YAMAHA YZR-M1 ( 2004-2016 ) Engine Build History || Valentino "VR46" Rossi

YZR-M1 History: 2004-2016 

The story of Valentino Rossi and YZR - M1 begin in 2004. The engine he (VR46) chose from among the prototypes he first tested was the one he called a "sweet" engine. That was the word he used to describe the engine feeling, and it can be used to describe the relationship between Rossi and the M1 machine, as he went on to win four MotoGP championships in seven years with it. The end of the 2010 season brought an end to this love story, as Rossi moves on to a new challenge with another manufacturer next season. After two years with another team , Rossi returned with Yamaha (2013) develop the YZR-M1 until 2016 season. Here's a brief history of the YZR-M1 alongside Valentino " VR46 " Rossi

2004 model | 990cc YZR-M1 Yamaha's first MotoGP champion machine

There had been a number of issues with the 2003 race machine. It did however have a very good chassis and excellent handling. These strengths were carried over into the 2004 machine. The biggest development issue this year was the engine. In order to make up for the weaknesses of the in-line-4 with single-plane crankshaft, the wheelbase had been shortened on the 2003 machine. Unfortunately that led to a lot of crashes and falls due to the reduced road-hold in the front wheel. To deal with this problem, a full-scale review of the engine was undertaken. Several prototypes were prepared and the spec that Valentino chose was also the one that I consider the best.

The weakness of that spec, however, was its power performance, and in dealing with that problem we focused our development efforts more on power development characteristics rather than sheer engine power output. Due to the adoption of a crossplane crankshaft on that 2004 model, it produced smoother and somewhat gentler power development characteristics that greatly improved rear wheel traction. That is the character that Valentino had initially described as "sweet." The adoption of the in-line-4 with crossplane crankshaft as the engine format for the 2004 M1 thus solved many of the problems we had with the 2003 machine. As a result, we were able to win the championship. In that sense, 2004 was a year of dramatic change for us.

2005 model | 990cc YZR-M1 The fastest, most beautiful machine

We were able to agree 100% with Valentino's opinion. The 2005 YZR-M1 was the most competitive machine of all. In 2005, a complete review and revision of the gear drive for the camshafts improved the engine character greatly and reduced power loss. This gave the machine excellent power development and engine power output. The chassis achieved almost an ideal state. The 2003 machine had been given a short wheelbase in order to achieve sufficient traction, but the 2005 wheelbase was considerably longer. Compared to the machines of the rival manufacturers, that wheelbase was still short, however. Overall, I believe the 2005 machine had good handling agility and a high level of stability, improved power performance and power development characteristics plus optimum traction.

2006 model | 990cc YZR-M1 A machine plagued with "chattering"

Ideally, the 2006 machine should have been an improvement on the 2005 model, but it became a machine plagued with a "chattering" problem, as Valentino pointed out. In 2004, development efforts had focused on improving engine power development, while in 2005 we worked mainly on the chassis. In 2006 our focus was on reviewing and improving the EMS (Electronic Control System). The chattering problem emerged because the rigidity balance of the chassis had been lost in the process. We spent half the season working on this problem. In the meantime, we had fallen far behind in the title race and appeared to have lost the chance for another consecutive title. Going into the season opener, the 2006 model seemed to be performing well. When the racing started, however, he had a hard time keeping up with the competition. All in all it was a very tough season for Yamaha.

2007 model | 800cc YZR-M1 The first 800cc lays foundation for consecutive titles

The regulation change to 800cc displacement automatically led to a drop in power. Lack of power was constantly an issue for us and, as in years past, we placed top priority on power development characteristics in our development efforts. The second priority was maximizing cornering speed and stability. This was particularly important because of the reduced engine power. More sophisticated EMS control functions became the key. Feeding the engine more fuel would have been another option, but the new FIM regulation reduced fuel tank capacity from 22 to 21 liters that season. This resulted in even less power than initially expected. Nonetheless, our competitors came out with very powerful machines that left us far behind in the opening round at Qatar. This year's spec ended up being one that provided us with more issues than results.

2008 model | 800cc YZR-M1 A machine revitalized by tire and EMS advances

Learning from the failures of the 2007 season, dramatic progress was made with the 2008 spec. It that sense, it can be likened to the 2004 model. To improve power performance within the 21-liter fuel restriction, we focused on reducing power loss. From this year's engine a pneumatic valve system was adopted. This succeeded in boosting top-end revs and reducing power loss at the same time. Changes were also made in the crankshaft lubrication system to further reduce power loss. The sum total of these changes made the 2008 model M1 a very good machine.

Furthermore, as Valentino has explained, the switch to Bridgestone tires led to major revisions in the machine geometrics. As we mentioned earlier, the wheelbase on the 2003 machine was very short, and that was true again with the 2008 spec. The introduction of the crossplane crankshaft had already improved rear-wheel traction and lightened tire wear. Now, in order to improve traction even more, we moved the machine's center of gravity further to the rear. This was achieved by shortening the rear arm. Although this reduced weight distribution on the front wheel, the performance of the Bridgestone front tire used this year was so good that it provided better front tire performance than in 2003 despite that load reduction. All of this made the 2008 machine the best Yamaha had fielded in recent years.

