INSIDER The official Yamaha racing magazine Winter 2006/2007 Issue six

A decade of dominance The big YZ four-stroke revolution

Onward and upward MotoGp’s technical landscape

Art of engineering part2 High tech mudfight

Season reviews Relive the 2006 season

Field of dreams

All about the new YZF - R1 and Rossi riding it INSIDER  When you’re negotiating your way across INSIDER difficult terrain, the last thing on your mind is getting around the corners. Publisher Welcome to the sixth edition of Insider The new YFM Grizzly 700 features class Yamaha Racing Communications by leading electronic power steering allowing Dear Insider, you to relax and get the job done. Editors Dennis Sol - Let me start by recalling what must be one of the most remarkable per- Nothing will get in your way with the Leon Oosterhof - Yamaha Motor NV Remember multi-capable Yamaha 4WD system that delivers formances in the world of sports, ever. and Yamaha clinched confidence in both uphill and downhill trails. Design their sixth consecutive World Championship by winning 14 out corners? Peter Henneman of the 15 MX1 Grand Prix races in the 2006 season. Besides this record So choose the toughest route and enjoy Bas van den Biggelaar performance Stefan holds every other conceivable record in his sport too, it and steer your way to your local Contributors and I’d have to think very hard to come up with another sportsman having Yamaha dealer shop. Gordon Ritchie, Mat Oxley, Paul Taylor, done the same in his field. To commemorate this extraordinary feat we Dennis Sol, Richard Lieberman, Isabella have made sure there is a lot to read about Yamaha’s off road commitment Marcis, Sara Arazola, Hanna Wuttke, Milagro, Matteo Cavadini, Paul Barshon, and the YZ four stroke machines. Jonty Edmunds, Massimo Zanzani, Adam Wheeler, Mario Marini, John de Koning, Yamaha experienced an unfortunate end to the ’06 racing season, as both in Gold & Goose, Marieke Kok. MotoGP and Kevin Curtain in World Supersport had to settle for a vice world championship. It was Printing tough for all of us, but at the same time we are very proud too, because Yamaha countered mis- Daneels Nederland, Loon op Zand, fortune and adversity in challenging for these world titles until the last flag dropped and Yamaha The Lithography offered the fans lots of excitement on the way. MontBlanc Creative Assistance Group, Amsterdam, The Netherlands By the time you read this, we have left 2006 behind us, and will be well underway with our winter Insider is produced on behalf of Yamaha test programmes for all classes, so you can be sure we will be pumped-up and ready to return to Motor Europe by Yamaha Racing Commu- the track for 2007. In this issue you will read all about the new YZF-R1 and why this machine will nications, a service of p’ZAZ, Hoogte Kadijk 61hs, 1018 BE Amsterdam, The Netherlands. be a title favorite in the hands of and newly signed . Kevin Curtain and Telephone +31 20 62 56 539. his teammate hold the best cards in world supersport with the fully developed YZF-R6 entering its second year of competition. Valentino Rossi and are currently putting the Reproduction of any text, photograph or illustration in this magazine is prohibited new 800cc YZR-M1 through its paces. We are confident this huge commitment will reap its benefits without permission from the publisher. when the 2007 MotoGP season kicks off. With our new riders Joshua Coppins and Marc de Reuver we While care is taken to ensure that the are confident we can retain our dominance in MX1, while our 2005 MX2 world champion Antonio content of Insider is accurate, the publisher can not accept any liability for errors or Cairoli desperately wants his title back. omissions. I think you will agree there is a lot to look forward to, and I hope you will support us in our quest © 2006 Yamaha Motor Europe NV to secure these 2007 championships.

Laurens Klein Koerkamp Department Manager Racing Division - Yamaha Motor Europe NV On the cover: During the first official test of the 2007 season in Jerez, Valentino Rossi entered the track with a new set of stickers on his Yamaha 800 and helmet. As seen on the cover, it refers to King Arthur and his magic sword Excalibur. "I want to show everyone that we are ready to fight back and that we're ready to do our very best throughout www.yamaha-motor-europe.com these winter tests." Rossi explained.

INSIDER  INSIDE...

Pitlane All the latest Field of Dreams 12 news from the world The fifth generation of Yamaha of the no-compromise YZF-R1 is here. Like all its predecessors it sets new standards for the 18 supersport class

A decade of dominance Get the full perspective on Yamaha's legacy in 400-450cc four-stroke motocross racing 30

Onward and upward Looking back on the 40 development of the YZR-M1 from 2002 up until testing the 2007 800cc incarnation

Race around the 50 world From cup races to the World Super- sport championship, the YZF-R6 contested in competitions all over the world

The art of engineer- ing part2 YZ450FM 53 special parts put under a different spotlight: Yamaha engineers create masterpieces of ‘tech art’

58 Review Relive the 2006 season wih all its ups and downs 70 Standings A statistical round-up of the 2006 season in Yamaha's officially entered race classes

Image: Colin Edwards

 INSIDER INSIDER  Sacred moment All fans have seen Valentino Rossi’s rituals before he takes to the track. But few know about his bike graphics rite. Often Vale comes up with new sticker designs which he insists on putting on his M1 himself. Picture: Milagro

 INSIDER INSIDER  Sunday morning tranquility Yamaha Motor WSB pitbox during Monza race weekend Picture: Matteo Cavadini

 INSIDER INSIDER  End of an era When Everts signed with Yamaha in 2001, success was on the cards; but nobody expected the start of the greatest partnership Motocross racing has ever seen. Stefan delivered a world title in each of his six seasons on the four stroke YZ with the last season being an emotional roller coaster. With ten world titles and 101 Grand Prix victories behind his name he broke every record in the book, who dares even to challenge these figures? Picture: Massimo Zanzani

10 INSIDER INSIDER 11 Pitlane Quick Rossi revs up news Chad Reed got a flying start of the for NZ Rally test 2007 season by winning the opening race of the Amp’d Mobile World Super- cross GP in Toronto on the second of December 2006. The World Supercross GP Championship will be held over 18 races of which 16 will be held in the USA. Yamaha MotoGP star Valentino Rossi Yamaha’s World Supersport will be proved to be almost as impressive on four managed by Yamaha Motor Europe for

wheels as he is on two when he competed in INSIDER the 2007 season. The team’s structure November's New Zealand rally. Much to the and location will remain the same. With amazement of the rally community, the Italian ''Something I have dreamed the prominent involvement of Yamaha finished the world championship round 11th in Motor Europe the team can benefit from its vast experience and resources. Team his privately entered Subaru. This was the second of all my life'' Yamaha De Carli have signed 2006 time that Rossi had participated in a world Ever dreamt of meating one of your commemorate his farewell race. His bike featured FIM Junior Motocross World Champion rally event, and the multiple MotoGP champion favourite Yamaha team riders, or owning a unique 'chequered' design, which highlighted and European Motocross Champion in has not ruled out future rally outings. Indeed, some of their personal riding gear? Visit www. his 100 GP victories; we watched the whole the 80cc class Alessandro Lupino. He on returning from New Zealand, Rossi and co- yamaha-racing.com, where you'll find regular thing from front row seats. The bike was simply competitions offering you the chance to win stunning and Stefan's riding gear was worthy will join current Yamaha riders Antonio driver Carlo Cassina went on to enter and win a very special prize. Just like lucky Belgian of 'the Legend'. It was a beautiful tribute to the Cairoli and Matteo Bonini in the MX2-GP the non championship Monza rally. Despite his motocross fan Chris Debusschere, who won a VIP best Everts! class. James Ellsion has left the four-wheeled hobby, Valentino has committed trip to attend Stefan Everts' final GP of 2006. Following the press conference, we had our Yamaha Team and will compete in the his future to MotoGP and remains focused on Read his story here: picture taken with Stefan, and it came out AMA Superbike Championship. James will reclaiming the crown in 2007. "The first thing I would like to do is express really well. join the factory supported Corona is my gratitude to Yamaha for giving me the At 12.15, we were invited to lunch in the VIP tent Team. 2006 YMIT WSB rider opportunity to be present on such a special day! the race organizers, Youthstream; there was a great will join the SRT team for the Thank you very much indeed!! choice of food and plenty of drinks were on hand. 2007 MotoGP season. Pitt – who attended De Reuver makes promising Yamaha debut It was fantastic to have my wife and Following the meal, the real action began with the MotoGP circus from 2002 to 2004 two children with me during what was an the racing! With two hole shots and two dominant – will ride alongside former Yamaha GP unforgettable family day. I have dreamt about victories, Stefan said goodbye to his fans with his Marc de Reuver got his career as a Yamaha factory rider off to a flying start by winning November's Red Bull Knock Out in his native rider Garry McCoy. GIANLUCA VIZZIELLO something like this my whole life, and to see the 101th and final GP victory. Without a doubt, this Netherlands. Over 150,000 people descended upon the usually sleepy town of Scheveningen to see the Dutchman, riding a standard YZ450F Will not compete for the Yamaha Team fantasy become reality in Stefan's last ever GP was a very emotional moment for both Stefan and prepared by Yamaha Motor Netherlands, defeat 500 other riders in a spectacular event held on the town's coastline. In a thrilling race that saw the Italia - Lorenzini by Leoni world supers- was just incredible. At 9.00 a.m. we were met by the many fans who have travelled with him to all slowest riders drop out on each lap, the 23-year-old took home the 15,000 Euro first prize after fending off Belgian MX1 rival and port team in 2007. It remains to be seen Yamaha PR staff in the hospitality suite, where the races - including me. The realization that this Frenchman Timotei Potisek. De Reuver will contest in the 2007 MX1 world championship with Yamaha's factory motocross squad. if Vizziello will continue his carreer in we went through the day's schedule over a cup of was the last time we'd see him race really hurt! hot coffee. During the meeting, it quickly became But on the other hand, to go out on such a high the World Supersport Championship. clear that Yamaha was about to spring a few is the perfect way to finish an amazing career... Cedric Melotte who rode the MX1 and surprises on Stefan and the fans in Ernée. There And that's why I am telling you, Stefan MX2 Chamiponship for Yamaha in the was a surprise for me too: I was given one of Everts; 4 EVER THE LEGEND AND THE BEST last three seasons has made a transfer to Stefan's signed jerseys. EVERTS, 72 RULES! and will remain in the MX1 class. After the morning warm-up session, Stefan It was a fantastic way to get an inside Stefan Everts has won the Belgian always signs autographs in the hospitality area. perspective on the sport that Stefan has made sportsman of the year for a fifth time. On this occasion, it was actually quite funny so big. With his goodbye, our day came to an He also received a life time achievement to be standing behind him, enjoying a drink and end too, and after thanking everyone for their award for his services to the sport of taking in the scene. Normally, I'm on the other hospitality, we went home tired, but thrilled. motocross. Everts fifth win places him side of the fence among the crowds waiting to Thanks again to Yamaha for such an excellent second behind the great Tour de grab a poster... experience!" winner , who has won the After the signing session, everything was quickly Chris Debusschere, wife Anja and our two boys, award one more time. set up for the press conference in which Stefan's Jelle and Nicolas, who have learned so much more specially-designed YZ450FM was unveiled to about this fascinating sport. 12 INSIDER INSIDER 13 Pitlane Regina Chain Haga and Corser Chains for Champions test new YZF-R1

Testing of Yamaha's 2007 world superbike challenger began early, with Yamaha Motor Italia riders Troy Corser and Noriyuki Haga 5SPZ$PSTFS debuting a race-prepared version of the latest YZF-R1 at November's :BNBIB.PUPS*UBMJB84#5FBN Pirelli tyre test, held at the Ricardo Tormo circuit in Valencia, and 4UFGBO&WFSUT at the first official FGSports test in in December. ¥ :BNBIB.PUPDSPTT5FBN Even at the first stage of development both riders declared the 2007 0*/5 81

model an improvement over the outgoing machine, particularly in the 7*& areas of chassis and bottom-end power delivery. Corser and Haga will have two more tests with their new steeds, travelling once to the Losail circuit in Qatar and once to Phillip Island in before 2007 gets underway in Qatar on the last Saturday in February. Meanwhile, over in the United States Eric Bostrom and Jason DiSalvo have been busy putting the R1 through its paces at the Daytona International Speedway in preparation for the start of the AMA championship, which kicks off at the Floridian circuit in March. Yamaha US will be entering the premier superbike class with an official entry for the first time in several years.

Former MotoGP and world superbike rider Norick Abe represented Yamaha at this year's Toyota Festival, held at the Japanese Mount Fuji circuit, when he squared up to /PSJZVLJ)BHB driver Ralf Schumacher in a car versus bike challenge. The two :BNBIB.PUPS*UBMJB84#5FBN men took part in a 600 metre sprint race but the bad news for bike fans was that Norick, riding an M1 MotoGP bike, lost out to Schumacher's 2006 Formula One car by just two-tenths of a second. But with the wet conditions favouring the extra traction "OUPOJP$BJSPMJ provided by the Toyota's fat rear tyres it was an honourable :BNBIB%F$BSMJ5FBN Car versus display by Norick, who will no doubt be looking for a dry weather bike challenge rematch to show the full potential of Yamaha's MotoGP contender. 3FHJOBIBTBMXBZTDPPQFSBUFEXJUIXJOOJOHUFBNT 8JOOJOHSJEFSTTVDIBT4UFGBO&WFSUT "OUPOJP$BJSPMJ  /PSJZVLJ)BHBBOE5SPZ$PSTFSBMMVTF3FHJOBDIBJO Rius wins European championship #FDBVTFPGPVSWFSZMPOHFYQFSJFODFJODPNQFUJUJPO 3FHJOBIBTEFWFMPQFEJOOPWBUJWFUFDIOJRVFTGPS Yamaha’s water king Nicolas Rius capped a fantastic TFSJFTQSPEVDUJPO 2006 season by winning his 14th European title in personal 39IBTCFFOEFWFMPQFEGPSNPUPDSPTTCJLFT  watercraft racing and crowning Yamaha as the undisputed XJUITQFDJBMDISPNJTFEQJOTBOEQSFGPSNFECVTIFT champs of the Jet GP world. The Frenchman slimmed down his FMPOHBUJPOJTNJOJNJTFE racing commitments and concentrated on the stand up class, to 5IJTDIBJOJTUIFCFTUDIPJDFJOUIJTñFME devastating effect. Going into the final race, held at Euro Disney 'PS4VQFSCJLFTUIF;3DIBJOTFSJFTIBTCFFO Paris, with a 102 point advantage over his nearest rival, Rius EFWFMPQFE XJUI3FHJOBQBUFOUFE;SJOHTFBMT BOE put on a devastating display on his Yamaha SuperJet, winning TQFDJBMBMMPZQJONBUFSJBM IJHITUSFOHUI MPOH the Superpole and all three heats to take yet another title in MBTUJOHQFSGPSNBODF BOENBYJNVNóFYJCJMJUZ the style of a true champion. Experience Yamaha's wet world of BSFBTTVSFE   ) racing on www.yamaha-motor-europe.com/marine-racing $ ('0     !*'-+ ( (&* ('!  3FHJOBDIBJOT$IBNQJPOTFYQFSJFODFGPSZPVSOFFET !%        /       ...*!"$' #$'$,  &(,(*!"$'$, 14 INSIDER Pitlane

Exciting new items in stock for the New Year.. YamahaYamaha motormotor giftshopgiftshop

Yamaha’s popular racing giftshop has some exciting new items in stock for the New Year. Joining the existing range of exclusive clothing are a new MotoGP jacket and T-shirt from our partners at . These high quality products come in the yellow and blue livery of Yamaha’s 2006 MotoGP team and will be highly appreciated by all race fans. Sticking with the yellow theme, we also have two new items from Valentino Rossi’s range of personal merchandise. Fans of the Italian superstar will be delighted to find that we’re stocking a Rossi-design wallet. Visit www.yamaha-motor-giftshop.com for further information.

