A look back: Yamaha’s early turbo experiments
Yamaha’s interest in turbocharged motorcycles is not new. Back in 2020, the Japanese manufacturer published the first details of a prototype with a completely newly developed three-cylinder engine with 847 cc. Although the displacement was the same as that of the MT-09, it was a completely independent engine installed in a modified MT-10 chassis. This test vehicle delivered an impressive 180 hp (132 kW) with 130 lb-ft (approx. 176 Nm) of torque and was also able to significantly reduce CO₂ emissions by around 30 percent as well as emissions of nitrogen oxides (NOx), carbon monoxide (CO) and unburnt hydrocarbons.
This development follows the trend in the automotive industry, where manufacturers such as BMW and Mercedes-Benz are increasingly relying on smaller, turbocharged engines to meet emission requirements – without sacrificing performance.
The challenges of turbo motorcycles
Despite the advantages, turbo technology for motorcycles faces particular hurdles. The space available for the turbocharger, intercooler and piping is much more limited than in a car. In addition, weight increases and mass centralization are more noticeable. The so-called “turbo lag” – the delay between throttle movement and the actual increase in power – is also much more noticeable on motorcycles, as the throttle response is particularly direct and sensitive.
Yamaha’s solution: the E-Turbo
The technology described in the new patent applications uses an e-turbo, as already used by manufacturers such as Garrett and BorgWarner in the automotive sector. This combines classic exhaust gas turbine technology with a small electric motor that drives the compressor wheel at low engine speeds – i.e. when there is not yet enough exhaust gas flow for conventional boost pressure. The result: no noticeable turbo lag, but immediate thrust regardless of the engine speed.
Unlike previous concepts – such as Suzuki’s never-realized attempt from 2015 with an electrically assisted four-cylinder turbo engine and hybrid drive – Yamaha has opted for a simplified solution. The system does away with heavy batteries or complex hybrid systems. Instead, a generator connected directly to the crankshaft feeds the electric motor of the turbocharger. As an option, capacitors could be used to store electricity for short periods. The whole thing is to run via a high-voltage system – possibly with 48 volts, as is standard in modern cars with electric turbos.
Focus of the patents: efficient current conduction
A central theme in Yamaha’s patents is the shortening of the paths over which the high-voltage current flows between the generator, control unit and e-turbo. The shorter and more compact the cables, the more efficient and lighter the entire system – crucial for a practical motorcycle concept.
Turbos in motorcycle construction: from exotic to future technology?
Although many turbo projects in the motorcycle world have so far failed or never made it past the prototype stage, the topic is back on the agenda. For ten years now, Kawasaki’s H2 series with a mechanical supercharger has shown that turbocharged motorcycles can work in series production. The expected launch of Honda’s electrically charged V3R is likely to generate additional interest.
Suzuki had also originally planned to develop its 776 cc parallel twin – as installed today in the GSX-8S, GSX-8R and V-Strom 800 – as a turbocharged engine. However, the project was adjusted in favor of a conventional version.
Yamaha, on the other hand, is apparently still sticking to the idea of the turbocharged motorcycle – but this time with a decisive difference: the combination of proven exhaust gas turbocharger technology and intelligent electric assistance could eliminate the disadvantages that have so far spoken against its use in series production.
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