2009 model | 800cc YZR-M1 Big progress made in EMS

This was again a year that saw major advances in EMS sophistication. Building on the progress made since 2006, this brought the EMS control functions to a nearly ideal state. The control system had reached the point where it functioned as a "smart brain" that enabled smooth and constant communication with the rider. Input from the many sensors positioned in vital parts of the machine enables simulations that are processed in real time by the machine's CPU and compared dynamically against data gained from the constantly changing running conditions, on wet and dry tracks and in hot and cold temperatures. This sophisticated control function made the 2009 model a highly competitive racer.

2010 model | 800cc Faster, smarter and more beautiful

History Toyota Corolla Levin

The AE86 generation of the Toyota Corolla Levin and Toyota Sprinter Trueno is a small, lightweight coupe or hatchback introduced by Toyota in 1983 as part of the fifth generation Toyota Corolla lineup. For the purpose of brevity, the insider-chassis code of "AE86" depicts the 1600 cc RWD model from the range. In classic Toyota code, the "A" represents the engine that came in the car (4A series), "E" represents the Corolla, "8" represents the fifth generation (E80 series) and "6" represents the variation within this generation. The Levin has fixed-headlights, and the Trueno has retractable headlights, both could be hatchback or coupe. The export model name Corolla covers both variations. 

The AE86 (along with the lower spec 1,452 cubic centimetres (1.452 L) AE85 and 1587 cc SR5 versions) was rear wheel drive (unlike the front wheel drive CE80, EE80 and AE82 models), and is among the last rear-drive cars of its type, at a time when most passenger cars were being switched to front-drive. In 1987, there was a limited edition model of the AE86 called "Black Limited" that served as a send-off model before the AE86 chassis was replaced later that year by the front wheel drive AE92 Corolla/Sprinter range. In Japan, the AE86 was also known as the Hachi-Roku (ハチロク?), Japanese for "eight-six". In Japan, the Sprinter Trueno was exclusive to Toyota Japan dealerships called Toyota Vista Store, while the Corolla Levin was exclusive to Toyota Corolla Store. The word "trueno" is Spanish for thunder, and "levin" is Middle English for "lightning". The AE86 later inspired the Toyota 86 (also badged as the GT86, FT86, Scion FR-S and Subaru BRZ).

The AE86 was available with a fuel-injected 4 Cylinder Twin Cam 1587 cc 4A-GE Engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11)And the facelift Toyota Celica GT-R and GT Carina (Japan only). This engine had a maximum gross power output of 130 PS (128 bhp; 96 kW) and 110 lb·ft (150 N·m) of torque in standard form, though it was later down-rated to 120 PS (118 bhp; 88 kW) and 105 lb·ft (142 N·m) in net output The AE86 came with a 5-speed manual and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Intake System). The AE86 had an optional LSD.

In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112 bhp (84 kW), and 96 lb·ft (136 Nm) of torque.

The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independent suspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.

Higher- spec AE86 models known as the GTS featured the DOHC 4AGE, 4 wheel disc brakes, color matched bumpers, front lower bumper surround had a much more sporty and pronounced lip, door panels were moulded, tachometer redline is around 7,500, wrapped steering wheel, seats had leather wrapped tops ( front seats are completely different from SR5), optional LSD, and aluminium wheels, chassis code in the VIN is AE88 (for North American market cars).

Lower-spec American AE86 SR5 models used the 1587 cc 4A-C SOHC unit, The SR5 rear end was a non LSD with drum brakes. The SR5 model also had a softer suspension, and small styling and interior changes such as seats, gauge cluster, door panels, un-painted front and rear bumpers, and the lower part of the front bumper surround is shorter and flat, and its chassis code in the vin differs as well being AE86 for the SR5 model (for North American market cars)

Models equipped with the 4A-GE engine received a 6.7" rear differential, while 4A-U, and 4A-C models received a smaller, weaker, 6.38" rear differential. The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox. 

One of the staff who was behind the car's engineering work was Nobuaki Katayama, who would later head the company's motorsport department and who would become chief engineer of the Altezza project a decade later. An article in Car Magazine in April 1999, stated he has a photo of an AE86 hung in his office.

**For More Article Visit Here : Historia Toyota AE86

Kawasaki Ninja 250 4-Cylinders ?? #Rumours

"Picture isn't the real ninja 250 4cylinder"

The small-capacity shootout continues with Kawasaki tipped to release a four-cylinder Ninja 250 in response to Honda’s CBR300R. Rumours now persist that Kawasaki will strike back with a four-cylinder 250cc model. Kawasaki previously made four-cylinder 250s through the ‘80s and ’90s, so there is a precedent. The Ninja ZX-250A was sold from 1988 to 1991, followed by the ZX-250C from 1991 to 2004. 

They were powered by a 249cc in-line, four-cylinder, liquid-cooled, 16-valve engine with Dual Over Head Camshaft (DOHC) and compression ratio of 12.2:1. The lightweight 144kg carby-fed bikes packed a punch with 33Kw of power at a tingling 15,000 revs compared with the Ninja 300 on 29kW at 11,000rpm. A new EFI model would likely pack even more punch.

How does this compare with the current crop? Well, the YZF-R25 produces 26kW at 12,000rpm and 23Nm at 10,000rpm from its parallel twin engine and the CBR300R is 22kW and 27Nm. In this low-capacity market sector, figures like that are quite important to customers.

All four Japanese manufacturers used to make four-cylinder 250s, so could this start a new war of the small capacity bikes?