The all-new TT- R50 bike is great for playing or racing!

If you think that are only for grown-ups then think again. Most of today's top racers started riding motorcycles almost as soon as they could walk and Yamaha has long offered products in this increasingly popular market. And one bike which has launched many a career is Yamaha's evergreen TT-R50E. Powered by a simple low- maintenance air-cooled single-cylinder 50cc four-stroke, it's fitted with a three-speed semi-automatic gearbox which allows the rider to change gear manually without the need to use a clutch. Visually the TT-R echoes the YZ and WR range of competition machines with motocross style bodywork and speed block graphics, while performance is brisk enough to provide a thrilling ride while remaining docile enough even for the inexperienced rider. The TT-R50E is a dream come true for many children and is the best machine they could ever have to learn the thrill of motorcycling.

16 INSIDER In the winter of 1997, a new force arrived in the one litre sportsbike world, the Yamaha YZF-R1. It was much more than just another Japanese , it was an instant icon; a unique 'no compromise' machine for road riders ready to accept the challenge of the racetrack. A machine, like all other Yamaha R-derivations ever since, that came with racing in its DNA and the spirit of competition living in every component Words: Gordon Ritchie

The all-new 2007 Yamaha YZF-R1 adds to the continually proven abilities of all previ- ous versions with a host of new features, most a straight-line in evolution from the success of the MotoGP YZR-M1 machine that has delivered Yamaha the world cham- pionship in 2004 and 2005. The new R1 benefits from an entire new cylinder head where four valves-per-cyl- inder combustion chambers were adopted. This has allowed more upright inlet and exhaust valves positioning, optimizing air- flow into and out of 77 x 53.6mm cylinders, and thus helping boost top end power to 180 PS@12,500rpm. Even then, an extra 9hp is available, thanks to the effect of the redesigned pressurized air intake system that comes into its own at higher speeds. Titanium inlet valves have been adopted, with all the valves in the engine now oper- ated by lightweight VX Alloy valve springs. More racing technology introduced on the 2007 R1 for the benefit of street riders comes from the use of a similar slipper clutch found on the 2006 YZF-R1SP. Included this year is the same type of YCC-T fly-by-wire throttle that was so effective on the 2006 YZF-R6, and a com- pletely new Yamaha innovation - variable length intake funnels called YCC-I 8

18 INSIDER INSIDER 19 Dashboard

Throttle body

same three-material construction techniques Steering mass has been reduced by the best performing R-series machine to date. are used here; gravity cast alloy at the pivot adoption of a lightweight lower triple clamp With M1 blood coursing through its R1 end, die-cast sections for the main arms, and on the 2007 model, with a greater contact veins, how could it be anything less? g forged aluminium for the ends. The final result area. This increased rigidity helps another is an increase in torsional rigidity of 30%, but improved aspect of the R1's design to shine lateral rigidity has been consciously reduced, all the more - braking. as the chassis and swingarm must act as The improved efficiency of the new 6-pot suspension when the machine reaches extreme calipers on the fifth-generation R1 permitted lean angles. the usage of smaller brake rotors, their (Yamaha Chip Controlled Intake). At lower while meeting the demands of current compression four valve head. Form and Of crucial importance when attempting to diameter now been reduced by revs the inlet funnels, mounted inside the emission regulations. Platinum and rhodium function in combined action once more. exert downwards force when exiting corners, 10mm, to 310mm. Smaller airbox, run at their maximum length of elements form a classic honeycombed mesh The latest Deltabox chassis may look like the swingarm pivot point is now 3mm higher discs reduce steering 140 mm. As the revs approach the top end, to clean up exhaust gases, with data on its the previous versions at first glance, but than the 2006 model - a valuable lesson inertia, a double benefit, the top section of the funnels are lifted composition fed back into the ECU by an significant changes all round mean it's a transferred from the world as handling and braking from their regular position by a servomo- oxygen sensor. complete redesign, with a balance of the development programme. are now both improved. tor, shortening the effective intake system The integrated, sweeping styling of the rigid and the flexible, right in the areas Significant improvements to the new rear From its sexy new LED length to 65mm and improving the engine's R1 has always drawn admiring glances, where modern chassis philosophy would shock absorber and notably more progres- tail lights to the reach efficiency right to the top of the rev range. and thus the heritage of previous models is expect them to be. This brings about a con- sive compression damping mean that the rear of its blazing four-bulb struction in three different types of alloy of the R1 digs in more on corner exits. An headlamps, from the “The integrated, sweeping styling of the R1 material, in different areas of the chassis. enhancement in materials, technology and new tank bodywork has always drawn admiring glances” Gravity cast alloy for the engine mounts, damping-mechanics allows the 43mm upside to the lowest point steering head pipe and swingarm pivot sup- down front forks to be manufactured from of the EXUP exhaust To maximize the effectiveness of the clearly present in the current styling. Subtly port, extruded panels for other sections, the thinner steel on the 2007 model, matching in catalyser, the new electronic components used in the intake more aggressive edges to the bodywork, a other parts made of 2.5mm thick alumini- with the philosophy of a balanced approach machine is more system, a new design of titanium EXUP reduction in the size of the tail piece, plus um panel, making the whole chassis more to rigidity. A larger 24mm internal piston is than just revamped, exhaust works in harmony with the R1's visibly larger and more efficient air intakes forgivable in some planes, while increasing fitted to the forks, working in conjunction it’s completely engine. The aggressively angled oval shaped move on the game of aesthetic excellence rigidity in others. with a lowered pressure difference between redesigned to silencers project from under the seat. still further. The front cowl's layered struc- The rear swingarm is asymmetric in de- the stroke and non-stroke statuses of the become the New for the 2007 model year is a 3-way ture is engineered to reduce wind resistance sign, and features another lesson of racing fork, a factor that also reduces 'bubbling' of catalyser, to ensure efficient breathing, and increase the flow of air to the new high development, the upside down truss. The the fork oil.

20 INSIDER INSIDER 21 The man in charge of the development of while maintaining the usability in every pos- the new R1 is project leader Toyishi Nishida, sible traffic situation, Nishida explains, “The and during the launch of the new machine three main areas were the engine, the chassis in Qatar, Insider caught up with him to find and the bodywork.” out why racing was the driving force behind It was not just about top end power with the the new R1's design. engine, even though the original aims of more All the wide-ranging racetrack influences in revs and a higher output were successfully Jeffry de Vries the R1's design are a result of a firm philoso- achieved. “Regarding the engine, we focused After a racing career that encompassed over 104 phy to continue the no-compromise design of our improvements on the mid-range torque World superbike races and notable success in the the original R-series machines. and making a smoother power delivery right 600cc Thunderbike division, Jeffry de Vries is well As Project Leader Toyishi Nishida explains, up to high RPM. In terms of the chassis pack- placed to draw expert opinions about the rela- tive merits of any machine which believes itself “My priority was to get a much higher level of capable of making the change from a roadbike to riding pleasure, particularly on the racetrack, “My priority was to get a racebike. The Dutch ex-racer is an ideal choice and also make improvements to the power a much higher level of then for any manufacturer who would like to curve. So the technical mentality was to get riding pleasure” make use of those analytical racing skills to ensure Experts opinions much greater feedback from the road and that their road-going products are engineered from Valentino Rossi and Toyishi Nishida much higher controllability on the exit of the age, rider feel was prioritised to make the the outset as race-ready. “I basically started with the R series from the corners. And, of course, to get much higher riding experience more rewarding and we fo- original R1, and now it's a continuous story of de- It was only right that the rider who has engine is a lot closer - and is better,” he where you can have some bumps and sur- RPM performance.” cused on improving feedback from the road,” velopment and testing,” said Jeffry. “When Yamaha had most direct interest and influence asserts. “Like this the bike gives more feel- face changes. So the feeling of the throttle Of all the individual advances learned from said Nishida, before confirming that the new launches a new machine on the market, we have al- on the development of the M1 MotoGP ing during acceleration and it is easier to is very important.” the MotoGP experience, Nishida put special R1's bodywork changes are a lot more than a ready started on the development of the next ones.” machine should be one of the first to ride open the throttle earlier and go faster. Now, Rossi even goes as far as to say that the emphasis on two particular engineering initia- makeover. “In terms of bodywork we focused The decision to instill genuine racing DNA into their R series machines was an entirely deliberate one, and the finished 2007 R1 - containing the in MotoGP, this aspect is very important cornering abilities of the R1 are up there tives. “The R1 was inspired by the M1 in the on achieving much smoother airflow, and one which has paid great dividends, according to DNA of the M1 itself. because the horsepower is high and the in M1 territory. “It is very close to the M1 YCC-T system and also the rigidity balance more efficient cooling effects,” he said, de Vries. “It was a big change in philosophy. It was Valentino was clearly enthused by the way the engine delivers power is most - it is possible to go through the corners of the new chassis,” said Nishida. in summation. g needed because back then the supersport machines abilities of the newest R-series product, important thing to make a good lap time. very fast. The bike is stable in braking and Going into more specifics of what really were too street-oriented, not so much for racing. finding it well suited to the fast layout of Especially when the tyres start to slide. They the front gives a good feeling for corner makes the R1 the ultimate racetrack machine At that time the phrase they used was 'no compro- mise' in anything. They wanted light bikes with high the Losail circuit in Qatar. have taken these ideas and adapted them entry, so you can go in very fast, and the power,” stated de Vries. “The first impressions are great,” said Vale. for the R1. In acceleration the engine is position of the bike at maximum angle is Until the most recent R6 and R1 offerings, the “I think it's a good step from the previous more closely matched to the throttle, so it comfortable for the rider. You have a lot of original R7 must have been the most race-oriented R1. The first difference in the feeling on the feedback from the tyres, from the surface, machine de Vries had ever worked on? “Yeah, but track is from the engine. It has a lot more Rossi: “the first to understand the limit and the amount the new R1 is now as much race focused as was the R7 back then. power from the bottom; when you open impressions are great” of grip of the track. Also the clutch is very “So many things are further improved compared the throttle the engine is more eager to important on the MotoGP bike so they have to the previous R1. The results with the former bike accelerate. From that point of view it's a lot is more easy to control the power.” taken the technology from the M1 for this were very good but the new one is definitely an easier to ride. Also, there is a very different The influence of the two-stage variable part as well. This aspect is very different even better start to the business of making a full feeling from the chassis. The bike feels a lot inlet YCC-I system is also plainly evident to from the previous bike, because the slipper superbike for track use. In that way, it is like the R7.” He gets even more specific. smaller, more compact, so there is a gain in Rossi, as it plays its part in smoothing out clutch needs to be used in a different way. “A real difference is the free revving engine charac- agility; it is also more precise at the entry the engine's delivery. “This is a big advan- But it never locks the rear tyre and never ter, compared to the previous R1. There is a major of the corner.” tage because I think when a bike has this starts vibrating. So, it is possible to enter improvement in traction and acceleration out of Rossi also sensed the improvements that amount of horsepower normally we need to the corner much faster.” slow corners. It was to do with the relationship of the adoption of the new YCC-T throttle has work a lot with the engine, but on this bike the frame and swingarm. On the new bike the pivot point is higher and that helps a lot. Plus the engine brought, especially as it is another offshoot the acceleration remains very easy to use. is smoother, much smoother than the older one, and of the MotoGP experience. The power arrives at a very constant curve. that is the result of lots of little things; like the ad- “This system helps a lot because the This is important for the track but especially justable intake funnels, revised mapping, and so on. connection between the throttle and the for the road, where you ride more slowly, It means that the bike is so much easier to ride fast.”

22 INSIDER INSIDER 23 Aerodynamics With superbike regulations requiring that the intake areas and shapes must stay the same as standard, the new bodywork shape at the front is a very significant factor of the R1's nose State-of-the-art race technology cowling, as the pressurized intake system provides 'free' horsepower at high speed. The reduced rear tail section will also help aerodynamics immensely, as superbike racing is a silhouette class, meaning that the standard bodywork has to be replicated in lightweight materials. Airflow is all in racing and thus the new To take on the demands of racetrack action, the R1 comes loaded bodywork is specifically designed not just to look good, but also to slice its way through the air, grabbing with features and new systems specifically aimed at top-level circuit ever greater volume for the airbox as it goes. performance. Here we list the main improvements in detail:

Geometry The 2007 R1 now features a swingarm pivot that is 3mm higher than Electronics In superbike mode, the YEC kit ECU can be the previous version. Not a huge amount, you may think, but the significance is that used, to replace the standard model, and the road bike when exiting corners, this increased pivot height helps the rear suspension push back friendly YCC-I adjustable funnels will be replaced down onto the racetrack as the chain tension increases and power is applied. Even by separate homologated injection/igni- with a replacement race swingarm for world superbike competition, this will help tion modules. As has already been proved by providing a more race-ready base. The 24-degree head angle is crucial as it is the in supersport racing with the R6, the base point from which all other front chassis set-up is drawn around. YCC-T throttle gives superstock riders improved throttle control to put the immense power down. FRAME Possibly the most crucial area of design for any new machine which intends to take part in world superbike racing is the chassis. With so few modifications allowed to the chassis itself, you have to get the basics right from the crate, and Yamaha has carried on its now legendary R-series abilities to incorporate race needs into road tech- nology with its three-stage approach to the chassis. Cast components are used for the mounting points, swingarm pivot area and headstock, while extruded sections form the main chas- sis' framework. A 2.5mm thick alloy panel completes the three material philosophy, engineering in flex Engine braking system The adoption where needed, but increasing rigidity to handle of a slipper clutch is another bonus for super- the 200bhp inputs from the likes of Yamaha's stock racing, for superbike racing the regulations world superbike stars, Haga and Corser. allow the clutch to be changed with an after- market item.

