INSIDER �
INSIDERThe 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 -R� and Rossi riding it
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INSIDERPublisherYamaha Racing Communications by
EditorsDennis Sol -Leon Oosterhof - Yamaha Motor Europe NV
DesignPeter HennemanBas van den Biggelaar Contributors Gordon Ritchie, Mat Oxley, Paul Taylor, Dennis Sol, Richard Lieberman, Isabella Marcis, Sara Arazola, Hanna Wuttke, Milagro, Matteo Cavadini, Paul Barshon,Jonty Edmunds, Massimo Zanzani, Adam Wheeler, Mario Marini, John de Koning, Gold & Goose, Marieke Kok.
PrintingDaneels Nederland, Loon op Zand, The NetherlandsLithographyMontBlanc Creative Assistance Group, Amsterdam, The Netherlands
Insider is produced on behalf of Yamaha Motor Europe by Yamaha Racing Commu-nications, a service of p’ZAZ, Hoogte Kadijk 61hs, 1018 BE Amsterdam, The Netherlands. Telephone +31 20 62 56 539.
Reproduction of any text, photograph or illustration in this magazine is prohibited without permission from the publisher. While care is taken to ensure that the content of Insider is accurate, the publisher can not accept any liability for errors or omissions.
© 2006 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 these winter tests." Rossi explained.
Welcome to the sixth edition of Insider
Dear Insider,
Let me start by recalling what must be one of the most remarkable per-formances in the world of sports, ever. Stefan Everts and Yamaha clinched their sixth consecutive Motocross World Championship by winning 14 out of the 15 MX1 Grand Prix races in the 2006 season. Besides this record performance Stefan holds every other conceivable record in his sport too, and I’d have to think very hard to come up with another sportsman having done the same in his field. To commemorate this extraordinary feat we have made sure there is a lot to read about Yamaha’s off road commitment and the YZ four stroke machines.
Yamaha experienced an unfortunate end to the ’06 racing season, as both Valentino Rossi in MotoGP and Kevin Curtain in World Supersport had to settle for a vice world championship. It was tough for all of us, but at the same time we are very proud too, because Yamaha countered mis-fortune and adversity in challenging for these world titles until the last flag dropped and Yamaha offered the fans lots of excitement on the way.
By the time you read this, we have left 2006 behind us, and will be well underway with our winter test programmes for all classes, so you can be sure we will be pumped-up and ready to return to the track for 2007. In this issue you will read all about the new YZF-R1 and why this machine will be a title favorite in the hands of Noriyuki Haga and newly signed Troy Corser. Kevin Curtain and his teammate Broc Parkes hold the best cards in world supersport with the fully developed YZF-R6 entering its second year of competition. Valentino Rossi and Colin Edwards are currently putting the new 800cc YZR-M1 through its paces. We are confident this huge commitment will reap its benefits when the 2007 MotoGP season kicks off. With our new riders Joshua Coppins and Marc de Reuver we are confident we can retain our dominance in MX1, while our 2005 MX2 world champion Antonio Cairoli desperately wants his title back.
I think you will agree there is a lot to look forward to, and I hope you will support us in our quest to secure these 2007 championships.
Laurens Klein KoerkampDepartment Manager Racing Division - Yamaha Motor Europe NV
www.yamaha-motor-europe.com
When you’re negotiating your way across difficult terrain, the last thing on your mind is getting around the corners. The new YFM Grizzly 700 features class leading electronic power steering allowing you to relax and get the job done.
Nothing will get in your way with the multi-capable Yamaha 4WD system that delivers confidence in both uphill and downhill trails.
So choose the toughest route and enjoyit and steer your way to your localYamaha dealer shop.
Remember
corners?
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INSIDE...
12 Pitlane All the latest news from the world of Yamaha
Onward and upwardLooking back on the development of the YZR-M1 from 2002 up until testing the 2007 800cc incarnation
40
Field of Dreams The fifth generation of the no-compromise YZF-R1 is here. Like all its predecessors it sets new standards for the supersport class
A decade of dominance Get the full perspective on Yamaha's legacy in 400-450cc four-stroke motocross racing
30
Race around the world From cup races to the World Super-sport championship, the YZF-R6 contested in competitions all over the world
53The art of engineer-ing part2 YZ450FM special parts put under a different spotlight:Yamaha engineers create masterpieces of ‘tech art’
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
18
50
Image: Colin Edwards
58
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Sacred momentAll 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
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Sunday morning tranquility Yamaha Motor Italy WSB pitbox during Monza race weekend Picture: Matteo cavadini
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
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Pitlane
CHAD REED GOT a flying start of the
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’S WORLD SUPERSPORT will be
managed by Yamaha Motor Europe for
the 2007 season. The team’s structure
and location will remain the same. With
the prominent involvement of Yamaha
Motor Europe the team can benefit from
its vast experience and resources. TEAM
YAMAHA DE CARLI have signed 2006
FIM Junior Motocross World Champion
and European Motocross Champion in
the 80cc class Alessandro Lupino. He
will join current Yamaha riders Antonio
Cairoli and Matteo Bonini in the MX2-GP
class. JAMES ELLSION HAS left the Tech3
Yamaha Team and will compete in the
AMA Superbike Championship. James will
join the factory supported Honda Corona
Team. 2006 YMIT WSB rider Andrew Pitt
will join the ILMOR SRT team for the
2007 MotoGP season. Pitt – who attended
the MotoGP circus from 2002 to 2004
– will ride alongside former Yamaha GP
rider Garry McCoy. GIANLUCA VIZZIELLO
WILL not compete for the Yamaha Team
Italia - Lorenzini by Leoni world supers-
port team in 2007. It remains to be seen
if Vizziello will continue his carreer in
the World Supersport Championship.
CEDRIC MELOTTE WHO rode the MX1 and
MX2 Chamiponship for Yamaha in the
last three seasons has made a transfer to
Aprilia and will remain in the MX1 class.
STEFAN EVERTS HAS won the Belgian
sportsman of the year for a fifth time.
He also received a life time achievement
award for his services to the sport of
motocross. Everts fifth win places him
second behind the great Tour de France
winner Eddy Merckx, who has won the
award one more time.
Quick news
YAMAHA MOTOGP STAR Valentino Rossi proved to be almost as impressive on four wheels as he is on two when he competed in November's New Zealand rally. Much to the amazement of the rally community, the Italian finished the world championship round 11th in his privately entered Subaru. This was the second time that Rossi had participated in a world rally event, and the multiple MotoGP champion has not ruled out future rally outings. Indeed, on returning from New Zealand, Rossi and co-driver Carlo Cassina went on to enter and win the non championship Monza rally. Despite his four-wheeled hobby, Valentino has committed his future to MotoGP and remains focused on reclaiming the crown in 2007.
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Rossi revs up for NZ Rally test
De Reuver makes promising Yamaha debut 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 Netherlands. Over 150,000 people descended upon the usually sleepy town of Scheveningen to see the Dutchman, riding a standard YZ450F 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 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 Steve Ramon and Frenchman Timotei Potisek. De Reuver will contest in the 2007 MX1 world championship with Yamaha's factory motocross squad.
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EvEr DrEamt Of meating one of your favourite Yamaha team riders, or owning some of their personal riding gear? visit www.yamaha-racing.com, where you'll find regular competitions offering you the chance to win a very special prize. Just like lucky Belgian motocross fan Chris Debusschere, who won a vIP trip to attend Stefan Everts' final GP of 2006.read his story here: "The first thing I would like to do is express is my gratitude to Yamaha for giving me the opportunity to be present on such a special day! Thank you very much indeed!! It was fantastic to have my wife and two children with me during what was an unforgettable family day. I have dreamt about something like this my whole life, and to see the fantasy become reality in Stefan's last ever GP was just incredible. At 9.00 a.m. we were met by Yamaha PR staff in the hospitality suite, where we went through the day's schedule over a cup of hot coffee. During the meeting, it quickly became clear that Yamaha was about to spring a few surprises on Stefan and the fans in Ernée. There was a surprise for me too: I was given one of Stefan's signed jerseys. After the morning warm-up session, Stefan always signs autographs in the hospitality area. On this occasion, it was actually quite funny to be standing behind him, enjoying a drink and taking in the scene. Normally, I'm on the other side of the fence among the crowds waiting to grab a poster... After the signing session, everything was quickly set up for the press conference in which Stefan's specially-designed YZ450FM was unveiled to
commemorate his farewell race. His bike featured a unique 'chequered' design, which highlighted his 100 GP victories; we watched the whole thing from front row seats. The bike was simply stunning and Stefan's riding gear was worthy of 'the Legend'. It was a beautiful tribute to the best Everts! Following the press conference, we had our picture taken with Stefan, and it came out really well. At 12.15, we were invited to lunch in the VIP tent the race organizers, Youthstream; there was a great choice of food and plenty of drinks were on hand. Following the meal, the real action began with the racing! With two hole shots and two dominant victories, Stefan said goodbye to his fans with his 101th and final GP victory. Without a doubt, this was a very emotional moment for both Stefan and the many fans who have travelled with him to all the races - including me. The realization that this was the last time we'd see him race really hurt! But on the other hand, to go out on such a high is the perfect way to finish an amazing career... And that's why I am telling you, Stefan Everts; 4 EVER THE LEGEND AND THE BEST EVERTS, 72 RULES! It was a fantastic way to get an inside perspective on the sport that Stefan has made so big. With his goodbye, our day came to an end too, and after thanking everyone for their hospitality, we went home tired, but thrilled. Thanks again to Yamaha for such an excellent experience!"Chris Debusschere, wife Anja and our two boys, Jelle and Nicolas, who have learned so much more about this fascinating sport.
''Something I have dreamed of all my life''
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Car versus bike challenge
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 Formula One driver Ralf Schumacher in a car versus bike challenge. The two 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 provided by the Toyota's fat rear tyres it was an honourable display by Norick, who will no doubt be looking for a dry weather rematch to show the full potential of Yamaha's MotoGP contender.
Haga and Corser test new YZF-R� TESTING OF YAMAHA'S 2007 world superbike challenger began early, with Yamaha Motor Italia riders Troy Corser and Noriyuki Haga debuting a race-prepared version of the latest YZF-R1 at November's Pirelli tyre test, held at the Ricardo Tormo circuit in Valencia, Spain and at the first official FGSports test in Qatar in December. Even at the first stage of development both riders declared the 2007 model an improvement over the outgoing machine, particularly in the 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 Australia 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.
YAMAHA’S WATER KING Nicolas Rius capped a fantastic 2006 season by winning his 14th European title in personal watercraft racing and crowning Yamaha as the undisputed champs of the Jet GP world. The Frenchman slimmed down his racing commitments and concentrated on the stand up class, to devastating effect. Going into the final race, held at Euro Disney Paris, with a 102 point advantage over his nearest rival, Rius put on a devastating display on his Yamaha SuperJet, winning the Superpole and all three heats to take yet another title in the style of a true champion. Experience Yamaha's wet world of racing on www.yamaha-motor-europe.com/marine-racing
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Regina ChainChains for Champions
Rius wins European championship
Pitlane
Exciting new items in stock for the New Year..
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 Alpinestars. 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.
Yamaha motor giftshopYamaha motor giftshop
IF YOU THINK that motorcycles 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.
The all -new TT-R�0 bike is great for playing or racing!
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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 motorcycle, 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 componentWords: 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
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same three-material construction techniques
are used here; gravity cast alloy at the pivot
end, die-cast sections for the main arms, and
forged aluminium for the ends. The final result
is an increase in torsional rigidity of 30%, but
lateral rigidity has been consciously reduced,
as the chassis and swingarm must act as
suspension when the machine reaches extreme
lean angles.
Of crucial importance when attempting to
exert downwards force when exiting corners,
the swingarm pivot point is now 3mm higher
than the 2006 model - a valuable lesson
transferred from the world superbike racing
development programme.
Significant improvements to the new rear
shock absorber and notably more progres-
sive compression damping mean that the rear
of the R1 digs in more on corner exits. An
enhancement in materials, technology and
damping-mechanics allows the 43mm upside
down front forks to be manufactured from
thinner steel on the 2007 model, matching in
with the philosophy of a balanced approach
to rigidity. A larger 24mm internal piston is
fitted to the forks, working in conjunction
with a lowered pressure difference between
the stroke and non-stroke statuses of the
fork, a factor that also reduces 'bubbling' of
the fork oil.
Steering mass has been reduced by the
adoption of a lightweight lower triple clamp
on the 2007 model, with a greater contact
area. This increased rigidity helps another
improved aspect of the R1's design to shine
all the more - braking.
The improved efficiency of the new 6-pot
calipers on the fifth-generation R1 permitted
the usage of smaller brake rotors, their
diameter now been reduced by
10mm, to 310mm. Smaller
discs reduce steering
inertia, a double benefit,
as handling and braking
are now both improved.
From its sexy new LED
tail lights to the reach
of its blazing four-bulb
headlamps, from the
new tank bodywork
to the lowest point
of the EXUP exhaust
catalyser, the new
machine is more
than just revamped,
it’s completely
redesigned to
become the
best performing R-series machine to date.
