Dont forget with a V4 engine riders would brake late, and use the grip and power of the V4 to slingshot out of the corner, they would aggressively V the corner so effectively stopping in the middle of the corner blocking the I4 riders with their longer crankshaft (better stability) who tries to carry their speed through the corner.
Yeah this is a much more subtle issue than what Honda realized with their ill-fated RC500V twin cylinder two stroke they tried running alongside their and the rest of the manufacturers V4s in the 90s. The concept was great because the weight limits allowed 2 cylinder bikes to significantly lighter than the 4s, and the more powerful 200 hp V4s of the day were getting hard to tame and their data showed the 100 hp 250 class was getting closer in lap times due to ever increasing superiority in corner speed. In theory their much lighter 135 hp 500 twin would be able to carry the corner speed to outshine the heavier 4s and have better tire management over the course of a Grand Prix . In practice they got held up in the corners and could only do well from in front but hard to manage otherwise .
The V4's shorter crankshaft is also stiffer and has pricipally less problems with torsional vibrations. Not sure if this is really a problem though, given their relatively low RPM limit
@@yoog Considering that in years past Honda and Ducati had engines revving to 20'000rpm, 18'000 is 'relatively' low. It's not slow, but it's not nearly the peak of what can be done with a 4-stroke engine.
I think the adaptation of wings has give advantages for V4 in better stability control in corners, an advantage of agile yamahas before the winglet era
Even if they put the V4 in their bike, they will be years behind the other manufacturers. V4 requires new frame, new aero. I don't expect Yamaha will be winning races til 27'.
Sure but it is not as bad as it may seem given the displacement change down to 850cc. All other manufacturers will have an easier time as they have mature V4 designs but there engines will incorporate significant changes. All in all, it is probably the best time to change engine configuration albeit late in any event.
WAIT UNTIL THEY START PUTTING THOSE IN THE R1 , WOOOOO .. THIS IS EXCITING... WE ALL KNOW WHEN YAMAHA DOES SOMETHING, ITS SEXY N FAST ... Ducati been whipping our asses lately, now its time to step it up... Wish Yamaha the best, from a true fan,owner, customer and student
Yamaha announced at the beginning of this year that they will stop production of the R1. There will not be a V4 R1 production bike. The rumor is the R1 will be replaced with the "R9" which will have a smaller engine, probably 800cc inline 4.
@0:45 could similar distribution of the power pulses come using a flat plane crank but with cylinders 1 and 4 firing simultaneously and 2 and 3 doing the same 180° later? The engine would “freewheel” for 540° before starting the process again with only two power pulses, albeit, large torque output power pulses.
I'm pretty sure you cannot change bore and stroke in motogp, since the maximum bore is limited to 81mm. Also this rule helps the inline 4, because the V4 could go bigger with little drawbacks.
@ImInLoveWithBulla in the early days of motogp, engine layout (and bore x stroke) was free with a 990cc limit, but the minimum weight was tied to the number of the cylinder so Honda had a V5, Ducati, Suzuki and KTM/KR V4, Yamaha an inline 4 and Aprilia a 3 cylinder (basically a 1/3 of a F1 engine]
A better lay out is turn the inline engine inline along the frame, all transmission is inline less frictional losses, can sit lower , better centre of gravity, is narrower so more lean angle.
Nice to see a comment from M. DuHamel below! A man whose insights count for a lot. A couple of points to add to your explanations. Firstly, when they convert an in-line four to a V4 firing order, it requires more balance shafts to maintain smoothness, and those balance shafts rob power. Going over to a 'real V4' should allow Yamaha to match the leading brands. The other aerodynamic advantage of a V4 compared to an in-line is not only a narrower front profile, but also a lower one. Ducati found this very beneficial in top speeds, and even commented at one point that they were surprised at how much difference harnessing this made. Also bear in mind that Ducati (and now Aprilia) are running V4s with a slight offset between the two V2s, and a lot of development went into this. I believe Ducati helped Aprilia to employ this technology, but I am not aware of the Japanese brands going there yet, or what patent issues may go with all that. But unfortunately for Yamaha, a whole new engine architecture may take as much as a whole season to get to be faster than their current engine layout, and with profound changes due in 2027, their V4 effort may have to wait until then to match the current leaders. But we wish them well, in the setting of the possible loss of KTM from the grid. As others have commented - Fabio has been riding his heart out on the IL4 for years, and deserves a faster package.
