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on my 02, i just did an oil change, change the chain to D.I.D. 530, front n real RENTHAL sprockets 15 on front 43 on rear.
so far mines is admire by manys.

one thing i wil luv to stick to is the tail, i wish the make a newer model wit a similar tail.
 

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RLTW
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03' LE (yea the black one with red flames...The real fast one) 34,000 miles and still runs like a raped ape. GOD, I love my R-1!!!!:fork:rock:fork:rock
 

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I love my 03 LE. The only thing you have to watch for is 1st gear. There's a little lag if you don't let out the clutch enough while throttling from a stop. The next thing you know it's hooking up and looking for the sky.

And it takes a few seconds to start. I have to nudge the throttle a few times before it gets going. But then it's fine. I'm wondering if it's the plugs.

ANother thing is the lighting. The headlights are dim off throttle and they light up brighter as sqeeze the throttle. Might be because I have protons and a UFO tail.

This bike had 700 miles on it when I got it last may and was sitting for a few years. Now it has about 2200. Dynoed at 143.:rock
 

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yield
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Write Up...

-2002 Yamaha YZF-R1-

For 2002 the For 2002 Yamaha's YZF-R1 introduces a second-generation R1 featuring dynamic new bodywork, a high-tech fuel-injected engine, and an all-new lightweight Deltabox III frame.

Every single piece of bodywork on the 2002 R1 has been redesigned to give the new machine a dynamic new look.

Large cutaways in the sides of the aerodynamic new cowling reveal the slant-block engine's high-tech 5-valve cylinder head, while the compact new fuel tank and totally restyled seat and tail allow the rider to become one with the machine and emphasise the bikes dynamic stance.

Combined with substantially improved brakes, a repositioned engine and a new fuel injection system that offers smooth and controllable throttle response, this uprated engine and chassis specification promises that the new R1 should handle much better than previous versions.

When designers set about developing the engine for the second-generation R1, their primary goal was to enhance the rideability of the 998cc 4-stroke DOHC 5-valve in-line four cylinder design by enhancing the power characteristics and overall operability.

The fundamental architecture and dimensions of the new R1 engine are inherited from the original machine, and while the bore and stroke remain unchanged the vast majority of the components used in the 2002 powerplant are new.

A wide range of significant changes to the intake, exhaust and internals boost low to mid-range torque output and also raise the engine speed at which maximum power of 152 horsepower is produced to 10,500rpm.

One of the most significant improvements for 2002 is the fitment of suction-piston type Electronic Fuel Injection, a high-tech system that has never been used before on a production motorcycle.

Mounted to shorter intake ports for improved response, the Electronic Fuel Injection system is controlled by a lightweight ECU. This adjusts injection period, injection timing, ignition timing and current passage time through the coils by using data from sensors that transmit information on intake air temperature and pressure, atmospheric pressure, coolant temperature, crankshaft position and rpm, throttle position and cylinder identification.

What differentiates the new R1's fuel delivery system from other electronic fuel injection designs is its special vacuum-controlled intake system. Piston valves situated in the throttle body assemblies are operated by the vacuum pressure of the intake ports, and, together with the butterfly-type throttle valves, these secondary piston valves regulate intake air flow to ensure that each cylinder receives the optimum air volume in the low rpm range to suit the prevailing running conditions.

Developed using feedback from Yamaha's racing programme, this innovative vacuum-controlled intake system offers the smooth and linear characteristics of a conventional carburettor combined with the stronger low to mid-range torque levels and improved high-rpm operation associated with fuel injection.

Complementing the new Electronic Fuel Injection system is a completely redesigned air cleaner box. For 2002 the fresh air intake duct is now positioned at the front of the air box and faces forward, compared with the rear-facing/rear mounted design on the 2001 model.

By relocating the intake duct, the second-generation R1 breathes fresher, cooler air that has not been pre-warmed by contact with the engine, and as a result the intake air temperature has been reduced by approximately 5 degrees in normal conditions. As a result of this lower intake temperature and the re-routed air flow inside the air box, the bike's high-rpm performance characteristics are improved
The changes to the new R1's intake and exhaust systems have raised the engine speed at which the peak output of 152 horsepower is produced to 10,500rpm and these technical improvements have also enhanced the new bike's over-rev characteristics for stronger performance after peak rpm has been exceeded.

To match the higher engine speeds the 2002 model is equipped with new alloy cylinder liners with a higher silicon content that ensure reduced heat distortion for consistently high performance and reduced oil consumption, and new piston rings are also used in association with the new liner material.

Another change that has been made to match the engine's higher operating speeds is the use of carburised connecting rods with redesigned fastening bolts that offer a 10% increase in axial strength for increased high-rpm durability. Also new for 2002 are uprated exhaust valves that weigh 2g less that the 2001 valves for more instantaneous response at high rpm.

