Tech secrets of new Yamaha M1
BT Sport's Michael Laverty gets up close and personal with the 2020 Yamaha M1
‘The goal is chasing bhp for top end speed’
It may go against popular opinion but the Yamaha M1 was arguably the best bike on the grid in 2019. Its performance from all four riders on different race tracks gives weight to that theory. In fact the one and only weakness of what is an incredibly well-rounded package is an acute lack of straight line top speed.
The emergence of super-fast French rookie Fabio Quartararo improved Yamaha’s prospects dramatically, with his riding style seemingly perfectly aligned with the strengths of the Yamaha. His ability to extract such a high level of performance from his 2018 model machine had the result of shifting the development focus within Yamaha. The result was a change in set-up direction which led to all four Yamaha riders finding similar levels of performance.
The upgrades brought to the Misano test at the end of August were eventually discarded and it was a refined version of the original package which brought a resurgence across both the Yamaha garages.
The Yamaha M1 loves fast corners. Its chassis balance and the character of the inline four engine promote a slightly earlier braking technique with high midcorner speed. The trade-off is a lack of ‘point-and-squirt’ ability in tighter corners, requiring a slightly larger turning arc. During 2019 Yamaha had a second evolution of the aero body which increased downforce with its double wing design. But towards the latter end of the season that fairing was made redundant. The negative effect of increased drag at high speed countered the benefit of more downforce on wheelie control. Electronic improvements with torque management have been more beneficial in getting power to the ground.
Yamaha’s goal for 2020 is to maintain their superior corner speed and smooth throttle connection, maximise initial grip and acceleration whilst chasing that elusive bhp which will provide the required top end speed.
Air intake – increase 1 the pressure
Computational fluid dynamics came to prominence in MotoGP with the advance in external aerodynamics. Computer models of airflow around the motorcycle have inspired many innovative aero designs. That same technology has now led to an increased understanding of airflow into and inside the airbox. Regulating air pressure and flow, ultimately getting more oxygen into the cylinders is paramount to increasing engine efficiency. Speed gains come from maximising air pressure at high rpm. At Jerez the M1's new bodywork sported a narrower/ taller air intake on the nose cone. Yamaha have gathered a lot of useful information on the new air intake which will be interpreted and factored into the final engine design for next season.
2 Frame – flexible
The M1 frame has always been strong and Rossi felt the chassis was already good – but there's always room for improvement. Having seen the M1 minus its tank at Jerez, its beams look narrower, suggesting increased lateral flex. The focus is to improve turning and grip while turning. If the chassis can flex at lean, it acts like suspension, giving the tyre an easier life. No adverse braking effect was reported, meaning longitudinal strength wasn't compromised, in other words: no chassis twist under hard braking.
3 Swingarm – max lean, max grip
A carbon-fibre swingarm reappeared in both Rossi and Quartararo’s M1s for the post season tests. Rider comment was of an improved feeling but a lack of outright performance. The beauty of a carbon-fibre swingarm is that once you know the target stiffness you can 'decouple' directional stiffness by altering the orientation of the carbon fibre layers. Yamaha’s first iteration has increased lateral flex, improving rider feel and edge grip. It’s anticipated a second version will appear in Sepang with increased torsional strength to improve the drive grip whilst maintaining the improvements found at maximum lean with their first version.
Engine – 4 the power to battle
You only need to watch the Honda vs Yamaha battles this year to witness the biggest weakness of the M1 – outright top speed in 4th, 5th and 6th gears. The Yamaha engine has a smooth delivery, helps the rear Michelin find grip and doesn’t require as much downforce to control wheelies as the V4s. Yamaha want to retain those strengths but give their rider a top end that can compete in the battle. The first evolution seen in Valencia and Jerez was an improvement, but this still remains their Achilles' heel. In not wanting to compromise the rideability of their machine, Yamaha currently only seem able to make small improvements in this area with each engine evolution.