Sadly, only V4 engines could really win nowadays. But there's a big disadvantage as well. The corner speed of the Yamahas back in days were just out of this world with the compact wheelbase and nevertheless a long swingarm. If it's about the pinnacle of building motorcycles in its core, there had never been anything that could touch Yamaha. Now, it's all about power and the ability to bring the tyres, mainly the rears, to work the best. Back in these greatest days of MotoGP, Yamaha was like running up the end of a traffic jam in corners when another brand's bike was infront of it. The end of the concept of inline four engine was sealed when the electronics were cut massively. Even Yamaha managed to fight back again and again, now it seems that there's no way past the V4 concept. But one thing is for sure: If Yamaha finally comes up with the V4, it will be a massive crusher. Yamaha are excellent engine builders.
I had never heard or thought about power pulses on wheels, that is so alien to me, I would love if you would make a video about it, since it makes no sense to me why uneven power pulses are better than even ones and great video, like always!
The way I understand is that it gives the tire way more time to reset and "find grip." Complete speculation now but if you could ride at the sheer limit I guess the even firing order would be faster but with the V4 you as a rider have more feel in the tire because there are longer stints of the tire beeing uninterrupted
It's a long story. In theory, even firing intervals should be better, but experience with half mile and mile oval track racing, showed the firing intervals of a 45 deg Harley V twin were superb when grip is limited. So Honda tried that on 500 2-strokes, by making a funny crank. It worked. Traction was much better. Look up the 'Drone' motor v 'The Screamer', in about '93 ~ '94. Yamaha had a go at doing this with a cross-plane crank, like an American V8. That's why they sound like that. It's a very different note to a conventional inline 4. That does improve the traction, but you still have the packaging issues. There are some benefits to the inline motor, like having better control of the height and forward & back weight balance, but the V4 has proven to simply be the better answer, so [shrug].
I'm still hoping that Yamaha unveils a fire-breathing triple when the engine formula changes for 2027. Seems like this V-4 would really only be used for one-season
The real problem with motogp is the control tyre, get rid of that and all manufacturers can have a dedicated tyre contract with whoever to make bespoke tyres that enable their bikes to work at optimum. We all remember Stoner on the Ducati with bespoke Bridgestones smoking everyone in 2007 on the new 800 going faster than the previous years 990 because he could ride it to it's max compared to the second rate Michelins he had on the Honda the year before because a certain Valentino Rossi had a personal contract with Michelin.
Yamaha are one of the best manufacturers of motorcycles in the world. They have many years experience building V4 engines. With the riders they have with all their experience, it might not take long to get the results, to be competitive. Good luck Yamaha and all the team, from a life long fan. Ps, FJR 1300 RULES on the road.
When Yamaha came up with the cross plane crankshaft, what they created, ironically, was a V4 with all of the cylinders inline. So, they now have an engine which is no longer in primary balance and is still 4 cylinders wide. They should have built a V4 engine a LONG time ago.
@@fionagardner4257 So do I and it's a peach of an engine but it's not a 90 degree cylinder configuration, about 75 I think. 90 degrees is the best option due to balance of the crank, all the other motogp V4's are 90 degrees for this reason and this does extend the length of the frame to hold this configuration of engine which will compromise the bikes handling and that will have to be overcome either by rider or tech. We all remember when Stoner was the only Ducati rider who could win on that bike and the nightmare Rossi had on the same machine as he wasn't a rear wheel steerer raised on dirt tracks like Kenny Roberts, Doohan, Stoner and Marquez, so what about Quartararo and Rins ?
I hope Yamaha will soon change the engine to V4 because the V4 has a large engine power and also with better front winglets, to be honest the one currently used looks very strange and doesn't have a big impact on the aerodynamics of the bike ,Hopefully the exhaust will be under the seat like Ducati, we are really looking forward to that happening, thank you
Honda sort of illustrates that there is nothing magical about a V4. Yamaha's I4 kicks @$$ on Honda V4 and just before leaving motogp Suzuki proved able to kick butt on EVERYONE with their own I4....just saying if anyone is pinning their hopes on this one detail? You may in for dissapointment. For all we REALLY know the V part of it is not the key part of it....but people want to copy what they can from the winners some of which might be more in our head than reality ...time shall tell....maybe
The fastest Bikes on Earth are Inline Fours! Yamaha should do what Top Fuel Bikes do & Flip the Barrels & Fire the Exhaust Straight Out the Back & Intake at the Front! For Starters!!
1:40 But aren’t the rear cylinders sheltered from the frontal airflow, thus REDUCING cooling efficiency? The rear cylinders (or cylinder on a V twin) certainly throw a lot of heat on the rider. 🥜 cooker 🥵.
@@ismaelramos8687 Sure…but same for a liquid cooled inline-4. His supposition was that a liquid cooled V-4 had better cooling than a LC I-4 because the latter had the whole bank of cylinders and exhaust behind the rad. Both are liquid cooled. How is the V-4 better?
@@truantray He was talking about cooling efficiency of liquid cooled motorcycle, and differences, in water cooled V-4 vs water cooled I-4. What IS your point? Design still matters whether the bike is water cooled or not. You have never been on a liquid cooled bike that seriously heats up or overheats when it is not getting enough cooling air? Air cooling, engine design and radiator design all matter. And news flash…in 2024 there are still air cooled bikes too.
