Yamaha introduces ride-by-wire motorcycle

With a high compression ratio of 12.8, this engine delivers maximum power output at 14,500 rpm. Under natural induction, the maxium power would occur at 13,000 rpm but the forced induction associated Despite the increased bore, it has been possible to keep the same bore pitch and maintain the same slim engine size thanks to exclusive casting technologies and adoption of a direct plated cylinder.

2) Yamaha Chip Controlled Throttle (YCC-T) YCC-T stands for Yamaha Chip Controlled Throttle is claimed to achieve outstanding response across the rev range. The ECU unit records the rider's throttle position and calculates the optimal throttle valve opening, operating the throttle valve by an electric motor drive; one feature of the system is that it actively initiates control of the volume of intake air. In order to handle the processing, the ECU has been beefed up to five times the capacity of the 2005 model’s ECU. In particular, optimizing the drive torque curve and intake airflow speed by controlling the opening degree of the throttle valve helps achieve a smoother, throttle response.

3) Fuel injection system with twin injectors Borrowed directly from Rossi’s winning MotoGP machine, twin injectors per cylinder have been adopted, with the secondary injector designed to supplement the main injector in the mid- to high-rpm range.

4) Titanium intake / exhaust valvesTitanium intake and exhaust valves have been adopted to ensure reliability in the super high-revving engine. Characterized by light weight and strength, the valves reduce horsepower loss and ensure reliability. Also, the strength of these titanium valves has been utilized to achieve a more compact design for the head assembly. Further weight reduction has been achieved through the adoption of aluminum retainers, which support the valves.

5) New 3-axis layout for best balance with the chassis With the new engine, the best relative positioning in relation to the frame is achieved in a newly optimized 3-axis layout for the crank, main and drive shafts. Compared to the 2003 and 2004 models, the crankshaft has been raised 3 mm and the main shaft lowered slightly to create a flatter triangle relationship than before. This layout contributes to the creation of a new frame shape with a more linear machine roll axis defined by the line connecting the head pipe, pivot axis, and rear axle. Once more, the basic geometries have been significantly influenced by the development of the MotoGP machine.

6) Slipper clutch adopted To ensure machine stability during downshifting when entering a corner, a slipper clutch has been adopted. This clutch features a mechanism that enables changes in the clutch plate pressure when torque force comes to bear on the crank from the rear wheel side to control the amount of torque being applied as a means of dealing with back torque.

7) Midship muffler and EXUPTo ensure excellent exhaust efficiency, concentration of mass, and aerodynamic characteristics, this model adopts a midship muffler. The design aims to make use of the space behind engine resulting from the shorter front-aft length of the new engine and the long rear arm. It also gives the machine a striking appearance.

EXUP was adopted for the first time on a 600cc sports model to control exhaust pulsation in the exhaust chamber and improve air intake/exhaust efficiency. One EXUP valve is placed at the point where the four exhaust pipes merge to make for a more compact design. The EXUP body is made of lightweight titanium.

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