With M1 blood coursing through its R1
veins, how could it be anything less? g
Dashboard
Throttle body
(Yamaha Chip Controlled Intake). At lower
revs the inlet funnels, mounted inside the
airbox, run at their maximum length of
140 mm. As the revs approach the top end,
the top section of the funnels are lifted
from their regular position by a servomo-
tor, shortening the effective intake system
length to 65mm and improving the engine's
efficiency right to the top of the rev range.
To maximize the effectiveness of the
electronic components used in the intake
system, a new design of titanium EXUP
exhaust works in harmony with the R1's
engine. The aggressively angled oval shaped
silencers project from under the seat.
New for the 2007 model year is a 3-way
catalyser, to ensure efficient breathing,
while meeting the demands of current
emission regulations. Platinum and rhodium
elements form a classic honeycombed mesh
to clean up exhaust gases, with data on its
composition fed back into the ECU by an
oxygen sensor.
The integrated, sweeping styling of the
R1 has always drawn admiring glances,
and thus the heritage of previous models is
clearly present in the current styling. Subtly
more aggressive edges to the bodywork, a
reduction in the size of the tail piece, plus
visibly larger and more efficient air intakes
move on the game of aesthetic excellence
still further. The front cowl's layered struc-
ture is engineered to reduce wind resistance
and increase the flow of air to the new high
compression four valve head. Form and
function in combined action once more.
The latest Deltabox chassis may look like
the previous versions at first glance, but
significant changes all round mean it's a
complete redesign, with a balance of the
rigid and the flexible, right in the areas
where modern chassis philosophy would
expect them to be. This brings about a con-
struction in three different types of alloy
material, in different areas of the chassis.
Gravity cast alloy for the engine mounts,
steering head pipe and swingarm pivot sup-
port, extruded panels for other sections, the
other parts made of 2.5mm thick alumini-
um panel, making the whole chassis more
forgivable in some planes, while increasing
rigidity in others.
The rear swingarm is asymmetric in de-
sign, and features another lesson of racing
development, the upside down truss. The
20 INSIDER
“The integrated, sweeping styling of the R� has always drawn admiring glances”
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after a racing career that encompassed over 104 World superbike races and notable success in the 600cc thunderbike division, Jeffry de vries is well placed to draw expert opinions about the rela-tive merits of any machine which believes itself capable of making the change from a roadbike to a racebike. the Dutch ex-racer is an ideal choice then for any manufacturer who would like to make use of those analytical racing skills to ensure that their road-going products are engineered from the outset as race-ready. “I basically started with the R series from the
original R1, and now it's a continuous story of de-
velopment and testing,” said Jeffry. “When Yamaha
launches a new machine on the market, we have al-
ready started on the development of the next ones.”
The decision to instill genuine racing DNA into their
R series machines was an entirely deliberate one, and
one which has paid great dividends, according to
de Vries. “It was a big change in philosophy. It was
needed because back then the supersport machines
were too street-oriented, not so much for racing.
At that time the phrase they used was 'no compro-
mise' in anything. They wanted light bikes with high
power,” stated de Vries.
Until the most recent R6 and R1 offerings, the
original R7 must have been the most race-oriented
machine de Vries had ever worked on? “Yeah, but
the new R1 is now as much race focused as was the
R7 back then.
“So many things are further improved compared
to the previous R1. The results with the former bike
were very good but the new one is definitely an
even better start to the business of making a full
superbike for track use. In that way, it is like the R7.”
He gets even more specific.
“A real difference is the free revving engine charac-
ter, compared to the previous R1. There is a major
improvement in traction and acceleration out of
slow corners. It was to do with the relationship of
the frame and swingarm. On the new bike the pivot
point is higher and that helps a lot. Plus the engine
is smoother, much smoother than the older one, and
that is the result of lots of little things; like the ad-
justable intake funnels, revised mapping, and so on.
It means that the bike is so much easier to ride fast.”
Jeffry de Vries
It WaS ONLY right that the rider who has
had most direct interest and influence
on the development of the m1 motoGP
machine should be one of the first to ride
the finished 2007 r1 - containing the
DNa of the m1 itself.
Valentino was clearly enthused by the
abilities of the newest R-series product,
finding it well suited to the fast layout of
the Losail circuit in Qatar.
“The first impressions are great,” said Vale.
“I think it's a good step from the previous
R1. The first difference in the feeling on the
track is from the engine. It has a lot more
power from the bottom; when you open
the throttle the engine is more eager to
accelerate. From that point of view it's a lot
easier to ride. Also, there is a very different
feeling from the chassis. The bike feels a lot
smaller, more compact, so there is a gain in
agility; it is also more precise at the entry
of the corner.”
Rossi also sensed the improvements that
the adoption of the new YCC-T throttle has
brought, especially as it is another offshoot
of the MotoGP experience.
“This system helps a lot because the
connection between the throttle and the
engine is a lot closer - and is better,” he
asserts. “Like this the bike gives more feel-
ing during acceleration and it is easier to
open the throttle earlier and go faster. Now,
in MotoGP, this aspect is very important
because the horsepower is high and the
way the engine delivers power is most
important thing to make a good lap time.
Especially when the tyres start to slide. They
have taken these ideas and adapted them
for the R1. In acceleration the engine is
more closely matched to the throttle, so it
is more easy to control the power.”
The influence of the two-stage variable
inlet YCC-I system is also plainly evident to
Rossi, as it plays its part in smoothing out
the engine's delivery. “This is a big advan-
tage because I think when a bike has this
amount of horsepower normally we need to
work a lot with the engine, but on this bike
the acceleration remains very easy to use.
The power arrives at a very constant curve.
This is important for the track but especially
for the road, where you ride more slowly,
where you can have some bumps and sur-
face changes. So the feeling of the throttle
is very important.”
Rossi even goes as far as to say that the
cornering abilities of the R1 are up there
in M1 territory. “It is very close to the M1
- it is possible to go through the corners
very fast. The bike is stable in braking and
the front gives a good feeling for corner
entry, so you can go in very fast, and the
position of the bike at maximum angle is
comfortable for the rider. You have a lot of
feedback from the tyres, from the surface,
to understand the limit and the amount
of grip of the track. Also the clutch is very
important on the MotoGP bike so they have
taken the technology from the M1 for this
part as well. This aspect is very different
from the previous bike, because the slipper
clutch needs to be used in a different way.
But it never locks the rear tyre and never
starts vibrating. So, it is possible to enter
the corner much faster.”
Rossi: “the first impressions are great”
Valentino Rossi and Toyishi NishidaExperts opinions
thE maN IN charge of the development of
the new r1 is project leader toyishi Nishida,
and during the launch of the new machine
in Qatar, Insider caught up with him to find
out why racing was the driving force behind
the new r1's design.
All the wide-ranging racetrack influences in
the R1's design are a result of a firm philoso-
phy to continue the no-compromise design of
the original R-series machines.
As Project Leader Toyishi Nishida explains,
“My priority was to get a much higher level of
riding pleasure, particularly on the racetrack,
and also make improvements to the power
curve. So the technical mentality was to get
much greater feedback from the road and
much higher controllability on the exit of the
corners. And, of course, to get much higher
RPM performance.”
Of all the individual advances learned from
the MotoGP experience, Nishida put special
emphasis on two particular engineering initia-
tives. “The R1 was inspired by the M1 in the
YCC-T system and also the rigidity balance
of the new chassis,” said Nishida.
Going into more specifics of what really
makes the R1 the ultimate racetrack machine
while maintaining the usability in every pos-
sible traffic situation, Nishida explains, “The
three main areas were the engine, the chassis
and the bodywork.”
It was not just about top end power with the
engine, even though the original aims of more
revs and a higher output were successfully
achieved. “Regarding the engine, we focused
our improvements on the mid-range torque
and making a smoother power delivery right
up to high RPM. In terms of the chassis pack-
age, rider feel was prioritised to make the
riding experience more rewarding and we fo-
cused on improving feedback from the road,”
said Nishida, before confirming that the new
R1's bodywork changes are a lot more than a
makeover. “In terms of bodywork we focused
on achieving much smoother airflow, and
more efficient cooling effects,” he said,
in summation. g
“My priority was to get a much higher level of
riding pleasure”
22 INSIDER
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ENGINE BrakING SYStEm The adoption of a slipper clutch is another bonus for super-stock racing, for superbike racing the regulations allow the clutch to be changed with an after-market item.
SUSPENSION Again an aspect of superbike racing which is altered completely in race conditions. For superstock applications the new forks, with increased damping performance, are a strong base to take to the racetrack - even before any springing and damping changes are made to suit different track conditions. The more rigid lower triple clamp is also a benefit for superstock racers, and will help to reduce flex under the more powerful braking performance of the R1.
ELECtrONICS In superbike mode, the YEC kit ECU can be used, to replace the standard model, and the road bike
friendly YCC-I adjustable funnels will be replaced by separate homologated injection/igni-
tion modules. As has already been proved in supersport racing with the R6, the
YCC-T throttle gives superstock riders improved throttle control to put the immense power down.
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 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 bodywork is specifically designed not just to look good, but also to slice its way through the air, grabbing ever greater volume for the airbox as it goes.
2� INSIDER
GEOmEtrY The 2007 R1 now features a swingarm pivot that is 3mm higher than the previous version. Not a huge amount, you may think, but the significance is that when exiting corners, this increased pivot height helps the rear suspension push back down onto the racetrack as the chain tension increases and power is applied. Even with a replacement race swingarm for world superbike competition, this will help by providing a more race-ready base. The 24-degree head angle is crucial as it is the base point from which all other front chassis set-up is drawn around.
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-clined angle makes for greater compression as standard, and will allow the gas flow wizards in the superbike teams to gain even more ground within the technical regulations of each series they compete in. Titanium inlet valves are a particular be-nefit for superstock racing, as their reduced mass minimizes efficiency losses.
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.
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 where needed, but increasing rigidity to handle the 200bhp inputs from the likes of Yamaha's world superbike stars, Haga and Corser.
to take on the demands of racetrack action, the r1 comes loaded with features and new systems specifically aimed at top-level circuit performance. here we list the main improvements in detail:
State -of- the -art race technology
yet less restricted by friction, thanks to the racing piston’s smaller surface area touching the
cylinder wall.
The greater the power of combustion, the better the engine’s breathing has to be, so it
does not stifle performance. A full race exhaust therefore is a necessity as it will allow
the engine to breath optimally and thus Yamaha provides an Akrapovic four-into-one-
into-two exhaust in the YEC kit. Greater power also means greater heat produced, and
that means bigger, lighter, more race-focused YEC radiators have to be fitted.
To keep things running throughout a season, maintenance gasket kits and special
tools are an essential addition to the racer’s workshop, up to the point of special
tools, even for the likes of slipper clutch adjustment. Datalogging is proving to be
an almost indispensable tool for trackside set-up in the 21st century, no matter
what level of racing is undertaken. Hence the reason why YEC provides a com-
prehensive 2D race datalogging system - from a single component to a full kit.
On the chassis side of the transformation into a full-on racer, the main
changes need to come in the area of suspension. With such a race-ready
chassis already in place on the new R1, the ultimate ‘base-setting’ is already
taken care of, but the demands of sole track action require even more sophis-
ticated suspension solutions. Hence the YEC kit Öhlins 43mm forks, with the
options of three different front springs and fork cartridges. An Öhlins race rear
shock is designed to handle the rigors of full-on competition, and features a range
of adjustment to suit individual tracks. g
Radiator setCamshaft
Fuel injection calibration set
26 INSIDER
RELEASED FROM LEGISLATIVE constraints
and the wide-ranging requirements of road
use, those items on the R1 specifically de-
signed to give class-leading performance as
a roadgoing machine can be further sharp-
ened for racing use; either by replacement
with full-on racing parts or with additional
equipment that makes the job of racing
easier and quicker.
The Yamaha Engineering Company (YEC)
is a subsidiary of Yamaha that takes things
to the next level for superbike, supersport
and endurance racing customers, providing
model-specific race kits and components,
developed in parallel with the design of
each new R-series model.
Designed to survive the demands of track
extremes and give R1 racers a real base to
build even greater performance on, the
basic YEC engine kit comprises a marriage
of high lift camshafts, a thinner cylinder
head gasket and stronger valve springs.
The new 2007 R1's cleverly designed adjust-
able throttle intakes are surplus to require-
ments on the racetrack, where revs are high
most of the time, and thus YEC modified
inlet funnels, quickly detachable throttle
body clamps and blanking plugs for the air
induction system (again superfluous in rac-
ing use when the revs are high so often) are
adopted for the race-ready engine.
With more power being produced by race
engines, stronger clutch springs are also
needed, to make sure all the power gets
transmitted without slip, even under the
highest loads.
A reduction in weight and complexity
is always required for race applications
and thus a new low mass/high-output kit
generator rotor is a real benefit for endur-
ance racing. It reduces the flywheel effect
under acceleration and saves weight, as
does a lightweight and simplified wiring
harness. When the kit harness is allied to a
race kit interface cable, the engine mapping
of the dedicated race ECU can be altered to
suit different track conditions, optimizing
performance for the prevailing conditions.