If they wanted to keep a similar engine character but still join the V4 party, Yamaha could make a 90º V4 with 180º crankshaft, that way its possible to keep the same power pulse intervals as their current crossplane i4 but experiment with the other V4 advantages. Im not fully sure about it, but honestly, Ducatis 270º crankshaft is probably the best balanced crank design there is (allowing less primary and secondary imbalances), so maybe not a good idea to keep the same character and straight up copy Ducati since theyre so far ahead.
yup, untill 2027 where the cc goes down for the second time to 850cc due to concerns of the bikes being too fast for the current safety measures of many tracks that they race at.
MotoGP fans think that inline 4 are currently uncompetitive and don't have the power of V4. But that's not truth. Remember 2022 and Suzuki GSX-RR with it's flat-plane inline 4: it easily won 2 out of 3 of it's last races, including the final one. And it was the fastest bike on the grid in terms of top speed multiple times during that season - so it definitely had the power of Ducati's Desmosedici V4 or more. That's the proof that it's not inline 4 that's uncompetitive nowadays - it's the Yamaha and their crossplane I4 nonsense. They could've just ditch the crossplane and revert back to a conventional flat-plane inline 4 - that would (almost) automatically give them more power that they so desperately need. But nooo. Instead they would spend hundreds of millions of dollars to develop the entirely new (for them) engine configuration that they have no relevant knowledge and experience in. Oh well...
@@PebelWasTaken Pick up a used VFR800? 🙂 Shame that it's cancelled, but it is a nice enough bike albeit typical Honda conservative (20 years with minimal changes and now discontinued?).
@@PebelWasTaken there’s a 2018 panigale v4 with 20k miles for $15,000 on cycle trader. That’s a 215hp v4 in the price range of new bikes. Get a warranty and ride..
The diagram at 0:42 is only accurate on top gear. During acceleration, at lower gear, I think the pulses will be more frequent and that's where the tire wear is highest.
I don't see Yamaha going all in on a V4. It basically means building a new M1 from scratch and when the new rules (less downforce, less displacment, no Shape Shifters) come into effect a whole bunch of the V4's advantages evaporate. It's only a couple of eyars ago that Suzuki and Yamaha were back to back champions and Suzuki won their last race in the class. When the mythical new Michelin front tyre comes along that might shift the a balance back towards them too. . The current rules favour a stop'n'go bike, that won't last forever.
Its funny i thought inline four engines won the moto gp championship in 2020 with suzuki and again for yamaha in 21 , the only v4's winning was honda , both susuki and ducati had v4 engines a few years back and were at the back of the pac , and its even worse when u look at world superbike over the yrs so bull f..ken sh.t
Anything that will make the grid more competitive, i'm tired of seeing the same two guys when every race. Back to the 90s early 2000s.You did have dominant riders but the field was always competitive. Anybody could win, any given Sunday.
MotoGP, these days is getting out of hand, the motorcycles resemble transformers rather than motorcycles. I think they should take a page from world, super bike, racing and head back in that direction.
I used to think the same but maybe have MotoGP as the freak show like F1 and keep superbikes more to the street bikes they are with minimal aero and electronics etc.
Yamaha built a V4 over thirty years ago, I own a V max full power, 90 BHP, then when the max volume is engaged it produces 145 BHP. so what's new ???????????????
Ducati spent yrs at the back of grids , the reason its winning isnt to do with the v4 its to do with the wings and shapeshifter shit on the bikes , take tthat away and they would b back at the back of the grid , some of u guys dont think very hard
Can't wait for this bullshit era to come to an end. MotoGP has gone into the same BORING direction as F1. Too much aero, too much tech. We don't really get to a point where we can see who the TRUE great riders/drivers are, unless you watch Moto3 or Moto2 (F2) where all machines are 99% equal. The premier classes in modern motorsport are more about manufacturers flexing on each other, they might as well build F1 cars or MotoGP bikes that don't require a driver/rider.
MANY regulation changes coming to MotoGP including- smaller displacement engines, bans on ride height devices and many aero mods. Read up and stay informed!!
@@robertgudd7196 What? The V4R has the highest hp/l of any naturally aspirated production motorcycle that I’m aware of. I believe it even has more hp than the 1100cc version despite the lower displacement.
Maybe because they were as slow as shit and took 4 thousand years to wake up, its a wonder they didn't give the riders pedals for more go/ The whole saga was shamefull for my favourite brand.