Engine The all-new four valve heads will allow the R1 to breath, burn and ex- hale using the wealth of knowledge built up in the MotoGP racing effort. The more radical in- SUSPENSION Again an aspect of superbike racing which is altered clined angle makes for greater compression as standard, completely in race conditions. For superstock applications the new and will allow the gas flow wizards in the superbike teams forks, with increased damping performance, are a strong base to take to gain even more ground within the technical regulations of to the racetrack - even before any springing and damping changes each series they compete in. Titanium inlet valves are a particular be- are made to suit different track conditions. The more rigid lower triple nefit for superstock racing, as their reduced mass minimizes efficiency losses. clamp is also a benefit for superstock racers, and will help to reduce flex under the more powerful braking performance of the R1.

Brakes Although brakes can and will be completely changed for superbike racing, superstock machines will benefit immensely from the new 310mm discs and six pot calipers. Easier direction changes due to the smaller, lighter discs mean a lot at high speed, and the six pot calipers will increase rider feel, as well as ultimate stopping power.

24 INSIDER INSIDER 25

The next level

Released from legislative constraints most of the time, and thus YEC modified more critical part in achieving power with yet less restricted by friction, thanks to the racing piston’s smaller surface area touching the and the wide-ranging requirements of road inlet funnels, quickly detachable throttle reliability, and therefore options for the cyl- cylinder wall. use, those items on the R1 specifically de- body clamps and blanking plugs for the air inder head thickness, and possibly a thinner The greater the power of combustion, the better the engine’s breathing has to be, so it signed to give class-leading performance as induction system (again superfluous in rac- base gasket, are needed. These allow tuners does not stifle performance. A full race exhaust therefore is a necessity as it will allow a roadgoing machine can be further sharp- ing use when the revs are high so often) are to arrive at some basic engine setpoints by the engine to breath optimally and thus Yamaha provides an Akrapovic four-into-one- ened for racing use; either by replacement adopted for the race-ready engine. nothing more complicated than swapping into-two exhaust in the YEC kit. Greater power also means greater heat produced, and with full-on racing parts or with additional With more power being produced by race different sized gaskets. that means bigger, lighter, more race-focused YEC radiators have to be fitted. equipment that makes the job of racing engines, stronger clutch springs are also The demands of different types of tracks To keep things running throughout a season, maintenance gasket kits and special easier and quicker. needed, to make sure all the power gets demand different solutions of gearing. tools are an essential addition to the racer’s workshop, up to the point of special The Yamaha Engineering Company (YEC) transmitted without slip, even under the Generally speaking, that means shorter tools, even for the likes of slipper clutch adjustment. Datalogging is proving to be is a subsidiary of Yamaha that takes things highest loads. gearing to give faster acceleration on the an almost indispensable tool for trackside set-up in the 21st century, no matter to the next level for superbike, supersport A reduction in weight and complexity tighter, slower, twisty circuits, and longer what level of racing is undertaken. Hence the reason why YEC provides a com- and endurance racing customers, providing is always required for race applications gearing for the faster circuits. For simple prehensive 2D race datalogging system - from a single component to a full kit. model-specific race kits and components, and thus a new low mass/high-output kit alterations of overall gearing, alternative On the chassis side of the transformation into a full-on racer, the main developed in parallel with the design of generator rotor is a real benefit for endur- front drive sprockets can be fitted, but for changes need to come in the area of suspension. With such a race-ready each new R-series model. ance racing. It reduces the flywheel effect more precise matching of optimum engine chassis already in place on the new R1, the ultimate ‘base-setting’ is already Designed to survive the demands of track under acceleration and saves weight, as revs to gearing, almost on a corner-by-cor- taken care of, but the demands of sole track action require even more sophis- extremes and give R1 racers a real base to does a lightweight and simplified wiring ner basis, alternative gearbox clusters can ticated suspension solutions. Hence the YEC kit Öhlins 43mm forks, with the build even greater performance on, the harness. When the kit harness is allied to a be brought into play. options of three different front springs and fork cartridges. An Öhlins race rear basic YEC engine kit comprises a marriage race kit interface cable, the engine mapping When full superbike racing spec is shock is designed to handle the rigors of full-on competition, and features a range

of high lift camshafts, a thinner cylinder of the dedicated race ECU can be altered to required, it can be reached even quicker by of adjustment to suit individual tracks. g head gasket and stronger valve springs. suit different track conditions, optimizing the adoption of different engine internals, The new 2007 R1's cleverly designed adjust- performance for the prevailing conditions. including low friction/high compression able throttle intakes are surplus to require- As power increases, compression ratios racing pistons, helping to make the engine ments on the racetrack, where revs are high and squish bands start to play an ever both more powerful in terms of its output,

Basic engine kit

Rotor assembly Camshaft Fuel injection calibration set Radiator set

Go to www.yamaha-racingparts.com

26 INSIDER INSIDER 27 Heritage

Since the YZF-R series came into being in late 1997 ('98 R1), cult status has been bestowed on the R1, R7 and R6 in turn.

The R1, the first and original R, was proof of the rider and the machine, harmonising and much of its technical features and les- that you can have huge performance in a the relationship between rider inputs and sons in geometry were to be incorporated compact unit. The first 1000cc R re-wrote machine response and feedback. into the YZR-M1 and next generation of the rules of what a full displacement For 2004 the main visual changes were the R models, no matter their size. Millenium World Supersport Champion Jörg Teuchert #4 supersport machine could be. The original focused on the underseat exhausts and air As the most sports oriented bike in the philosophy was to put racing performance intakes, while 2006's YZF-R1SP bridged the WSS class since its introduction in 1999 the When Noriyuki Haga won a race at Al- choice in the warlike 'middle-earth' of WSS into a no-compromise roadgoing package, short gap to the racetrack even more ef- R6, now in its fourth generation, has propa- bacete in 1999, it was the first of many the racing, and three manufacturer's titles have making a machine that was equally at home fectively than the regular version. gated the R series philosophy to exceed the 'Samurai of Slide' would enjoy on the R7. been accrued. on the track as on the street. It looked like The R7, introduced in 1999, was designed expectations of riders far and wide. As any One year later he came close to winning the World superbike is where the R1 has found nothing else, and nothing else looked as to take on the 1000cc twins in superbike R-series machine the first 600 was designed championship itself, proving that a 750cc most success in full superbike race mode, usu- good, ensuring that the impact and influ- racing as much as to be the most race ready from the very start as a no-compromise tool four could be made to beat the previously ally in the hands of Noriyuki Haga. Since the ence of its design have been long reaching. streetbike ever up to that point. It was an for the racetrack, a first upgrade of this ma- all-conquering 1000cc v-twins if it was a bike advent of the Yamaha Motor Italia superbike chine came in 2001 while a more compre- as good as the R7 and the rider was as good team in 2005, Haga and his outgoing team- hensive re-design was introduced in 2003. as Haga. mate Andrew Pitt have scored 27 podiums In that year a new chassis spec featured The 2000 season was the high water mark between them, including three race wins for recalibrated stiffness of the frame’s most for the original R6, as it won the World Su- Haga and one for Pitt. vital parts, with some area being stiffer persport Championship (WSS) in the hands of In superstock racing each main change in while other parts were made more flexible. German rider Jörg Teuchert. It was a nail- spec for the R1 series machines has made The adoption of fuel injection provided biting championship finish at , an almost instantaneous impact on results. greater control of the engine's characteristics with Teuchert finally winning the champion- Always ready to race in the lightly modified Noriyuki Haga celebrates in Albacete in 1999 and exhaust emission levels. ship and his team-mate Christian Kellner superstock class, Yamaha R1 riders Lorenzo It was the 2006 model, however, which placing fourth. Alfonsi (Lorenzini by Leoni) and Didier Van In the European 600cc Superstock class, the not so much re-wrote the rules but re- The WSS race win count to date for the Keymeulen (Yamaha Motor ) speared first champion, in 2005, was an R6 rider, invented the middleweight class, in terms R6 is a whopping 27, from riders with such the biggest superstock fish of all when they Claudio Corti. of technical advance and aggressive styling diverse styles and backgrounds as Kellner and landed the European Superstock Champion- In the World Endurance Championship, touches. Fly-by-wire YCC-T throttles allied Teuchert, James Whitham, , ship in 2004 and FIM Superstock Cup in 2005, Yamaha GMT94 reigned in 2004, year when In 2002 the first major revamp came, focus- instant hit on racetracks around the world to radically functional styling touches Piergiorgio Bontempi, Paolo Casoli, Ruben respectively. In 2004, Yamaha R1 riders filled three of the top four teams were R1-mounted. g ing on controllability and handling, creating and came within a whisker of winning the making this R model not so much a step Xaus, , Kevin Curtain, Broc Parkes, the first four places in the championship; in a philosophy called 'Humachine.' This was a 2000 World Superbike Championship. 'R' but a leap down the never-ending develop- Jurgen van den Goorbergh and Massimo Roccoli. 2005 the top two places. A total of 25 race design initiative to enhance the interaction really stood for race ready with this model ment road. g The R6 has proven to be the weapon of wins, since the inception of the series in 1999.

1998 YZF-R1 1999 YZF-R6 YZF-R7 2000 YZF-R1 2001 YZF-R6 2002 YZF-R1 2003 YZF-R6 2004 YZF-R1 2006 YZF-R6 YZF-R1SP When Yamaha entered its four-stroke YZM400F in the 1997 500cc Motocross World Championship no one knew that they were witnessing the start of a revolution. A decade on and the large capacity YZM’s offspring has won a total of six world titles, with the sport singing to a different tune – the symphony of four-stroke singles… Words: Paul Taylor

Yamaha was not the first manufacturer to make a four-stroke motocross bike but the company, with its YZ-F range of machines, did create a whole new type of off-road motorcycle when it unveiled the full-factory YZM400F. The first motocross bikes, then known as scramblers, were generally heavy 500cc four-strokes from British manu- facturers but by the seventies two-stroke machines, with their lighter weight and higher specific output had taken over the main motocross classes. In the Nineties, when the 500 class was populated by 500cc two-strokes and even bigger four-stroke monstrosities, Yamaha had the audacity to take on the established players with a jewel-like 400cc double overhead valve five-valve four-stroke. The off-road world was somewhat shocked to say the least.8

30 INSIDER INSIDER 31 and didn’t have any four-stroke experience Four-strokes for all! The Italian won seven races and showed The move was nothing if not brave. But but the Japanese testers had done a good job Yamaha unveiled the production YZ400F in remarkable consistency to take a popular Yamaha’s engineers knew what they were and my first feeling with the bike was positive. June 1997 to critical acclaim. Despite carrying triumph in a hotly contested 1999 season. doing. By recreating the agility of a 250cc We came back to Europe for more testing but a price premium over its two-stroke rivals, the While 1999 had seen the team concentrate two-stroke, the fastest class of motocross the weather was pretty bad. We were still able YZ-F found a huge following among riders mainly on the engine, for 2000 it was the bikes of the time, and adding the punch to learn a lot though and were quite well pre- of all abilities. The easy to ride four-stroke chassis that received most attention. The new and usability of a four-stroke the company pared for the start of the season, although one gained rave reviews in the press and was a big frame retained the semi-double-cradle layout created a new generation of off-road ma- of the disadvantages of riding the prototype favourite with everyone from club to Grand of the production machine but was built chine that would change motocross forever. was that I still rode a 250cc two-stroke as my Prix racers. in weight-saving aluminium instead of the When asked about his team’s objectives training bike. It wasn’t a big problem though standard bike’s steel, while further weight was with the YZM400F prototype, the former and I was confident that we could have a On track for the title saved by removing the EXUP system. The 2000 head of Yamaha’s division, good season.” After two years of running the full-factory engine was increased in capacity to 453cc and, Toshimitsu Iio, gets straight to the point. The team found immediate success and the four-stroke squad directly from , Yamaha combined with the Italian-developed engine “Our goal was to win races,” he says in a target of winning races was achieved as early Motor Europe took a change of direction for management system, there was more mid- matter of fact manner. Pushed further, the as the second Grand Prix, but the title itself the 1999 campaign. They handed over the range performance than ever. Riding this bike, passionate Iio unwraps the thinking behind eluded the squad and Bartolini had to settle running of the official team to their Italian- ’s Marnicq Bervoets finished second to the YZ-F. for fifth in the final standings. The YZM400F based motocross partner Michele Rinaldi, who KTM’s Joel Smets, with Bartolini fourth in his

