Launch Report- Losail GP circuit, Qatar To say that motorcycle technology has moved forward in the last five years would be a massive understatement. Perhaps it’s a coincidence that so much has happened since GP went four-stroke though only a fool would doubt it. The recent upturn in the fortunes (not to mention a change in regulations that no longer favours the twins) of a once floundering WSBK series has doubtless helped too, as a resurgence in factory support from the Japanese manufacturers has brought with it a whole new streak of red-blooded competition between the big four.

There can be no question that the new R1 has to deliver. After the domination of Suzuki and Honda at Superbike level, it simply has to be the best 1000cc machine for 2007, a bike capable of winning championships at every level, from Superstock to Superbike. Not only that, it has to be the best 1000cc road bike too - anything less than the complete package just won’t do.

Yamaha had chosen Qatar as the launch venue. The Losail circuit has seen some fantastic race action over the last two seasons and famed for its hard-to-master, complex nature it’s a circuit that demands precision from both bike and rider – it would seem that Yamaha have plenty of confidence in their half of that equation – I just had to keep my half of the bargain.

After much anticipation I head off out of a scorching pit lane and onto the kilometre long Losail straight. Mindful of the unscrubbed Pirelli Diablo Corsas, I ease the bike into the first right-hander as I follow Yamaha test rider, Jeffrey De Vries, studying his lines as he leads us out on the sighting lap, dictating the pace to the pursuant pack of journalists, all keen to let rip and find out just what Yamaha have done to their new sports bike.

Unleashed and free to explore the bikes limits, it soon becomes apparent that many of the bike’s weaknesses have been addressed. The midrange power that by the standards set by Suzuki’s awesome GSX-R have been lacking appears to have been fixed for 2007 with far more shove from around 5,000rpm upwards. The motor feels far more flexible than before – a handy trait on a circuit as complex and technical as Losail. This is undoubtedly thanks to a revision of the cylinder head and a return to the use of four-valves-per-cylinder opposed to the trademark Yamaha 5-valve design.

The new Yamaha Computer Controlled Intake (YCC-I) plays an important part too as the intake funnels alter in length to suit the engine RPM. There’s no feeling of it ‘cutting in’ as such, but there’s a tangible feeling of change in engine character as the inlet tracts shorten as the revs increase past 10,400rpm from 140mm to 65mm giving a boost to top end power.

However, the most innovative piece of technology with the new Yamaha has to be the Computer Controlled Throttle (YCC-T) as first seen last year on the R6. And on the R1 it works a treat.

The system makes a lot more sense on a bigger bike as it dampens down the delivery to the rear tyre. Initially the bike feels a little flat in the first third of the rev range, almost to the point of being gutless by comparison to the fierce delivery of the ZX-10R and the GSX-R. The communication between brain and right hand after years of winding on 1000cc throttles takes a while to adjust to the simple fact that the R1’s throttle can be wound on harder and earlier.

It’s almost as if the bike mimics a seven-fifty mid corner. The power is simply far more accessible thanks to the YCC-T. Getting back on the gas from a trailing throttle mid-turn as you drag it back to the apex is far smoother than on the previous bike too making overall throttle control at full tilt a far less nervous affair. Some riders might see it as a rider aid that takes away the buzz of riding an angry animal of a bike, though these riders are unlikely to have ever suffered a bone-crunching highside – my opinion is that anything that affords a rider more traction and the confidence to open the throttle wide and leave it there without sacrificing any exit speed through either wheelspin or a lack of confidence has to be a good thing.

The midrange isn’t the only area in which the Yamaha has improved. While it’s hard to say whether or not the top end power has been increased without a visit to the dyno, the way the power hangs on for longer all the way to the limiter is plainly apparent. Where the old bike would tail off just shy of the limiter, the new bike just keeps on pulling, emitting that trademark R1 howl from the twin titanium end cans. To any doubters out there who dismiss Yamaha’s trickery as gimmickry think again – the systems in place aren’t there to dumb down the thrill of riding a 180bhp motorcycle – they’re there to make it easier to go fast… very fast.

But it’s not just a fast engine that makes a fast bike. The revised chassis uses a longer swinging arm with a whole new suspension linkage set-up and a 3mm higher pivot point that helps the bike to find more rear end grip under load. The standard suspension is a vast improvement too. A stiffer rear spring has found its way onto a rear shock that now features high-speed compression damping. The net result is a better-supported rear end that has less of a tendency to squat on the throttle and force the bike to run wide.

On the stock tyres and suspension settings the bike works surprisingly well. Feedback is good, though understandably pressing on a bit isn’t too confidence inspiring as the bike pitches on the awesome six-pot brakes and struggles through fast direction changes. Bearing in mind that these are the out-of-the-box road settings, the overall handling isn’t too bad but it could be better for the track. This is quickly remedied by Yamaha’s decision to dial in test rider, Jeffrey De Vries’ track settings for the afternoon sessions and send us out on the awesome Pirelli Supercorsa Pro race tyres. Happy days!

The bike is pretty much transformed with a far more direct feel from the front end, something that is absolutely vital for a fast lap round this front-heavy circuit. The bike does feel as though it’s pitched far more on its nose than the old bike and as you’d expect, steers quicker too.

There’s no lack of stability though, and the non-adjustable stock steering damper is set way softer than you’d expect making it less obtrusive at low speeds and underlines the fact that Yamaha have managed to combine sharp steering with stability – full credit to the chassis designers.

The grip from the tyres combined with the grippy Losail surface inspires the confidence to push harder and harder with every lap. Try as I might I’m unable to provoke a slide from the rear end of the bike to the point where I give up as the forces being exerted build to a point where a slide would soon turn into a highside of epic proportions. Racers might want to dial in more ride height to gain more feel from the rear but if like me you prefer to steer from the front then it’s perhaps best left alone!

There’s no doubt that the improvements Yamaha have made to the R1 have make for a superb road bike that won’t take much to transform into a hugely capable Superstock machine with the potential to be a great Superbike. It really does seem to be the complete package that Yamaha need to progress in 2007.

Racing has most definitely improved the breed in the case of the R1. Forget the ramblings of Grandpa as he waffles on about a ‘golden age’ of motorcycling – for the bike buying public the real golden age is right here, right now.

Written by Rob Hoyles- Freelance Tester and regular contributor to Racer and Fast Bikes Magazine.