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post #1 of 13 (permalink) Old 11-09-2008, 04:19 PM Thread Starter
 
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Lightbulb MotoGP » Inside Yamaha's 2008 YZR-M1.

Inside Yamaha's 2008 YZR-M1.

Sunday, 9th November 2008

2008 Yamaha YZR-M1 technical presentation.

At the season-ending Valencian Grand Prix, Fiat Yamaha Team director and YMC MotoGP group leader Masahiko Nakajima gave a technical presentation (pictured) about Yamaha's triple title-winning 2008-spec YZR-M1.

The presentation was split into four sections: '2007 Review', 'YZR-M1 Development Concept', '2008 YZR-M1 Developments and Results' and 'Summary of 2008 Season'.

The main findings for each section, and accompanying diagrams, are shown below...

2007 Review

Rossi only managed four wins and eight podiums during the 2007 season, leaving the Italian third in the riders' world championship - his worst ranking ever in 500cc/MotoGP and lowest title position since his first season of 125cc grand prix racing in 1996.

Rossi was once again the only M1 rider to win a race and Yamaha was only third in the constructors' championship, behind Honda and Ducati. In terms of results it was Yamaha's worst season since 2003, before Rossi arrived.

A review of the 2007 YZR-M1 highlighted the following weaknesses:

1) Lack of engine performance and reliability, specifically:
*Poor acceleration and maximum speed.
*High water and oil temperature.

2) Hard to manage fuel consumption, caused by:
*Poor Air-Fuel ratio on the track.

3) Difficulties in matching the (all Michelin) tyres to the chassis, resulting in:
*Lack of balance between front and rear grip/braking and turning.

YZR-M1 Development Concept

The YZR-M1's development goals were to:

1) Enhance maximum tyre performance.
2) Maximise engine power.
3) Minimise fuel consumption.

This was to be done by:

1) Chassis: Optimise geometry and rigidity
2) Engine: Less friction and better combustion
3) EMS (Engine Management System): Vehicle dynamics oriented

2008 YZR-M1 Developments and Results

Chassis Developments:

1) Diagram showing how Yamaha optimised the M1's basic bike dimensions.

Optimisation of the YZR-M1's dimensions for the 2008 season (diagram: Yamaha Motor Co.)



2) Diagram showing how the frame of the YZR-M1 was changed to improve braking and cornering characteristics. The 2008 frame was stiffer until torsion and vertical loads, but less stiff under lateral loading.

Changes to the YZR-M1's chassis between 2007 and 2008 (diagram: Yamaha Motor Co.)



3) Dagram showing how the aerodynamics of the YZR-M1 were changed to improve oil and water cooling. This resulted in more consistent engine performance and improved reliability.

Aerodynamic changes to help improve water and oil cooling for the 2008 YZR-M1 (diagram: Yamaha Motor Co.)



Engine Developments:

1) Diagram showing the main engine changes for the 2008 YZR-M1 compared with the 2007 version.

Main engine changes for the 2008 YZR-M1 (diagram: Yamaha Motor Co.)



2) Diagram showing the main improvements in engine performance. The pneumatic-valve system (first introduced during 2007) reduced the weight of the valve-system by 40%, lowered the amount of spring force required and allowed for a higher valve lift.

Engine losses due to friction were reduced by optimising the piston and ring, changing the crankshaft diameter, using a new centre oil feed lubrication system and changes to surface treatments.

The above modifications resulted in a 12% increase in maximum power and 8% increase in maximum torque, compared with the 2007 engine.

Engine performance for the 2008 YZR-M1 (diagram: Yamaha Motor Co.)



3) Diagram showing the increase in maximum speed and reduction in fuel consumption, for each track present on both the 2007 and 2008 world championship. The biggest top speed improvement was 16 km/h at Qatar, while the M1 was over 10km/h faster at four other circuits. The biggest drop in fuel consumption was a 13% improvement at Estoril.

Speed and fuel consumption improvements for the 2008 YZR-M1 (diagram: Yamaha Motor Co.)



EMS Developments:

1) Dagram showing how Yamaha's EMS (Engine Management System) used real time vehicle dynamics to optimise torque delivery.

EMS (Engine Management System) developments for the 2008 YZR-M1 (diagram: Yamaha Motor Co.)



Summary of 2008 Season

The 2008 YZR-M1 achieved all its racing objectives, winning the riders', constructors' and teams' MotoGP World Championships.