YAMAHA = YZR -1M = Motor ="V4" = Turbo Top - Motor = Sistem = "V4" Turbo : Destaque = YAMAHA : 2024 ~ 2025 ! ; Temporada = G.P.1 = MUNDIAL = 2025 !!! Top - Speed ! Treinos ! Pole - Position ! ; Melhorar : 10 Segundos ? Por Volta ? No : Autódromo ~ Circuito ? : Fantástic !!! ; Melhorias ! 2025 !! Fim do Motor em Linha ! Ficou no Passado ! ; Hoje Vai ser Tudo Motor em " V4"= Turbo = Tudo = Mudanças! YAMAHA = Destaque = 2025 ! ; Começar do : Zero ! = 2025 : Motor :"V4" Turbo = SUPERIOR = Testes ! Destaque = 2025 ! .
If only MotoGP would allow six cylinders! V6 bikes would sound fantastic IMO. Or even eight, a nice compact V8 would be lovely. Oh well. Or have things fundamentally changed from 1979 (oval-piston V4 that's really a V8) and 2000 (V5 because six cylinders are banned) so much, that it would no longer be advantageous?
Heavier and more complex than a V4, so no advantages. They are better of building higher displacement V4s than try to shove a V6 in their motorcyle frame
The idea of the V6 is really good but they are actually lowering the displacement to 850cc because the current 999cc is too powerful for their liking, imagine if a V6 of 999cc was allowed...
The GSV-R is indeed much more expensive and much more complicated, but with regulations that are too loose, it is less competitive, just imagine how high the MotoGP prototype class was before 2016....
Dont forget with a V4 engine riders would brake late, and use the grip and power of the V4 to slingshot out of the corner, they would aggressively V the corner so effectively stopping in the middle of the corner blocking the I4 riders with their longer crankshaft (better stability) who tries to carry their speed through the corner.
yup, high mid corner speed is unless if there's a V4 sitting there.
He said that
Yeah this is a much more subtle issue than what Honda realized with their ill-fated RC500V twin cylinder two stroke they tried running alongside their and the rest of the manufacturers V4s in the 90s.
The concept was great because the weight limits allowed 2 cylinder bikes to significantly lighter than the 4s, and the more powerful 200 hp V4s of the day were getting hard to tame and their data showed the 100 hp 250 class was getting closer in lap times due to ever increasing superiority in corner speed.
In theory their much lighter 135 hp 500 twin would be able to carry the corner speed to outshine the heavier 4s and have better tire management over the course of a Grand Prix .
In practice they got held up in the corners and could only do well from in front but hard to manage otherwise .
I hope fabio is rewarded for his loyalty and puts yamaha back to fighting in top places. Fabio can bring back that old consistency back
@@raosiddharth4726im gonna piggy back that. Rossi had his era, M1 with the crossplane never looked or sound so good . Fabio ITS ON YOU MY BOY ..
The V4's shorter crankshaft is also stiffer and has pricipally less problems with torsional vibrations. Not sure if this is really a problem though, given their relatively low RPM limit
Relatively low rpm limit.... 18000rpm on the duke and ktms yeah definitely low
@@yoog Considering that in years past Honda and Ducati had engines revving to 20'000rpm, 18'000 is 'relatively' low. It's not slow, but it's not nearly the peak of what can be done with a 4-stroke engine.
0:51 just like to point out that its better known as the crossplane crank and its what yamaha uses
As an R1 owner, I concur with you, sir. And what a beautiful sound that engine makes.
I think the adaptation of wings has give advantages for V4 in better stability control in corners, an advantage of agile yamahas before the winglet era
Even if they put the V4 in their bike, they will be years behind the other manufacturers. V4 requires new frame, new aero. I don't expect Yamaha will be winning races til 27'.
yeah, they're definitely doing this so they can go into 2027 with some experience
Sure but it is not as bad as it may seem given the displacement change down to 850cc. All other manufacturers will have an easier time as they have mature V4 designs but there engines will incorporate significant changes. All in all, it is probably the best time to change engine configuration albeit late in any event.
It’s better than sinking good money after bad with an inherently inferior engine layout.
May be they are trying something like a IR4. The Volkswagen layout
Better now than never
WAIT UNTIL THEY START PUTTING THOSE IN THE R1 , WOOOOO .. THIS IS EXCITING... WE ALL KNOW WHEN YAMAHA DOES SOMETHING, ITS SEXY N FAST ... Ducati been whipping our asses lately, now its time to step it up... Wish Yamaha the best, from a true fan,owner, customer and student
Yamaha announced at the beginning of this year that they will stop production of the R1. There will not be a V4 R1 production bike. The rumor is the R1 will be replaced with the "R9" which will have a smaller engine, probably 800cc inline 4.
@@bladerunner6662isnt that only in the eu?
Hell yeah. Yes YAMAHA 🏍️
My thoughts exactly! The R9 is just a stop gap measure until the new Yamaha V4 hits the streets. It's going to be a monster.😎
@@bladerunner6662 The R 9 has a 900 cc inline 3 cylinder engine.
