The 2009 Yamaha YZF-R1 - Game Changer

The new titanium mufflers are much shorter in order to work with the new bodywork. The U.S. versions are forced to use a smaller inlet pipe to pass U.S. EPA noise standards, which chokes off six horsepower compared to the Euro edition. A set of slip-ons and EFI controller will probably be first on every R1 owners' shopping list.

The Soqi rear shock retains the high- and low-speed compression damping adjustment, and also gains a hydraulic spring preload adjuster (below the compression damping adjuster) to ease preload adjustments. Besides the 8mm preload adjustment from the hydraulic side, further preload adjustments can still be made at the spring collar if necessary.

The footpeg brackets are now two-way adjustable, with the 15mm higher setting also pulling the footpegs 3mm rearward as well.

The rear suspension linkage has been reversed on the new R1, with the dogbone now attaching to the swingarm, lowering the shock assembly and freeing up room underneath for more fuel capacity. Linkage rate is slightly more progressive to combat rear end squat under acceleration.

The steering damper mounted on the lower triple clamp retains the speed-sensitive check-ball design to quell headshake, but now gains a solenoid-activated circuit that increases damping force when the bike exceeds 125 mph or the throttle is opened past 50 percent.

The valves are now all titanium (previously only the intake valves were made from the lightweight metal), and remain the same size even though the bore is 1mm larger.

In order to work with the more oversquare crossplane crank engine, the primary intake stacks of the '09 R1 are longer while the movable secondary intake stacks are shorter than the previous generation. The actuation point is 1000 rpm lower, set at 9400 rpm on the new Yamaha, and secondary shower-style injectors are new as well.

The new R1 now uses a closed deck cylinder block with ceramic composite-plated liners. The shorter stroke reduces the length of the cylinder head studs as well as the engine's overall height, saving weight and reducing bulk.

Forged aluminum pistons forcing the same 12.7:1 compression ration sit atop fracture-split connecting rods with 4mm larger (36mm) big end bearing journals to handle the different torque loads of the crossplane crankshaft.

The 43mm Soqi inverted fork utilizes separate damping circuits for each leg, with rebound damping only on the right side and compression damping only on the left.