As power increases, compression ratios
and squish bands start to play an ever
more critical part in achieving power with
reliability, and therefore options for the cyl-
inder head thickness, and possibly a thinner
base gasket, are needed. These allow tuners
to arrive at some basic engine setpoints by
nothing more complicated than swapping
different sized gaskets.
The demands of different types of tracks
demand different solutions of gearing.
Generally speaking, that means shorter
gearing to give faster acceleration on the
tighter, slower, twisty circuits, and longer
gearing for the faster circuits. For simple
alterations of overall gearing, alternative
front drive sprockets can be fitted, but for
more precise matching of optimum engine
revs to gearing, almost on a corner-by-cor-
ner basis, alternative gearbox clusters can
be brought into play.
When full superbike racing spec is
required, it can be reached even quicker by
the adoption of different engine internals,
including low friction/high compression
racing pistons, helping to make the engine
both more powerful in terms of its output,
Rotor assembly
Basic engine kit
Go to www.yamaha-racingparts.com
The next level
INSIDER 27
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
that you can have huge performance in a
compact unit. The first 1000cc R re-wrote
the rules of what a full displacement
supersport machine could be. The original
philosophy was to put racing performance
into a no-compromise roadgoing package,
making a machine that was equally at home
on the track as on the street. It looked like
nothing else, and nothing else looked as
good, ensuring that the impact and influ-
ence of its design have been long reaching.
In 2002 the first major revamp came, focus-
ing on controllability and handling, creating
a philosophy called 'Humachine.' This was a
design initiative to enhance the interaction
of the rider and the machine, harmonising
the relationship between rider inputs and
machine response and feedback.
For 2004 the main visual changes were
focused on the underseat exhausts and air
intakes, while 2006's YZF-R1SP bridged the
short gap to the racetrack even more ef-
fectively than the regular version.
The R7, introduced in 1999, was designed
to take on the 1000cc twins in superbike
racing as much as to be the most race ready
streetbike ever up to that point. It was an
instant hit on racetracks around the world
and came within a whisker of winning the
2000 World Superbike Championship. 'R'
really stood for race ready with this model
and much of its technical features and les-
sons in geometry were to be incorporated
into the YZR-M1 and next generation of
the R models, no matter their size.
As the most sports oriented bike in the
WSS class since its introduction in 1999 the
R6, now in its fourth generation, has propa-
gated the R series philosophy to exceed the
expectations of riders far and wide. As any
R-series machine the first 600 was designed
from the very start as a no-compromise tool
for the racetrack, a first upgrade of this ma-
chine came in 2001 while a more compre-
hensive re-design was introduced in 2003.
In that year a new chassis spec featured
recalibrated stiffness of the frame’s most
vital parts, with some area being stiffer
while other parts were made more flexible.
The adoption of fuel injection provided
greater control of the engine's characteristics
and exhaust emission levels.
It was the 2006 model, however, which
not so much re-wrote the rules but re-
invented the middleweight class, in terms
of technical advance and aggressive styling
touches. Fly-by-wire YCC-T throttles allied
to radically functional styling touches
making this R model not so much a step
but a leap down the never-ending develop-
ment road. g
YZF-r7 YZF-r11998 YZF-r1 1999 2000 2001YZF-r6 YZF-r6
Heritage
WHEN NORIYUKI HAGA won a race at Al-
bacete in 1999, it was the first of many the
'Samurai of Slide' would enjoy on the R7.
One year later he came close to winning the
championship itself, proving that a 750cc
four could be made to beat the previously
all-conquering 1000cc v-twins if it was a bike
as good as the R7 and the rider was as good
as Haga.
The 2000 season was the high water mark
for the original R6, as it won the World Su-
persport Championship (WSS) in the hands of
German rider Jörg Teuchert. It was a nail-
biting championship finish at Brands Hatch,
with Teuchert finally winning the champion-
ship and his team-mate Christian Kellner
placing fourth.
The WSS race win count to date for the
R6 is a whopping 27, from riders with such
diverse styles and backgrounds as Kellner and
Teuchert, James Whitham, Wilco Zeelenberg,
Piergiorgio Bontempi, Paolo Casoli, Ruben
Xaus, Fabien Foret, Kevin Curtain, Broc Parkes,
Jurgen van den Goorbergh and Massimo Roccoli.
The R6 has proven to be the weapon of
choice in the warlike 'middle-earth' of WSS
racing, and three manufacturer's titles have
been accrued.
World superbike is where the R1 has found
most success in full superbike race mode, usu-
ally in the hands of Noriyuki Haga. Since the
advent of the Yamaha Motor Italia superbike
team in 2005, Haga and his outgoing team-
mate Andrew Pitt have scored 27 podiums
between them, including three race wins for
Haga and one for Pitt.
In superstock racing each main change in
spec for the R1 series machines has made
an almost instantaneous impact on results.
Always ready to race in the lightly modified
superstock class, Yamaha R1 riders Lorenzo
Alfonsi (Lorenzini by Leoni) and Didier Van
Keymeulen (Yamaha Motor Germany) speared
the biggest superstock fish of all when they
landed the European Superstock Champion-
ship in 2004 and FIM Superstock Cup in 2005,
respectively. In 2004, Yamaha R1 riders filled
the first four places in the championship; in
2005 the top two places. A total of 25 race
wins, since the inception of the series in 1999.
In the European 600cc Superstock class, the
first champion, in 2005, was an R6 rider,
Claudio Corti.
In the World Endurance Championship,
Yamaha GMT94 reigned in 2004, year when
three of the top four teams were R1-mounted. g
2002 YZF-r1 2003 YZF-r1 2006YZF-r6 YZF-r6 YZF-r1sP2004
Millenium World Supersport Champion Jörg Teuchert #4
Noriyuki Haga celebrates in Albacete in 1999
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
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
INSIDER ���0 INSIDER
The move was nothing if not brave. But
Yamaha’s engineers knew what they were
doing. By recreating the agility of a 250cc
two-stroke, the fastest class of motocross
bikes of the time, and adding the punch
and usability of a four-stroke the company
created a new generation of off-road ma-
chine that would change motocross forever.
When asked about his team’s objectives
with the YZM400F prototype, the former
head of Yamaha’s motorsport division,
Toshimitsu Iio, gets straight to the point.
“Our goal was to win races,” he says in a
matter of fact manner. Pushed further, the
passionate Iio unwraps the thinking behind
the YZ-F.
“It was foremost an engineering project,
a new challenge. But on another level we
were aiming to produce an easy-to-ride
machine that could become a production
model with a new sense of value that
would attract new users.
“It was nothing other than the Yamaha
spirit of always looking beyond the ac-
cepted norms for the next challenge. The
background factors behind it were the
emergence of some successful four-stroke
machines in European racing in the 1994
and 1995 seasons and the decision that
exhaust regulations would become stricter
for off-road machines in the state of Cali-
fornia. The fact that the difference between
the factory machines and the production
models was decreasing and the call from
the market for something new that would
serve to stimulate motocross and off-road
bike fans was another factor.”
With the aim of producing a four-stroke
with the handling characteristics of a
two-stroke, the development team used
the chassis from the world championship-
winning YZ250 as the base for their new
baby. The chassis demanded as compact
an engine as possible and the result was
a bespoke 399cc twin cam engine with
Yamaha’s trademark five-valve-head and
EXUP valve. Not only was the design com-
pact, it also fulfilled Iio’s brief of creating
a high revving unit with the characteristics
of a two-stroke. Now all that was required
was to prove the new bike in the heat of
competition.
ScepticsWith two-strokes offering a higher specific
output and dominating the sport, there
were people - even within Yamaha - who
wondered if a four-stroke could be made
competitive. Among the sceptics was Yama-
ha’s development rider Tetsumi Mitsuyasu.
He was less than impressed when he was
first told he’d be riding a four-stroke, but
as soon as he rode the bike he became a
believer in the concept. “When I first heard
that I would be working on the devel-
opment of the YZM400F I wasn’t really
excited,” he explained. “I thought it would
be a heavy, clumsy machine but when I
actually got to ride it for the first time I
was impressed at how natural it felt. And,
since it had a wide powerband, there were
fewer gear changes necessary, which meant
les shift misses and more steady, consistent
times. There was also less need for slipping
the clutch. It is a machine that makes it
easier to take inside lines on the turns and
it gives you a wider range of choice in the
lines you take.”
The first YZM400F was a genuine hand
built factory special and Yamaha signed
up experienced riders Andrea Bartolini and
Peter Johansson for the bike’s debut cam-
paign in the 1997 500cc Motocross World
Championship. The bikes were built by the
factory in Japan but the team itself was
based in Belgium and managed by Yamaha
Motor Europe.
“We flew to Japan to make our first tests
on the bike over in the October of 1996
and already the bike felt good,” recalls Bar-
tolini. “I had been riding in the 250cc class
and didn’t have any four-stroke experience
but the Japanese testers had done a good job
and my first feeling with the bike was positive.
We came back to Europe for more testing but
the weather was pretty bad. We were still able
to learn a lot though and were quite well pre-
pared for the start of the season, although one
of the disadvantages of riding the prototype
was that I still rode a 250cc two-stroke as my
training bike. It wasn’t a big problem though
and I was confident that we could have a
good season.”
The team found immediate success and the
target of winning races was achieved as early
as the second Grand Prix, but the title itself
eluded the squad and Bartolini had to settle
for fifth in the final standings. The YZM400F
had shown itself to be as quick as any of
its rivals, reaching the project’s initial goal
of winning races. Across the Atlantic there
was even more reason for celebration when
Doug Henry won the Las Vegas supercross
on his 400cc four-stroke, beating the 250cc
two-strokes at their own game in a discipline
where the supposedly more nimble 250s were
previously untouchable. Now Yamaha was ready
for its next surprise: a four-stroke motocrosser
anyone could buy.
four-strokes for all! Yamaha unveiled the production YZ400F in
June 1997 to critical acclaim. Despite carrying
a price premium over its two-stroke rivals, the
YZ-F found a huge following among riders
of all abilities. The easy to ride four-stroke
gained rave reviews in the press and was a big
favourite with everyone from club to Grand
Prix racers.
On track for the titleAfter two years of running the full-factory
four-stroke squad directly from Japan, Yamaha
Motor Europe took a change of direction for
the 1999 campaign. They handed over the
running of the official team to their Italian-
based motocross partner Michele Rinaldi, who
had guided the company to several world
titles in the two-stroke classes.
Rinaldi retained the services of Bartolini and
brought in Alex Puzar, with whom he had won
the 1990 250cc world title, alongside him. The
bikes remained factory prototypes but were
based much more closely to the production
YZ400F than the previous years’ efforts.
The Rinaldi partnership immediately brought
success and fittingly Bartolini became the first
man to win a world title on a Yamaha YZ-F.
The Italian won seven races and showed
remarkable consistency to take a popular
triumph in a hotly contested 1999 season.
While 1999 had seen the team concentrate
mainly on the engine, for 2000 it was the
chassis that received most attention. The new
frame retained the semi-double-cradle layout
of the production machine but was built
in weight-saving aluminium instead of the
standard bike’s steel, while further weight was
saved by removing the EXUP system. The 2000
engine was increased in capacity to 453cc and,
combined with the Italian-developed engine
management system, there was more mid-
range performance than ever. Riding this bike,
Belgium’s Marnicq Bervoets finished second to
KTM’s Joel Smets, with Bartolini fourth in his
title defence.
After losing the title Yamaha made a bold
move by signing Belgian legend Stefan Everts
to lead their title charge for 2001. Despite
the 28-year-old having four world titles to
his name, Everts had missed the previous two
seasons through injury and his signing was
seen as something of a gamble. It turned out
to be a marriage made in heaven.
the Everts years Everts quickly made his mark in his first
year with Yamaha, winning seven races and
finishing second six times to put the seal on
his fifth world title. It was the beginning of
an awesome relationship that Everts would
describe as ‘the best he ever had’. The combi-
nation of Yamaha’s engineering skills, Rinaldi’s
hard work and fastidious attention to detail
combined with Everts’ super smooth style
produced a package that was hard to beat.
The Rinaldi squad’s hard work paid divi-
dends as the YZ-F continued to stay ahead
of the ever improving rival brands. The 2001
incarnation ridden by Everts was designated
the YZ500FM in recognition of the displace-
ment and works specification. Many specially
made European parts, including the piston,
conrod and crankcases, made the FM a true 8
INSIDER ���2 INSIDER
“our goal was to win races,” he says in a matter of fact manner
The original YZM400F with Andrea Bartolini in the middle and Peter Johansson fifth from the left
Andrea Bartolini on his way to the YZM400F's first victory in 1997
factory machine while the engine capac-
ity exceeded 500cc (actually 501cc) for the
first time and although this was shy of the
650cc limit for four-stroke machines it gave
a healthy increase to bottom-end torque.
The aluminium frame of the 2000 racer was
retained and other significant developments
that earned Everts’ machine its ‘M’ tag (M
being Yamaha’s designation for factory
modified bikes) included full-factory Kayaba
suspension, advanced beryllium brakes and
a front fork locking device that lowered the
centre of gravity to reduce wheelies and
facilitate fast starts.