@0:45 could similar distribution of the power pulses come using a flat plane crank but with cylinders 1 and 4 firing simultaneously and 2 and 3 doing the same 180° later? The engine would “freewheel” for 540° before starting the process again with only two power pulses, albeit, large torque output power pulses.
More Moto GP please
I'm pretty sure you cannot change bore and stroke in motogp, since the maximum bore is limited to 81mm.
Also this rule helps the inline 4, because the V4 could go bigger with little drawbacks.
Maybe if someone wanted to get silly and made a V5 or a V6…
@ImInLoveWithBulla in the early days of motogp, engine layout (and bore x stroke) was free with a 990cc limit, but the minimum weight was tied to the number of the cylinder so Honda had a V5, Ducati, Suzuki and KTM/KR V4, Yamaha an inline 4 and Aprilia a 3 cylinder (basically a 1/3 of a F1 engine]
A better lay out is turn the inline engine inline along the frame, all transmission is inline less frictional losses, can sit lower , better centre of gravity, is narrower so more lean angle.
I also remember hearing not long ago that the in-line 4-cylinder crankshaft is longer and more prone to flex/vibration at high revs and output.
Yamaha spent too much marketing in crossplane engine, making them difficult for u turn towards v4.
You should make a video explaining bmw inline 4 succes in world super bike 🏍
Nice to see a comment from M. DuHamel below! A man whose insights count for a lot.
A couple of points to add to your explanations. Firstly, when they convert an in-line four to a V4 firing order, it requires more balance shafts to maintain smoothness, and those balance shafts rob power. Going over to a 'real V4' should allow Yamaha to match the leading brands.
The other aerodynamic advantage of a V4 compared to an in-line is not only a narrower front profile, but also a lower one. Ducati found this very beneficial in top speeds, and even commented at one point that they were surprised at how much difference harnessing this made. Also bear in mind that Ducati (and now Aprilia) are running V4s with a slight offset between the two V2s, and a lot of development went into this. I believe Ducati helped Aprilia to employ this technology, but I am not aware of the Japanese brands going there yet, or what patent issues may go with all that.
But unfortunately for Yamaha, a whole new engine architecture may take as much as a whole season to get to be faster than their current engine layout, and with profound changes due in 2027, their V4 effort may have to wait until then to match the current leaders. But we wish them well, in the setting of the possible loss of KTM from the grid. As others have commented - Fabio has been riding his heart out on the IL4 for years, and deserves a faster package.
Sadly, only V4 engines could really win nowadays. But there's a big disadvantage as well. The corner speed of the Yamahas back in days were just out of this world with the compact wheelbase and nevertheless a long swingarm. If it's about the pinnacle of building motorcycles in its core, there had never been anything that could touch Yamaha. Now, it's all about power and the ability to bring the tyres, mainly the rears, to work the best. Back in these greatest days of MotoGP, Yamaha was like running up the end of a traffic jam in corners when another brand's bike was infront of it. The end of the concept of inline four engine was sealed when the electronics were cut massively. Even Yamaha managed to fight back again and again, now it seems that there's no way past the V4 concept. But one thing is for sure: If Yamaha finally comes up with the V4, it will be a massive crusher. Yamaha are excellent engine builders.
I had never heard or thought about power pulses on wheels, that is so alien to me, I would love if you would make a video about it, since it makes no sense to me why uneven power pulses are better than even ones
and great video, like always!
The way I understand is that it gives the tire way more time to reset and "find grip."
Complete speculation now but if you could ride at the sheer limit I guess the even firing order would be faster but with the V4 you as a rider have more feel in the tire because there are longer stints of the tire beeing uninterrupted
It's a long story. In theory, even firing intervals should be better, but experience with half mile and mile oval track racing, showed the firing intervals of a 45 deg Harley V twin were superb when grip is limited. So Honda tried that on 500 2-strokes, by making a funny crank. It worked. Traction was much better. Look up the 'Drone' motor v 'The Screamer', in about '93 ~ '94.
Yamaha had a go at doing this with a cross-plane crank, like an American V8. That's why they sound like that. It's a very different note to a conventional inline 4. That does improve the traction, but you still have the packaging issues. There are some benefits to the inline motor, like having better control of the height and forward & back weight balance, but the V4 has proven to simply be the better answer, so [shrug].
One wheel drive vehicles behave weird! Tyre engineering is a black art in itself. At the junction of these the uneven power pulses give more traction.
