-rigidity frame is a newly designed aluminium truss-type swingarm manufactured using Yamaha's unique controlled filling (CF) die-cast process. This beautifully finished lightweight swingarm is an excellent example of how our patented CF die-casting enables Yamaha to produce stronger and lighter cast aluminium components than would be possible using conventional casting systems. Operating the single shock through a Monocross linkage system, this rear suspension system gives 130mm of rear wheel travel.

Measuring 577mm from the wheel spindle to its pivot, this lightweight MotoGP developed structure mounts close to the machine's half way point and near to the final drive sprocket axis for stable handling during acceleration.

The very latest race-bred technology is evident virtually wherever you look on the new R1, and the radially-mounted front brake calipers are yet another example of how our MotoGP race programme is influencing virtually every aspect of Yamaha supersport machine design. Mounted to highly rigid cast brackets on the 43mm front forks, the R1's dual one-piece four piston calipers grip the 320mm diameter front discs to give outstanding braking performance. For improved control the calipers are operated by a new radial pump type Brembo master cylinder assembly which ensures that the new front braking system delivers the accurate feel that R1 riders need in order to realise the full potential of their machinery. This powerful new front braking system is complemented by a lightweight 220mm diameter disc that offers a progressive action and transmits plenty of feel.

The third generation R1 runs with newly designed 5-spoke wheels running with a 120/70 ZR17 front tyre and 190/50 ZR17 rear tyre. Featuring slim, hollow cast spokes, the 3.50 wide front wheel and 6.00 wide rear wheel are lighter than the previous 3-spoke design, and the reduction in unsprung weight makes a positive contribution to front and rear suspension performance.

Chassis technical highlights;

  • All-new aluminium Deltabox V main frame design
  • Massively increased torsional rigidity
  • Revised engine mounting points
  • Reduced width between frame spars
  • More compact and slimmer layout
  • New slimline 18 litre fuel tank
  • Truss-type aluminium swingarm
  • Radially mounted front brake calipers
  • Radial pump front brake master cylinder
  • Redesigned fairing and screen
  • Dual forced air intakes in front cowl
  • Redesigned tail cowl
  • Newly designed lightweight 5-spoke wheels
  • Revised riding position for increased control and improved comfort
  • Four beam headlight
  • LED tail light


  • Lava Red
  • Yamaha Blue
  • Mistral Silver

Extending the advantage

The third generation Yamaha R1 is a machine that is destined to redefine the art of high performance motorcycling. Following in the footsteps of its legendary predecessors, this one-litre supersport bike is designed not only to live up to the R-series reputation - it is destined to expand the boundaries of the supersport riding experience.

But what makes this outstanding motorcycle truly unique is the way in which its combination of different elements fuse together to create a two-wheeled masterpiece.

For the past six years the R1 has set the standards against which others have been judged. History is now repeating itself, and the new R1 has moved the goalposts yet again!

R1 Yamaha genuine accessories

  • SPORTS SCREEN - Modify the looks and aerodynamics of your YZF-R1 with this sports screen that helps you to tuck out of the wind.
  • CARBON FRONT FENDER - Minimise the unsprung weight of your R1's front end while simultaneously giving it a dash of starting grid glamour.
  • ROLLER PROTECTORS - Easy to fit, these hardworking protectors will keep that stunning bodywork looking new however tough you treat your R1.
  • SEAT COVER - When you're planning to ride solo, give your R1 an extra dash of racetrack style with this colour-matched seat cover.
  • R-SERIES LEATHERS AND GLOVES - Wearing the best-possible protective clothing is vital whenever you ride a motorcycle. These exclusive Yamaha leathers are designed with the same eye for detail as your R1 and offer the level of protection that racers demand. The gloves offer superb feel plus impressive protection and look great with leathers or paddock jacket.
  • R-SERIES HELMET - When it comes to safety wear, there are few things cooler than a well-designed, high-quality helmet. And this superbly styled helmet matches your R1 perfectly.
  • R1 PADDOCK JACKET - A versatile, hard-wearing jacket that can be worn with jeans or over leathers when you're riding your R1, or just chilling out.

R1 Specification;

  • Engine Type - Liquid-cooled, 4-stroke, forward inclined, parallel cylinder, DOHC 20 valves
  • Displacement - 998 cc
  • Bore and stroke - 77.0 x 53.6 mm
  • Compression ratio - 12.3:1
  • Max. power - 132 kW (180 HP) @ 12,500 rpm with direct air induction, 126.4 kW (172 HP) @ 12,500 rpm without direct air induction
  • Max. torque - 103.9 Nm (10.6kg-m) @ 10,500 rpm without direct air induction, 106.9 Nm (10.9kg-m) @ 10,500 rpm with direct air induction
  • Lubrication - Wet sump
  • Fuel supply - Fuel injection, motor-driven secondary throttle valves
  • Clutch type - Wet, multiple disc
  • Ignition - TCI (digital)
  • Starting system - Electric
  • Transmission - Constant mesh, 6-speed
  • Final transmission - Chain
  • Gear ratio - 1 2.533, 2 2.063, 3 1.762, 4 1.522, 5 1.364, 6 1.269
  • Primary reduction ratio - 65/43 1.512
  • Secondary reduction ratio - 45/17 2.647
  • Frame - Deltabox V aluminium
  • Front suspension - Telescopic fork, 43mm
  • Rear suspension - Swingarm (Link suspension)
  • Front wheel travel - 120 mm
  • Rear wheel travel - 130 mm
  • Caster - angle 24
  • Trail - 97mm
  • Front brake - Dual floating discs, 320mm
  • Rear brake - Single disc, 220 mm
  • Front tyre - 120/70 ZR17M/C
  • Rear tyre - 190/50 ZR17M/C
  • Rim size front - 3.50
  • Rim size-rear - 6.00
  • Overall length - 2,065 mm
  • Overall width - 720 mm
  • Overall height - 1,105 mm
  • Seat height - 835 mm
  • Wheelbase - 1,395 mm
  • Min. ground clearance - 135 mm
  • Dry weight - 172 kg
  • Fuel tank capacity - 18 litres
  • Oil capacity - 3.8 litres
  • 2003 Price - 8399.00, 2004 price TBC