The 2001 model R1 appeared to be unchanged apart from changes to the colour scheme, having seen off the challenge from the CBR900 Fireblade in the year 2000, it remained to see whether Yamaha had done enough to see off the threat of the Suzuki GSXR1000.

For 2001, there was also an R1 Champions Limited Edition model, which included a special paint scheme and stamped aluminium authenticity plate signifying the bike's limited production number.

The third incarnation of the Yamaha R1 featured a black frame derived the World Super bike R7, a heavily revised engine features for the first time fuel injection.
Following the lead from the R6, the rear light on the R1 is also an LED.

2003 models showed no changes apart from the colours, the silver had been available in 2002; the black was all new for 2003.

 

All new for 2004 this version of the R1 has it all, under seat exhaust, radial brakes and for the first time on an R1 Ram air.

The all-new engine (no longer used as a stressed member of the chassis) featured a separate top crankcase and cylinder block; with the added ram air effect it is estimated to produce 180 bhp at the crank.

Compact, light and immensely powerful, the original R1 engine has established itself as the runaway leader in the large-capacity supersport category. Of course, its enormous power output has played an important role in making the R1 the top choice with performance-minded riders. However, for many owners it is also the motor's remarkable ability to pull strongly and smoothly from low rpm that has made the R1 one of the most popular performance bikes throughout the world.

Much attention was focused on reducing frictional losses wherever possible, and both the camshafts in this slant-block 20-valve motor have been redesigned, and now utilise internal oil ways which fed lubricant to the journals. This change has also allowed the engineers to reduce tappet clearances, a move which makes for lower levels of mechanical noise. 

Constructed using Yamaha's innovative 3-axis design, this ultra-compact transmission now runs with lighter internals which, as well as making an important contribution to overall weight savings, serve to improve transmission efficiency and enhance power levels at the drive sprocket. The 6-speed gearbox now featured a slightly taller first gear ratio, which changes from 2.600 to 2.500, and now runs closer to second gear to give superior acceleration. As well as making a large number of technical modifications that are designed to deliver tangible performance gains, the designers had also paid close attention to the introduction of new components, which enhanced the overall ride quality. One example of this can be seen with the addition of a new shift shaft, which is now equipped with an additional bearing that gives a superior shift feel. Complementing the new shaft is a redesigned shift linkage and gear-change pedal, which deliver a smoother and more positive action when moving up and down the 6-speed transmission.

More evidence of Yamaha's no compromise philosophy is evident in the use of ultra-lightweight magnesium for the pickup coil rotor cover and the shift shaft cover. And the 2000 model's weight is cut even further with the use of a compact new starter motor that is over 12mm shorter than the '99 component. The instrument panel, which was slimmer and lighter than before, now featured a digital LED speedometer and redesigned analogue tachometer.

Important changes aimed at reducing weight and improving performance characteristics were to be found on the new bike's inverted front forks. Spring diameter is reduced from 4.5mm to 4.4mm, and the oil seals featured aluminium washers instead of the previous steel items. Other internal changes were designed to offer improved suspension action, and a new design lower triple clamp makes for even higher levels of front-end rigidity. More weight savings had been achieved with the use of a new rear shock which, like the front forks, features a lighter spring and also utilises a forged body in place of the '99 R1's cast unit. And for easier set-up, this new shock was equipped with modified compression and rebound adjusters that gave a more positive click when being dialled in or out.

One of the features that attracted universal praise from journalists and R1 owners alike was the bike's high-specification dual front braking system. Slowed by lightweight one-piece 4-pot callipers, the design is one of the most impressive braking set-ups available on a production motorcycle today. Firstly, the number of pins on the dual floating discs was reduced from ten to eight per disc, and disc thickness was reduced by 0.5mm to 5.5mm. And for more accurate feedback, the latest R1's pads were manufactured from a different grade of friction material.

Another significant weight saving had been achieved by the use of a new free-breathing titanium muffler featuring a high-quality finish.

Since it first exploded onto the supersport scene, the R1's short-wheelbase Deltabox II chassis had set the industry standards for precision handling and performance by having an ultra-short 1395mm wheelbase combined with a long GP-style swinging arm pivoting close to the machine's midway point.

Although the new-generation R1 appeared very similar to the '99 model, a closer inspection of the bodywork reveals that the fairing is all-new. For improved high-speed wind protection the latest model's screen is slightly higher, while the upper cowl has been restyled. Although retaining the R1's characteristic look, the 2000 series dual 60/55W headlights are actually wider than the '99 units, and together with the new fairing they help improve the bike's aerodynamic efficiency. Detail changes to the side cowls and under cowl had been made to achieve reduced drag, and the new-style mirrors sit 25mm higher on longer, thinner stems that help improve rear vision and contribute to the 2000 model's overall 5 lbs. weight reduction.

Subtle changes had also been made to the shape of the fuel tank, and as well as having a top surface that's 5mm lower, the rear of the new tank is more gently angled, and the side recesses are modified for easier rider manoeuvrability.

For improved riding comfort, the seat now extends further forward around the sides of the tank, and the tail cowl is also reshaped for improved appearance and reduced drag. And to complete the rear end restyle a new two-bulb taillight was fitted that is both smaller and lighter than the '99 design. The box-section aluminium sub frame had also been modified, and it now ran at a steeper angle to achieve a more sloping tail that offers more rider support, and gives the new-generation R1 an even sharper, more aggressive profile.