2009 Yamaha YZF-M1 — MotoGP Review performance picture comparison news

13 Апр 2015 | Author: | Комментарии к записи 2009 Yamaha YZF-M1 — MotoGP Review performance picture comparison news отключены
Yamaha YZF-M1
Yamaha YZF-M1

2009 Yamaha YZF-M1 MotoGP Review

You may think connection to MotoGP World Valentino Rossi is distant, but the 2009 Yamaha YZF-R1, bond is tighter than you And you can credit Yamaha’s latest advance in four-cylinder engine to none other than Doctor’.

No, the charismatic Italian who possesses an unnatural mastery of control, hasn’t hung up his to sit at a drawing table designing Instead, he selected the odd-firing crankshaft over the traditional crankshaft when he first for the Yamaha MotoGP team. crankshaft design is the latest innovation in the new R1.

Part of Rossi’s to switch race teams in after wining three titles with Honda, was insistence that he take an part in the development of the race This appealed to Rossi, in his autobiography, What If I Had Never It, described Honda as insensitive, cold, in their relationship.

initial testing with Rossi rode the YZR-M1 machine with four inline-four engine configurations: a head design with a crankshaft and firing order, a head with conventional order, a five-valve head a crossplane crankshaft, and a four-valve combination. Rossi’s seat-of-the-pants dictated that the version four valves per cylinder and the crankshaft worked best.

Although this engine did not produce the highest output, described its power characteristics as to engineers. That sweetness translated into race as Rossi won the first race of the season on the bike’s competition He went on to win the championship that and took the MotoGP title in 2005 and last year.

chassis and engine development evolved since that championship-winning M1, one thing has remained engine/crankshaft layout.

Yamaha had using five-valve Genesis heads on street bikes 1984, as it did on the R1 since its introduction in After development of the four-valve M1 one less valve per cylinder was efficient, Yamaha went to a head on the R1 in 2007.

Two years the new R1 gets that sweet An engine using a crossplane is not to be confused with what is known as a big-bang engine, is mostly associated with V-fours. Some race have tried big-bang fours-using a regular single-plane with cams and ignition to fire the cylinders in pairs acting like a 180-degree twin-though this layout ineffective and produced excessive

A crossplane crankshaft is not intended to power output; there are means of accomplishing that The main reason Yamaha this layout is because of its odd order. On an inline four a traditional single-plane crankshaft, rise and fall in pairs: 1 with 4, and 2 with 3. Combustion are therefore separated evenly 180 degrees of crank rotation, a 1-2-4-3 firing order-this is gives an inline four its exhaust note.

In the crossplane crankpins are set at odd intervals, with arriving at 270, 180, 90 and 180 and a firing order of 1-3-2-4. If you to look lengthwise at both with the crankpin for cylinder 1 up, on the single-plane crank you would see crankpins 1 and 2 splayed vertically; on the crank all four crankpins be visible and forming a cross.

All of research into odd firing is critical because it affects and feel. These abstract are better described as the connection throttle hand and rear so critical on small-displacement machines, but of importance as power output to open-class levels. Odd firing are naturally produced in the V-4 and V-5 engines in the championship-winning Ducati and Honda bikes.

To date, no traditionally firing four-cylinder MotoGP machine has won a as evidenced by the Kawasaki ZX-RR, pilots often complained of corner-exit traction. Corner speed is a vital component of racing. The harder you exit a the higher the speed you will at the end of the following straight, and the quicker you reach the next turn-it is all lap times.

The way in which power transfer to a crankshaft greatly the way power transfers to the rear There are two kinds of torque to a crankshaft: combustion and inertial. torque is produced on the downward of the piston as the cylinder fires, the momentum of the spinning crankshaft inertial torque.

Inertial interacts with combustion producing composite torque, and it is composite torque that claims affects drivability and

On a traditional single-plane crankshaft, the spaced firing intervals with a crank that and slows every 180 degrees-all pistons come to a stop at the time twice per revolution at the top and of the cylinders. This causes torque to fluctuate greatly, is detrimental to drivability and makes it for a rider to feed the throttle exiting from a corner.

Because of a crossplane crankshaft’s odd intervals, inertial torque is constant and composite torque stable, closely matching the power pulses. Yamaha claim the resulting smoother torque produces a more powerband, improving feel and at corner exit.

Despite Yamaha engineers might in theory, all this engine is meaningless if it does not work. The crankshaft design earned stamp of approval, and we have what he has accomplished with engine layout.

I had the chance to Yamaha’s crossplane crankshaft a few before it became available in the R1. In I was offered the rare opportunity to Rossi’s 990cc M1 following the MotoGP round in Valencia, That year he struggled early season handling

Yamaha YZF-M1
Yamaha YZF-M1

Excessive wheel chatter was traced to an incompatibility of the chassis newly developed Michelins. in the frame to alter its flexibility cured the chattering, and Rossi from a mid-season 51-point to lead the championship by the Valencia A rare unforced crash by in that race assured Hayden the MotoGP title.

the M1 was an imposing proposition, as only ten in existence-four for Rossi, four for Colin Edwards, and two test Once fired, the M1 sounded like a V-four than an four, the first hint things were different in the

Having only previously the Valencia circuit virtually in a game, my first real lap was cautiously. At my modest pace, I was struck by how this purebred, race bike at the pinnacle of performance-with machined-from-billet engine the most advanced electronics, in a fully adjustable frame-felt similar to an ordinary street

Gone are the days when temperamental two-strokes terrorized on which throttle control the dexterity and finesse of a microsurgeon. At throttle openings, the M1′s injection operated flawlessly; the accelerated smoothly and without The bike steered with a vagueness, not quite reacting to input as I had become accustomed to on a It required higher effort, but in quicker.

Then, when I onto the front straight for the time, I twisted the throttle and the M1 transformed into the world-class bike it most certainly is.

a claimed power output of 240 horsepower” and a published claimed dry at the FIM-mandated minimum of 326 pounds, the M1 had an power-heavy power-to-weight ratio. Its acceleration was like nothing I had before. The engine pulled from a relatively low rpm and pulled harder-much harder-as revs

However, despite this delivery of power, the bike was manageable than anticipated, no partially due to the bike’s fly-by-wire

As speeds increased a couple of into my five-lap session, the that I had grappled with began to come around.

motorcyclegenre source article:

About this blog : auto sales for parts budget second specification insurance company field complaint loan financing cheap manufacture comparison motorcycle auto sales for budget second specification insurance company field complaint loan financing cheap manufacture comparison .

Yamaha YZF-M1
Yamaha YZF-M1
Yamaha YZF-M1
Yamaha YZF-M1
Yamaha YZF-M1
Yamaha YZF-M1


Tagged as:

Other articles of the category "Yamaha":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.