“It was foremost an engineering project, The original YZM400F with in the middle and Peter Johansson fifth from the left had shown itself to be as quick as any of had guided the company to several world title defence. a new challenge. But on another level we its rivals, reaching the project’s initial goal titles in the two-stroke classes. After losing the title Yamaha made a bold were aiming to produce an easy-to-ride winning YZ250 as the base for their new that I would be working on the devel- of winning races. Across the Atlantic there Rinaldi retained the services of Bartolini and move by signing Belgian legend Stefan Everts machine that could become a production baby. The chassis demanded as compact opment of the YZM400F I wasn’t really was even more reason for celebration when brought in Alex Puzar, with whom he had won to lead their title charge for 2001. Despite model with a new sense of value that an engine as possible and the result was excited,” he explained. “I thought it would Doug Henry won the Las Vegas supercross the 1990 250cc world title, alongside him. The the 28-year-old having four world titles to would attract new users. a bespoke 399cc twin cam engine with be a heavy, clumsy machine but when I on his 400cc four-stroke, beating the 250cc bikes remained factory prototypes but were his name, Everts had missed the previous two “It was nothing other than the Yamaha Yamaha’s trademark five-valve-head and actually got to ride it for the first time I two-strokes at their own game in a discipline based much more closely to the production seasons through injury and his signing was spirit of always looking beyond the ac- EXUP valve. Not only was the design com- was impressed at how natural it felt. And, where the supposedly more nimble 250s were YZ400F than the previous years’ efforts. seen as something of a gamble. It turned out cepted norms for the next challenge. The pact, it also fulfilled Iio’s brief of creating since it had a wide powerband, there were previously untouchable. Now Yamaha was ready The Rinaldi partnership immediately brought to be a marriage made in heaven. fewer gear changes necessary, which meant for its next surprise: a four-stroke motocrosser success and fittingly Bartolini became the first “Our goal was to win races,” he says in a les shift misses and more steady, consistent anyone could buy. man to win a world title on a Yamaha YZ-F. The Everts years matter of fact manner times. There was also less need for slipping Everts quickly made his mark in his first the clutch. It is a machine that makes it year with Yamaha, winning seven races and background factors behind it were the a high revving unit with the characteristics easier to take inside lines on the turns and finishing second six times to put the seal on emergence of some successful four-stroke of a two-stroke. Now all that was required it gives you a wider range of choice in the his fifth world title. It was the beginning of machines in European racing in the 1994 was to prove the new bike in the heat of lines you take.” an awesome relationship that Everts would and 1995 seasons and the decision that competition. The first YZM400F was a genuine hand describe as ‘the best he ever had’. The combi- exhaust regulations would become stricter built factory special and Yamaha signed nation of Yamaha’s engineering skills, Rinaldi’s for off-road machines in the state of Cali- Sceptics up experienced riders Andrea Bartolini and hard work and fastidious attention to detail fornia. The fact that the difference between With two-strokes offering a higher specific Peter Johansson for the bike’s debut cam- combined with Everts’ super smooth style the factory machines and the production output and dominating the sport, there paign in the 1997 500cc Motocross World produced a package that was hard to beat. models was decreasing and the call from were people - even within Yamaha - who Championship. The bikes were built by the The Rinaldi squad’s hard work paid divi- the market for something new that would wondered if a four-stroke could be made factory in Japan but the team itself was dends as the YZ-F continued to stay ahead serve to stimulate motocross and off-road competitive. Among the sceptics was Yama- based in Belgium and managed by Yamaha of the ever improving rival brands. The 2001 bike fans was another factor.” ha’s development rider Tetsumi Mitsuyasu. Motor Europe. incarnation ridden by Everts was designated With the aim of producing a four-stroke He was less than impressed when he was “We flew to Japan to make our first tests the YZ500FM in recognition of the displace- with the handling characteristics of a first told he’d be riding a four-stroke, but on the bike over in the October of 1996 ment and works specification. Many specially two-stroke, the development team used as soon as he rode the bike he became a and already the bike felt good,” recalls Bar- made European parts, including the piston, Andrea Bartolini on his way to the YZM400F's first victory in 1997 the chassis from the world championship- believer in the concept. “When I first heard tolini. “I had been riding in the 250cc class conrod and crankcases, made the FM a true 8

32 INSIDER INSIDER 33 factory machine while the engine capac- many special parts that were exclusive to that would confirm the partnership as the ity exceeded 500cc (actually 501cc) for the us. We designed it in conjunction with greatest seen in motocross ever. first time and although this was shy of the YMC () but all the 650cc limit for four-stroke machines it gave parts were made by us in Italy. They were YZ450F – back to production roots a healthy increase to bottom-end torque. true factory engines and they improved the A major change took place in the world of The aluminium frame of the 2000 racer was competitiveness of the bikes, although they motocross prior to the start of the 2003 retained and other significant developments did require higher maintenance. season, with the first major change to the that earned Everts’ machine its ‘M’ tag (M We made the capacity even bigger for the classes since the conception of the sport.

being Yamaha’s designation for factory 2002 season and this, combined with Ste- Yamaha’s role as visionaries was seem- Stefan Everts shows the agility of the modern lightweight four-stroke motocross bike as introduced by Yamaha modified bikes) included full-factory Kayaba fan’s ability, helped us win another title.” ingly confirmed as all three classes were suspension, advanced beryllium brakes and Tailoring an already good bike to suit the shaken up to allow direct competition seriously reworked with Rinaldi developed the success we had in 2006,” explains Everts. us realize that the two-stroke and four-stroke a front fork locking device that lowered the Belgian was the key to success. Rinaldi’s between two and four-strokes. The 125cc parts, although the modifications were more “It was a complete new bike with a whole machines offer different types of value. Our centre of gravity to reduce wheelies and squad tuned the engine for maximum class (which would be renamed MX2 the aimed at giving the riders the power curve new chassis. I had requested some improve- job is to think about the more fundamental facilitate fast starts. torque, allowing Stefan to keep gear following year) welcomed 250cc four- they wanted over top end power gains. Everts ments on the chassis and as soon as I rode elements of what will make a machine that “We were competing in a class where changes to a minimum and in doing so strokes, with the pioneering Yamaha asked for an incredibly strong mid-range and the production 2006 bike I could feel that will please the customers and we believe that engines much larger than ours were allowed allowing him to save split seconds. Han- YZ250F immediately setting the pace. The that’s what his team gave him. The torque of the handling was much lighter, much better. I this is the Yamaha approach that eventually so this was the focus of our attention for dlebars to Everts’ own design and plush premier 250cc class was renamed Moto- the engine, combined with the Belgian’s pre- said to myself, ‘right, that’s it, this is the bike led to the great success of the four-stroke the 2001 season,” explains Michele Rinaldi. suspension allowed Stefan not only to ride cross GP (later MX1) and saw 450cc four- cise riding style meant that on many circuits I have been waiting for’ and it gave me a big motocrosser. “Yamaha had supplied us with a very special faster than the opposition, but also to ride strokes competing with the existing 250 only one of the YZ450FM’s four gear ratios motivation to get myself in the best possible “ is always a matter of chassis in 2000. This provided us with a big more consistently than his rivals while using 2-strokers, while the old 500cc class was needed to be used. As Paul Malin, runner-up shape to try and leave the sport with two team play. You can’t really speak in terms of step and allowed Marnicq (Bervoets) to less energy. called 650 (the maximum capacity for four- in the 1996 125cc world championship, said magic numbers: 10 world titles and 100 Grand what percentage of the winning formula is finish second in the championship, although The bike was barely changed for the stroke machines) and lost some of its cache after riding Stefan’s 2003 YZ450FM: “This is Prix wins.” The rest is history with Everts determined by the machine, what percentage our engine displacement was never enough. 2002 season, when the Belgian overtook as the top riders switched to Motocross GP. by the team and what percentage by the rid- “For 2001 we built an engine with a his countryman (and hero) Joel Robert’s Yamaha, along with KTM and Honda, Everts asked for an incredibly strong mid-range ers. We believe that the excitement, the Kando capacity of over 500cc for the first time. total of 50 Grand Prix wins and equalling introduced the new 450 to compete in the and that's what his team gave him of racing, comes when there is a unity of ma- It was difficult to get such a high capac- his six world titles. But for 2003 Everts Motocross GP class under the new regula- chine, rider, team, fans and sponsors. Winning ity out of the standard engine so we had and Yamaha faced a new challenge, one tions and the result was the best YZ-F the most standard factory bike I have seen but winning all but one Grand Prix (where he was titles is a result that follows after that. model yet. a lot of work went into it to make it perfect. somewhat ironically beaten by his replace- “Technological advances are meaningless The YZ450F offered Grand Prix levels of The key to the bike is the power characteristic ment for the 2007 season, Joshua Coppins) to unless they bring joy to the customers. What performance straight out of the showroom and gearbox. It’s smooth power, as opposed to take a 10th world title and his sixth straight we want to stress is the fact whenever we and provided a perfect base for the factory hard-hitting power and it would appear that championship success with the brand. make a new technological advance it is always racer. Compared with previous efforts, the Stefan is a rider who knows to get the most because we take the perspective of the cus- YZ450FM ridden by Bervoets and Everts out of his motorcycle. He has a great team be- Yamaha’s legacy tomers in our product development. We were was a relatively modest machine. hind him and that effortless riding style comes Whatever results Yamaha enjoys in the post determined to build a machine that could win Chassis-wise the 2003 contender retained down to the way that the bike is set up.” Everts years the company can be proud not races and in the end we succeeded not only the standard steel frame with only a Everts took three back-to-back world titles only of the success of their partnership with the in doing that, but also creating a trend that is slightly modified (read longer) swinging on the YZ450FM (while Italian rider Antonio Belgian, but also the mark left on the motocross making the four-stroke machine dominant in arm preferred by the Grand Prix riders. Cairoli added a first MX2 world crown for the world by the ever-evolving YZ-F machines. motocross.” Other than the trick 50mm front forks and YZ250F in 2005) before Yamaha introduced a “We are glad that many fans now appreciate Having set the standards for modern four- beautifully finished Acerbis bodywork the new, aluminium-framed, YZ450F for the 2006 the decision we made to start the four-stroke stroke off-road machines, Yamaha is deter- works racers looked remarkably standard, season. The new bike proved to be another project back in 1997,” confirms Iio. “The four- mined to continue innovating and winning although Everts reckoned that the produ major step forward with Everts immediately stroke machine we proposed has been widely at the highest level. With eight world titles ction-based bike was light years ahead of commenting on the lighter handling and user- accepted in the marketplace in a way that has in the first 10 years, who knows how many the outgoing YZ500FM on the handling friendliness. greatly increased the user group and demand. more Yamaha’s YZ-F series will scoop over the Marnicq Bervoets at the start of his first season in 2000 front. Under the skin the engines were “The new YZ450 played a massive part in And, from a different standpoint, this made next decade. g

34 INSIDER INSIDER 35 YZ-F CUrriculum Vitae YZ-F curriculum vitae YZ-F CUrriculum Vitae

could win the championship,” adds Barto- times before the start of the season and we 1997 lini. “I’d broken my femur in August 1998 had lots of small problems to iron out, like Andrea Bartolini - fifth and was off the bike until January. suspension and carburettor settings, but it Peter Johansson I think that everyone was believing more was definitely a step forward.” Yamaha’s revolutionary YZF400M made its in Alex Puzar than me but I worked really debut in the 1997 500cc world champion- hard and after two races was leading the 2001 ship and was an immediate contender. world championship. That’s when I started Stefan Everts – champion Bartolini won the second Grand Prix of the to believe that we could win the title. Marnicq Bervoets (photo) – third year. My target was to be consistent and finish Andrew McFarlane – ninth each moto. There were a lot of new riders 1998 in the class in 1999 and around seven of Andrea Bartolini 2005 MX1 World Championship winning Rinaldi team Andrea Bartolini - fifth us capable of winning. I concentrated on Peter Johansson finishing races and waiting for others to it's still enough for a record equaling sixth at Ernee, taking the 125cc race on a YZ250F not at the team’s normal standard. After win- Bartolini is in contention for the title make mistakes. Although, that said, by the title for the Belgian and Yamaha’s third 500cc and the 650cc event on a big bore YZ450F. ning three titles in a row we perhaps relaxed throughout the year but a broken thigh middle of the year I was one of the fastest crown in four seasons. “My seventh title was a special one,” confirms and technically things were not right in the means he has to sit on the sidelines for the riders and I was able to win four Grands Everts. “To stand on the podium after the third pre-season international races. We had a long final three races of the year. Prix (out of 13).” 2003 race in Ernee and drink champagne with Joel team meeting just before the start of the Stefan Everts - champion Robert (whose record of six world titles he 1999 2000 Marnicq Bervoets beat that day) gave me a very good feeling. Andrea Bartolini (photo) – champion Marnicq Bervoets - second Everts faces a new challenge as Yamaha enters We had a difficult start to the season but Mi- Alessandro Puzar - eighth Andrea Bartolini (photo) - fourth A big capacity increase to just over 500cc the new premier series, called Motocross chele played an important role in turning the YRRD’s ongoing development programme marks the arrival of the YZ500FM. Another GP, pitching the existing 250cc two-strokes year around. It was strange because I was so saw the factory racers get a capacity hike newcomer is four-times world champion against 450cc fours. The new YZ450F is a happy with the new bike and felt that I was in to 453cc, while the biggest change was the Stefan Everts, who brings with him L&M big improvement over the unwieldy 500 but good condition, but I was really struggling in adoption of an aluminium chassis for the sponsorship for the start of a glorious era. it is reigning 250 king Mickael Pichon who the races. Michele and I had a long chat in the first time. The conventional semi-double Seven wins makes Stefan only the second dominates the opening quarter of the season airport after the German Grand Prix and that cradle frame echoed that of the production rider to have won the 125cc, 250cc and on his two-stroke . But Everts and the was the turning point. We had talked about bike but was made of lighter material in 500cc titles. Yamaha is denied a champion- four-stroke Yamaha were the class act of the doing a couple of 125 GPs over the winter but Grands Prix and after that I was confident that bid to overcome the YZ’s capacity deficit ship one-two when the evergreen Marnicq season, winning the last nine Grands Prix in a we’d decided against it when they changed we would perform well when it mattered. We Demonstrating how good the produc- when compared to the European bikes. “The Bervoets is third while Australian rookie row to take the title. From round four Everts the weekend race schedule. Michele suggested were embarrassed and when that happens to tion machine was, Yamaha abandoned the bike was completely different,” explained Andrew McFarlane is ninth in his first full also entered the 125 class, winning eight GPs that we give it a go in Italy and straight away a top team you respond by upping your game full-factory YZM in favour of a bike based Bartolini. “The engine was a little bigger season. Stefan Everts: “It was a difficult to take second in the championship. To put a it worked for us. Riding the YZ250F got me and coming back stronger than before" on the standard YZ400F. In a team run by (453cc) but the chassis was aluminium and year. I hadn’t been riding for a whole year crown on his remarkable season by winning into a great rhythm for the Motocross GP race Michele Rinaldi, Bartolini was finally able to the suspension and linkages were different. and my confidence and speed were maybe all three Grands Prix at the last French round and turned our season around.” 2005 get his hands on the world title. Bartolini’s It was a tough year because I broke my col- not quite there. The opening GP was a good Stefan Everts - champion semi-works bike featured a 426cc engine, larbone in January and missed five weeks one and I was able to win, although Smets 2004 Brian Jorgensen the capacity that would become standard of pre-season testing. I only tested it a few for me was still the fastest rider. To start Stefan Everts - champion The bike remains largely unchanged for the on the production machine from 2000. “We with a new rider and win first time out was Cedric Melotte 2005 campaign and Everts takes a fifth suc- took over the project from YMC (Yamaha great for Yamaha and the start of a super The team makes just minor updates to the bike cessive championship. Motor Company) using bikes prepared by relationship.” and overcomes a shaky pre-season to dominate. Everts struggles early in the season but pulls them,” explains Michele Rinaldi. “Our bike Melotte wins the first Grand Prix of the season out some of his best form to take eight Grand was very reliable and Andrea rode both fast 2002 but at the end of the year it’s Everts who is at Prix wins and a ninth world title. 8 and consistent, which allowed us to control Stefan Everts - champion the top of the pile again. “Sometimes when the championship.” Marnicq Bervoets things are going too smoothly you can lose “At the start of the season I didn’t think I Just four Grand Prix wins for Everts but concentration and find that some things are