“We were competing in a class where
engines much larger than ours were allowed
so this was the focus of our attention for
the 2001 season,” explains Michele Rinaldi.
“Yamaha had supplied us with a very special
chassis in 2000. This provided us with a big
step and allowed Marnicq (Bervoets) to
finish second in the championship, although
our engine displacement was never enough.
“For 2001 we built an engine with a
capacity of over 500cc for the first time.
It was difficult to get such a high capac-
ity out of the standard engine so we had
seriously reworked with Rinaldi developed
parts, although the modifications were more
aimed at giving the riders the power curve
they wanted over top end power gains. Everts
asked for an incredibly strong mid-range and
that’s what his team gave him. The torque of
the engine, combined with the Belgian’s pre-
cise riding style meant that on many circuits
only one of the YZ450FM’s four gear ratios
needed to be used. As Paul Malin, runner-up
in the 1996 125cc world championship, said
after riding Stefan’s 2003 YZ450FM: “This is
the most standard factory bike I have seen but
a lot of work went into it to make it perfect.
The key to the bike is the power characteristic
and gearbox. It’s smooth power, as opposed to
hard-hitting power and it would appear that
Stefan is a rider who knows to get the most
out of his motorcycle. He has a great team be-
hind him and that effortless riding style comes
down to the way that the bike is set up.”
Everts took three back-to-back world titles
on the YZ450FM (while Italian rider Antonio
Cairoli added a first MX2 world crown for the
YZ250F in 2005) before Yamaha introduced a
new, aluminium-framed, YZ450F for the 2006
season. The new bike proved to be another
major step forward with Everts immediately
commenting on the lighter handling and user-
friendliness.
“The new YZ450 played a massive part in
the success we had in 2006,” explains Everts.
“It was a complete new bike with a whole
new chassis. I had requested some improve-
ments on the chassis and as soon as I rode
the production 2006 bike I could feel that
the handling was much lighter, much better. I
said to myself, ‘right, that’s it, this is the bike
I have been waiting for’ and it gave me a big
motivation to get myself in the best possible
shape to try and leave the sport with two
magic numbers: 10 world titles and 100 Grand
Prix wins.” The rest is history with Everts
winning all but one Grand Prix (where he was
somewhat ironically beaten by his replace-
ment for the 2007 season, Joshua Coppins) to
take a 10th world title and his sixth straight
championship success with the brand.
Yamaha’s legacyWhatever results Yamaha enjoys in the post
Everts years the company can be proud not
only of the success of their partnership with the
Belgian, but also the mark left on the motocross
world by the ever-evolving YZ-F machines.
“We are glad that many fans now appreciate
the decision we made to start the four-stroke
project back in 1997,” confirms Iio. “The four-
stroke machine we proposed has been widely
accepted in the marketplace in a way that has
greatly increased the user group and demand.
And, from a different standpoint, this made
us realize that the two-stroke and four-stroke
machines offer different types of value. Our
job is to think about the more fundamental
elements of what will make a machine that
will please the customers and we believe that
this is the Yamaha approach that eventually
led to the great success of the four-stroke
motocrosser.
“Motorcycle racing is always a matter of
team play. You can’t really speak in terms of
what percentage of the winning formula is
determined by the machine, what percentage
by the team and what percentage by the rid-
ers. We believe that the excitement, the Kando
of racing, comes when there is a unity of ma-
chine, rider, team, fans and sponsors. Winning
titles is a result that follows after that.
“Technological advances are meaningless
unless they bring joy to the customers. What
we want to stress is the fact whenever we
make a new technological advance it is always
because we take the perspective of the cus-
tomers in our product development. We were
determined to build a machine that could win
races and in the end we succeeded not only
in doing that, but also creating a trend that is
making the four-stroke machine dominant in
motocross.”
Having set the standards for modern four-
stroke off-road machines, Yamaha is deter-
mined to continue innovating and winning
at the highest level. With eight world titles
in the first 10 years, who knows how many
more Yamaha’s YZ-F series will scoop over the
next decade. g
many special parts that were exclusive to
us. We designed it in conjunction with
YMC (Yamaha Motor Company) but all the
parts were made by us in Italy. They were
true factory engines and they improved the
competitiveness of the bikes, although they
did require higher maintenance.
We made the capacity even bigger for the
2002 season and this, combined with Ste-
fan’s ability, helped us win another title.”
Tailoring an already good bike to suit the
Belgian was the key to success. Rinaldi’s
squad tuned the engine for maximum
torque, allowing Stefan to keep gear
changes to a minimum and in doing so
allowing him to save split seconds. Han-
dlebars to Everts’ own design and plush
suspension allowed Stefan not only to ride
faster than the opposition, but also to ride
more consistently than his rivals while using
less energy.
The bike was barely changed for the
2002 season, when the Belgian overtook
his countryman (and hero) Joel Robert’s
total of 50 Grand Prix wins and equalling
his six world titles. But for 2003 Everts
and Yamaha faced a new challenge, one
that would confirm the partnership as the
greatest seen in motocross ever.
YZ450f – back to production rootsA major change took place in the world of
motocross prior to the start of the 2003
season, with the first major change to the
classes since the conception of the sport.
Yamaha’s role as visionaries was seem-
ingly confirmed as all three classes were
shaken up to allow direct competition
between two and four-strokes. The 125cc
class (which would be renamed MX2 the
following year) welcomed 250cc four-
strokes, with the pioneering Yamaha
YZ250F immediately setting the pace. The
premier 250cc class was renamed Moto-
cross GP (later MX1) and saw 450cc four-
strokes competing with the existing 250
2-strokers, while the old 500cc class was
called 650 (the maximum capacity for four-
stroke machines) and lost some of its cache
as the top riders switched to Motocross GP.
Yamaha, along with KTM and Honda,
introduced the new 450 to compete in the
Motocross GP class under the new regula-
tions and the result was the best YZ-F
model yet.
The YZ450F offered Grand Prix levels of
performance straight out of the showroom
and provided a perfect base for the factory
racer. Compared with previous efforts, the
YZ450FM ridden by Bervoets and Everts
was a relatively modest machine.
Chassis-wise the 2003 contender retained
the standard steel frame with only a
slightly modified (read longer) swinging
arm preferred by the Grand Prix riders.
Other than the trick 50mm front forks and
beautifully finished Acerbis bodywork the
works racers looked remarkably standard,
although Everts reckoned that the produ
ction-based bike was light years ahead of
the outgoing YZ500FM on the handling
front. Under the skin the engines were
Stefan Everts shows the agility of the modern lightweight four-stroke motocross bike as introduced by Yamaha
�� INSIDER INSIDER ��
Marnicq Bervoets at the start of his first season in 2000
Everts asked for an incredibly strong mid-range and that's what his team gave him
1997andrea Bartolini - fifthPeter JohanssonYamaha’s revolutionary YZF400M made its
debut in the 1997 500cc world champion-
ship and was an immediate contender.
Bartolini won the second Grand Prix of the
year.
1998andrea Bartolini - fifthPeter JohanssonBartolini is in contention for the title
throughout the year but a broken thigh
means he has to sit on the sidelines for the
final three races of the year.
1999andrea Bartolini (photo) – championalessandro Puzar - eighth
Demonstrating how good the produc-
tion machine was, Yamaha abandoned the
full-factory YZM in favour of a bike based
on the standard YZ400F. In a team run by
Michele Rinaldi, Bartolini was finally able to
get his hands on the world title. Bartolini’s
semi-works bike featured a 426cc engine,
the capacity that would become standard
on the production machine from 2000. “We
took over the project from YMC (Yamaha
Motor Company) using bikes prepared by
them,” explains Michele Rinaldi. “Our bike
was very reliable and Andrea rode both fast
and consistent, which allowed us to control
the championship.”
“At the start of the season I didn’t think I
could win the championship,” adds Barto-
lini. “I’d broken my femur in August 1998
and was off the bike until January.
I think that everyone was believing more
in Alex Puzar than me but I worked really
hard and after two races was leading the
world championship. That’s when I started
to believe that we could win the title.
My target was to be consistent and finish
each moto. There were a lot of new riders
in the class in 1999 and around seven of
us capable of winning. I concentrated on
finishing races and waiting for others to
make mistakes. Although, that said, by the
middle of the year I was one of the fastest
riders and I was able to win four Grands
Prix (out of 13).”
2000marnicq Bervoets - secondandrea Bartolini (photo) - fourthYRRD’s ongoing development programme
saw the factory racers get a capacity hike
to 453cc, while the biggest change was the
adoption of an aluminium chassis for the
first time. The conventional semi-double
cradle frame echoed that of the production
bike but was made of lighter material in
bid to overcome the YZ’s capacity deficit
when compared to the European bikes. “The
bike was completely different,” explained
Bartolini. “The engine was a little bigger
(453cc) but the chassis was aluminium and
the suspension and linkages were different.
It was a tough year because I broke my col-
larbone in January and missed five weeks
of pre-season testing. I only tested it a few
times before the start of the season and we
had lots of small problems to iron out, like
suspension and carburettor settings, but it
was definitely a step forward.”
2001Stefan Everts – championmarnicq Bervoets (photo) – thirdandrew mcfarlane – ninth
A big capacity increase to just over 500cc
marks the arrival of the YZ500FM. Another
newcomer is four-times world champion
Stefan Everts, who brings with him L&M
sponsorship for the start of a glorious era.
Seven wins makes Stefan only the second
rider to have won the 125cc, 250cc and
500cc titles. Yamaha is denied a champion-
ship one-two when the evergreen Marnicq
Bervoets is third while Australian rookie
Andrew McFarlane is ninth in his first full
season. Stefan Everts: “It was a difficult
year. I hadn’t been riding for a whole year
and my confidence and speed were maybe
not quite there. The opening GP was a good
one and I was able to win, although Smets
for me was still the fastest rider. To start
with a new rider and win first time out was
great for Yamaha and the start of a super
relationship.”
2002Stefan Everts - championmarnicq BervoetsJust four Grand Prix wins for Everts but
it's still enough for a record equaling sixth
title for the Belgian and Yamaha’s third 500cc
crown in four seasons.
2003Stefan Everts - championmarnicq BervoetsEverts faces a new challenge as Yamaha enters
the new premier series, called Motocross
GP, pitching the existing 250cc two-strokes
against 450cc fours. The new YZ450F is a
big improvement over the unwieldy 500 but
it is reigning 250 king Mickael Pichon who
dominates the opening quarter of the season
on his two-stroke Suzuki. But Everts and the
four-stroke Yamaha were the class act of the
season, winning the last nine Grands Prix in a
row to take the title. From round four Everts
also entered the 125 class, winning eight GPs
to take second in the championship. To put a
crown on his remarkable season by winning
all three Grands Prix at the last French round
at Ernee, taking the 125cc race on a YZ250F
and the 650cc event on a big bore YZ450F.
“My seventh title was a special one,” confirms
Everts. “To stand on the podium after the third
race in Ernee and drink champagne with Joel
Robert (whose record of six world titles he
beat that day) gave me a very good feeling.
We had a difficult start to the season but Mi-
chele played an important role in turning the
year around. It was strange because I was so
happy with the new bike and felt that I was in
good condition, but I was really struggling in
the races. Michele and I had a long chat in the
airport after the German Grand Prix and that
was the turning point. We had talked about
doing a couple of 125 GPs over the winter but
we’d decided against it when they changed
the weekend race schedule. Michele suggested
that we give it a go in Italy and straight away
it worked for us. Riding the YZ250F got me
into a great rhythm for the Motocross GP race
and turned our season around.”
2004Stefan Everts - championCedric melotteThe team makes just minor updates to the bike
and overcomes a shaky pre-season to dominate.
Melotte wins the first Grand Prix of the season
but at the end of the year it’s Everts who is at
the top of the pile again. “Sometimes when
things are going too smoothly you can lose
concentration and find that some things are
not at the team’s normal standard. After win-
ning three titles in a row we perhaps relaxed
and technically things were not right in the
pre-season international races. We had a long
team meeting just before the start of the
Grands Prix and after that I was confident that
we would perform well when it mattered. We
were embarrassed and when that happens to
a top team you respond by upping your game
and coming back stronger than before"
2005Stefan Everts - championBrian JorgensenThe bike remains largely unchanged for the
2005 campaign and Everts takes a fifth suc-
cessive championship.
Everts struggles early in the season but pulls
out some of his best form to take eight Grand
Prix wins and a ninth world title. 8
INSIDER �7�6 INSIDER
YZ-F curriculum vitaeYZ-F CUrriCUlUm VitaeYZ-F CUrriCUlUm Vitae
2005 MX1 World Championship winning Rinaldi teamandrea Bartolini
INSIDER ���� INSIDER
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YME8356_260x210_INSIDER.indd 1 21/12/06 15:20:53
2006Stefan Everts - championCedric 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.
“We had a great season in 2006 and that all
started with the arrival of the new YZ450.
