I logged some miles on the R1, and getting to know the machine well enough. It's hard to write about R1, because so much has been written about this bike. Nevertheless, I try to give all my reviews unique perspective (mine, of course). I can not help feeling, however, that much of what I would say has been said. Perhaps, for those of you who read MD often, because this statement came from me would mean something, still.
Things that R1 was in 1998 (first year) which is the historical interest of motorists is this. This puts sportbike power, handling and light on new aircraft. Only six or eight years ago, World Superbike or AMA riders turned the gas on the engine factory at the racetrack acceleration felt much the same, and the same level of control Yamaha brought to the consumer in the form of the 1998 R1. I felt this when I got the 2000 version, because some things stand out about this bike and still in my memory as the highlight of this engine up.
The R1 has a big motor. A motor that has a very broad power rpm range - literally from the idle to redline. In the rpm range, the motor puts out large amounts of power and torque, but in a friendly way. Strength was able to use and (if you're not stupid about it) will not you into trouble.
Although smooth and controlled power delivery, R1 always sounded angry, and felt angry. This is how I want to explain the extensive bicycle. When you ride a bike, a motorcycle was talking to you (and the cages around you), said: "I am the king of the road. Do not feel with me!" Note exile said this, the vibrations sent through the machine to say this, and this view say the machine - everything about this machine says! Sounds strange, but this is the best way I can express it.
I had to make some specific comments on various aspects of the bike.
Ergonomic, the 2000 R1 is improvement from the previous model. Handlebar position felt more comfortable, and slightly increased wind protection. Motor not comfortable compared to many other sportbikes, and, indeed, have more comfortable ergonomics of the new Suzuki GSX-R750, for example. Compared with the GSX-R750, lower pegs and the bars seem a little higher and closer (though I'm not sure whether the statistics will prove the latter point). Seating positions must be aggressive, but Yamaha has the right ergonomics - for this type of bike, the ergos put you right where you should be.
Transmission on the bike never gave me problems. I do not remember a missed shift and, although sometimes a bit notchy, the transmission has never been a problem or even come to mind, especially. That's good.
Compared with the previous model, it is my understanding that the 2000 R1 has a better damping in the front forks. I've got the previous model, and I agree with this. Overall, the taste of the front end is very good (as I discussed in part one of the review). Front wheel was "planted" at all times (unless it is from the ground, of course). The front can be nervous when accelerating hard over bumpy roads or damaged, but with a good front tire (one that is not too worn or "cupped"), you should have no problem with head shaking.
Suspension, on the whole, sufficient to meet the requirements, although the rigid sprung up (in accordance with the high performance nature of the machine). Frankly, you're not going to want a softer suspension with this much performance. Road riders do not need to revalve suspension, although different spring rates will benefit people who are not in "normal" weight range.
Both front and rear brakes are very good, although I have to ride a bike motor sport recently that provides more feel and development of the front brake. Yamaha made some changes to the front brakes on the 2000 R1, and some riders think Yamaha took a step backward in this regard. Rear brakes are very good, giving good power and feel.
The R1 will be used by many street drivers to commuting. Not all of us who are able to R1 weekend canyon carving only. Although not a sports tourists in any way, the R1 is quite comfortable on the freeway (which provided the framework you are not stressed by the nature of the sport up position). Though fairly minimalist gifts, while the road wearing the right gear, helmets are good (and ear plugs), highway travel is "pretty" comfortable. Frankly, some of it is related to the age of the rider. As we get older, we get the framework is less flexible and rigid rise faster. Young, flexible R1 riders will find comfortable enough for commuting. Many older drivers (over 40) will find a bike too uncomfortable for extended highway travel.
Frankly, R1 is an explosion on the freeway, where the attitude of present (see comments above) is more powerful. The ability to roll on the throttle and literally destroy other traffic by speeding into the gaps very pleasant and hard to get bored.
I do not have a problem with the clutch on the R1. Easy to feather the clutch while leaving the stop, and RPM on downshifts to match fairly easily, too. Engine braking on the R1 is very good for an in-line, four-cylinder engine and coupled with a broad powerband, making R1 the "one-gear bike", if you want, a lot of time.
Lights in the R1 more than enough (although, not the best I've seen this year). Night ride in cold weather can interfere However, because a small gift. Once again, you have to compensate by wearing a leather riding equipment.
I kept coming back to the engine performance, but I want to talk about how good is this motor carbureated. This motor has good throttle response, and come to the throttle so smoothly and predictably, that the fuel injection may be a step back to Yamaha. You probably know that it is very difficult to get a fuel injected bike came on throttle smoothly. This is one of the great attributes R1 - had "come to the throttle" and also, or better than, any motorcycle I've ever climbed.
The styling of the R1 is a pure matter of personal opinion. I like the styling very much, myself, but it was much more noticeable two years ago when he was new. On the whole, essentially motor press has labeled the R1 a style icon like - another benchmark. Not enough Ducati 916 (996), but still pretty damn impressive. Make your own mind.
The "fit and finish" of R1 pretty good. Very close to the standard Honda, in fact, and may be one step ahead of other competition. Very good quality paint, and parts fit together well and work well.
R1's instrumentation is enough by today's standards. Digital speedometer displayed on the R1 better, in my mind, for the analog speedometer. Bike like R1, it was just easier to read. R1 accelerate so fast, analog speedometer (which may be read up to 200 miles per hour, and features together, the little lines and numbers mph) would be almost useless under different conditions, because they can not quickly deliver the right motor speed. Not all sportbikes have switched to digital speedometers, but they should be. Fortunately, R1 has done this.
Use turn signals and other motor control is easy and intuitive - like most modern Japanese motorcycles.
Key passenger seat and opened - reveals a rather small, but the storage can be used. An area greater than that traditionally have been sportbikes, but smaller than Honda 929RR, for example.
What's the point with the 2000 Yamaha R1? It has the largest engine capacity in the field of hardcore sportbike. It packs more motorcycles and attitude more than on any other bike in each category. This also speaks to you and the cages around you when you ride.