36 INSIDER INSIDER 37 YZ-F CUrriculum Vitae YZ-F curriculum vitae YZ-F CUrriculum Vitae Not just the world’s favourite outboard! 2006 Stefan Everts - champion Cedric Melotte

A new alumimum frame takes the perfor- mance of the YZ450FM to yet another level. Everts wins all but one Grand Prix on the latest evolution of the machine. “The new bike was definitely a big factor,” he said. While it’s true that the Yamaha name is seen on more outboards than any other brand in the world, the power of “We had a great season in 2006 and that all our marque to deliver you that famous technical innovation and sheer turnkey reliability doesn’t end there. started with the arrival of the new YZ450. Straight away I had a good feeling inside Our new products for 2007 are evidence enough: Not simply two brand new Four Stroke outboards ... the light, OUTBOARDS 2.5 - 300hp economical, sleek F15 and F20 … as well as upgrades to VCT (Variable Camshaft Timing) for our powerful F200 and the getting the new bike gave me all and F225 models, but an exciting new range of Digital Network Gauges. Partnered by a unique and technically the motivation I needed to make sure I was advanced LAN (Local Area Network) to link them all together, this is a reiiable, easy-to-fit, easy-to-maintain, fully in the best possible shape I could be. I’ve integrated system that customers, boat builders and dealers have already fallen in love with. always worked hard and been motivated Inboard diesels too; the 2007 line-up of Yamaha HYDRA DRIVE engines with their unique, smooth-shifting HYDRA DRIVE 165 - 315hp but with the new bike I knew that we could HYDRA drive units are now making impressive waves all over Europe. make this a very special year. I wanted to end my career with 10 world titles and Add to that our world-beating WaveRunner PWC line-up and comprehensive YAM inflatables range and you have an idea of what else awaits when you enter the exciting World of Yamaha. although I knew that I would have to win more Grands Prix in one season than I’d WAVERUNNER ever won before, after a few rounds I knew that we could reach that magic 100 career wins. That kept me focussed until the end, making a perfect end to my career and time YAM INFLATABLES 2 - 3.8m with Yamaha. “My relationship with Yamaha has been the best I’ve had with any manufacturer. Sure we didn’t always agree on things and

had some ups and downs along the way PARTS & ACCESSORIES but Rinaldi Yamaha is the most professional team I’ve worked with. In our six years together we won six world titles. It’s hard to 630hp! A twin installation of Yamaha ME432 HYDRA DRIVE diesels New for 2007: Digital Network Gauges and LAN system argue with that!” g

www.yamaha-marine.com 38 INSIDER INSIDER 39

YME8356_260x210_INSIDER.indd 1 21/12/06 15:20:53 ONWARD AND UPWARD MotoGP’s technical landscape and Yamaha’s MotoGP bikes keep changing – from 500cc two-strokes to 990cc four- strokes and on to the 800s Words: Matt Oxley

40 INSIDER INSIDER 41 ONWARD AND UPWARD

Motorcycle racing has come a long makes for happier engineers. ‘The four- way since the wild old 500cc two-strokes strokes are much more interesting for us,’ were superseded by the awesomely power- agrees Yamaha’s MotoGP group manager ful 990cc four-strokes. Engine, chassis and Masahiko Nakajima. ‘Towards the end of tyre technology accelerated forward at a the 500 era the two-strokes had hit a big pace not seen since the 1960s when the wall, they were at the end of their develop- Japanese factories first fought for world ment cycle. Everyone used the same engine The YZR500 in final specification as raced in 2002 alongside the YZR-M1 championship honours. And that, after all, configuration and the same layout, all we was the whole point of going four-stroke. did was maybe slightly change the cylinder The 500s had ridden up a technological design or design a new exhaust expansion dead end, and, even if they hadn’t, the bikes chamber. Nowadays it is very exciting, we had little relevance to the four-stroke ma- are always trying different technologies.’ chines that dominate the streetbike market. Of course, in racing, better means faster,

“Nowadays it is very exciting, we are always trying different technologies”

Marco Melandri in 2003 in 2001 2006 YZR-M1 Since the landmark shift to four-stroke so improvements in lap times and race MotoGP machines in 2002, streetbikes have times have been phenomenal over the 990s made around 250bhp, but it is the na- benefited greatly from technology filtering past five years. Lap records have tumbled ture of the power rather than the quantity ‘Everything is more gentle with the four- place in the World Championship. But the In 2005 and 2006 Yamaha continued down down from MotoGP. Yamaha’s latest YZF-R1 by up to four seconds and race times have that is crucial to lap times. The four-strokes strokes,’ says Rossi, winner of the 2004 and project really hit top gear the following year the same road, working to make the rider and YZF-R6 feature plenty of trick gear that improved so much that at some tracks the have useable torque from very low rpm, so 2005 MotoGP world titles with Yamaha and when Yamaha’s new boss Masao Furusawa more comfortable by focusing on engine ride- YZR-M1 riders Valentino Rossi and Colin 500 GP winner of 2001 would be lapped by riders can get on the throttle much earlier a close runner-up in 2006. ‘The response is undertook a major reorganisation of the ability, chassis agility and natural electronics. Edwards helped to develop while they were the MotoGP winner of 2006! in the corners, plus they are heavier so they more docile, which allows you to ride more race department’s engineering division and During 2006 a ride-by-wire throttle was intro- racing. And that trend is set to continue as The four-strokes are faster for several deliver more grip and they can run softer comfortably. With the two-strokes you were completed his transformation by signing Rossi. duced, another feature of MotoGP technology MotoGP switches to its new 800cc format reasons, not just because they make more suspension than the skittish 500s, which always on the edge, risking the unthinkable.’ These changes had instant results – Rossi won that has filtered down to Yamaha’s R-series in 2007. horsepower. The last of the 500s also improves grip. And while a four- Now when Rossi says that the four-strokes his debut race for Yamaha in 2004 and went supersport bikes, So MotoGP makes for better streetbikes, shrieked out 190bhp, stroke’s engine-braking can make his life more comfortable, it doesn’t on to claim that year’s world title. Throughout MotoGP’s 990cc era Yamaha but it also while the last of the cause riders to get a bit mean that he chooses to revel in that comfort, Rossi’s talent obviously played a part in stayed true to its inline-four engine con- sideways, it does help it means he uses that comfort zone to push the M1’s success, but the 2004 model was figuration because this layout offers the best to steer the bikes into the limit even further and ride even faster. dramatically better than its predecessor, with compromise between horsepower and engine corners. That is the nature of racing development – if much-improved engine, chassis and electronics. dimensions, a crucial factor in the M1’s re- you can make your machine more user-friend- nowned agility. ly then you will ultimately make it quicker “Everything is more The 2006 M1 featured a shorter stroke for around the track. gentle with the four- an extra 800rpm and five more horsepower, From the very beginning that was the defin- strokes" says Rossi making the last 990cc M1 the most powerful ing principle of Yamaha’s YZR-M1 project. of all at around 250bhp. Inevitably horse- Back in 2001 former M1 project leader The engine was totally different, with uneven power figures keep getting bigger, which Nakajima said: ‘Our guiding principle is to firing order and four-valve heads that radically of course, is why MotoGP goes to an 800cc produce a well-balanced motorcycle,’ because improved its rider-friendliness. The chassis was format for 2007, but Yamaha hasn’t been motorcycle racing isn’t all about extremes, it’s also better, its multi-adjustability traded for obsessed by peak power in MotoGP. about balance, as in balancing those extremes. improved rigidity. And the M1’s electronic- ‘We always create more horsepowerbut at The M1 won its first races during MotoGP’s management systems were tweaked, so its same time we have to be very careful how we inaugural 2002 season, Yamaha traction and engine-braking controls delivered create that power, that’s the biggest thing,’ rider Max Biaggi going on to take second a more natural feeling to the rider. affirms current M1 project leader Koichi Tsuji.8

42 INSIDER INSIDER 43 ONWARD BIGGER TYRE AND UPWARD FOOTPRINTS year. ‘After winter testing, we introduced a bigger tyres, which tend to cause chatter. new engine spec with more power,’ says Tsuji. Since 2002 Yamaha maintained the M1’s FOR FASTER ‘Then at the third race in we used a vertical stiffness while successively reduc- new spec with the same power but better ing lateral and torsional stiffness. The most LAP TIMES fuel economy. Then we used the fuel we were obvious change in pursuit of these objectives saving to produce a more powerful spec for was the removal of the frame’s upper rear the next race in China, and so on.’ cross-member in 2005. The 2006 chassis was If conjuring up the best compromise subtly modified from that spec but required between horsepower and fuel economy is further modification to exorcise chatter the job of the M1’s engine designers and problems. ‘During 2006 we made many com- software programmers, the chassis engineers puter simulations and many measurements have their own compromises to deal with. on the chassis dyno, then we got rid of the

During the first five seasons of four-stroke chatter by making some changes to the local Tyre technology is critical in MotoGP because tyres MotoGP Yamaha’s chassis gurus worked to stiffness of the chassis and overall set-up,’ are the ultimate interface between bike and race- track, as Rossi explains: ‘If you have 10km/h less "we always create more horsepower but we or five horsepower less than the other guys is possible you win, but if you have worse tyres you have to be careful how we create it" have no chance. The tyre companies responded to the challenge create the ultimate short wheelbase/long explains Nakajima. of the hugely powerful four-strokes by transform- ing rear tyre design, Michelin leading the way with swingarm chassis and to improve mass cen- Rossi was finally happy with the perform- a revised rear slick with a more triangular (trigonal ‘If we wanted our engine to produce power economy.' adds Tsuji. ‘More power means Electronics also play a vital role in tralisation, features that have also been ap- ance of the 2006 chassis following the to be pedantic) profile that put more rubber on the like an F1 car we could maybe make 300 worse fuel economy, but we can win some ensuring that the M1 makes the most of plied to the factory’s R-series bikes. They also Czech GP, where his engineers made crucial road at extreme angles of lean. The four-strokes horsepower per litre but that is not the way back from combustion chamber shape every drop of fuel. The main purpose of worked very hard at blending the supposedly refinements to the M1. ‘The set-up started need a larger contact patch because they weigh more than the 500s and they have more low-rpm for motorcycles.’ and from electronics. Reducing friction is M1’s traction control system may be to mutually exclusive factors of chassis stiffness to change during the summer break after we torque, which requires more edge grip than the Before the new 800cc limit was agreed, also very important because it gives bet- improve rider control accelerating out of and chassis flex. As Nakajima said back in had discussed with Michelin the difference peaky two-strokes needed. MotoGP fuel regulations had been tight- ter horsepower without any loss of fuel corners but the system is also employed 2001, it’s all about balance. between their 2005 and 2006 rear tyres. Tyre footprints have continued to grow since then, the improvements as crucial as the advances ened up in a bid to rein in spiralling horse- in the hunt for enhanced fuel consump- The task of harmonising stiffness and flex They gave us very important information in traction control know-how. Rossi again: ‘As well power outputs. Fuel tank size was reduced "we have to think tion, as Rossi’s crew chief Jeremy Burgess becomes both more difficult and more crucial that allowed us to investigate the balance as improving tyre edge grip we have also worked by around ten per cent for 2004, requiring a lot about explains: ‘We try to minimise wheelspin to as power outputs and braking forces rise and of the chassis on the track. From those inves- on traction because with more power it’s impor- some very clever thinking from Yamaha fuel economy" make sure that every rotation of the wheel tyre sizes and lean angles increase. Vertical tigations we were able to give Valentino what tant that you have enough traction to use the extra power. This has been a big improvement, so engineers who worked to eke more power pushes us forward instead of wasting fuel stiffness is required to cope with extra engine he wanted.’ sometimes it’s like magic – you give a lot of gas out of less fuel by improving the engine’s economy. We can use better bearings, oil by going sideways.’ and braking forces. But lateral and torsional From that point on Rossi was up front but the tyre doesn’t spin!’ thermodynamics, reduce internal friction seals and surface treatments, and although Improving power and fuel consumption flex are needed to create a kind of primary at every race, qualifying on the front row for Although increasing the amount of rubber on and use electronic trickery. each improvement is very small, a 0.5 per is a step-by-step process, well illus- suspension that can deal with the effects the final six races and finishing on the podium the ground is one way of improving lap times, it won’t work forever because balancing grip and ‘The fuel restrictions keep getting cent improvement will give us 110cc more trated by the 2006 M1 engine which went of greater lean angles, which reduce the ef- at five races in succession. This storming end- manoeuvrability is another of bike racing’s com- tighter, so we have to think a lot about fuel fuel to play with, which is very important.’ through four different specs during the fectiveness of conventional suspension, and of-season performance was only spoiled 8 promises. During 2005 Michelin also introduced a fatter front tyre but the tyre wasn’t adopted by everyone, Rossi preferring to stick with Michelin’s narrow tyre because ‘it is faster through direction changes’. Most engineers believe the 800s will need slightly smaller tyres than the 990s. ‘The bikes are more agile so they will need different profile tyres,’ affirms Tsuji. Burgess, who remembers using nar- row 500 twin tyres to improve the qualifying pace of the 500 V4s during the 1990s, agrees. ‘Big is not always better,’ he says. ‘I think the 800s will require us to work more on agility, which means going smaller on the tyres.’