I'm still hoping that Yamaha unveils a fire-breathing triple when the engine formula changes for 2027. Seems like this V-4 would really only be used for one-season
The real problem with motogp is the control tyre, get rid of that and all manufacturers can have a dedicated tyre contract with whoever to make bespoke tyres that enable their bikes to work at optimum. We all remember Stoner on the Ducati with bespoke Bridgestones smoking everyone in 2007 on the new 800 going faster than the previous years 990 because he could ride it to it's max compared to the second rate Michelins he had on the Honda the year before because a certain Valentino Rossi had a personal contract with Michelin.
You cannot change the bore. It is frozen at 81mm for the 999 and 75mm for the 850. That will also freeze the stroke because who will give away cc ??
Can't wait for the V4 R1 road bike
VMax was a v4 That had tones of torque and was fast as a drag bike. It's not a forien concept for Yamaha.
CORRECT I own a 1990 V MAX 1200cc full power, fantastic engine
About time Yamaha!
Yamaha are one of the best manufacturers of motorcycles in the world. They have many years experience building V4 engines. With the riders they have with all their experience, it might not take long to get the results, to be competitive. Good luck Yamaha and all the team, from a life long fan. Ps, FJR 1300 RULES on the road.
I own a 34 year old full power V MAX, fantastic Yamaha creasion, Yamaha build engines for many companies ie Iveco/Fiat
Yamaha has so much experience with V4s if they do it will kill everyone on the track. The last VMax 200hp beast is proof of it.
When Yamaha came up with the cross plane crankshaft, what they created, ironically, was a V4 with all of the cylinders inline.
So, they now have an engine which is no longer in primary balance and is still 4 cylinders wide. They should have built a V4 engine a LONG time ago.
Yamaha Vmax, late 1980's 1200cc V4, I own one .
@@fionagardner4257 So do I and it's a peach of an engine but it's not a 90 degree cylinder configuration, about 75 I think. 90 degrees is the best option due to balance of the crank, all the other motogp V4's are 90 degrees for this reason and this does extend the length of the frame to hold this configuration of engine which will compromise the bikes handling and that will have to be overcome either by rider or tech.
We all remember when Stoner was the only Ducati rider who could win on that bike and the nightmare Rossi had on the same machine as he wasn't a rear wheel steerer raised on dirt tracks like Kenny Roberts, Doohan, Stoner and Marquez, so what about Quartararo and Rins ?
I hope Yamaha will soon change the engine to V4 because the V4 has a large engine power and also with better front winglets, to be honest the one currently used looks very strange and doesn't have a big impact on the aerodynamics of the bike ,Hopefully the exhaust will be under the seat like Ducati, we are really looking forward to that happening, thank you
It's a bout goddamned time. I think Fabio is still the best guy out there. He just needs a bike that can run up front.
Honda sort of illustrates that there is nothing magical about a V4. Yamaha's I4 kicks @$$ on Honda V4 and just before leaving motogp Suzuki proved able to kick butt on EVERYONE with their own I4....just saying if anyone is pinning their hopes on this one detail? You may in for dissapointment. For all we REALLY know the V part of it is not the key part of it....but people want to copy what they can from the winners some of which might be more in our head than reality ...time shall tell....maybe
Way solid evaluation.
I hope yamaha be very competitive....!!!
The fastest Bikes on Earth are Inline Fours! Yamaha should do what Top Fuel Bikes do & Flip the Barrels & Fire the Exhaust Straight Out the Back & Intake at the Front! For Starters!!
So simple, isn’t it?
Top fuel fastest around a track??…..
You might want to do a little research man this is 2024 not 2000
@@GregoryAlcorn-o3gstill it's i4s .
1:40 But aren’t the rear cylinders sheltered from the frontal airflow, thus REDUCING cooling efficiency? The rear cylinders (or cylinder on a V twin) certainly throw a lot of heat on the rider. 🥜 cooker 🥵.
Water-cooling helps or corrects rear cylinders temp problem...
@@ismaelramos8687 Sure…but same for a liquid cooled inline-4. His supposition was that a liquid cooled V-4 had better cooling than a LC I-4 because the latter had the whole bank of cylinders and exhaust behind the rad. Both are liquid cooled. How is the V-4 better?
This isn't 1974, bikes are water cooled.
@@truantray He was talking about cooling efficiency of liquid cooled motorcycle, and differences, in water cooled V-4 vs water cooled I-4. What IS your point? Design still matters whether the bike is water cooled or not. You have never been on a liquid cooled bike that seriously heats up or overheats when it is not getting enough cooling air? Air cooling, engine design and radiator design all matter. And news flash…in 2024 there are still air cooled bikes too.
Water cooled.
If they wanted to keep a similar engine character but still join the V4 party, Yamaha could make a 90º V4 with 180º crankshaft, that way its possible to keep the same power pulse intervals as their current crossplane i4 but experiment with the other V4 advantages. Im not fully sure about it, but honestly, Ducatis 270º crankshaft is probably the best balanced crank design there is
(allowing less primary and secondary imbalances), so maybe not a good idea to keep the same character and straight up copy Ducati since theyre so far ahead.