Manufactured from titanium, the new-shape header pipes weigh 1kg less, and the revised 4-into-2-into-1 layout (2001 model was 4-into-1) is designed to boost the engine's low to mid-range torque and also improve high-rpm power characteristics.

The ECU activates a solenoid that opens the air cut-off valve. Air is then fed directly from the air box into the exhaust ports to optimise the re-burning of exhaust gases. Yamaha's famous EXUP system has been made even smaller and is also 500g lighter for 2002, and this 2-shaft new-design exhaust ultimate powervalve features two butterfly valves, one of them operating in exhausts 1 and 4, the other operating in exhausts 2 and 3 to give more accurate and efficient operation together with stronger torque characteristics.

The new EXUP motor has been repositioned on the lower right side of the collector box close to the valves, and this has enabled the use of new low-friction EXUP operating cables.

The second-generation R1's higher revving engine is equipped with an uprated cooling system featuring a radiator with a new ring fan producing 20% more air flow. To ensure consistent engine performance over a wider rpm range, the R1 is fitted with a larger oil cooler that achieves 20% better cooling performance. Total engine oil capacity is increased by 200cc to 3.8 litres, and to handle this higher volume the shape of the oil pan is revised and a larger oil level inspection portal is used.

The new R1 is equipped with a redesigned gearchange pedal and rod for reduced effort when shifting, and the 6-speed transmission's shift cam has been treated to a tin shot peening process that gives an extremely smooth surface finish for slicker gearshifting.

Operated by lightweight and compact direct ignition coils, the new iridium spark plugs produce a powerful and reliable spark, and perform efficiently in the wider range of air-fuel ratios associated with Electronic Fuel Injection.

The use of Electronic Fuel Injection requires increased electrical flow, and the AC magneto now uses lightweight rare earth magnets that help raise output at 5,000rpm from 365W on the 2001 model to 448W on the new R1.markedly.

Yamaha's design team have produced an all-new chassis for the second-generation R1 that enhances the qualities of the original machine, and by doing so elevates the machine's handling qualities, and in particular its cornering abilities, to a new level.

The main design goal for the second-generation R1 chassis was that it would offer a linear and direct response in all aspects of handling performance, and this aim has been achieved successfully by creating an all-new frame and swingarm, uprating the suspension and braking systems, reducing overall weight and modifying the riding position.

A key factor in attaining linear handling qualities has been the creation of a new Deltabox III aluminium frame that incorporates the 998cc slant-block engine as a fully stressed member. The engine has been raised by 20mm within the new Deltabox III frame.

The new machine runs with the same ultra-short 1395mm wheelbase as the previous model, and the new frame offers 30% higher rigidity levels for even more responsive handling performance. Another new feature for 2002 is the fitment of a fully-detachable aluminium sub frame that allows easy access to the rear shock absorber.

At 582mm, the extra-long swingarm retains the dimensions of the 2001 model, but that is where the similarity ends. Featuring a delta-shaped portion on its left side and an arched-shaped section on the right side, the asymmetrical swingarm has been developed to accommodate engine performance-related components such as the new EXUP and titanium muffler without compromising their location or design.

The new swingarm also incorporates a cast aluminium pivot assembly that helps increase overall chassis rigidity for more direct handling characteristics. In order to accommodate the higher engine mounting position the swingarm pivot axis on the new R1 is 17.5mm higher, and the swingarm slant angle is increased to 11.8 degrees for quicker handling response.

The front-suspension assembly is a key area in any high-performance motorcycle, and the design team focused their efforts on improving upon the class-leading system featured on the original R1. Complementing the stiffer frame and swingarm is a new-design inverted front fork assembly that features larger diameter 43mm tubes, 2mm larger than the 2001 model. The larger tubes offer increased rigidity for direct handling characteristics, and by reducing the wall thickness of the tubes from 2mm to 1.75mm, and also by using localised thinning on the outer tubes, these stiffer forks weigh the same as the previous design.

Enhancing cornering potential was one of the main aims of the design team, and for this reason the 2002 model runs with a shorter 120mm fork stroke, 15mm less than previously. Together with the use of higher rate fork springs and an increase in the range and number of adjustment settings, this shorter stroke reduces the potential for front/rear rocking motion during aggressive cornering, and increases potential cornering performance.

As well as running with stiffer front forks, the new R1 features revised front-end geometry. Fork offset has been reduced from 35mm on the 2001 model to 25mm on the new R1, the same dimension as the R7, and trail has been increased from 92mm to 103mm. This new set up makes for a more linear response during turning, while new one-piece hollow forged aluminium handlebars and a lighter steering shaft pipe ensure a more balanced feel.