44 INSIDER 2002 2003 2004 2005 2006 INSIDER 45 THE MORPHING OF MotoGP RIDING STYLES

by a rare crash at Valencia, which cost him chassis and tyre development. the riders work in a higher rev range, so we taking advantage of the reduction in engine the title. ‘If you look at the history of F1 cars you have to use the electronics to calm the peaky weight. ‘We have a lighter engine but we That famous tumble may have cost Rossi will see that whenever engine capacity is character. We are also working to adapt the are not allowed a lighter machine (MotoGP’s the crown but the loss has only made the reduced the revs go up and eventually the engine-braking system to riders shifting down minimum weight limits aren’t changing with seven-time world champion even keener smaller engines make the same horsepower,’ at much higher revs.’ the 800s), so we are experimenting with mov- Motorcycle racing is all about machine melding for further success with Yamaha’s new says Tsuji. ‘We are sure that MotoGP will Remarkably, despite the loss of 190cc and ing that three or four kilos of ballast around with man, so when the bikes change, so too must the riders, or at least their riding styles. Premier- 800. Just days after the last 990 MotoGP go the same way. We think the new 800s a subsequent top-speed reduction of about the bike,’ Nakajima explains. ‘Depending where class riding techniques have indeed changed a race Rossi was already itching to go racing will use 20 per cent more revs, maybe 10km/h, the 800s are already lapping as fast we put it we can put more weight on the lot since the 500 two-strokes gave way to the again. ‘I wish the new season started in 19,000rpm, maybe more, though not right or even faster than the 990s. Apart from front, change the centre of gravity, improve 990 four-strokes. Softer power delivery and the two weeks time!’ he said just days later as away, and we don’t think that pneumatic proving the problem-solving skills of Yamaha’s agility and so on. These are very interesting whirlwind development of engine-management systems allow riders to get on the throttle sooner he commenced winter testing with all-new valves are necessary yet. and harder, so they use more corner speed than machine. ‘The style of power delivery will also "Every time I ride the new 800 it is better they did in 500 racing. In other words, they ride So what are the challenges of the new change. With the 990s we were always the big four-strokes more like 250s, a bizarre twist and we are still only in the early stages" since the similarities between a 100 kilo 250 GP 800 era? The 20 per cent reduction in using the engine-management system to bike and a MotoGP machine, weighing almost 50 engine capacity demands new directions in reduce torque at low revs to make the engineers, this can only mean one thing: that studies for us, but that’s all we can say at the per cent more, are very limited. engine and electronics development, while bikes more controllable mid-corner. The the bikes are going faster through the corners. moment, they are very secret!’ Advances in tyre technology have taken MotoGP the smaller dimensions of the new engines 800s don’t have so much low-down torque ‘We believe that the 800s allow riders to What isn’t secret is the astonishing speed riding techniques further down that same road. The fatter footprints of the latest rear slicks deliver are taking MotoGP down new avenues of but they are more peaky at high revs and brake much deeper into the corners and to of the 800s. In Rossi’s first serious outing on more edge grip, so riders can raise their corner use more corner speed,’ says Nakajima. ‘The the new bike at Valencia, just days after the speed which requires smooth lines, instead of the area we are really thinking about is therefore season-ending GP, he lapped less than four old-school, pick-it-up-and-fire-it-out technique YAMAHA YZR-M1 the start and the middle of the corner. Even tenths of a second slower than he had done employed by 500 riders. It’s the same with bigger front-tyre footprints which allow riders to brake though we have lost horsepower our target during the race on his 990cc M1. At the final ROLL OF HONOUR deeper into corners, again promoting smooth, ar- is to achieve at least the same lap times as tests of 2006, at Jerez a few weeks later, • 2 MotoGP riders’ World Championship cing cornering lines. the 990s.’ he was more than a second inside the 990 Such has been the transformation of bikes and (2004 and 2005) Increasing corner speeds continues the MotoGP track record while team-mate Ed- tyres that Rossi’s team-mate Colin Edwards has • 1 MotoGP constructors’ World Cham- had to give his riding technique a major overhaul. trend of the 990s, which were quicker wards was right on the record! pionship (2005) ‘It’s what the bike and the tyres want you to do through the corners than the 500s because And, of course, the 800s are only going to – carry more corner speed like a 250 guy,’ says the • 27 MotoGP victories they had more grip and softer power delivery. get faster. “Every time I ride the new 800 it is former World Superbike champ who revised his Valentino Rossi: 25 wins. 2004: Welkom, The 800s are faster still through the turns better and we are still only in the early stages style during 2005, having noted from Rossi’s data Mugello, Catalunya, Assen, Donington, that the world champ was using a mix of MotoGP because they are more manoeuvrable, thanks of development,” affirms Rossi. “The style is Estoril, Sepang, Phillip Island, Valencia, and 250 riding techniques to dominate the pre- to their smaller, lighter engines. ‘An 800 en- a little more like the 250 with this bike, you mier-class. 2005: Jerez, Shanghai, Le Mans, Mugello, gine is maybe three or four kilos lighter than are faster through the corners, so it’s a lot Most people in the MotoGP pit lane – riders Catalunya, Assen, Donington, , and engineers – believe that the shift to 800s will a 990 engine,’ adds Nakajima. ‘We think that’s of fun.” g Brno, Losail, Phillip Island, 2006: Losail, only continue this trend. ‘I wouldn’t say we will be why Valentino’s first impression of the 800 Mugello, Catalunya, Sachsenring, Sepang. going to more of a 250 style, probably more like a was that it’s got very light handling, that it’s 125 style!’ says Rossi’s crew chief Jeremy Burgess, Max Biaggi: 2 wins. 2002: Brno, Sepang. only half joking. ‘Riders will want to use more cor- easy to stop and that it’s easy to carry a lot of • 57 podiums ner-exit speed because they haven’t got the power corner speed.’ • 20 pole positions of the 990 to pull them off the corner.’ Yamaha’s MotoGP engineers are already • 16 fastest laps

46 INSIDER INSIDER 47 ONWARD With the arrival of four-stroke in 2002, technical AND UPWARD developments in MotoGP accelerated enormously. Over the five years that the 990cc capacity rules lasted, the four

cylinder in-line engine of the YZR-M1 gained around 35 hp; 2005 > A further development of the 2004 World maximum rpm rose by 3.000 revs, while fuel consumption was Championship-winning specification, the ’05 engine adopts a computer-controlled engine dramatically reduced. Here, we outline Yamaha's advancements management system year by year.

2002 > At 940cc, Yamaha’s first four- stroke, MotoGP engine had not yet reached the capacity limit. A 20-valve cylinder head breathed through carburetors for optimal throttle response 2006 > Increasing rpm dictates a shorter stroke, while the cam- shaft sprockets are driven by gears and not chains. With state- of-the-art ‘fly-by-wire’ 2003 > Engine capacity was increased to technology, engine the 990cc limit. Sophisticated fuel injection management is further replaced the carburetors. Yamaha’s Idle Con- enhanced to include trol System (ICS) was introduced to cure the launch and wheelie biggest problem of the immensely powerful control four-strokes: engine-braking on corner entry. ICS also altered the torque curve for different gear ratios and provided traction control

2004 > The 990cc engine goes back to the drawing board. Of the four configurations available in pre-season testing, Valentino Rossi picks the engine with uneven firing order (‘big bang’) and a 16-valve cylinder head

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Race around the world R6 cup racing

Yamaha has a history of producing innovative racing bike still being fine-tuned towards its later Yamaha Motor Germany has a long history spectacular R6 cup. Massimo Roccoli won the technology across a broad base of motorcycle types, position of dominance, there were two wins of providing aspiring superstars with a fun cup in 2003 and he too had his breakthrough but in 2006 the supersport sector witnessed the ar- of a rival manufacturer, but from then on it and cost-effective entry into the adrenaline- year in 2006, winning the Misano world rival of an extreme motorcycle like few others before was almost all R6 and Hacking. fuelled world of motorcycle competition: supersport round and finishing sixth overall. The first win at Fontana was followed by Cup . Using various Yamaha sports Obviously a country as mad about bike racing a cancelled race at Infineon but after that models, it has organized cup road racing as Spain also has a vibrant cup racing scene. the R6 winning floodgates were wide open. series’ since the late 1970s; today these con- With over 90 R6 riders participating it won’t From the wide open speed of Road America, tinue to offer future racing stars the opportu- be long before you will hear about a new

through the tight Miller Motorsport Park, Massimo Roccoli nity to shine. Because the machinery is equal, Spanish talent coming from this Yamaha then the undulating Laguna, Lexington, talent is what counts, and over the years, the Challenge series. Alton and Road Atlanta made it six wins in formula has brought many hopeful beginners Please visit your national Yamaha Motor a row for the R6. No wonder Hacking sealed onto the bike racing world stage. website and find out about Yamaha cup the AMA supersport championship with two The German Yamaha Cup has allowed some racing in your area. You too could make the rounds to spare. of the country’s most illustrious names to cut fantasy real! g In the southern hemisphere, Jamie their racing teeth. Riders like Martin Wimmer, Stauffer led an immaculate season for the Jochen Schmid and Udo Mark have all fought official Yamaha Australia squad, winning for world championship titles, while others the championship with room to spare on even reached the ultimate goal. Dirk Raudies Gianluca Vizziello The Australian winning trio with Jamie Stauffer as #1 his R6, and with his only real competitors (world champion 125 in 1993), and R6-rider also proving to be R6-mounted. They were, ern Creek, during which Aitchison scored the Jörg Teuchert (world supersport champion On the outside the R6 was a clear state- scored a clear supersport championship in fact, his own two Yamaha Motor Finance two wins on offer. in 2000), have raced on to international ment of track-influenced design, and that win after a remarkably consistent season. Loan team-mates, Mark Aitchison and Jason Yamaha’s remarkable 1-2-3 clean sweep of stardom. theme was carried on in an even more Seven wins, two second places and a fourth O’Halloran. the top places underlined the impact of the R6 More recently ex-Yamaha cup rider Kenan Sebastiano Zerbo - Italian Cup winner dramatic fashion when it came to what was tell the story in short of Hacking’s remark- Stauffer, also the Australian Superbike in irrefutable fashion, while the fact that all of Sofuoglu emerged as the new German star underneath the sharp edged body panels able 2006 season, on his equally incredible Champion this season on a YZF-R1, had the the top seven finishers in the final leg of the rider having finished third in this years’ world and aggressive good looks. Yamaha R6. 600 title wrapped up at the Winton round, season were mounted on the peerless YZF-R6. supersport championship. For the past seven The 2006 R6 - YCC-T electronic throttle At the start of the year, with the all-new long before the end of season race at East- Even overall fourth place rider, Jeremy Crowe, seasons, cup riders have done battle on the and all - soon proved itself as a winner in was mounted on a privateer R6, showing that trusty YZF-R6. And in 2007, it remains the racing classes all over the globe. it is not just officially-prepared machines weapon of choice as the series moves into its It came within seven points of winning that can truly compete at such a high level of 30th anniversary year. the World Supersport Championship in national series. But don’t think the Yamaha Cup is confined its first season, in the hands of long-time In the Italian Supersport Championship, the to just Germany. Also in other European Yamaha runner Kevin Curtain, while the CIV, the fight went to the very last round at countries R6 cups provide young guns the Pascal Eckhardt - German Cup winner new bike also allowed a further two riders Imola, in late September. chance to make the break to an international - Broc Parkes and Massimo Roccoli - to take A two-rider fight for the lead proved to be racing career. The Virgin Mobile R6 Cup in the race wins at world level. a hard-fought Italian civil war between team- United Kingdom, for example, has brought At national level there were bags full of mates Massimo Roccoli and Gianluca Vizziello, to the lime light. In 2006 he has YZF-R6 successes, including three major from Yamaha Team Italia. At the Imola round, made it as official rider of the Virgin Mobile championship victories for the YZF-R6 in and despite Vizziello scoring the race win, Superbike team and qualified on pole during the US AMA series, Australian supersport Roccoli secured the overall supersport title, but the WSB round at Silverstone this year. In Xavi Guiteras - Spanish Cup winner championship and Italian CIV Championship. only by a margin of only a single point. g Italy no less than 150 riders competed in the Jamie Hacking Photo: Brian J. Nelson In the USA, British-born Jamie Hacking

50 INSIDER INSIDER 51 ,//+3É!3É#/-&/24!",% !3É4(%É/2)').!,8# "54É/.,9É&2/-É/543)$%

part2

É É -/2%É4(!.ÉÉ#(!.'%3É-!+%É4()3É8#É!É6%29É$)&&%2%.4É#!2É serenity of a &2/-É)43É02%$%#%33/2É*534É#(%#+É/54É4(%É.%7É#/,/52É#//2$).!4)/. É.%7É!",É!#4)6%É") 8%./.É,)'(43 dark ÉÉÉÉÉÉÉÉÉÉÉÉÉ.%7É#/-")É).3425-%.4 É$//2(!.$,%3 É02%-)5-É3/5.$É7)4(É$9.!5$)/ É É É -0É#!0!"),)4)%3 É).#2%!3%$É3%#52)49É!.$É2%&).%$É).4%2)/2É$%4!),3 The art of engineering

High Tech Mudfight Motocross is usually pretty rough, though and dirty, but here, we bring you Stefan Everts' YZ450FM out of context: in the J>;D;MLEBLEN9/&J7A;79BEI;HBEEA7JLEBLE97HI$9EC Leble$\ehb_\[ clean studio. On the pages that follow, you'll see why both Everts and the YZ450FM will Koning go down in motocross history as the most successful man/ de

Client VOLVO Folder 50075 XC90 Comfortable Yamaha Mag Job Number Insertion Date File 50075 XC90 Comfortable 260x210.indd Repro File XXX Production Manager Creative Director Date 14.12.06 Page 1 Proof 1 Operator Steven Designer Account Manager Size Trim 260x210 mm Publication Yamaha Insider Magazine Art Director Account Director ( ) LowRes Layout HighRes Artwork Format InDesign 4.0.0 CS2 AGENCY CopywriterAPPROVAL EURO RSCG FUEL The semi-double cradle aluminum frame offers a lower centre of gravity and is constructed from fewer components than those of rival manufacturers, resulting in a weight of only 9.4 kg. Composed of a cast, forged, and pipe/extruded materials it provides the optimum combination of rigidity and flexibility

The titanium exhaust saves a valuable 1.4 kg of weight far away from the bike’s centre of gravity. It also improves engine performance from the middle to top rpm range

The Yamaha Rinaldi R&D wizards modified the crankshaft, cylinder head, camshafts and fitted a fully adjustable ignition system. The sixty horsepower at the rear wheel helped Everts to a great many hole shots

A unique and ultra-strong carbon fibre rear frame with integrated air box saves 500 grams and provides optimal airflow

54 INSIDER INSIDER 55 The best Brembo has to offer: a Ø 270mm brake disc gripped by a four-pot radial caliper, guaranting low unsprung weight and high stopping power with optimum controllability

