CHASSIS

All new Deltabox frame with re-balanced rigidity

The fifth-generation R1 is equipped with an all-new Deltabox frame which has been designed to offer outstanding handling and cornering performance, and strong high-speed stability.

Externally this new frame appears similar to the 2006 design, but it is has been completely redesigned, and offers a totally revised rigidity balance which matches the increased performance potential of the new engine.

The frame is made up from three distinct types of component: gravity-cast aluminium; high-tensile extruded aluminium; and aluminium panel for the outer structure.

For 2007 the cast components that are used for the engine mounts, head pipe and pivot support have been reinforced to give added rigidity at these crucial points. There are six rigid engine mounts (four on the upper and lower crankcase, and two on the cylinder head), and the engine is used as a fully-stressed member.

The outer layer of the Deltabox frame is constructed using 2.5mm thick aluminium panel material to give a certain level of ‘forgiveness’ in the new frame, which enhances handling and cornering performance, and improves surface feedback.

Other changes to the new 2007 frame include the addition of ribs within the Deltabox frame structure, and the removal of the cross pipe featured on the 2006 model.

By using a mix of cast, extruded and panel aluminium, our designers have succeeded in creating an all-new chassis with a carefully selected level of flex engineered-in to the structure in order to achieve even better handling characteristics.

New design hybrid swingarm

Complementing the all-new Deltabox frame is a newly designed swingarm which features an asymmetric left/right layout, and consists of an upside-down truss configuration. This new swingarm is manufactured from three different types of aluminium components: gravity-cast parts for the pivot assembly box structure; Yamaha CF die-cast parts for the main rear arm; and forged aluminium for the end sections.

This new swingarm has primarily been designed to enhance cornering performance, firstly by enhancing handling qualities in the initial stage of a turn – and secondly,  by increasing the rear wheel downforce on the road surface when accelerating away from a turn.

In order to achieve these goals our designers have made significant changes to the torsional and lateral rigidity balance of the new swingarm. Compared to the 2006 R1, the torsional rigidity of the new swingarm has been increased by 30%, while at the same time the lateral rigidity has been slightly reduced. 

In addition to the revised rigidity balance, the pivot height has been raised by 3mm compared to the 2006 model, and this feature helps to minimise the ‘squat’ effect of acceleration-induced chain tension. And the design of the new swingarm also facilitates the use of the new exhaust system which passes to the right side of the upside-down truss assembly.

Improved rear suspension performance

The new swingarm operates a redesigned fully-adjustable rear shock which features important internal changes for 2007. In order to enhance traction, the 2007 rear shock runs with revised compression damping settings which offer a more progressive character. The progressive rate on the compression stroke has been increased to 14% for 2007 (compared to 8% on the 2006 model), and this stronger cushioning force enhances the new R1’s roadholding qualities.

For 2007 the compression damping adjuster is a 2-way mechanism featuring a layered valve which can be used to adjust low-speed and high-speed damping, allowing the rider to fine-tune the rear suspension to suit their own style and to match varying road or circuit conditions.

New-design high-performance front suspension

The 2007 R1 is equipped with all-new 43mm upside-down front forks which have been designed to work in harmony with the new Deltabox frame and new rear suspension system.

These new fully-adjustable front forks have a revised rigidity balance engineered-in to their structure in order to match the revised rigidity of the new frame. The wall thickness of the 43mm diameter inner tubes has been slightly reduced to optimise the front end rigidity, while the stiffness of the front wheel axle bracket is increased.

The new forks also benefit from significant changes to their internals for 2007. The piston size is increased to 24mm from 20mm, and also new is a lightweight aluminium piston rod – while the pressure difference between stroke and non-stroke has been reduced.

As well as improving the basic hydraulic functions of the front forks, these improvements also minimise bubble formation in the fork oil, thereby ensuring more stable damping characteristics in all conditions.

Lightweight forged aluminium lower triple clamp

Another significant improvement to the chassis for 2007 is the adoption of a lighter and more rigid lower triple clamp. The forged aluminium design is all-new, and its thickness is increased to 40mm, compared to 25mm on the 2006 R1. As well as being lighter, the new triple clamp’s increased rigidity plays a pivotal role in ensuring that the new forks and frame deliver idealised chassis handling and cornering performance.

Highly efficient 6-pot front calipers with 310mm discs

Yamaha’s R1 has always been regarded as having one of the most effective front brake designs, and the 2007 model is equipped with one of the highest specification braking packages ever seen on a production motorcycle.

The diameter of the new R1’s dual front discs is reduced to 310mm for 2007 (2006 model is 320mm), although the effective braking diameter has been maintained. New radially-mounted 6-pot calipers grip the new smaller diameter discs, which are thinner at their outer perimeter in order to reduce the inertial moment for lighter handling feel.

This class-leading front braking system delivers remarkable stopping performance while at the same time enhancing handling qualities.