Straight away I had a good feeling inside
and the getting the new bike gave me all
the motivation I needed to make sure I was
in the best possible shape I could be. I’ve
always worked hard and been motivated
but with the new bike I knew that we could
make this a very special year. I wanted to
end my career with 10 world titles and
although I knew that I would have to win
more Grands Prix in one season than I’d
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
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
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
argue with that!” g
YZ-F curriculum vitaeYZ-F CUrriCUlUm VitaeYZ-F CUrriCUlUm Vitae
�0 INSIDER INSIDER ��
ONWARD AND UPWARDmotoGP’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
INSIDER ��
‘Everything is more gentle with the four-
strokes,’ says Rossi, winner of the 2004 and
2005 MotoGP world titles with Yamaha and
a close runner-up in 2006. ‘The response is
more docile, which allows you to ride more
comfortably. With the two-strokes you were
always on the edge, risking the unthinkable.’
Now when Rossi says that the four-strokes
make his life more comfortable, it doesn’t
mean that he chooses to revel in that comfort,
it means he uses that comfort zone to push
the limit even further and ride even faster.
That is the nature of racing development – if
you can make your machine more user-friend-
ly then you will ultimately make it quicker
around the track.
From the very beginning that was the defin-
ing principle of Yamaha’s YZR-M1 project.
Back in 2001 former M1 project leader
Nakajima said: ‘Our guiding principle is to
produce a well-balanced motorcycle,’ because
motorcycle racing isn’t all about extremes, it’s
about balance, as in balancing those extremes.
The M1 won its first races during MotoGP’s
inaugural 2002 season, Marlboro Yamaha
rider Max Biaggi going on to take second
place in the World Championship. But the
project really hit top gear the following year
when Yamaha’s new boss Masao Furusawa
undertook a major reorganisation of the
race department’s engineering division and
completed his transformation by signing Rossi.
These changes had instant results – Rossi won
his debut race for Yamaha in 2004 and went
on to claim that year’s world title.
Rossi’s talent obviously played a part in
the M1’s success, but the 2004 model was
dramatically better than its predecessor, with
much-improved engine, chassis and electronics.
The engine was totally different, with uneven
firing order and four-valve heads that radically
improved its rider-friendliness. The chassis was
also better, its multi-adjustability traded for
improved rigidity. And the M1’s electronic-
management systems were tweaked, so its
traction and engine-braking controls delivered
a more natural feeling to the rider.
In 2005 and 2006 Yamaha continued down
the same road, working to make the rider
more comfortable by focusing on engine ride-
ability, chassis agility and natural electronics.
During 2006 a ride-by-wire throttle was intro-
duced, another feature of MotoGP technology
that has filtered down to Yamaha’s R-series
supersport bikes,
Throughout MotoGP’s 990cc era Yamaha
stayed true to its inline-four engine con-
figuration because this layout offers the best
compromise between horsepower and engine
dimensions, a crucial factor in the M1’s re-
nowned agility.
The 2006 M1 featured a shorter stroke for
an extra 800rpm and five more horsepower,
making the last 990cc M1 the most powerful
of all at around 250bhp. Inevitably horse-
power figures keep getting bigger, which
of course, is why MotoGP goes to an 800cc
format for 2007, but Yamaha hasn’t been
obsessed by peak power in MotoGP.
‘We always create more horsepowerbut at
same time we have to be very careful how we
create that power, that’s the biggest thing,’
affirms current M1 project leader Koichi Tsuji. 8
Max Biaggi in 2001
The YZR500 in final specification as raced in 2002 alongside the YZR-M1
ONWARD AND UPWARD
MOTORCYCLE RACING HAS come a long
way since the wild old 500cc two-strokes
were superseded by the awesomely power-
ful 990cc four-strokes. Engine, chassis and
tyre technology accelerated forward at a
pace not seen since the 1960s when the
Japanese factories first fought for world
championship honours. And that, after all,
was the whole point of going four-stroke.
The 500s had ridden up a technological
dead end, and, even if they hadn’t, the bikes
had little relevance to the four-stroke ma-
chines that dominate the streetbike market.
Since the landmark shift to four-stroke
MotoGP machines in 2002, streetbikes have
benefited greatly from technology filtering
down from MotoGP. Yamaha’s latest YZF-R1
and YZF-R6 feature plenty of trick gear that
YZR-M1 riders Valentino Rossi and Colin
Edwards helped to develop while they were
racing. And that trend is set to continue as
MotoGP switches to its new 800cc format
in 2007.
So MotoGP makes for better streetbikes,
but it also
makes for happier engineers. ‘The four-
strokes are much more interesting for us,’
agrees Yamaha’s MotoGP group manager
Masahiko Nakajima. ‘Towards the end of
the 500 era the two-strokes had hit a big
wall, they were at the end of their develop-
ment cycle. Everyone used the same engine
configuration and the same layout, all we
did was maybe slightly change the cylinder
design or design a new exhaust expansion
chamber. Nowadays it is very exciting, we
are always trying different technologies.’
Of course, in racing, better means faster,
so improvements in lap times and race
times have been phenomenal over the
past five years. Lap records have tumbled
by up to four seconds and race times have
improved so much that at some tracks the
500 GP winner of 2001 would be lapped by
the MotoGP winner of 2006!
The four-strokes are faster for several
reasons, not just because they make more
horsepower. The last of the 500s
shrieked out 190bhp,
while the last of the
990s made around 250bhp, but it is the na-
ture of the power rather than the quantity
that is crucial to lap times. The four-strokes
have useable torque from very low rpm, so
riders can get on the throttle much earlier
in the corners, plus they are heavier so they
deliver more grip and they can run softer
suspension than the skittish 500s, which
also improves grip. And while a four-
stroke’s engine-braking can
cause riders to get a bit
sideways, it does help
to steer the bikes into
corners.
“Nowadays it is very exciting, we are always trying different technologies”
“Everything is more gentle with the four-strokes" says Rossi
Marco Melandri in 2003 2006 YZR-M1
�2 INSIDER
‘If we wanted our engine to produce power
like an F1 car we could maybe make 300
horsepower per litre but that is not the way
for motorcycles.’
Before the new 800cc limit was agreed,
MotoGP fuel regulations had been tight-
ened up in a bid to rein in spiralling horse-
power outputs. Fuel tank size was reduced
by around ten per cent for 2004, requiring
some very clever thinking from Yamaha
engineers who worked to eke more power
out of less fuel by improving the engine’s
thermodynamics, reduce internal friction
and use electronic trickery.
‘The fuel restrictions keep getting
tighter, so we have to think a lot about fuel
economy.' adds Tsuji. ‘More power means
worse fuel economy, but we can win some
back from combustion chamber shape
and from electronics. Reducing friction is
also very important because it gives bet-
ter horsepower without any loss of fuel
economy. We can use better bearings, oil
seals and surface treatments, and although
each improvement is very small, a 0.5 per
cent improvement will give us 110cc more
fuel to play with, which is very important.’
Electronics also play a vital role in
ensuring that the M1 makes the most of
every drop of fuel. The main purpose of
M1’s traction control system may be to
improve rider control accelerating out of
corners but the system is also employed
in the hunt for enhanced fuel consump-
tion, as Rossi’s crew chief Jeremy Burgess
explains: ‘We try to minimise wheelspin to
make sure that every rotation of the wheel
pushes us forward instead of wasting fuel
by going sideways.’
Improving power and fuel consumption
is a step-by-step process, well illus-
trated by the 2006 M1 engine which went
through four different specs during the
year. ‘After winter testing, we introduced a
new engine spec with more power,’ says Tsuji.
‘Then at the third race in Turkey we used a
new spec with the same power but better
fuel economy. Then we used the fuel we were
saving to produce a more powerful spec for
the next race in China, and so on.’
If conjuring up the best compromise
between horsepower and fuel economy is
the job of the M1’s engine designers and
software programmers, the chassis engineers
have their own compromises to deal with.
During the first five seasons of four-stroke
MotoGP Yamaha’s chassis gurus worked to
create the ultimate short wheelbase/long
swingarm chassis and to improve mass cen-
tralisation, features that have also been ap-
plied to the factory’s R-series bikes. They also
worked very hard at blending the supposedly
mutually exclusive factors of chassis stiffness
and chassis flex. As Nakajima said back in
2001, it’s all about balance.
The task of harmonising stiffness and flex
becomes both more difficult and more crucial
as power outputs and braking forces rise and
tyre sizes and lean angles increase. Vertical
stiffness is required to cope with extra engine
and braking forces. But lateral and torsional
flex are needed to create a kind of primary
suspension that can deal with the effects
of greater lean angles, which reduce the ef-
fectiveness of conventional suspension, and
bigger tyres, which tend to cause chatter.
Since 2002 Yamaha maintained the M1’s
vertical stiffness while successively reduc-
ing lateral and torsional stiffness. The most
obvious change in pursuit of these objectives
was the removal of the frame’s upper rear
cross-member in 2005. The 2006 chassis was
subtly modified from that spec but required
further modification to exorcise chatter
problems. ‘During 2006 we made many com-
puter simulations and many measurements
on the chassis dyno, then we got rid of the
chatter by making some changes to the local
stiffness of the chassis and overall set-up,’
explains Nakajima.
Rossi was finally happy with the perform-
ance of the 2006 chassis following the
Czech GP, where his engineers made crucial
refinements to the M1. ‘The set-up started
to change during the summer break after we
had discussed with Michelin the difference
between their 2005 and 2006 rear tyres.
They gave us very important information
that allowed us to investigate the balance
of the chassis on the track. From those inves-
tigations we were able to give Valentino what
he wanted.’
From that point on Rossi was up front
at every race, qualifying on the front row for
the final six races and finishing on the podium
at five races in succession. This storming end-
of-season performance was only spoiled 8
Tyre technology is critical in MotoGP because tyres are the ultimate interface between bike and race-track, as Rossi explains: ‘If you have 10km/h less or five horsepower less than the other guys is possible you win, but if you have worse tyres you have no chance. The tyre companies responded to the challenge of the hugely powerful four-strokes by transform-ing rear tyre design, Michelin leading the way with a revised rear slick with a more triangular (trigonal to be pedantic) profile that put more rubber on the road at extreme angles of lean. The four-strokes need a larger contact patch because they weigh more than the 500s and they have more low-rpm torque, which requires more edge grip than the peaky two-strokes needed. Tyre footprints have continued to grow since then, the improvements as crucial as the advances in traction control know-how. Rossi again: ‘As well as improving tyre edge grip we have also worked on traction because with more power it’s impor-tant that you have enough traction to use the extra power. This has been a big improvement, so sometimes it’s like magic – you give a lot of gas but the tyre doesn’t spin!’ Although increasing the amount of rubber on the ground is one way of improving lap times, it won’t work forever because balancing grip and manoeuvrability is another of bike racing’s com-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.’
BIGGER TYRE FooTPRINTS FoR FaSTER laP TIMES
"we always create more horsepower but we have to be careful how we create it"
"we have to think a lot about
fuel economy"
2003 2004 2005 2006 INSIDER ��2002�� INSIDER
ONWARD AND UPWARD
by a rare crash at Valencia, which cost him
the title.
That famous tumble may have cost Rossi
the crown but the loss has only made the
seven-time world champion even keener
for further success with Yamaha’s new
800. Just days after the last 990 MotoGP
race Rossi was already itching to go racing
again. ‘I wish the new season started in
two weeks time!’ he said just days later as
he commenced winter testing with all-new
machine.
So what are the challenges of the new
800 era? The 20 per cent reduction in
engine capacity demands new directions in
engine and electronics development, while
the smaller dimensions of the new engines
are taking MotoGP down new avenues of
chassis and tyre development.
‘If you look at the history of F1 cars you
will see that whenever engine capacity is
reduced the revs go up and eventually the
smaller engines make the same horsepower,’
says Tsuji. ‘We are sure that MotoGP will
go the same way. We think the new 800s
will use 20 per cent more revs, maybe
19,000rpm, maybe more, though not right
away, and we don’t think that pneumatic
valves are necessary yet.
‘The style of power delivery will also
change. With the 990s we were always
using the engine-management system to
reduce torque at low revs to make the
bikes more controllable mid-corner. The
800s don’t have so much low-down torque
but they are more peaky at high revs and
the riders work in a higher rev range, so we
have to use the electronics to calm the peaky
character. We are also working to adapt the
engine-braking system to riders shifting down
at much higher revs.’
Remarkably, despite the loss of 190cc and
a subsequent top-speed reduction of about
10km/h, the 800s are already lapping as fast
or even faster than the 990s. Apart from
proving the problem-solving skills of Yamaha’s
engineers, this can only mean one thing: that
the bikes are going faster through the corners.
‘We believe that the 800s allow riders to
brake much deeper into the corners and to
use more corner speed,’ says Nakajima. ‘The
area we are really thinking about is therefore
the start and the middle of the corner. Even
though we have lost horsepower our target
is to achieve at least the same lap times as
the 990s.’
Increasing corner speeds continues the
trend of the 990s, which were quicker
through the corners than the 500s because
they had more grip and softer power delivery.
The 800s are faster still through the turns
because they are more manoeuvrable, thanks
to their smaller, lighter engines. ‘An 800 en-
gine is maybe three or four kilos lighter than
a 990 engine,’ adds Nakajima. ‘We think that’s
why Valentino’s first impression of the 800
was that it’s got very light handling, that it’s
easy to stop and that it’s easy to carry a lot of
corner speed.’