Changes to both the engine character and frame design have necessitated a review of the rear shock absorber performance, and for 2002 the spring rate is raised and the settings have been changed to suit different riding styles, rider weights and surface conditions. In addition to its improved operability the new shock benefits from a new cold-forged aluminium preload adjustment cam that reduces overall weight.

For The R1's light and compact one-piece four-pot calipers have been regarded as some of the best in the business, and for 2002 the new orange calipers are improved substantially by the fitment of aluminium pistons as well as the use of new sintered pads.

The brake hose design is also changed from a twin parallel row type to a more rigid 1-into-2 system, and this feature, together with the aluminium pistons and sintered pads, offers strongly increased braking efficiency and improved feel.

For optimised balance between the front and rear braking systems the 2002 model is equipped with a smaller diameter 220mm disc compared to 245mm on the 2001 model, and this lighter rear disc is slowed by a 2-pot pin-slide type caliper that is lighter and offers better heat dissipation than the previous opposed piston-type caliper.

The weight of every component on the new R1 has been reduced wherever possible, and the fitment of new lightweight wheels has reduced unsprung weight for improved front and rear suspension performance.

In addition to the range of engine and chassis weight savings already described, the other components that have been lightened include the drive sprocket cover, drive chain, front fender and flasher lamps, all of which contribute to a significant overall reduction for 2002.

A new large-faced tachometer dominates the lightweight new-design instrument console. Redlined at 11,750 rpm, this new tachometer features a brightness adjuster with six settings to suit rider preference and conditions. The digital speedometer is located to the left of the tachometer.
New shift indicator lamp Within the tachometer's face is a new shift indicator lamp that indicates a suitable rpm for changing gear. The system can be easily adjusted by the rider so that the lamp lights up at pre-selected rpm levels that suit different riding styles, road types or surface conditions. Like the tachometer, the brightness of the shift indicator lamp is also adjustable.

The YZF-R1 will be available in silver, red/white, and deep purplish blue none of which feature graphics. Customers who prefer a more race-inspired look have the option of a deep purplish blue colour scheme that incorporates the famous Yamaha speedbar-type graphics.

? Engine Type - Liquid cooled, 4-stroke, forward inclined, parallel 4 cylinder, DOHC 20 valves
? Displacement - 998cc
? Bore & Stroke - 74 x 58mm
? Compression ratio - 11.8 : 1
? Max Power - 111.8kW (152 HP) @ 10.500rpm
? Max Torque - 104.9Nm (10.7 kg-m) @ 8.500rpm
? Lubrication - Wet sump
? Fuel supply - Mikuni FI, 40mm throttle bodies, piston suction type system
? Clutch - type Wet, multiple disc
? Ignition - TCI (digital)
? Starting system - Electric
? Transmission - Constant mesh, 6 speed
? Final transmission - Chain
? Gear ratio - 1st - 2.500; 2nd - 1.842; 3rd - 1.500; 4th - 1.333; 5th - 1.200; 6th - 1.115, Primary reduction ratio - 1.581, Secondary reduction ratio 2.688
? Frame - Diamond
? Front suspension - Fully adjustable 43mm USD Kayaba Telescopic forks (15mm less travel than 2001 model)
? Rear suspension - Swingarm (Link suspension), single piggyback shock (fully adjustable)
? Front wheel travel - 120mm
? Rear wheel travel - 130mm
? Caster angle - 24?
? Trail - 103mm
? Front brakes - Dual discs, ? 298mm, 4-piston floating calipers
? Rear brake - Single disc, ? 220mm, 2-piston pin slide caliper
? Front tyre - 120/70 ZR17M/C (58W)
? Rear tyre - 190/50 ZR17M/C (73W)
? Overall length - 2,035mm
? Overall width - 705mm
? Overall height - 1,105mm
? Seat height - 820mm
? Wheelbase - 1,395mm
? Min ground clearance - 140mm
? Dry weight - 174kg
? Fuel tank capacity - 17 litres
? Oil (tank) capacity - 3.8 litres
 

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yield
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Yours is very far removed from a STOCK 02 bro. It's like the designer's wet dream vs. everyday reality!!! :hammer:
Motor is bone stock. EXUP and cali canister still working.
Bike still gives me the willy's when I start hitting it.

Thanks Jonathan:beer :beer
 

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quiry

does anyone here know how many turns from seated position establishes a decent base line idle with the screws at bottom of each t.b..whats stock setting from dealer anyone know.the screws that richen or lean out idle speedm theres 4. not the 3 that sync the T.Bs in the middle of ech...
 
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