There two fewer journals, far less if any rocking coupling with V configuration. It’s just physics…
Yeah Fabio said"we should look in to it" & they did 😂🤣😂🤣😂🤣😂
But, the i4 yamaha power pulse is similar to v4 because yamaha using irregular firing order i4
ですよね MotoGPマシンも市販車もヤマハはクロスプレーン・クランクですね
Yamaha has a huge technological envelope.
Don't forget the v4 2strokes.
A little bit of time and we,yamaniacs will surely get results.
Is the cc limit still 1 liter?
yup, untill 2027 where the cc goes down for the second time to 850cc due to concerns of the bikes being too fast for the current safety measures of many tracks that they race at.
atm they are on par with an F1 engine for per cylinder displacement and probably have more volumetric efficiency na v na
First time* @@367lio
MotoGP fans think that inline 4 are currently uncompetitive and don't have the power of V4. But that's not truth. Remember 2022 and Suzuki GSX-RR with it's flat-plane inline 4: it easily won 2 out of 3 of it's last races, including the final one. And it was the fastest bike on the grid in terms of top speed multiple times during that season - so it definitely had the power of Ducati's Desmosedici V4 or more.
That's the proof that it's not inline 4 that's uncompetitive nowadays - it's the Yamaha and their crossplane I4 nonsense. They could've just ditch the crossplane and revert back to a conventional flat-plane inline 4 - that would (almost) automatically give them more power that they so desperately need. But nooo. Instead they would spend hundreds of millions of dollars to develop the entirely new (for them) engine configuration that they have no relevant knowledge and experience in. Oh well...
because V-Max Gen-1 (1985-2007) and V-Max Gen-2 (2008-2020).
God i hope we can get these in their roadbikes.
Ducati, Aprilia already offer v4s in their road bikes
@@Lakshay70 i do not have aprillia and ducati money lol
@@PebelWasTaken You won't have Yamaha V4 money either
@@PebelWasTaken Pick up a used VFR800? 🙂 Shame that it's cancelled, but it is a nice enough bike albeit typical Honda conservative (20 years with minimal changes and now discontinued?).
@@PebelWasTaken there’s a 2018 panigale v4 with 20k miles for $15,000 on cycle trader. That’s a 215hp v4 in the price range of new bikes. Get a warranty and ride..
The diagram at 0:42 is only accurate on top gear. During acceleration, at lower gear, I think the pulses will be more frequent and that's where the tire wear is highest.
It is crankshaft diagram, not wheel. It works on all gears, but on higher gears surely wheel pulse less frequent.
@@inevespace incorrect. If it is crankshaft then it should be every 180 degree pulse.
ecuが、一択のイタリア製なら良いバイクを作っても勝てないecuは幾つかメーカーを参加させるべき
It´s about time.
Thay have always had one
I don't see Yamaha going all in on a V4. It basically means building a new M1 from scratch and when the new rules (less downforce, less displacment, no Shape Shifters) come into effect a whole bunch of the V4's advantages evaporate. It's only a couple of eyars ago that Suzuki and Yamaha were back to back champions and Suzuki won their last race in the class. When the mythical new Michelin front tyre comes along that might shift the a balance back towards them too.
.
The current rules favour a stop'n'go bike, that won't last forever.
46...😮😮😮 finaly😮😮
Also, when they change engine configuration, EVERYONE wants to buy the new Yamaha R1 V4. And that brings a lot of pesos 😂😂
How do you keep the rear cylinders cool ?
V4 isnt helping honda Aprilia or ktm win championships but only a race here and therr
Why Suzuki I4 is more match to Ducati ?
If not, Suzki will not enter, Suzki is one of the supporting members of the Marelli platform.
Dude WTF if you see a Suzuki billy cart with matching sraight jacket for sale buy it. I hear there popular on Gilligans Island 🏴☠️
V4 is much bette than a Twin
Isn’t V4 also more efficient by about 1%?
Its funny i thought inline four engines won the moto gp championship in 2020 with suzuki and again for yamaha in 21 , the only v4's winning was honda , both susuki and ducati had v4 engines a few years back and were at the back of the pac , and its even worse when u look at world superbike over the yrs so bull f..ken sh.t
Anything that will make the grid more competitive, i'm tired of seeing the same two guys when every race. Back to the 90s early 2000s.You did have dominant riders but the field was always competitive. Anybody could win, any given Sunday.
The v - max ❤ ya Yamaha vmax is a v4
Does a V4 produce more power? Is so why does it produce more power?
No. It's about power pulses to the rear, and a thinner motor that can be packaged tighter for better aero.
