1999
In 1999 the R1 received new colouring and graphics to remain current and up-to-date.

2000
The model update in 2000 was aimed at improving the handling and creating a more linear throttle response. Using the same basic components and layout the engineers fine-tuned many details to maximise the potential of the motorcycle. The most noticeable detail changes were the modified carburettor settings, reduced frictional losses in the engine, improved gearbox and many weight-saving changes throughout the model.

The silencer was changed to titanium and the bike’s bodywork was totally new.
Emissions were reduced in accordance to EU-1 regulations by an air intake system (AIS). Total weight was reduced to 175 kg.

2001
The year 2001 saw a new colouring and graphics scheme used to keep the YZF-R1 popular and up-to-date.

2002
A new generation of R1 was developed for (even) better cornering performance and more control for the rider.
A completely new frame (with detachable sub-frame) was developed and optimized to work with the new front forks and new rear suspension. The front end geometry was fine-tuned and the fork inner tubes were increased in diameter from 41 to 43 mm. The front fork stroke was reduced from 135 to 120 mm providing better control and feeling when braking and cornering.

The new engine was mounted higher in the frame which is much closer to the rolling axis of the bike. A fuel injection system was added and met the tougher EU2 emission standards with ease.

The fundamental dimensions and architecture of the engine was inherited from the original R1 but the vast majority of the components were new. The air intake was controlled by a ‘suction piston’ type of valve to ensure a smooth and direct throttle response. Bore x stroke was now 74 x 58 mm and the airbox intake was altered to face forward accessing cooler air. As a result of these changes the HP was increased to 152 and dry weight was reduced to 174 kg.

The bodywork was again completely new. The exhaust system was changed to a 4 into 2 into 1 layout and now completely made of titanium, including the header pipes.
The new, asymmetrical swingarm allowed an unobstructed route for this exhaust system. The wheels were lighter and the new brake system was easily recognizable by the orange callipers that replaced the blue ones on previous models.

One additional detail improvement was made with the addition of a shift indicator lamp.
 

2003
2003 saw another colouring and graphic change to keep the YZF-R1 popular with the most up-to-date riders.

2004
This generation of R1 was a completely new model and for the first time a power to weight ratio of 1:1 was reached on a production motorcycle: 172 HP, 172 kg dry weight!

New sexy bodywork was used with 4-beam headlights making it easily recognizable from front. Clearly recognizable from the rear were the dual mufflers under the seat: the exhaust layout was new and as before - completely made of lightweight titanium.

The engine featured lightweight internals and a new short-stroke design (bore x stroke 70 x 53.6 mm) to enable higher rpm and higher power output. Peak power was now reached at 12.500 rpm, about 2000 rpm more then in the previous R1’s.

This model also utilized a forced air intake for the first time in R1’s history. The higher intake pressure at higher speed raised the horsepower figure to a maximum of 180 in dynamic measurement! The air intake was optimized by a series of digitally controlled, motor-driven secondary butterfly valves.

Compression ratio was now 12.4 to 1 and the cylinder’s angle was inclined 40 degrees forward so the new frame’s twin spars could run more straight and narrow to the rear. The width of the frame was herby reduced by 64mm and the fuel tank was also made slimmer, for an improved riding position.
Since the cylinder head was now below the frame’s twin spars and the frame was stronger, the engine was no longer used as a fully stressed member of the chassis anymore. With this, the cylinders were now bolt-on type and separate from the crankcase’s, not a unified design as on the previous models.

Chassis geometry and components were heavily influenced from the MotoGP programme, for example the ‘upside down truss layout’ swingarm design and the radially mounted brake callipers and radial master cylinder. The new 5-spoke wheel design was also new and lighter than ever before.

2005
Colouring and Graphics were updated in 2005.

2006
Updated specifications increased the power to 175 HP, mainly due to shorter intake valve guides.

The chassis was optimized by fine-tuning many details to find a better rigidity balance. A 20mm longer swingarm was used to contribute to traction and shifts the weight balance by 1% more to the front wheel. The front fork outer tubes were now gold coloured.

2006 SP model 
This year also saw the introduction of a limited-production SP model with a slipper clutch, Öhlins suspensions (with sophisticated damping adjustments and ride height adjustment) and forged aluminium Marchesini Y-spoke wheels that were 400g lighter than normal wheels.

A special GunSmoke colour was used for the bodywork and chassis, only 500 units were produced for Europe.

2007
The fifth generation of the YZF-R1 targeted the handling of 600cc motorbikes. To achieve this, a lot of work was done on the rigidity balance of the whole chassis.
A new frame, new swingarm and new front fork were the result of this target along with new 6-pot brake callipers setting new standards regarding braking performance.

The air intake featured YCC-T (a kind of ‘fly-by-wire’ throttle technology from MotoGP) and YCC-I (a variable intake that switches from long to short intake funnels at higher rpm). The compression ratio was increased to 12.7 to 1 and a 4-valve engine design (all previous generations had 5 valves) incorporates lightweight titanium valves. Horsepower output was upped to 180 HP with a dry weight of just 177 kg.

A 3-way catalyser enabled The R1 to comply with tougher EU-3 regulations and a slipper clutch, similar to the one used on the SP model the year before, was now fitted as standard equipment.

2008
Again new colouring and graphics were introduced in 2008.

2009
After 10 years on the market, now comes a very big step: A completely new R1 with ‘irregular firing order’ engine. This technology is derived from MotoGP, where it was developed for the famous M1 on which Valentino Rossi won the championship in 2008 (also using this irregular firing order to improve traction and control in the corner). This technology gives the engine a completely different sound, more of a ‘roar’ than ever before.

The fuel injection system gained a second injector which complements the main injector, helping the engine’s mid to high-speed range for better response and acceleration. A choice of engine mappings is now available to suit the power delivery to the rider’s style of riding.

The exhaust system is a 4 into 2 into 1 into 2 system ensuring effective exhaust pulsations in line with the new engine firing order. The mufflers are fitted tightly under the seat and triangular shaped.

The engine delivers 182 HP at 12.500 rpm. The dry weight is not stated anymore due to an agreement between manufacturers. From now on only the ‘Wet’ weight will be mentioned, including the liquids and a full fuel tank, and the new YZF-R1 weighs in at a ultra competitive 206 kg.

The chassis is a completely new design to exploit the full potential of the new engine. The engine is once again used as a stressed member of the frame. The cylinders are angled at 31 degrees forward and the engine mounting is more forward to help the front wheel ‘stick’ to the tarmac. The footrests are adjustable and the rear frame is made of lightweight magnesium.

The rear shock’s compression damping is now adjustable at both high and low speed damping.
In the front fork, the rebound damping is in the right fork and the compression in the left fork allowing a more precise level of adjustment. This also simplifies the oil flows and makes for easier adjustability with both adjustments on top of the forks.

The bike’s bodywork is totally new. The projector headlights have a novel low/high beam switching mechanism inside them, so that only 2 projectors are needed in total, instead of 2 low beam plus 2 high beam projectors.

2010
Colouring and Graphics update for 2010.