Yamaha’s MotoGP engineers are already
taking advantage of the reduction in engine
weight. ‘We have a lighter engine but we
are not allowed a lighter machine (MotoGP’s
minimum weight limits aren’t changing with
the 800s), so we are experimenting with mov-
ing that three or four kilos of ballast around
the bike,’ Nakajima explains. ‘Depending where
we put it we can put more weight on the
front, change the centre of gravity, improve
agility and so on. These are very interesting
studies for us, but that’s all we can say at the
moment, they are very secret!’
What isn’t secret is the astonishing speed
of the 800s. In Rossi’s first serious outing on
the new bike at Valencia, just days after the
season-ending GP, he lapped less than four
tenths of a second slower than he had done
during the race on his 990cc M1. At the final
tests of 2006, at Jerez a few weeks later,
he was more than a second inside the 990
MotoGP track record while team-mate Ed-
wards was right on the record!
And, of course, the 800s are only going to
get faster. “Every time I ride the new 800 it is
better and we are still only in the early stages
of development,” affirms Rossi. “The style is
a little more like the 250 with this bike, you
are faster through the corners, so it’s a lot
of fun.” g
Motorcycle racing is all about machine melding with man, so when the bikes change, so too must the riders, or at least their riding styles. Premier-class riding techniques have indeed changed a lot since the 500 two-strokes gave way to the 990 four-strokes. Softer power delivery and the whirlwind development of engine-management systems allow riders to get on the throttle sooner and harder, so they use more corner speed than they did in 500 racing. In other words, they ride the big four-strokes more like 250s, a bizarre twist since the similarities between a 100 kilo 250 GP bike and a MotoGP machine, weighing almost 50 per cent more, are very limited. Advances in tyre technology have taken MotoGP riding techniques further down that same road. The fatter footprints of the latest rear slicks deliver more edge grip, so riders can raise their corner speed which requires smooth lines, instead of the old-school, pick-it-up-and-fire-it-out technique employed by 500 riders. It’s the same with bigger front-tyre footprints which allow riders to brake deeper into corners, again promoting smooth, ar-cing cornering lines. Such has been the transformation of bikes and tyres that Rossi’s team-mate Colin Edwards has had to give his riding technique a major overhaul. ‘It’s what the bike and the tyres want you to do – carry more corner speed like a 250 guy,’ says the former World Superbike champ who revised his style during 2005, having noted from Rossi’s data that the world champ was using a mix of MotoGP and 250 riding techniques to dominate the pre-mier-class. Most people in the MotoGP pit lane – riders and engineers – believe that the shift to 800s will only continue this trend. ‘I wouldn’t say we will be going to more of a 250 style, probably more like a 125 style!’ says Rossi’s crew chief Jeremy Burgess, only half joking. ‘Riders will want to use more cor-ner-exit speed because they haven’t got the power of the 990 to pull them off the corner.’
THE MoRPHING oF MoToGP
RIDING STYlES
"Every time I ride the new �00 it is better and we are still only in the early stages"
YaMaHa YZR-M� Roll oF HoNoUR
• 2 MotoGP riders’ World Championship
(2004 and 2005)
• 1 MotoGP constructors’ World Cham-
pionship (2005)
• 27 MotoGP victories
Valentino Rossi: 25 wins. 2004: Welkom,
Mugello, Catalunya, Assen, Donington,
Estoril, Sepang, Phillip Island, Valencia,
2005: Jerez, Shanghai, Le Mans, Mugello,
Catalunya, Assen, Donington, Sachsenring,
Brno, Losail, Phillip Island, 2006: Losail,
Mugello, Catalunya, Sachsenring, Sepang.
Max Biaggi: 2 wins. 2002: Brno, Sepang.
• 57 podiums
• 20 pole positions
• 16 fastest laps
INSIDER �7�6 INSIDER
INSIDER ���� INSIDER
ONWARD AND UPWARD
2004 > The 990cc engine goes back to thedrawing 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
2003 > Engine capacity was increased to the 990cc limit. Sophisticated fuel injection replaced the carburetors. Yamaha’s Idle Con-trol System (ICS) was introduced to cure the biggest problem of the immensely powerful four-strokes: engine-braking on corner entry. ICS also altered the torque curve for differentgear ratios and provided traction control
With the arrival of four-stroke in 2002, technical 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; maximum rpm rose by 3.000 revs, while fuel consumption was dramatically reduced. here, we outline Yamaha's advancements 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’ technology, engine management is further enhanced to include launch and wheelie control
2005 > A further development of the 2004 World Championship-winning specification, the ’05 engine adopts a computer-controlled engine management system
�0 INSIDER INSIDER ��
Yamaha has a history of producing innovative racing technology across a broad base of motorcycle types, but in 2006 the supersport sector witnessed the ar-rival of an extreme motorcycle like few others before
ON THE OUTSIDE the R6 was a clear state-
ment of track-influenced design, and that
theme was carried on in an even more
dramatic fashion when it came to what was
underneath the sharp edged body panels
and aggressive good looks.
The 2006 R6 - YCC-T electronic throttle
and all - soon proved itself as a winner in
racing classes all over the globe.
It came within seven points of winning
the World Supersport Championship in
its first season, in the hands of long-time
Yamaha runner Kevin Curtain, while the
new bike also allowed a further two riders
- Broc Parkes and Massimo Roccoli - to take
race wins at world level.
At national level there were bags full of
YZF-R6 successes, including three major
championship victories for the YZF-R6 in
the US AMA series, Australian supersport
championship and Italian CIV Championship.
In the USA, British-born Jamie Hacking
scored a clear supersport championship
win after a remarkably consistent season.
Seven wins, two second places and a fourth
tell the story in short of Hacking’s remark-
able 2006 season, on his equally incredible
Yamaha R6.
At the start of the year, with the all-new
bike still being fine-tuned towards its later
position of dominance, there were two wins
of a rival manufacturer, but from then on it
was almost all R6 and Hacking.
The first win at Fontana was followed by
a cancelled race at Infineon but after that
the R6 winning floodgates were wide open.
From the wide open speed of Road America,
through the tight Miller Motorsport Park,
then the undulating Laguna, Lexington,
Alton and Road Atlanta made it six wins in
a row for the R6. No wonder Hacking sealed
the AMA supersport championship with two
rounds to spare.
In the southern hemisphere, Jamie
Stauffer led an immaculate season for the
official Yamaha Australia squad, winning
the championship with room to spare on
his R6, and with his only real competitors
also proving to be R6-mounted. They were,
in fact, his own two Yamaha Motor Finance
Loan team-mates, Mark Aitchison and Jason
O’Halloran.
Stauffer, also the Australian Superbike
Champion this season on a YZF-R1, had the
600 title wrapped up at the Winton round,
long before the end of season race at East-
Race around the world
A
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TH
E W O R
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OR
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The Australian winning trio with Jamie Stauffer as #1
Jamie Hacking Photo: Brian J. Nelson
YAMAHA MOTOR GERMANY has a long history
of providing aspiring superstars with a fun
and cost-effective entry into the adrenaline-
fuelled world of motorcycle competition:
Cup road racing. Using various Yamaha sports
models, it has organized cup road racing
series’ since the late 1970s; today these con-
tinue to offer future racing stars the opportu-
nity to shine. Because the machinery is equal,
talent is what counts, and over the years, the
formula has brought many hopeful beginners
onto the bike racing world stage.
The German Yamaha Cup has allowed some
of the country’s most illustrious names to cut
their racing teeth. Riders like Martin Wimmer,
Jochen Schmid and Udo Mark have all fought
for world championship titles, while others
even reached the ultimate goal. Dirk Raudies
(world champion 125 in 1993), and R6-rider
Jörg Teuchert (world supersport champion
in 2000), have raced on to international
stardom.
More recently ex-Yamaha cup rider Kenan
Sofuoglu emerged as the new German star
rider having finished third in this years’ world
supersport championship. For the past seven
seasons, cup riders have done battle on the
trusty YZF-R6. And in 2007, it remains the
weapon of choice as the series moves into its
30th anniversary year.
But don’t think the Yamaha Cup is confined
to just Germany. Also in other European
countries R6 cups provide young guns the
chance to make the break to an international
racing career. The Virgin Mobile R6 Cup in the
United Kingdom, for example, has brought
Tommy Hill to the lime light. In 2006 he has
made it as official rider of the Virgin Mobile
Superbike team and qualified on pole during
the WSB round at Silverstone this year. In
Italy no less than 150 riders competed in the
spectacular R6 cup. Massimo Roccoli won the
cup in 2003 and he too had his breakthrough
year in 2006, winning the Misano world
supersport round and finishing sixth overall.
Obviously a country as mad about bike racing
as Spain also has a vibrant cup racing scene.
With over 90 R6 riders participating it won’t
be long before you will hear about a new
Spanish talent coming from this Yamaha
Challenge series.
Please visit your national Yamaha Motor
website and find out about Yamaha cup
racing in your area. You too could make the
fantasy real! g
ern Creek, during which Aitchison scored the
two wins on offer.
Yamaha’s remarkable 1-2-3 clean sweep of
the top places underlined the impact of the R6
in irrefutable fashion, while the fact that all of
the top seven finishers in the final leg of the
season were mounted on the peerless YZF-R6.
Even overall fourth place rider, Jeremy Crowe,
was mounted on a privateer R6, showing that
it is not just officially-prepared machines
that can truly compete at such a high level of
national series.
In the Italian Supersport Championship, the
CIV, the fight went to the very last round at
Imola, in late September.
A two-rider fight for the lead proved to be
a hard-fought Italian civil war between team-
mates Massimo Roccoli and Gianluca Vizziello,
from Yamaha Team Italia. At the Imola round,
and despite Vizziello scoring the race win,
Roccoli secured the overall supersport title, but
only by a margin of only a single point. g
R6 cup racing
Sebastiano Zerbo - Italian Cup winner
A
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OR
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Pascal Eckhardt - German Cup winner
Xavi Guiteras - Spanish Cup winner
Massimo Roccoli
Gianluca Vizziello
AG
ENC
Y A
PP
RO
VAL
Job Number Insertion Date
Production Manager Creative Director
Designer Account Manager
Art Director Account Director
Copywriter
Client VOLVO Folder 50075 XC90 Comfortable Yamaha Mag
File 50075 XC90 Comfortable 260x210.indd Repro File XXX
Date 14.12.06 Page 1 Proof 1 Operator Steven
Size Trim 260x210 mm Publication Yamaha Insider Magazine
LowRes Layout HighRes Artwork Format InDesign 4.0.0 (CS2)EU
RO
RS
CG
FU
EL
INSIDER ��
The ar t of e
ngineering part2
Hig
h T
ec
h M
ud
fig
ht
Motocross is usually p
retty ro
ugh, though and dirty, but here,
we bring
you Stefan Evert
s' YZ450FM out of context
: in the dark serenity o
f a
clean stu
dio. On the pages that fo
llow, you'll se
e why both Evert
s and the
YZ450FM will go down in motocross h
istory a
s the m
ost succes
sful man/
machine combination eve
r
Pictures: John de Koning
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
A unique and ultra-strong carbon fibre rear frame with integrated air box saves 500 grams and provides optimal airflow
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
�� INSIDER INSIDER ��
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
�6 INSIDER INSIDER �7
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
�� INSIDER INSIDER ��
RIGHT FROM THE first corner tumble of the
first race, Valentino Rossi seemed destined
to struggle in defense of his 2005 MotoGP
title. Of course that incident didn’t rob
Rossi of his MotoGP crown, but it was in-
dicative of a season where fortune did not
favor the Yamaha man and his team. Yet,
despite horrendous luck, Valentino found
himself involved in a last race decider for
the first time in his career, but typical of
the year, an uncharacteristic crash saw him
hand the title to American Honda rider
Nicky Hayden.
MotoGP’s most dramatic season in history
kicked off after a confidence boosting and
trouble free testing season for Yamaha.
Despite fierce competition from the usual
Honda armada, including MotoGP rookie
Dani Pedrosa and Ducati’s hard riding Loris
Capirossi it was Rossi’s teammate Colin
Edwards who won a new car for setting the
fastest lap at the pre-season IRTA test.
At the season opener in Jerez Rossi had
to fight hard for only two points after Toni
Elias bumped him off at the first corner.
By then the team was already working non
stop using all their technical creativity to
cure a chassis chatter problem that had
suddenly appeared. Rossi hit back with a
win at round two in Qatar, but behind the
scenes all was not 100% as Rossi did not
feel fully comfortable on the 2006 M1 due
to the chassis problems. Rossi managed to
finish fourth at the fast and demanding
Turkish round, but the Chinese race was to
confirm Rossi’s run of bad luck when he
retired with tyre problems while challeng-
ing for a podium position.
To eliminate the chatter problems Yamaha
would develop three chassis’ alongside four
engine specifications throughout the year
in an attempt to give Rossi a performance
advantage. But while each new specifica-
tion was an improvement, it still meant that
all pre-season winter test data were useless,
continuing to put extreme pressure on the
team to set the bike up at each round. The
second specification chassis introduced at
Le Mans cured the chatter problem. Rossi
was instantly back to his best, leading the
race until a rare engine failure sidelined
him. Back to back wins in Mugello and
Catalunya kept the title aspirations alive,
but Hayden’s consistency gave, the Ameri-
can a 29-point advantage going into the
Dutch TT.
