Background
In 2001, regulations for the new MotoGP World Championship were introduced, whereby from the 2002 season, machines with 4-stroke engines of up to 990 cc with an unlimited number of cylinders would be allowed to race alongside the old 500 cc Grand Prix machines (2-stroke engines limited to 500 cc with at most 4 cylinders). During the 2002 season it became clear that the old 500 cc bikes were no match for the new 4-strokes and by 2003 there were no 500 cc machines left running in the premier class.
The YZR-M1 (standing for 'Mission One') was Yamaha's answer to the need for one of these new breed of Prototype Racer, and in various incarnations over the next five seasons (2002-2006) has sampled a mixture of fortunes from directionless despair to a succession of World Championships
2002/2003
Yamaha's YZR-M1 came to the track in 2002, with Max Biaggi, fresh after a year on the last of the yzr-500 v4 two strokes. He would be Yamaha's number one rider, and as such, was tasked with much of the M1's early development. This combination of a top tier rider and top flight factory team was deemed by many at the time to be a complete package, that would be capable of taking Yamaha back to winning form.
The reality however was somewhat different, as the bike was found to have a combination of problems which made it difficult to ride at the limit. The chassis was described by Biaggi to have various handling maladies, and the engine was said to have a harsh and 2-stroke like power delivery. Throughout the season Biaggi became more openly scathing of the bike, and used it increasingly as a scapegoat for the teams lack lustre performances; often citing that if he could be on a Honda, things would be very different. Despite the problems through the 2002 season, Biaggi and the M1 took two victories and six podiums, taking second in the riders championship, while Carlos Checa took his M1 to four podium placings, helping the Marlboro squad to second in the team championship and Yamaha to second place in the constructors standings. (In the 2003/2004 seasons, Biaggi got his wish and rode the Honda to two uninspiring third places in the championship.)
Yamaha had something of a year in the wilderness with the YZR-M1 in 2003. There was no definitive top rider to take on the task of developing the M1 and the high point of the year was a solitary podium appearance by Alex Barros who took his M1 to third place in the French GP at Le Mans. In stark contrast, the Honda RC211V had a number of top riders (most notably Valentino Rossi) to help direct development, and the result was total domination by Honda in all aspects of the Championship.
The poor performance of the YZR-M1 in 2003 was a motivating factor for Rossi's move to Yamaha for 2004. He reasoned that to make a success of a hitherto flawed (but not hopeless) motorcycle such as the M1, was the ideal personal challenge that would unequivocally prove his talent as a racer
2004/2005
Valentino Rossi signed a two-year contract with Yamaha, reportedly worth in excess of USD$12 million, in a move that was described by the press as "biting off more than he could chew". It was widely felt not only by his critics and media pundits, but also by many fans, that even he would not be able to bring the struggling YZR-M1 up to the level of the hereto all conquering Honda RC211V. A well publicised increase in the pace of development of the Honda machine over the winter season, fuelled expectation that a Honda RC211V in the hands of riders the calibre of Max Biaggi and Sete Gibernau would have no problem in retaining the World Title for Honda.
Meanwhile, Rossi wasn't the only defection Honda had to contend with; Jeremy Burgess (crew chief for Rossi at Honda), along with the majority of his long established crew, were convinced by Rossi to join him at Yamaha. This was a shrewd move, and was cited by Rossi in his autobiography as being instrumental in providing him with the strong basis necessary for launching an attack on the Championship with the YZR-M1.
During 2003/2004 winter testing, Yamaha stepped up to the plate by pulling out all the stops in their collaboration with Rossi and Burgess. Through a systematic regime of innovation and testing, they sought to refine the M1's traditionally strong traits such as good braking and quick handling (which impressed Rossi), and marry them with good balance and transition to power, an area in which it had been traditionally weak. Working closely with Rossi and Burgess, Yamaha engineers under YZR-M1 project leader Koichi Tsuji experimented with a number of engine modifications in an attempt to fix the power delivery, and finally it was decided to go ahead with a four valve per cylinder head configuration (as opposed to the earlier five valve head), with a specially refined cylinder firing order. This turned the straight four cylinder engine from a traditional "screamer", where the power pulses are spaced equally in the four stroke cycle, into a so called "big bang" engine where the power pulses are grouped unevenly across the cycle. These developments significantly improved the torque characteristics of the engine, and coupled with slight changes to the position of the engine in the chassis, made the M1 much easier to control at the limit of adhesion while exiting corners; an area where the Honda had always had an advantage. After a frantic winter of development and testing, the team showed the world that they had made a significant step in the right direction, when Rossi and the M1 unexpectedly won the BMW car at the 2004 pre season IRTA test at Catalunya, by posting the fastest lap of the open session (similar to normal race qualifying), in spite of a strong Honda challenge.
