2009 Yamaha YZF-R1 engine technology explanation
Yamaha introduces a new engine with the introduction of the 2009 Yamaha YZF-R1.This is the first production bike using inline 4 - crossplane crankshaft engine technology. www.yamaha-motor-europe.com
Enter detailed search phrase in the SEARCH form or check-out Ads below if you haven't found what your looking for.
Tagged with: 2009 • art • crankshaft • crossplane • engine • engineering • explanation • FOUR • inline • of • sport • super • technology • Yamaha • YZF-R1
Filed under: Videos
Like this post? Subscribe to my RSS feed and get loads more!
cant wait to hear opinions about it after someone actually test drives it
I have a question…since the firing order is’nt distributed in equal time intrvals, wont there be induced stresses in the crank shaft?
With due respect to your views..there is no overlapping Pwr strk…the closest being at an interval of 90 deg.
I can’t stand that annoying inline 4 wail, so when I heard the Honda VFR 800 rumble, I had to have one! Now I want something faster, but it HAS to be different than the norm. I can’t afford the Italian V4s, Honda wont give us the V5, but shit… Yamaha has come to save the day! I could listen to this bike ALL FUCKING DAY and ride even crazier in the twists! Thank god I didn’t buy a used and over-priced Honda RC51 SP2 this summer!!
Inline four vibrates as hell? ROFL
Have you riden an MT yet?
awesome vid
When it comes to cornering, does the cross-plane crank shaft give the steady power of an inline-4 with the cornering capabilities of a V-twin? V-twins corner much faster than inline-4s since the frequesncy of their engines are half that of inline-4s allowing you to accelerate through the corners faster which is evident in Ducati’s WSB Championships in the mid 90’s. Any one care to explain?
The advantage to the v twin big bang engines is that there is a break in power pulses to the tire instead of getting a pulse every 90 degrees you get one about 180 degrees gives the tire time to grip so you can exit the corner easier.entrance and corner speed are more controlled by tire and chiasis balance.
At say 12,000 RPM the engine is turning over 200 times PER SECOND and firing 400 times PER SECOND, Big bang giving the tyre a rest? it won’t know the difference! Yamaha had to ditch the 20 valve layout because of enviro-nazis, i think this is just to make ‘em different again. It works for me! sounds good too.
Awesome video! Love the music and the technology.
ummm there’s the bike called the M1… won a few championships with it… it works… trust me!
good thought???? but they must have it worked out .
forestR1 &rjereza => “Big bang giving the tyre a rest? it won’t know the difference! ”
I’m no expert but I’m smart enough to own an R1 and a 1098S and lucky enough to have a PhD in Physics. At 100km/hr and your 400 firings/second the tire travels 6.9cm between firings. That’s about the size of a tire contact patch. Mind, the torque impulse spacing of the new R1 is still close to that of a high reving 4 cyl engine. But the new R1 might give the initial kick of 1098 +R1 top end!!!!!
This desing of crankshaft is really good for traction. You can see it on MX bikes. 250cc 2T vs 450 4T. Four-stroke engine give ONE BANG in two revs, two-stroke ONE BANG in one rev, so in two revs TWO BANGS. Some people think that 2T engines dont have enough torque, in fact, their are just lacking traction. Honda something similar did back in 90s with 4 cilinder 2T 500cc. All cilinders fired in half rev.
wow thats just brillant… awesome work!
nice design but surprised they didn’t come up with this earlier it’s common sense, much smother bowerband and more control
did you take into consideration the front and rear sprockets? the engine initial geardown and the secondary after the clutch? did you take into account the gear you are at to be going at 62 mph? if you did then you’re prolly right, if you didnt then your PhD is worth nothing here and now…
They aren’t talking about traction just throttle control. Angular momentum=angular velocity*inertia.
At mid-stoke when the con-rod is at 90 degree angle to the crank, rotational inertia is high. At tdc and bdc, the weight of the piston and connecting rod disappears and angular velocity must increase. It is a linear relation; not exponential as shown on the graph.
There is no way that you can look at the graph presented, and conclude that it is exponential. It could be a piecewise defined quadratic, hyperbolic or elliptical.
All the Automotive OEM’s need to take notice with this for road cars IE; Honda, Mitsu….Honda should have adopted this a decade+ ago to compliment vtec up on top. I wanna see this motor with the right turbo since its so linear
is this better than the new gsxr1000 suzuki?
Sounds just like a V8…
With a crossplane crank of course, and that’s almost all of them. I guess the unevenness of having just one bank of that said V8 is outweighed by the torque advantage described.
Let’s start putting crosscranks in cars, so these little rice burners can finally sound dignified!
It’s better and faster, than ZX-10R, GSX-R1000 and CBR1000RR 2009!
well we don’t need two strokes anymore? that crossplane crackshaft is a brilliant piece of engneering, that means this bike behaves just like a two-stroke going in to a corner, theres not has much engine breaking & that snap power band coming out of the corner, thankyou yamaha.
this is greater than the introduction of ABS on bikes, but to bad no1 thought of it in the golden age of bike 1990-2004 (it’s just my opinion) cause it’s a rather simple manufacturing engine change