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 markedly.

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