With the traditional first race of the season at Suzuka off the list due to safety considerations, the 2004 season started at Welkom in South Africa. In a quite remarkable race, Rossi came through to claim the victory, not only silencing his critics, but becoming the first man in history to win two GPs back to back with two different manufacturers. Rossi would go on to claim 8 more GP wins on his way to win the 2004 Championship, with a tally of 304 points. Honda riders Sete Gibernau and Max Biaggi took second and third with 257 and 217 points respectively.
The 2004 season would therefore unfold to give Rossi the opportunity he had sought; to prove that it was his talent rather than just the bike that had won him his championships. In so doing, he also achieved one of the great coups in the history of Motorcycle Racing.
The YZR-M1 and Rossi partnership continued to dominate in 2005, when the Championship was won by a massive 147 point margin over Honda rider Marco Melandri in second place. Although the YZR-M1 normally had slower top speed than the equivalent Honda or Ducati, Rossi still managed to beat his rivals in both years.
2006
The 2006 season proved a little more problematic for Yamaha, with the M1 suffering from chatter (a serious handling problem) from the very first race of the year. It would be a recurring problem for all Yamaha riders in the first third of the season, and was thought to be a function of three major winter season developments; namely a significant hike in engine power, a new stiffer chassis and a new construction of Michelin tyre with an even stickier compound and revised profile. Because all three developments occurred almost simultaneously, the usual meticulous testing of one development at a time was compromised and it would take much of the early season to understand and overcome the problems.
This setback for Yamaha and the YZR-M1 was largely responsible for Rossi's mediocre season start in 2006, manifest by poor qualifying performances and a brace of mechanical Race DNFs. He also suffered a wrist injury mid season, which added to his woes. In the final third of a memorable season, the M1's problems were virtually eradicated, and Rossi turned in a string of performances that would close down a large points gap on Championship leader Nicky Hayden aboard the Honda RC211V. It was only in the final race of the season that the M1 and Rossi were beaten by just five points and Yamaha relinquished the Championship back to Honda in the hands of Nicky Hayden, who only won two races that season.
[edit] 2007
Regulations again changed for the 2007 season with the capacity of MotoGP machines reduced to 800 cc in an effort by the FIM to reduce the ever increasing speeds of the 990 cc bikes (capable of well in excess of 210 mph (340 km/h)) therefore the YZR-M1 will continue in 2007 in 800 cc form. In post-2006 and in 2007 pre-season testing, the new 800 cc equipped YZR-M1 (along with other 800 cc MotoGP bikes) has been paradoxically quicker straight out of the box than the 990 cc version of the M1. This is by virtue of later, harder braking, quicker handling, higher corner speeds, and more controllable traction, and as the 2007 season gets under way, the 800 cc YZR-M1 is expected to get quicker as its development continues.
The chatter that plagued the early 2006 YZR-M1 has been eliminated in the switch to 800 cc[1]. While the Main sponsor for the Official Factory Yamaha Team has switched from Camel with their distinctive yellow and blue livery, to that of The Italian Motor Manufacturer Fiat. The team will run initially in a blue and white colour scheme and has hinted at the unusual intention of running a variety of colour schemes throughout the season.
The first two races of the calendar were largely successful for the Yamaha and specifically Valentino Rossi - he came a close second to Casey Stoner (Ducati) in the first race of the season in Qatar and ran out a resounding winner in the second race of the season at Jerez, Spain
Yamaha YZR-M1 (2006) Specifications
Engine type: Liquid-cooled, in-line, 4-cylinder, 4-stroke with 16-valve DOHC
Displacement: 990 cc
Ignition: Magneti Marelli with adjustable mapping - NGK spark plugs
Carburation: Fuel injection
Lubrication system: Wet sump - Motul Oils
Data recording: 2D
Maximum power: Around 240 ps (236.72 bhp)
Maximum speed: Over 205 mph (330 km/h)
Transmission
Type: 6-speed cassette-type gearbox, with alternative gear ratios available
Primary drive: Gear
Clutch: Dry multi-plate slipper clutch
Final drive: Chain
Chassis and running gear
Frame type: Twin-tube aluminium frame, multi-adjustable steering geometry, wheelbase, ride height, with aluminium swingarm
Front suspension: Fully-adjustable Öhlins inverted telescopic forks
Rear suspension: Braced aluminium swingarm with single Öhlins shock and rising-rate linkage
Front/rear wheels: 16.5 inch front, 16.5 inch rear, available in a variety of rim widths
Front/rear tyres: Michelin, 16.5 inch front, 16.5 inch rear, available as slick, intermediate, wet and hand-cut tyres
Front brake: Twin 320 mm carbon discs with radial mounted four-piston Brembo calipers
Rear Brake: Single 220 mm ventilated stainless steel disc with twin-piston Brembo caliper
Weight: 148 kg, in accordance with FIM regulations
Fuel capacity: 22 litres, in accordance with FIM regulations
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