Assen proved to be one of the most
talked about races of the season as Rossi
crashed in practice and badly injured his
wrist. The Italian limped home a painful
eighth but with Hayden taking his first win
of the year at the expense of Colin Edwards,
the gap had increased to 46 points.
A heroic ride to second in Donington one
week later, and a win in Germany saw Rossi
close the gap, but he virtually conceded the
Racing against the odds
title in Laguna Seca, where his M1 overheated
and Hayden took the win at his home Grand
Prix, leaving the Yamaha man fourth in the
championship and 51 points off the lead with
six races remaining.
However like true champions Rossi and his
team refused to give up. Second to an inspired
Capirossi in Brno, he gave a MotoGP mas-
terclass to deny his countryman another win
at the next race in Sepang. Third in Australia
and second in Japan saw him claw back into
contention as Hayden had failed to make the
podium since Laguna and none of the other
rivals could demonstrate consistency.
The series switched back to Europe for the
last two races and with it the drama intensified.
Rossi found himself going into the final race
of Valencia with an eight points advantage
after Hayden was taken out by his teammate
Dani Pedrosa in the preceding GP of Estoril.
But just when it looked like Rossi had been
gift-wrapped the championship, so fate played
its final card. After qualifying on pole position
Rossi had a bad start and found himself mid-
pack and behind Hayden in the opening laps.
On lap five the Italian lost the front of his
machine and slid off. He was able to remount
and take 13th at the flag, but with Hayden in
a comfortable third place, the championship
headed across the Atlantic for the first time
since Kenny Roberts won the title in 2000,
leaving Rossi and his squad with an unfamiliar
MotoGP vice-championship.
For Edwards 2006 was a tough year with the
American landing on the podium just once
in China and dropping two places in the final
rankings compared to his 2005 performance.
Edwards had looked set for his first MotoGP
win at the Dutch race when he crashed in the
very last corner while defending his lead. Things
looked equally promising at his home race in
Laguna Seca after qualifying on the front row
only for tyre troubles and ill-health to relegate
him to ninth at one of his favorite circuits.
The two-time world superbike champion
saw his two-year run of consecutive MotoGP
points finishes ended with a crash in Septem-
ber’s wet race at Phillip Island, but despite his
woes the Texan continued to support Yamaha
with valuable bike development input and
helped his teammate whenever he could.
Seventh place in the championship and a new
contract for 2007 to join Valentino Rossi in
developing the new 800cc M1 into a weapon
able to reclaim the title for the Yamaha factory
team are a just reward for the likeable Texan.
testing times for tech3Tech3, Yamaha’s French satellite team, took
on a major challenge this year by running the
developmental Dunlop tyres against the estab-
lished might of Michelin and Bridgestone. The
Anglo Japanese company became the team’s
main sponsor and although the team was not
able to challenge for the podium, Carlos Checa
was able to put in several fine results.
The Spaniard became one of the most
consistent riders in the class, scoring points
in all but the wet Australian race (where he
fell). Checa was the top Yamaha finisher with
seventh in Laguna Seca and his experience
was invaluable to Dunlop’s development
throughout the year. He ended the season on
75 points and 15th in the championship, three
places and 49 points ahead of his team-mate
James Ellison, who did not succeed in his first full
MotoGP year to gel with the M1 and Dunlop’s.
Tech3 and Dunlop will continue their
partnership in 2007 with former MotoGP and
world superbike race winner Makoto Tamada
joining Frenchman Sylvian Guintoli on the
800cc Yamahas. g
2006 season review
like true champions Rossi and his team refused to give up
INSIDER ��
60 INSIDER
WITH THE YZF-R1 fully developed for 2006,
Yamaha’s chances of winning the Superbike
World Championship never had looked
better. A year’s racing and a comprehen-
sive pre-season testing programme turned
the YZF-R1 into the front runner every-
body expected it to be. The performance
boost was needed as the 2006 edition of
the championship had moved things on
another competitive level with several big
name riders rejoining from MotoGP and
machine development breakthroughs such
as traction control.
The Yamaha Motor Italia team riders
Noriyuki Haga and Andrew Pitt fought for
race wins at virtually every single round,
claiming 16 podium results and both riders
finishing in the top five of the standings,
the team’s best ever result.
The opening round in Qatar set the tone
for the season with ‘Nitro Nori’ leading
the first race most of the way, only to be
caught and passed by Suzuki’s Yukio Ka-
gayama in the closing stages. The Yamaha
man looked to retake the lead on the final
lap but lost the front end and both went
down. Meanwhile Andrew Pitt took his first
world superbike podium, in third place,
with the Japanese rider scoring a third in
race two.
From round five at Silverstone the
Yamaha Motor Italia squad really started
reaping the rewards of its Magneti Marelli
electronics, but it was Yamaha UK wild-card
Tommy Hill who stole the headlines by tak-
ing pole position in the weather influenced
superpole session. Haga was on flying form
and took a pair of seconds in the races to
move up from fifth to third in the champi-
onship. Misano was proof positive that the
Yamaha had gone from being an aggressive
powerhouse in 2005 to a refined racer with
unbeatable braking stability and corner
entry speed. Both the Yamaha Italia riders
showed considerable pace throughout the
weekend with Pitt riding sensationally to
take his first win in this class. After crashing
out of the first race, the Australian gave a
remarkable performance in the second to
cruise to an easy win. Haga moved up to
second in the championship with a third in
race two, giving his squad its first double
podium finish in the class.
Following their first win at Brno one year
earlier the team’s hopes were high upon
their return, especially when Haga took a
superpole win in qualifying. However, the
Japanese rider couldn’t make his tyres last
in the stifling heat of race day and could do
little to stop Kagayama winning both races.
Haga took third and fourth place finishes
to close the gap on championship leader
Bayliss, who had his worst race weekend of
the year, to 73 points. Coming to Brno on
a high after taking his first win at Misano
a month earlier, Pitt came back to earth
Frontrunners
g
when he suffered two DNF’s.
Haga had won at Brands Hatch three times
in the previous two seasons and he didn’t
disappoint the huge crowd with a spectacular
and nail biting win over Bayliss in the second
race for his first victory of the season. Pitt
overcame two uncharacteristically bad starts
to take fourth and third place finishes, moving
him to within a few points of Troy Corser and
Alex Barros in the battle for fourth in the
championship.
If Haga’s miracle was to come then it would
have been at Assen, where it rained to bibli-
cal proportions. Bayliss crashed out as Haga
raced into a huge lead, but the Yamaha man
too found the conditions too wet and lost
the front end when he hit a puddle of water.
His day went from bad to worse when he was
pushed out of race two at the first corner
while Bayliss went on to win and extend his
title advantage. Pitt’s delivered another storm-
ing ride to take two second places and became
the day’s top points scorer.
A freak accident at Lausitz saw Haga injure
both his wrists in practice. Although he didn’t
crash, the Japanese rider wrenched his arms as
he fought to save a highside in practice and
was forced to race with painkillers. Despite
injury Noriyuki raced as hard as ever and saw
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,
Toseland and Haga battled for second in the
championship with the Yamaha man two
points behind the British rider. In a race that
provided some of the season’s best racing
Toseland forced Haga to accept third in the
final standings. Pitt’s season ended on a low,
as he crashed and remounted to finish outside
the points in race one. Fifth place in race two
saw him end the championship in that position.
Next year’s all-new R1 packed with M1
inspired technology will surely enable Noriyuki
Haga to take things a massive step further. The
sensational signing of 2005 WSB champion
Troy Corser is proof that Yamaha means busi-
ness in WSB as never before.
For Yamaha Motor France, the highlight of
the season was Norick Abe’s brace of fourth
places in France. The star rider in the three
man squad finished 13th in championship for
the second year in a row. Newcomer Shinichi
Nakatomi ended the year 17th, with a best of
eighth in Brno, while Sebastien Gimbert was
19th on the third YMF machine. The French
squad, also responsible for the development
and testing of YEC customer racing kit parts,
will continue with two riders in 2007, one of
which is Nakatomi, to be joined by an as yet
unnamed second rider. g
Haga didn't disappoint the huge crowd with a spectacular and nail biting win over Bayliss
2006 season review
INSIDER 6�
62 INSIDER
AT THE BEGINNING of the season Yamaha
Motor Germany’s Kevin Curtain said that
their all-new YZF-R6 would need some
development time before showing its true
potential, but it turned out that the R6 was
‘good to go’, able to fight for victory when
the season kicked off. More competitors
had noticed the lurking race potential in
the new R6 as the bike proved to a popular
choice on the WSS starting grid.
While defending champion Sebastien
Charpentier stood atop the podium in the
first three races, Curtain stayed as close
as he could with second position finishes
on each occasion, exceeding even his own
predictions. The breakthrough looked to
be around the corner at round four in
Monza, when Curtain looked certain to
give the 2006 R6 its first world champion-
ship win, but four laps from home his #11
R6 suffered a rare engine failure, the only
mechanically induced DNF of the season.
With Charpentier winning the next race in
Silverstone, it looked like Curtain’s dream
was drifting away rather then coming closer.
But a remarkable turn around came prior
to the next race. With Charpentier injured
in a testing accident the door was reopened
for Curtain – although the Australian did
not quite manage to take full advantage of
his rival’s misfortune. Curtain struggled in
practice in Misano, ending up 14th on the
grid. Finishing sixth in the race was a good
result in the circumstances and when the
first win came with a dominant display next
time out in Brno it proved his pre-season
predictions had been right. At that point
the R6 had become the bike most likely to
take the championship. The main contend-
ers were level in the standings after the
Brands Hatch race, where the Yamaha
Motor Germany Team scored a maximum
result, with Broc Parkes winning the race
with Curtain only 1.7 seconds behind.
The Yamaha man took the championship
lead in a wet Assen race, finishing second to
Charpentier’s fourth. At Germany the title
came very close in Curtain’s favor when
Curtain’s main rival crashed and broke his
finger. Curtain led most the way but Honda
Ten Kate rider Kenan Sofuoglu defended his
teams chances to the max and went on to
take the win from the Australian by a 0.13
seconds margin. Nevertheless Curtain was
delighted to leave Germany with a 27 point
stronghold on the championship.
Beating Charpentier in Imola would have
given Curtain a world title to go alongside
his 12 Australian championships, but the
pressure was on him now and he struggled
for rear grip in the race. Sofuoglu led for
most of the way, but obeyed his Honda
team orders and let his team-mate through
to take the win. Under the given circum-
stances Curtain maximized his result and
bagged a defensive but intelligent third
Close...
g
position finish, giving him a seemingly com-
fortable margin to win the title in Magny Cours.
With an 18 point advantage going into the
final round Curtain only had to finish eighth
or higher to give the new R6 the title first
time out, but the 40-year-old seemed less
comfortable being the favourite than the chal-
lenger. Starting from the second row, Curtain
seemed to be in a comfortable fourth place
when he crashed out eight laps into the race.
Charpentier went on to take the race win and,
against expectation, the world championship.
But despite Curtain’s last race anticlimax the
WSS paddock can be nothing but impressed
with the race debut of the new YZF-R6.
For the other Yamaha riders 2006 saw a
mixed bag of results. Alongside Curtain in the
official Yamaha Motor Germany squad, fellow
Australian Broc Parkes looked to build upon
his first race win at the back end of 2005. He
was on the podium at home in Phillip Island
and looked a certainty for the win in Misano,
only to make a poor tyre choice.
The 24-year-old finally got the win at Brands
Hatch, putting him right into the title fight
with Curtain and Charpentier, but cruelly he
was sidelined after a huge crash while leading
in a wet Assen. With broken ribs and a punc-
tured lung he missed his team’s home race
at the Lauzitsring (where Fabien Foret filled
in and finished on the podium) but came
back in Imola and grabbed a third place at
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
may have been his only world championship
win in 2006, numerous top eight finishes saw
him end the year sixth in the standings.
The 21-year-old Italian also won his national
championship in what proved to be a success-
ful season overall. His team-mate Gianluca
Vizziello ended the year ninth, with a best
showing of fourth in Imola, while Yamaha
GMT94’s David Checa was 11th in the final
standings despite missing the first quarter
of the season through injury and endurance
commitments. The Spaniard’s best finish was a
fourth place in Misano.
Six Yamahas completed the first 11 in the
standings, including a noticeable performance
of Xavi Fores who finished tenth from only
seven points scoring races.
For 2007, the experienced Curtain and
matured Parkes will again head Yamaha’s
title challenge in a team run out of Yamaha
Motor Germany’s workshop. With a full year
of development and track time behind it the
YZF-R6 will no doubt be the hot favourite for
the season.
A strong supporting cast sees Roccoli remain
with Yamaha Team Italia. Yamaha GMT94
expands to a two-rider team, with Checa
joined by former world superbike rider Sebast-
ien Gimbert, followed by a string of private
R6 entries.g
2006 season review
The WSS paddock can be nothing but impressed with the race debut of the new YZF-R6
2006 season review
INSIDER 6�
6� INSIDER
HAVING ANNOUNCED HIS retirement
before the start of the season you could
have forgiven Stefan Everts for taking
things easily in 2006. But the opposite was
the case as the king of motocross ended his
reign with a thoroughly dominant season
that was as close as possible to perfection.
