Faster, lighter and better handling - well, what else d'ya expect from the new hot-poop R1? It's gotta beat the GSXR1000 on paper or no-one will want one. Well, it is a bit sharper all round, the bars a tadge lower, the pegs a smidgeon higher and the riding position generally a touch more aggressive. The engine feels sharper with its fuel injection, responding more quickly than the old carb version and it pulls more strongly at the top of the rev range where last year's fizzled out a bit. The instant response means that the front end goes light more easily, and although the forks don't flap about nearly as much as on the old R1, when they do get into a muddle the weave/slap builds progressively and you have to shut off to get the bike straightened out. So, worth adding a steering damper.

The Yam's weak point has always been a slight reluctance to change direction quickly and to hold a tight line in a corner. For 2002 indications were that things were better. Fork offset is reduced by 10mm to 25mm to help reduce turning resistance, but trail has consequently increased to 103mm - up from 92mm. The end result is .... well, not earth shattering, but it does turn in better now and the front feels more planted as you tip in, although it still takes a fair bit of body language to get the bike to hold a tight line in the second half of a corner. With the various chassis mods the bike should respond well to decent suspension setup judging by its performance in British Superbike races.

The old 41mm forks are increased to 43mm to reduce flex during braking. To keep weight down, wall thickness of the tubes is reduced from 2mm to 1.75mm. Stiffer fork springs mean that the travel has been cut by 15mm to reduce brake dive, and increase stiffness.

The engine mounting points have been moved and the motor now sits 20mm higher in the frame. The swingarm is raised by 17.5mm in the chassis, to accommodate the engine’s new position, and is stiffer, of course.

The changes all lead to getting a bit more weight over the front, and to firming up the forks to deal with it.

The rear shock is basically unchanged, but has some mods to its damping to compensate for the new swingarm.

This year's frame colour is definitely black, and the R1 follows the trend with it's new black Deltabox III frame. It retains the old bike's 1395mm wheelbase but incorporates the engine far more as a stressed member to improve stiffness. And we all want improved stiffness.

Ooh, Designer chique ... new curved rear light/tail unit is echoed by hugger

The engine is the same 998cc DOHC 5-valve per-head motor as last year, but now sports fuel injection. Yamaha have used technology gained from their race teams to create a new design of injector with a vacuum controlled intake system. Sensors measure the air temperature and pressure, atmospheric pressure, coolant temperature, rpm and throttle position. This data is then fed into the ECU which adjusts the injectors to deliver the optimum amount of fuel. But in addition vacuum pressure from the intake ports control pistons in the throttle bodies which adjust the airflow, giving better control at low revs, where injection is often a bit on the jerky side. Sort of carbojectors .... Anyway, the system seems to work well, with minimum fluffy stuff as you crack the throttle and very strong response from the motor.

The airbox is not pressurised but now faces forward to give the motor a better supply of cool air, so the high-rpm characteristics of the engine are improved. Certainly seems to work, as the bike is now stronger at the top end.

Yamaha have retained their EXUP valve, with slight modifications, and titanium exhaust system but have changed its pattern from 4 into 2 into 1 to 4 into 1, saving a kilo.

Power is up a tadge on last year's R1. Yamaha claim the new bike produces 3bhp more with 153bhp at the crank. Torque is up by 2ftlb to 84ftlb. And at 174kg the new bike is just 1kg lighter. None of that sounds much, but it has a noticeable effect on the bike's performance.

The gearbox seems to have a better shift action, although the gears make all sorts of new weird and wonderful whining noises - there must be some more straight-cut gears in there.

Higher pegs and lower bars mean that the bike is not as luxo comfortable as last year’s bike, but should be better on the track, with improved front end feel and better ground clearance.

Twiddly bits include a gearshift light which can be set to flash at whatever revs you want. So, set it at 12000 rpm and scare yourself stupid trying to get it to come on before you change up. Seems a bit daft for the road but could be useful at the track I suppose.

The bike keeps the jolly useful mileage indicator when you go onto reserve so you shouldn't run out of petrol too often.

The new bodywork gives the bike a more pointed look with its sharp lines and exposed engine cases. Useful addition is a rubber block mounted on the frame between the fairing arms - should help reduce frame damage if you drop the bike. The clutch arm assembly on the gearbox is still vulnerable in a spill, so worth adding a mushroom protector.

The redesign of the seat unit and tank help the rider move around on the bike, although the R1's always been pretty good in this respect.

The more tapered seat unit looks the part, but the storage space is a fair bit smaller, and it wasn't generous on the last model. Unless you're Kylie Minogue you're not gonna fit your waterproofs in there.

So, all in all, everything is a bit stiffer and a bit more responsive. With a decent setup the R1 will certainly have the measure of last year's bike and will give the GSXR1000 some serious competition. The 'Blade still steers better, though.

Available in three colours - silver/black, red/white or blue.