[7] At 127.8 hp (95.3 kW) at the rear wheel,[7] top-end output remained the same, but changes to the engine management system were intended to result in a smoother, broader distribution of power.

The headlight housing's profile was sharpened, the side panels were made more aerodynamic, and the windscreen was reshaped for better rider protection.

The fuel tank was reshaped, with a more relaxed rear angle and deeper leg recesses to provide a better riding feel.

Mechanically, the carburetors were re-jetted in an effort to improve throttle response, especially in the low end, all the way up to the bike's 11,750 rpm redline.

The redesigned camshafts were lightened and used internal oil ways to lubricate journals that, when combined with reduced tappet clearance, provided less friction and created less engine noise.

These changes were aimed at eliminating problems with the transmission in earlier models, and to help seamlessly transfer the bike's power to the road.

One notable improvement was the use of new cylinder sleeves of a high silicon content alloy containing magnesium that minimized thermal distortion, reducing oil consumption.

This also provided additional aftermarket possibilities, such as the removal of the front turn signals and the repurposing of the parking lights as directional or hazard markers while stopped.

The all-new engine was no longer used as a stressed member of the chassis, and had a separate top crankcase and cylinder block.

Combined with the changes to the frame, this helped to eliminate the tendency of the handlebars to shake violently during rapid acceleration or deceleration on less-than-perfect surfaces, a phenomenon known as speed wobble or a tank slapper.

The LE and SP models had custom Öhlins front and rear suspension units developed by the same team as the YZR-M1 MotoGP bike.

Custom forged aluminum Marchesini wheels specifically designed for the LE shaved nearly a pound off the bike's unsprung weight.

A back torque-limiting slipper clutch and an integrated lap timer rounded out the package, essentially making the LE a production racer.

It had an all-new inline-four engine, going back to a more conventional four-valve-per-cylinder design rather than Yamaha's trademark five-valve Genesis layout.

It also had the Yamaha Chip Control Intake (YCC-I) electronic variable-length intake funnel system, Yamaha Chip Control Throttle (YCC-T) fly-by-wire throttle system, slipper clutch, all-new aluminum Deltabox frame and swingarm, six-piston radial-mount front brake calipers with 310 mm discs, a wider radiator, and M1 styling on the new large ram-air intakes in the front fairing.

Yamaha claimed the bike would give the rider "two engines in one", with the low-end torque of a twin and the pace of an inline-four.

The rear shock absorber connected underneath the swing arm via a linkage, a change from previous models.

[1] In 2012, the Yamaha YZF-R1 received traction control and a redesigned nose, and a special edition 50th Anniversary R1 was released.

At the centennial EICMA motorcycle show, Yamaha officially unveiled a new generation of R1,[14] similar to the contemporary YZR M1.

[15] Engine changes include a decreased bore-to-stroke ratio, a larger airbox, a finger-follower valve system, and fracture split titanium conrods.

[18] A second higher-spec, limited production model called the R1M is also produced, and is differentiated from the standard model by having more expensive components, such as electronic semi-active Öhlins suspension, carbon fiber bodywork, Yamaha's Communication Control Unit (CCU), a Y-TRAC data logging system, and grippier Bridgestone tires with a larger rear 200/55 size.

Katsuyuki Nakasuga, Alex Lowes, Michael van der Mark won the 2017 and 2018 Suzuka 8 Hours races.