In the end Everts and his YZ four stroke ex-
tended their championship winning streak,
which started in 2001, with an impressive
sixth consecutive title.
An interesting MX1-GP line-up looked
like it might be one of the toughest years
in the Belgian’s time with Yamaha, but
already early season the competitors’ force
diminished under Everts’ might. KTM looked
strong with twin attack with two French
former world champions; Mickael Pichon
and Sebastien Tortelli, the last man to
beat Everts to a world championship in a
straight fight in 1998. Suzuki lined up with
the two Belgians rated as the most likely
to take over from Everts as their country’s
best rider, Steve Ramon and Kevin Strijbos.
Honda had another Belgian, Ken de Dijker,
alongside 2005 MX1 vice world champion
Joshua Coppins.
Everts showed he meant business with a
clean sweep at all the prestigious pre-sea-
son events. The new-for-2006 aluminum
framed YZ450FM provided the Belgian
with unprecedented handling character-
istics that combined perfectly with the
Rinaldi tuned engine and Everts’ trade mark
smooth riding style. At the first GP, Tortelli
matched him for points, but Everts’ win in
the second moto gave him the GP victory.
Pichon and Coppins hadn’t even made it to
the gate for the first race after injuring
themselves in pre-season. At the third
Grand Prix Tortelli also injured himself and
wasn’t seen again.
In Bellpuig, Strijbos won the first moto
for round two. From there, Everts went on
a remarkable and record breaking 22 moto
unbeaten run and consequently winning all
12 GPs from the Spanish round till the GP
of Northern Ireland.
Joshua Coppins denied Everts winning all
the GP’s of the 2006 season and made him
wait for his 100th Grand Prix career win
when he took the honors in Northern Ire-
land. The pair took a win and a second each
at the Desert Martin circuit, with the New
Zealander getting the GP win by virtue of
winning the tie-breaking second moto. By
that time the world title was already won
with three rounds to spare in Namur, the
Breaking all records
historic Belgian track that is as legendary as
the man Stefan Everts himself. Normal service
was resumed in the final two rounds, at the
Dutch round in Lierop and Ernée in France,
where Everts ran off his 100th and 101st
GP-wins to put the icing on a truly incredible
career, the likes of which we will most likely
never see again.
It was a less memorable year for team-mate
Cédric Melotte, however. The Belgian was
plagued by injuries and ended the season 11th
in the championship.
And so to 2007, where the Yamaha factory
squad will line up with championship favorite
Joshua Coppins and Marc de Reuver. Kiwi
Coppins is expected to spearhead the factory’s
title attack, while De Reuver has shown
considerable speed in the MX2 class. If the
Dutchman can stay on the safe side without
sacrificing his blistering speed then expect him
to be another potential race winner.
Judgment at the final race Antonio Cairoli went into the 2006 MX2
campaign defending his number one plate,
with most predicting that it would be harder
to retain the title than it was to win it in 2005.
Pre-season many expected the main challenge
to come from KTM’s fast South African Tyla
Rattray and their on-the-limit Dutchman Marc
de Reuver, but in the end it was young French
rider Christophe Pourcel 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
to concede the title at the last moto of the
season accepting the runner-up spot in the
championship, just 18 points behind.
While Cairoli was the main blue runner in
2006 a few other YZ250F riders also shone
brightly. As in 2005, Briton Billy Mackenzie
won the GP in Japan, and made the podium in
Spain and at his home Grand Prix,Otherwise it
was disappointing year for the big Scot from
whom big things were expected. He ended the
year ninth in the championship. Veteran Ales-
sio Chiodi made a few podiums and finished the
year 12th on his Yamaha Team Ricci machine,
one place ahead of his team-mate Kenneth
Gundersen who had started strongly by win-
ning a heat at the Spanish GP. Young Italian
David Guarneri, mixed formidable appearances
with mediocre finishes, which later turning
out to be caused by a virus he had picked up
early in the season.
In 2007 Cairoli will be determined to reclaim
the MX2 no. 1 plate, while Gundersen,
Guarneri and newly signed Brit Carl Nunn are
expected to turn their experience into top
results. Young Belgian Dennis Verbruggen,
2006 European champion on the YZ250F,
should be closely watched as well. g
2006 season review
Everts ran off his �0�st GP win to put the icing on a truly incredible career.
2006 season reviewMX2
He meant business with a clean sweep at all prestigious pre-season events
INSIDER 6�
66 INSIDER
STEFAN MERRIMAN’S RETURN to Yamaha
for the 2006 World Enduro campaign was
something of a surprise – albeit a very
pleasant one. Two highly successful racing
years had seen him win the E1 title (for
two-stroke machines up to 125cc and four-
strokes up to 250cc) in 2004 and finish run-
ner-up in the 2005 E2 series (for two-stroke
machines up to 250cc and four-strokes up
to 450cc). With such a track record behind
him, the amiable New Zealand-born Aussie
had been expected to move onto a new
challenge elsewhere.
But when Merriman’s deal fell through
at the last minute his former UFO Corse
Yamaha squad welcomed him back with
open arms to race a WR450F in the E2 class.
Lining up alongside the multiple world
champion was a pair of enduro rookies with
strong Grand Prix motocross backgrounds:
Frenchman Johnny Aubert and Italian
Fabrizio Dini. Although none of the Yamaha
riders were able to display the required
consistency to win the title, between them
they proved the WR’s ability as a world
class enduro machine.
Merriman had a tough start to the
season, finishing sixth overall after failing
to get to grips with the snow and ice at
the first race in Sweden. Aubert however,
was a revelation, finishing third with only
a pair of Scandinavian specialists in front
of him. Merriman was back to his best at
round two in Portugal, winning the opening
day, and Aubert again surprised the enduro
old-guard by setting the pace on Sunday to
maintain his third in the championship.
One week later, Aubert even took the
championship lead as the Yamaha men
dominated in Spain, each taking a win and
a second over the two days of competi-
tion. A bout of flu saw the Frenchman lose
valuable points next time out in Italy, as he
was unable to compete in the second day.
Merriman had a nightmare in the American
round, where a number of heavy crashes
saw him take uncharacteristically low sixth
and tenth place finishes.
These two rounds severely reduced the
Yamaha riders’ hopes of winning the 2006
title. Not even a thoroughly dominant per-
formance at the penultimate round of the
season, where the WR men each took a win
and a second place in Slovakia, could help
them make up for the few bad days they
Johnny Aubert has arrived in Enduro
suffered in a season consisting of just eight
two-day events.
At the end of the year, it was KTM’s Finnish
star Samuli Aro who took the overall honours,
with his countryman Mika Ahola second on
a Honda. Merriman ended the season third,
with Aubert an impressive fourth in his debut
year. Although somewhat overshadowed by
his team-mates, Dini finished ninth in an
impressive rookie season. Maurizio Micheluz,
UFO Corse’s lead rider in the E1 category had
his most successful year ever to take fifth
place overall on his WR250F. The Italian’s best
result came at his home round in Bergamo,
where he climbed onto a world championship
podium for the first time with third place on
the opening day.
With a new aluminium-framed WR series
available for 2007, Yamaha’s involvement in
this ever-developing championship continues
to grow stronger. Aubert and Dini will again
compete in the UFO Corse’s E2 team, with
Micheluz welcoming two new riders to form
the team’s E1 squad: the Italian Simone Alber-
goni and Spaniard Cristobal Guerrero. g
2006 season review2006 season review
aubert again surprised the enduro old-guard by setting the pace
INSIDER 67
6� INSIDER
A ROUSING AND memorable 2006 AMA
Supercross Championship was decided in
a handful of laps, and by just two points,
at the last round of the series in Las Vegas.
Ricky Carmichael held the superior hand at
the Sam Boyd stadium for his fifth title in
six years. While the supercross ‘hall of fame’
will show a stint of domination for ‘RC’
at the beginning of the century, the truth
is that his ’06 crown was by no means a
‘sweep of the table’ as Yamaha’s Chad Reed
and James Stewart also dealt an enthralling
hand for the thousands of onlookers from
the start of the championship in January
until the final race decider in May. The
thriller season resulted in soaring attend-
ance figures for indoor supercross racing,
attracting sell-out crowds at most venues.
Last year’s average visitor number was
48.300 visitors, with an impressive 70.000
people filling the Georgia Dome in Atlanta
as a highest score.
There have been at least three different
Main Event winners each AMA supercross
season since 2002, but never were the main
contenders so closely matched in terms
of consistent podium results as in 2006.
From the sixteen rounds of the 33rd AMA
contest, victories were shared between
Carmichael, Stewart and Reed with all three
filling the podium steps in ten meetings.
The trio formed a competition of their own,
leaving the other competitors completely
sidelined. Each of the three experienced
different obstacles in their hunt for race
wins and the title. Chad Reed had to ride
a number of races through pain after he
separated his shoulder just before the
Daytona round. Carmichael was briefly
docked points after failing a fuel test, and
Stewart suffered a spate of crashes.
The ever-dependable Reed, who became
the first rider apart from Carmichael to be
250cc Supercross Champion in the 21st
century, edged his way into the Stewart-
Carmichael dynamic by taking advantage
of mistakes by the pair to win for the first
time in St. Louis for round seven. He then
missed only one podium in the remaining
nine races to maintain pressure at the top of
the points table.
Carmichael’s three straight chequered flags
in Atlanta, Indianapolis and Daytona were
arguably the turning point of the season, as
Stewart’s early authority wavered and Reed
could not repeat his St. Louis success. The Day-
tona Speedway triumph was on Carmichael’s
home soil and also saw him take over the lead
in the standings to be the man to beat.
More than 39,000 people bought tickets for
the ultimate round in Las Vegas to witness the
final verdict of the five month campaign. To
secure the title, Reed had to win if his other
two rivals were to join him on the podium,
but it was Stewart who got lucky and clinched
victory. Carmichael, having been tied on points
with the Yamaha man before heading to Las
Vegas, rode to a safe and defensive runner-up
slot ahead of Reed, which was sufficient to
secure him the title. In the end, two points
separated the top three with Stewart and
Reed tied and thus divided by their win totals
in favour of Stewart.
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
a typically tense, and for Reed very painful,
evening’s entertainment.
The chances to match last year’s thrilling
finale and championship pace are slightly
slimmer as Ricky Carmichael will only make
spot appearances in order to focus on a
Nascar racing career. But the evenly matched
ability of Reed and Stewart will continue
to set the pace in the 2007 incarnation of
the championship, making sure the audience will
get its dose of typical Supercross excitement. g
2006 season review2006 season review
INSIDER 6�
Leaving Las Vegas
Reed took the season’s first victory in Toronto with Stewart in third
70 INSIDER INSIDER 7�
championship standings
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 Tanel Leok Kawasaki EST 443 11 Cédric Melotte Yamaha BEL 224 15 Julien Bill Yamaha CH 167
Pos Rider Bike Country Points 1 Sebastien Charpentier Honda FRA 194 2 Kevin Curtain Yamaha AUS 187 3 Kenan Sofuoglu Honda TUR 157 4 Broc Parkes Yamaha AUS 145 6 Massimo Roccoli Yamaha ITA 96 9 Gianluca Vizziello Yamaha ITA 69 10 Javier Fores Yamaha SPA 49 11 David Checa Yamaha SPA 44
Pos Rider Bike Country Points 1 Nicky Hayden Honda USA 252 2 Valentino Rossi Yamaha ITA 247 3 Loris Capirossi Ducati ITA 229 4 Marco Melandri Honda ITA 228 5 Daniel Pedrosa Honda SPA 215 7 Colin Edwards Yamaha USA 124 15 Carlos Checa Yamaha SPA 75 18 James Ellison Yamaha GBR 26
Pos Rider Bike Country Points 1 Christophe Pourcel Kawasaki FRA 581 2 Antonio Cairoli Yamaha ITA 563 3 David Philippaerts KTM ITA 480 4 Tyla Rattray KTM RSA 475 5 Marc De Reuver KTM NED 408 6 Billy MacKenzie Yamaha GBR 302 7 Alessio Chiodi Yamaha ITA 229 13 Kenneth Gundersen Yamaha SWE 223
Pos Rider Bike Country Points 1 Alessandro Polita Suzuki ITA 177 2 Claudio Corti Yamaha ITA 156 3 Ayrton Badovini MV Agusta ITA 122 4 Luca Scassa MV Agusta ITA 118 5 Brendan Roberts Suzuki AUS 87
Pos Rider Bike Country Points 1 Troy Bayliss Ducati AUS 431 2 James Toseland Honda GBR 336 3 Noriyuki Haga Yamaha JPN 326 4 Troy Corser Suzuki AUS 254 5 Andrew Pitt Yamaha AUS 250 13 Norick Abe Yamaha JPN 112 17 Shinichi Nakatomi Yamaha JPN 48 19 Sebastien Gimbert Yamaha FRA 23
MX2
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