High strength, hand-fabricated radiator optimizes water flow, providing extra- cooling capacity to match increased engine performance

Yamaha patented Monocross linkage holds the YZ450F production swing arm and a titanium spring with factory Kayaba shock absorber

Only the elite few are afforded the privilege of riding with this Ø 50mm Kayaba factory front fork. Its advanced technology offers unprecedented levels of stability, comfort and rider feedback

56 INSIDER INSIDER 57 2006 season review

title in Laguna Seca, where his M1 overheated very last corner while defending his lead. Things and Hayden took the win at his home Grand looked equally promising at his home race in Prix, leaving the Yamaha man fourth in the Laguna Seca after qualifying on the front row championship and 51 points off the lead with only for tyre troubles and ill-health to relegate six races remaining. him to ninth at one of his favorite circuits. However like true champions Rossi and his The two-time world superbike champion team refused to give up. Second to an inspired saw his two-year run of consecutive MotoGP Capirossi in Brno, he gave a MotoGP mas- points finishes ended with a crash in Septem- terclass to deny his countryman another win ber’s wet race at Phillip Island, but despite his at the next race in Sepang. Third in Australia woes the Texan continued to support Yamaha and second in Japan saw him claw back into with valuable bike development input and contention as Hayden had failed to make the helped his teammate whenever he could. podium since Laguna and none of the other Seventh place in the championship and a new rivals could demonstrate consistency. contract for 2007 to join Valentino Rossi in The series switched back to Europe for the developing the new 800cc M1 into a weapon last two races and with it the drama intensified. able to reclaim the title for the Yamaha factory Racing against Rossi found himself going into the final race team are a just reward for the likeable Texan. of Valencia with an eight points advantage after Hayden was taken out by his teammate Testing times for Tech3 the odds in the preceding GP of Estoril. Tech3, Yamaha’s French satellite team, took But just when it looked like Rossi had been on a major challenge this year by running the gift-wrapped the championship, so fate played developmental Dunlop tyres against the estab- Right from the first corner tumble of the At the season opener in Jerez Rossi had all pre-season winter test data were useless, its final card. After qualifying on lished might of Michelin and Bridgestone. The first race, Valentino Rossi seemed destined to fight hard for only two points after Toni continuing to put extreme pressure on the Rossi had a bad start and found himself mid- Anglo Japanese company became the team’s to struggle in defense of his 2005 MotoGP Elias bumped him off at the first corner. team to set the bike up at each round. The pack and behind Hayden in the opening laps. main sponsor and although the team was not title. Of course that incident didn’t rob By then the team was already working non second specification chassis introduced at On lap five the Italian lost the front of his able to challenge for the podium, Rossi of his MotoGP crown, but it was in- stop using all their technical creativity to Le Mans cured the chatter problem. Rossi machine and slid off. He was able to remount was able to put in several fine results. dicative of a season where fortune did not cure a chassis chatter problem that had was instantly back to his best, leading the and take 13th at the flag, but with Hayden in The Spaniard became one of the most favor the Yamaha man and his team. Yet, suddenly appeared. Rossi hit back with a race until a rare engine failure sidelined a comfortable third place, the championship consistent riders in the class, scoring points despite horrendous luck, Valentino found win at round two in Qatar, but behind the him. Back to back wins in Mugello and in all but the wet Australian race (where he himself involved in a last race decider for scenes all was not 100% as Rossi did not Catalunya kept the title aspirations alive, Like true champions fell). Checa was the top Yamaha finisher with the first time in his career, but typical of feel fully comfortable on the 2006 M1 due but Hayden’s consistency gave, the Ameri- Rossi and his team seventh in Laguna Seca and his experience the year, an uncharacteristic crash saw him to the chassis problems. Rossi managed to can a 29-point advantage going into the refused to give up was invaluable to Dunlop’s development hand the title to American Honda rider finish fourth at the fast and demanding Dutch TT. throughout the year. He ended the season on . Turkish round, but the Chinese race was to Assen proved to be one of the most headed across the Atlantic for the first time 75 points and 15th in the championship, three MotoGP’s most dramatic season in history confirm Rossi’s run of bad luck when he talked about races of the season as Rossi since won the title in 2000, places and 49 points ahead of his team-mate kicked off after a confidence boosting and retired with tyre problems while challeng- crashed in practice and badly injured his leaving Rossi and his squad with an unfamiliar James Ellison, who did not succeed in his first full trouble free testing season for Yamaha. ing for a podium position. wrist. The Italian limped home a painful MotoGP vice-championship. MotoGP year to gel with the M1 and Dunlop’s. Despite fierce competition from the usual To eliminate the chatter problems Yamaha eighth but with Hayden taking his first win For Edwards 2006 was a tough year with the Tech3 and Dunlop will continue their Honda armada, including MotoGP rookie would develop three chassis’ alongside four of the year at the expense of Colin Edwards, American landing on the podium just once partnership in 2007 with former MotoGP and Dani Pedrosa and Ducati’s hard riding Loris engine specifications throughout the year the gap had increased to 46 points. in China and dropping two places in the final world superbike race winner Capirossi it was Rossi’s teammate Colin in an attempt to give Rossi a performance A heroic ride to second in Donington one rankings compared to his 2005 performance. joining Frenchman Sylvian Guintoli on the Edwards who won a new car for setting the advantage. But while each new specifica- week later, and a win in Germany saw Rossi Edwards had looked set for his first MotoGP 800cc Yamahas. g fastest lap at the pre-season IRTA test. tion was an improvement, it still meant that close the gap, but he virtually conceded the win at the Dutch race when he crashed in the

58 INSIDER INSIDER 59 2006 season review

his heroic efforts rewarded with two second place finishes. With his wrists still tender in Imola, the penultimate race of the season was a disaster for Haga, who struggled with bike set-up and could only finish fourth and sixth, giving Toseland an advantage in the battle for sec- ond. Pitt was again the fastest Yamaha rider all weekend and moved back to fourth in the standings with third and fourth places. Heading to the final round in Magny Cours, when he suffered two DNF’s. Toseland and Haga battled for second in the Haga had won at Brands Hatch three times championship with the Yamaha man two in the previous two seasons and he didn’t points behind the British rider. In a race that disappoint the huge crowd with a spectacular provided some of the season’s best racing and nail biting win over Bayliss in the second Toseland forced Haga to accept third in the race for his first victory of the season. Pitt final standings. Pitt’s season ended on a low, overcame two uncharacteristically bad starts as he crashed and remounted to finish outside Frontrunners to take fourth and third place finishes, moving the points in race one. Fifth place in race two him to within a few points of Troy Corser and saw him end the championship in that position. in the battle for fourth in the Next year’s all-new R1 packed with M1 championship. inspired technology will surely enable Noriyuki With the YZF-R1 fully developed for 2006, caught and passed by Suzuki’s Yukio Ka- showed considerable pace throughout the If Haga’s miracle was to come then it would Haga to take things a massive step further. The Yamaha’s chances of winning the Superbike gayama in the closing stages. The Yamaha weekend with Pitt riding sensationally to have been at Assen, where it rained to bibli- sensational signing of 2005 WSB champion World Championship never had looked man looked to retake the lead on the final take his first win in this class. After crashing cal proportions. Bayliss crashed out as Haga Troy Corser is proof that Yamaha means busi- g better. A year’s racing and a comprehen- lap but lost the front end and both went out of the first race, the Australian gave a raced into a huge lead, but the Yamaha man ness in WSB as never before. sive pre-season testing programme turned down. Meanwhile Andrew Pitt took his first remarkable performance in the second to too found the conditions too wet and lost For Yamaha Motor France, the highlight of the YZF-R1 into the front runner every- world superbike podium, in third place, cruise to an easy win. Haga moved up to the front end when he hit a puddle of water. the season was Norick Abe’s brace of fourth body expected it to be. The performance with the Japanese rider scoring a third in second in the championship with a third in His day went from bad to worse when he was places in France. The star rider in the three boost was needed as the 2006 edition of race two. race two, giving his squad its first double the championship had moved things on From round five at Silverstone the podium finish in the class. Haga didn't disappoint the huge crowd with a another competitive level with several big Yamaha Motor Italia squad really started Following their first win at Brno one year spectacular and nail biting win over Bayliss name riders rejoining from MotoGP and reaping the rewards of its Magneti Marelli earlier the team’s hopes were high upon machine development breakthroughs such electronics, but it was Yamaha UK wild-card their return, especially when Haga took a pushed out of race two at the first corner man squad finished 13th in championship for as traction control. Tommy Hill who stole the headlines by tak- superpole win in qualifying. However, the while Bayliss went on to win and extend his the second year in a row. Newcomer Shinichi The Yamaha Motor Italia team riders ing pole position in the weather influenced Japanese rider couldn’t make his tyres last title advantage. Pitt’s delivered another storm- Nakatomi ended the year 17th, with a best of Noriyuki Haga and Andrew Pitt fought for superpole session. Haga was on flying form in the stifling heat of race day and could do ing ride to take two second places and became eighth in Brno, while Sebastien Gimbert was race wins at virtually every single round, and took a pair of seconds in the races to little to stop Kagayama winning both races. the day’s top points scorer. 19th on the third YMF machine. The French claiming 16 podium results and both riders move up from fifth to third in the champi- Haga took third and fourth place finishes A freak accident at Lausitz saw Haga injure squad, also responsible for the development finishing in the top five of the standings, onship. Misano was proof positive that the to close the gap on championship leader both his wrists in practice. Although he didn’t and testing of YEC customer racing kit parts, the team’s best ever result. Yamaha had gone from being an aggressive Bayliss, who had his worst race weekend of crash, the Japanese rider wrenched his arms as will continue with two riders in 2007, one of The opening round in Qatar set the tone powerhouse in 2005 to a refined racer with the year, to 73 points. Coming to Brno on he fought to save a highside in practice and which is Nakatomi, to be joined by an as yet for the season with ‘Nitro Nori’ leading unbeatable braking stability and corner a high after taking his first win at Misano was forced to race with painkillers. Despite unnamed second rider. g the first race most of the way, only to be entry speed. Both the Yamaha Italia riders a month earlier, Pitt came back to earth injury Noriyuki raced as hard as ever and saw

60 INSIDER INSIDER 61 2006 season review

in and finished on the podium) but came back in Imola and grabbed a third place at Close... the final race at Magny Cours to take fourth in the championship despite still struggling for fitness. Of the other R6 runners Yamaha Team Ita- lia’s Massimo Roccoli was by far and away the most successful. Unexpectedly he became the first rider to win a world championship race on the latest R6 and although the Misano race position finish, giving him a seemingly com- may have been his only world championship fortable margin to win the title in Magny Cours. win in 2006, numerous top eight finishes saw With an 18 point advantage going into the him end the year sixth in the standings. final round Curtain only had to finish eighth The 21-year-old Italian also won his national or higher to give the new R6 the title first championship in what proved to be a success- time out, but the 40-year-old seemed less ful season overall. His team-mate Gianluca comfortable being the favourite than the chal- Vizziello ended the year ninth, with a best lenger. Starting from the second row, Curtain showing of fourth in Imola, while Yamaha seemed to be in a comfortable fourth place GMT94’s was 11th in the final when he crashed out eight laps into the race. standings despite missing the first quarter Charpentier went on to take the race win and, of the season through injury and endurance against expectation, the world championship. commitments. The Spaniard’s best finish was a At the beginning of the season Yamaha With Charpentier winning the next race in The Yamaha man took the championship But despite Curtain’s last race anticlimax the fourth place in Misano. Motor Germany’s Kevin Curtain said that Silverstone, it looked like Curtain’s dream lead in a wet Assen race, finishing second to WSS paddock can be nothing but impressed Six Yamahas completed the first 11 in the their all-new YZF-R6 would need some was drifting away rather then coming closer. Charpentier’s fourth. At Germany the title with the race debut of the new YZF-R6. standings, including a noticeable performance g development time before showing its true But a remarkable turn around came prior came very close in Curtain’s favor when For the other Yamaha riders 2006 saw a of Xavi Fores who finished tenth from only potential, but it turned out that the R6 was to the next race. With Charpentier injured Curtain’s main rival crashed and broke his mixed bag of results. Alongside Curtain in the seven points scoring races. ‘good to go’, able to fight for victory when in a testing accident the door was reopened finger. Curtain led most the way but Honda official Yamaha Motor Germany squad, fellow For 2007, the experienced Curtain and the season kicked off. More competitors for Curtain – although the Australian did Ten Kate rider Kenan Sofuoglu defended his Australian Broc Parkes looked to build upon matured Parkes will again head Yamaha’s had noticed the lurking race potential in not quite manage to take full advantage of teams chances to the max and went on to his first race win at the back end of 2005. He title challenge in a team run out of Yamaha the new R6 as the bike proved to a popular his rival’s misfortune. Curtain struggled in take the win from the Australian by a 0.13 was on the podium at home in Phillip Island Motor Germany’s workshop. With a full year choice on the WSS starting grid. practice in Misano, ending up 14th on the seconds margin. Nevertheless Curtain was While defending champion Sebastien grid. Finishing sixth in the race was a good delighted to leave Germany with a 27 point The WSS paddock can be nothing but impressed Charpentier stood atop the podium in the result in the circumstances and when the stronghold on the championship. with the race debut of the new YZF-R6 first three races, Curtain stayed as close first win came with a dominant display next Beating Charpentier in Imola would have as he could with second position finishes time out in Brno it proved his pre-season given Curtain a world title to go alongside and looked a certainty for the win in Misano, of development and track time behind it the on each occasion, exceeding even his own predictions had been right. At that point his 12 Australian championships, but the only to make a poor tyre choice. YZF-R6 will no doubt be the hot favourite for predictions. The breakthrough looked to the R6 had become the bike most likely to pressure was on him now and he struggled The 24-year-old finally got the win at Brands the season. be around the corner at round four in take the championship. The main contend- for rear grip in the race. Sofuoglu led for Hatch, putting him right into the title fight A strong supporting cast sees Roccoli remain Monza, when Curtain looked certain to ers were level in the standings after the most of the way, but obeyed his Honda with Curtain and Charpentier, but cruelly he with Yamaha Team Italia. Yamaha GMT94 give the 2006 R6 its first world champion- Brands Hatch race, where the Yamaha team orders and let his team-mate through was sidelined after a huge crash while leading expands to a two-rider team, with Checa ship win, but four laps from home his #11 Motor Germany Team scored a maximum to take the win. Under the given circum- in a wet Assen. With broken ribs and a punc- joined by former world superbike rider Sebast- R6 suffered a rare engine failure, the only result, with Broc Parkes winning the race stances Curtain maximized his result and tured lung he missed his team’s home race ien Gimbert, followed by a string of private mechanically induced DNF of the season. with Curtain only 1.7 seconds behind. bagged a defensive but intelligent third at the Lauzitsring (where Fabien Foret filled R6 entries. g