The Positive is also that in future you can buy a Yamaha R1 instead of Ducati. 😂
They've successfully turned motogp into a v4 championship
Its not the plane of the crank thats the problem its the extra balance shaft thats the problem , come up with another solution
Correct, that's also why the V4's are 90 degrees, crank balance is optimate at that angle.
MotoGP, these days is getting out of hand, the motorcycles resemble transformers rather than motorcycles. I think they should take a page from world, super bike, racing and head back in that direction.
I used to think the same but maybe have MotoGP as the freak show like F1 and keep superbikes more to the street bikes they are with minimal aero and electronics etc.
That's okay we do have wsbk for pure litre class race ,let the motogp to show the full potential of our manufacturers
Yamaha built a V4 over thirty years ago, I own a V max full power, 90 BHP, then when the max volume is engaged it produces 145 BHP. so what's new ???????????????
Ducati spent yrs at the back of grids , the reason its winning isnt to do with the v4 its to do with the wings and shapeshifter shit on the bikes , take tthat away and they would b back at the back of the grid , some of u guys dont think very hard
Da..Yamaha produced the vmax...
Can anyone explain why v4 is powerful than i4
They're not more powerful. V4 is just more flexible in play with regulation. Due to regulation, yamaha's inline 4 struggle due to packaging reasons.
Iv owned a 2020 v4s , biggest peice of crap i ever rode , dont get me wrong bike was fast ...when it went
why make a V4 engine? even though the cc will be reduced....?
V6 twin turbo
voila ce qui arrive avec des arriérés qui restent vivre dans l'ancien monde
3 to 4 years to adap
Can't wait for this bullshit era to come to an end. MotoGP has gone into the same BORING direction as F1. Too much aero, too much tech. We don't really get to a point where we can see who the TRUE great riders/drivers are, unless you watch Moto3 or Moto2 (F2) where all machines are 99% equal. The premier classes in modern motorsport are more about manufacturers flexing on each other, they might as well build F1 cars or MotoGP bikes that don't require a driver/rider.
MANY regulation changes coming to MotoGP including- smaller displacement engines, bans on ride height devices and many aero mods. Read up and stay informed!!
@@djmerchant hope one of the refs is to stop sticking their legs out like little kids learning to ride without training wheels
Why not try a vr4? 😊
Terrible port design
@@robertgudd7196 Not to mention vibration issues.
@@robertgudd7196Yeah, I’m sure the highest hp/l motorcycle on earth has a “terrible port design”.
@@BlaineRush-b8h That's a V4, not a VR4. Nice try 👍
@@robertgudd7196 What? The V4R has the highest hp/l of any naturally aspirated production motorcycle that I’m aware of.
I believe it even has more hp than the 1100cc version despite the lower displacement.
Maybe because they were as slow as shit and took 4 thousand years to wake up, its a wonder they didn't give the riders pedals for more go/ The whole saga was shamefull for my favourite brand.
YAMAHA =
YZR -1M =
Motor ="V4" = Turbo
Top - Motor =
Sistem = "V4" Turbo :
Destaque =
YAMAHA :
2024 ~ 2025 ! ;
Temporada =
G.P.1 = MUNDIAL = 2025 !!! Top -
Speed ! Treinos !
Pole - Position ! ;
Melhorar : 10 Segundos ? Por
Volta ? No : Autódromo ~
Circuito ? : Fantástic !!! ;
Melhorias ! 2025 !!
Fim do Motor em
Linha ! Ficou no
Passado ! ;
Hoje Vai ser Tudo
Motor em " V4"= Turbo =
Tudo = Mudanças!
YAMAHA = Destaque = 2025 ! ; Começar do : Zero ! = 2025 :
Motor :"V4" Turbo = SUPERIOR =
Testes ! Destaque = 2025 ! .
If only MotoGP would allow six cylinders! V6 bikes would sound fantastic IMO. Or even eight, a nice compact V8 would be lovely. Oh well. Or have things fundamentally changed from 1979 (oval-piston V4 that's really a V8) and 2000 (V5 because six cylinders are banned) so much, that it would no longer be advantageous?
Heavier and more complex than a V4, so no advantages.
They are better of building higher displacement V4s than try to shove a V6 in their motorcyle frame
The idea of the V6 is really good but they are actually lowering the displacement to 850cc because the current 999cc is too powerful for their liking, imagine if a V6 of 999cc was allowed...
They already make more power than they can put down and the formula is getting too fast to be safe.
Meh idk. The last Suzuki bike was a beast with an i4….
Meh, V4 are the championship winning bikes tho
Suzki is one of the supporting members of the Marelli platform.
The GSV-R is indeed much more expensive and much more complicated, but with regulations that are too loose, it is less competitive, just imagine how high the MotoGP prototype class was before 2016....
wow you really know nothing about engine architectures.
I disagree 4 L best
It's just 90°V engine