The YZR-M1 took victory in ten out of the 18 rounds - nine wins for Rossi (Bridgestone tyres) and one win for Jorge Lorenzo (Michelin tyres) - and a Yamaha rider finished on the podium at every race. The 2008 YZR-M1 concluded the season with 10 wins, 24 podiums and 7 pole positions.

In brief, Yamaha improved maximum tyre performance due to:

1. Chassis dimensions being modified to suit the tyre.
2. A new EMS [Engine Management System] strategy to maximize tyre performance using vehicle dynamics.

Yamaha's work to maximise engine power and minimise fuel consumption resulted in:

1. Engine performance being improved by 12%.
2. Fuel consumption being improved by 6%.

Inside Yamaha's 2008 YZR-M1. | MOTOGP News | Crash.Net
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post #2 of 13 (permalink) Old 11-09-2008, 04:43 PM
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I have to say they did a pretty good job with the bike for 2008, or should we say they did a pretty poor job in 2007?


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post #3 of 13 (permalink) Old 11-09-2008, 04:48 PM
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good post, there's some good stuff in there. I could go all day.

well in '08 it was definitely the dominant bike, the one to be on.

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Last edited by Junior; 11-09-2008 at 04:48 PM. Reason: Automerged Doublepost
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post #4 of 13 (permalink) Old 11-10-2008, 07:25 AM
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very interesting ,thanks Val for posting that ,

David
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post #5 of 13 (permalink) Old 11-10-2008, 02:05 PM
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it's funny, 'cause looking at this, solving the frame problem solved their cooling problem which solved their engine problem. The don't show it there, but the section thickness on the frame spars will be thinner to increase the lateral flex. That plus a bigger exit in the fairing cleared the cooling problem and allowed them to bump the compression, which solved the power problem and the fuel efficiency problem in 1 fell swoop. I'm sure the air valves helped tremendously there too, generating less heat in the combustion zones.

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post #6 of 13 (permalink) Old 11-10-2008, 03:10 PM
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One thing that these pictures or the presentation doesn´t show is the rumoured DI on the M1.


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post #7 of 13 (permalink) Old 11-10-2008, 03:24 PM
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Quote:
Originally Posted by Gustav O View Post
One thing that these pictures or the presentation doesn´t show is the rumoured DI on the M1.
I didn't hear that rumour?!

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post #8 of 13 (permalink) Old 11-11-2008, 05:17 AM
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Quote:
Originally Posted by Junior View Post
I didn't hear that rumour?!
It has been on afew internet forums so I don´t know what kind of substance there is to it. Would be cool if it was true though.


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post #9 of 13 (permalink) Old 11-11-2008, 07:33 AM
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Quote:
Originally Posted by Gustav O View Post
One thing that these pictures or the presentation doesn´t show is the rumoured DI on the M1.
What is DI?
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post #10 of 13 (permalink) Old 11-11-2008, 08:17 AM Thread Starter
 
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What is DI?
Direct Injection

direct_injection.jpg
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post #11 of 13 (permalink) Old 11-11-2008, 01:50 PM
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If they've done it and they're still turning those kind of rev numbers it's a major accomplishment. Assuming it's a piezoelectric system anyhow, if it's mechanical then it's not nearly as big a deal. Highest frequincies I've seen from a piezo system yet is ~150hz, which really is honking pretty good, but the M1 would need more than twice that. Even the bosch laboratory get-ups aren't spitting that kinda frequincy yet. Not to my knowledge anyhow, altho it's difficult to say how much they let out, generally it'd be out in a whitepaper if it wasn't directly developed specifically for the purpose of racing.

That plus last time I checked, Yamaha and Bosch aren't on the best terms, and I don't know of anyone else throwing numbers near the Bosch set-up without being a honking huge system. The BRP/Rotax system can pull 150+hz, but it'd be visible on the head and would require a different casting. Plus it's designed for 2-stroke app so the atomization patterns would be totally bass-ackwards. (2-stroke fuel injector fires when the piston is on an upstroke, into a deliberatly turbulent air-fuel charge that's at a very high pressure, 4-stroke fires into the cylinder as the piston is on a downstroke in as low a reynolds number flow as possible, at sub-atmospheric pressure.)

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post #12 of 13 (permalink) Old 11-11-2008, 01:53 PM
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Probably just a rumour then.


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post #13 of 13 (permalink) Old 11-11-2008, 02:17 PM
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you never know. Yamaha are famous for trying hair brained shit.

their 2-strokes had more valves than everyone elses 4-strokes.

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