62 INSIDER INSIDER 63 MX2 2006 season review

de Reuver, but in the end it was young French rider who showed the most consistent speed across the season. In the first part of the season Cairoli strug- gled for consistency, winning several motos but often failing to put two good rides together on race day. But by mid-season the young Sicilian was flying and was able to close down the gap on Pourcel, but the Frenchman’s consistency kept him ahead and Cairoli had historic Belgian track that is as legendary as to concede the title at the last moto of the the man Stefan Everts himself. Normal service season accepting the runner-up spot in the was resumed in the final two rounds, at the championship, just 18 points behind. Dutch round in Lierop and Ernée in France, While Cairoli was the main blue runner in where Everts ran off his 100th and 101st 2006 a few other YZ250F riders also shone GP-wins to put the icing on a truly incredible brightly. As in 2005, Briton Billy Mackenzie career, the likes of which we will most likely won the GP in Japan, and made the podium in never see again. Spain and at his home Grand Prix,Otherwise it It was a less memorable year for team-mate was disappointing year for the big Scot from Cédric Melotte, however. The Belgian was whom big things were expected. He ended the Breaking all records plagued by injuries and ended the season 11th year ninth in the championship. Veteran Ales- in the championship. sio Chiodi made a few podiums and finished the Having announced his retirement to take over from Everts as their country’s Grand Prix Tortelli also injured himself and before the start of the season you could best rider, Steve Ramon and Kevin Strijbos. wasn’t seen again. Everts ran off his 101st GP win to put have forgiven Stefan Everts for taking Honda had another Belgian, Ken de Dijker, In Bellpuig, Strijbos won the first moto the icing on a truly incredible career. things easily in 2006. But the opposite was alongside 2005 MX1 vice world champion for round two. From there, Everts went on the case as the king of motocross ended his Joshua Coppins. a remarkable and record breaking 22 moto And so to 2007, where the Yamaha factory year 12th on his Yamaha Team Ricci machine, reign with a thoroughly dominant season Everts showed he meant business with a unbeaten run and consequently winning all squad will line up with championship favorite one place ahead of his team-mate Kenneth that was as close as possible to perfection. clean sweep at all the prestigious pre-sea- 12 GPs from the Spanish round till the GP Joshua Coppins and Marc de Reuver. Kiwi Gundersen who had started strongly by win- In the end Everts and his YZ four stroke ex- son events. The new-for-2006 aluminum of Northern . Coppins is expected to spearhead the factory’s ning a heat at the Spanish GP. Young Italian tended their championship , framed YZ450FM provided the Belgian Joshua Coppins denied Everts winning all title attack, while De Reuver has shown David Guarneri, mixed formidable appearances which started in 2001, with an impressive considerable speed in the MX2 class. If the with mediocre finishes, which later turning sixth consecutive title. He meant business with a clean sweep at all Dutchman can stay on the safe side without out to be caused by a virus he had picked up An interesting MX1-GP line-up looked prestigious pre-season events sacrificing his blistering speed then expect him early in the season. like it might be one of the toughest years to be another potential race winner. In 2007 Cairoli will be determined to reclaim in the Belgian’s time with Yamaha, but with unprecedented handling character- the GP’s of the 2006 season and made him the MX2 no. 1 plate, while Gundersen, already early season the competitors’ force istics that combined perfectly with the wait for his 100th Grand Prix career win Judgment at the final race Guarneri and newly signed Brit Carl Nunn are diminished under Everts’ might. KTM looked Rinaldi tuned engine and Everts’ trade mark when he took the honors in Northern Ire- Antonio Cairoli went into the 2006 MX2 expected to turn their experience into top strong with twin attack with two French smooth riding style. At the first GP, Tortelli land. The pair took a win and a second each campaign defending his number one plate, results. Young Belgian Dennis Verbruggen, former world champions; Mickael Pichon matched him for points, but Everts’ win in at the Desert Martin circuit, with the New with most predicting that it would be harder 2006 European champion on the YZ250F, and , the last man to the second moto gave him the GP victory. Zealander getting the GP win by virtue of to retain the title than it was to win it in 2005. should be closely watched as well. g beat Everts to a world championship in a Pichon and Coppins hadn’t even made it to winning the tie-breaking second moto. By Pre-season many expected the main challenge straight fight in 1998. Suzuki lined up with the gate for the first race after injuring that time the world title was already won to come from KTM’s fast South African Tyla the two Belgians rated as the most likely themselves in pre-season. At the third with three rounds to spare in Namur, the Rattray and their on-the-limit Dutchman Marc

64 INSIDER INSIDER 65 2006 season review

Johnny Aubert has arrived in

Stefan Merriman’s return to Yamaha had been expected to move onto a new round two in , winning the opening suffered in a season consisting of just eight available for 2007, Yamaha’s involvement in for the 2006 World Enduro campaign was challenge elsewhere. day, and Aubert again surprised the enduro two-day events. this ever-developing championship continues something of a surprise – albeit a very But when Merriman’s deal fell through old-guard by setting the pace on Sunday to At the end of the year, it was KTM’s Finnish to grow stronger. Aubert and Dini will again pleasant one. Two highly successful racing at the last minute his former UFO Corse maintain his third in the championship. star who took the overall honours, compete in the UFO Corse’s E2 team, with years had seen him win the E1 title (for Yamaha squad welcomed him back with One week later, Aubert even took the with his countryman second on Micheluz welcoming two new riders to form two-stroke machines up to 125cc and four- open arms to race a WR450F in the E2 class. championship lead as the Yamaha men Lining up alongside the multiple world dominated in Spain, each taking a win and Aubert again surprised the enduro old-guard champion was a pair of enduro rookies with a second over the two days of competi- by setting the pace strong Grand Prix motocross backgrounds: tion. A bout of flu saw the Frenchman lose Frenchman and Italian valuable points next time out in Italy, as he a Honda. Merriman ended the season third, the team’s E1 squad: the Italian Simone Alber- Fabrizio Dini. Although none of the Yamaha was unable to compete in the second day. with Aubert an impressive fourth in his debut goni and Spaniard Cristobal Guerrero. g riders were able to display the required Merriman had a nightmare in the American year. Although somewhat overshadowed by consistency to win the title, between them round, where a number of heavy crashes his team-mates, Dini finished ninth in an they proved the WR’s ability as a world saw him take uncharacteristically low sixth impressive rookie season. Maurizio Micheluz, class enduro machine. and tenth place finishes. UFO Corse’s lead rider in the E1 category had Merriman had a tough start to the These two rounds severely reduced the his most successful year ever to take fifth season, finishing sixth overall after failing Yamaha riders’ hopes of winning the 2006 place overall on his WR250F. The Italian’s best strokes up to 250cc) in 2004 and finish run- to get to grips with the snow and ice at title. Not even a thoroughly dominant per- result came at his home round in Bergamo, ner-up in the 2005 E2 series (for two-stroke the first race in . Aubert however, formance at the penultimate round of the where he climbed onto a world championship machines up to 250cc and four-strokes up was a revelation, finishing third with only season, where the WR men each took a win podium for the first time with third place on to 450cc). With such a track record behind a pair of Scandinavian specialists in front and a second place in , could help the opening day. him, the amiable New Zealand-born Aussie of him. Merriman was back to his best at them make up for the few bad days they With a new aluminium-framed WR series

66 INSIDER INSIDER 67 2006 season review

What next? For 2007 the cast list is not much different: Reed and Stewart are expected to go head- to-head again for the championship. The first two season opening races in Canada showed what the future holds in store. Reed took the season’s first victory in Toronto with Stewart in third. Carmichael claimed the top of the podium a week later in Vancouver, with Stewart in second and Reed third. Yamaha’s L&M Racing team’s Reed began the 16-round US championship injured. The Australian star suffered a practice crash that led to a shoulder problem and some chipped bones a week before the opening AMA spectacle at Anaheim on January 6th. Victory was seized by Stewart with Reed in third in of mistakes by the pair to win for the first a typically tense, and for Reed very painful, time in St. Louis for round seven. He then evening’s entertainment. Leaving missed only one podium in the remaining The chances to match last year’s thrilling nine races to maintain pressure at the top of finale and championship pace are slightly the points table. slimmer as will only make Las Vegas Carmichael’s three straight chequered flags spot appearances in order to focus on a in Atlanta, Indianapolis and Daytona were Nascar racing career. But the evenly matched arguably the turning point of the season, as ability of Reed and Stewart will continue Stewart’s early authority wavered and Reed to set the pace in the 2007 incarnation of A rousing and memorable 2006 AMA Last year’s average visitor number was leaving the other competitors completely could not repeat his St. Louis success. The Day- the championship, making sure the audience will Supercross Championship was decided in 48.300 visitors, with an impressive 70.000 sidelined. Each of the three experienced tona Speedway triumph was on Carmichael’s get its dose of typical Supercross excitement. g a handful of laps, and by just two points, people filling the Georgia Dome in Atlanta different obstacles in their hunt for race home soil and also saw him take over the lead at the last round of the series in Las Vegas. as a highest score. wins and the title. Chad Reed had to ride in the standings to be the man to beat. Ricky Carmichael held the superior hand at There have been at least three different a number of races through pain after he More than 39,000 people bought tickets for the Sam Boyd stadium for his fifth title in Main Event winners each AMA supercross separated his shoulder just before the the ultimate round in Las Vegas to witness the six years. While the supercross ‘hall of fame’ final verdict of the five month campaign. To will show a stint of domination for ‘RC’ Reed took the season’s first victory in Toronto secure the title, Reed had to win if his other at the beginning of the century, the truth with Stewart in third two rivals were to join him on the podium, is that his ’06 crown was by no means a but it was Stewart who got lucky and clinched ‘sweep of the table’ as Yamaha’s Chad Reed season since 2002, but never were the main Daytona round. Carmichael was briefly victory. Carmichael, having been tied on points and James Stewart also dealt an enthralling contenders so closely matched in terms docked points after failing a fuel test, and with the Yamaha man before heading to Las hand for the thousands of onlookers from of consistent podium results as in 2006. Stewart suffered a spate of crashes. Vegas, rode to a safe and defensive runner-up the start of the championship in January From the sixteen rounds of the 33rd AMA The ever-dependable Reed, who became slot ahead of Reed, which was sufficient to until the final race decider in May. The contest, victories were shared between the first rider apart from Carmichael to be secure him the title. In the end, two points thriller season resulted in soaring attend- Carmichael, Stewart and Reed with all three 250cc Supercross Champion in the 21st separated the top three with Stewart and ance figures for indoor supercross racing, filling the podium steps in ten meetings. century, edged his way into the Stewart- Reed tied and thus divided by their win totals attracting sell-out crowds at most venues. The trio formed a competition of their own, Carmichael dynamic by taking advantage in favour of Stewart.

68 INSIDER INSIDER 69 championship standings

Pos Rider Bike Country Points 1 Nicky Hayden Honda USA 252 2 Valentino Rossi Yamaha ITA 247 3 Loris Capirossi Ducati ITA 229 4 Honda ITA 228 5 Daniel Pedrosa Honda SPA 215 7 Colin Edwards Yamaha USA 124 Our number one goal in 15 Carlos Checa Yamaha SPA 75 18 James Ellison Yamaha GBR 26 creating Yamalube is to Pos Rider Bike Country Points 1 Ducati AUS 431 2 Honda GBR 336 ensure that you are getting 3 Noriyuki Haga Yamaha JPN 326 4 Troy Corser Suzuki AUS 254 5 Andrew Pitt Yamaha AUS 250 the finest oil available for 13 Norick Abe Yamaha JPN 112 17 Shinichi Nakatomi Yamaha JPN 48 your Yamaha. Yamalube is 19 Sebastien Gimbert Yamaha FRA 23

Pos Rider Bike Country Points 1 Sebastien Charpentier Honda FRA 194 available in the precise 2 Kevin Curtain Yamaha AUS 187 3 Kenan Sofuoglu Honda TUR 157 formula that gives depen- 4 Broc Parkes Yamaha AUS 145 6 Massimo Roccoli Yamaha ITA 96 9 Gianluca Vizziello Yamaha ITA 69 dable protection and enables 10 Javier Fores Yamaha SPA 49 11 David Checa Yamaha SPA 44 the engine to deliver the Pos Rider Bike Country Points 1 Alessandro Polita Suzuki ITA 177 2 Claudio Corti Yamaha ITA 156 high performance it was 3 Ayrton Badovini MV Agusta ITA 122 4 Luca Scassa MV Agusta ITA 118 5 Brendan Roberts Suzuki AUS 87 designed to give.

Pos Rider Bike Country Points 1 Stefan Everts Yamaha BEL 739 2 Kevin Strijbos Suzuki BEL 529 3 Steve Ramon Suzuki BEL 483 4 Ken De Dycker Honda BEL 463

5 Kawasaki EST 443 11 Cédric Melotte Yamaha BEL 224 MX 15 Julien Bill Yamaha CH 167 Pos Rider Bike Country Points 1 Christophe Pourcel Kawasaki FRA 581

2 2 Antonio Cairoli Yamaha ITA 563 3 KTM ITA 480 4 KTM RSA 475 5 Marc De Reuver KTM NED 408 Yamalube, nothing else 6 Billy MacKenzie Yamaha GBR 302 7 Yamaha ITA 229 13 Kenneth Gundersen Yamaha SWE 223

70 INSIDER INSIDER 71 At Yamaha we always seek for new Now factor in to the equation our technology to create the most ultra-responsive YCC-T (Yamaha innovative and advanced machines. Chip-Controlled Throttle) as well as the all-new balanced-rigidity The new YZF-R1 is equipped with our chassis, high-specification suspension revolutionary new YCC-I (Yamaha Chip- systems and ultra-sharp aero styling. Controlled Intake) system. This new And it soon becomes evident that power-boosting technology features this new YZF-R1 is engineered to electronically-controlled motor-driven introduce you to another level of variable intake funnels, the first on man-machine interaction that is a production motorcycle ever. destined to set this thoroughbred supersport bike apart from the pack.

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