Yamaha Shifts Gears: Developing V4 Engine for 2025 MotoGP in Quest for Championship Edge

Yamaha has announced its intention to create a V4 engine for MotoGP, with expectations to debut the technology on the racetrack by 2025.

Yamaha, known for competing with Inline four-cylinder engines since the MotoGP era began, is currently engaged in the development of a V4 engine.

In a discussion with MotoGP.com, Yamaha Racing's managing director, Lin Jarvis, verified the information.

Jarvis refrained from specifying when the V4 will be introduced, stating it will be "once it surpasses the Inline in speed".

However, the engine is currently undergoing test runs on the bench and might be operational "by the middle of next year."

"Jarvis has confirmed that work is underway on creating a V4 engine."

"This issue has historical roots, dating back to the period when Suzuki was actively involved. At that time, two manufacturers opted for the Inline4 configuration, while their rivals chose to go with the V4."

Over recent years, the sport has experienced numerous technological advancements. Additionally, Suzuki has withdrawn, leaving us as the sole producer still using the Inline4 engine.

"In our view, the Inline4 continues to hold significant potential for further development and enhancement."

"However, with our rivals employing V4 engines, and as we turn our attention to the impending 2027 rules, it's crucial for us to comprehensively grasp the capabilities of a V4 compared to an Inline4."

"Thus, following that logic, a while back we chose to initiate the project. The project is progressing as planned… The engine is currently undergoing bench testing."

"We haven't tested it on a bicycle so far, but once it completes its endurance trials, we'll begin to conduct track evaluations."

Jarvis also suggested that Yamaha remains undecided about choosing between an Inline or V4 engine for the upcoming 850cc era.

"If the V4 outpaces the Inline4, we'll introduce it. So, let's find out!"

"Clearly, one of our goals is to examine and determine the kind of engine required for 2027."

"However, currently '27 feels like a distant future for us, so it's imperative we begin immediately. Gaining experience is crucial. While it's uncertain when it will make its debut on the race track, testing on the track will happen sooner rather than later."

"Given the progress and anticipated favorable advancements, it's possible that by mid-next year, it could appear on a race track."

"There's a significant amount of effort required moving forward, but I believe that with our two robust teams, comprising four skilled riders, and the support of our highly capable engineers, we are poised for a comeback."

After Suzuki's exit, Yamaha remains the sole producer employing an Inline4 engine, contrasting with the V4 engines utilized by Ducati, Aprilia, KTM, and Honda.

Despite Yamaha securing the world championship title in 2021 with Fabio Quartararo, the team hasn't celebrated a race victory since the middle of 2022.

This means Suzuki's duo of victories towards the close of 2022 stands as the latest triumphs for an inline engine. The current developments suggest these could potentially be the final inline MotoGP successes for some time to come.

Quartararo, currently positioned 13th in the global championship rankings and leading among riders on Japanese motorcycles, suggested significant behind-the-scenes choices were in play upon renewing his contract earlier this year.

When recently asked about the V4 rumors, the Frenchman commented:

"I believe we need to explore all possible choices… I haven't had the experience of riding a V4, but when observing the motorcycles that perform well, they utilize V4 engines. Granted, Honda is facing challenges, yet we stand alone in using the Inline configuration. Perhaps, it's an aspect worth contemplating."

In 2027, the transition to engines with a capacity of 850cc from the current 1000cc stands out as a prime time for adjustments. However, other competitors, like the soon-to-be Pramac team member Miguel Oliveira, have emphasized that Yamaha is eager to implement these changes sooner rather than later.

"Despite upcoming changes to the [technical] regulations in two years, Oliveira mentioned that Yamaha is eager to return to the forefront at the earliest opportunity."

Yamaha and Honda, being at the bottom of the concession standings, have the liberty to make changes to their MotoGP engines all year round.

This implies they have the option to kick off 2025 utilizing the newest version of their existing Inline engine, and transition to the V4 whenever they deem it prepared for competition.

At the beginning of each season, Ducati, Aprilia, and KTM are required to get their engine designs officially approved.

Oliveira and Jack Miller joining the upcoming Pramac satellite initiative will provide Yamaha access to riders who have previously ridden V4 motorcycles with Ducati (Miller), Honda (Alex Rins, Miller), KTM (Oliveira, Miller), and Aprilia (Oliveira).

Rins, Miller, and Oliveira have each achieved MotoGP victories riding V4 motorcycles at Honda, Ducati, and KTM, respectively.

Yamaha benefits from its collaboration with Marmotors, under the leadership of former F1 engineer Luca Marmorini, in developing its V4 engine. Marmorini has earlier assisted in the design of Aprilia’s RS-GP V4 engine.

Nonetheless, Honda's persistent struggles indicate that Yamaha's adoption of a V4 engine may not serve as a miraculous solution for its M1, which is perceived to be deficient in aspects like aerodynamics and electronics, especially when compared to European models.

During the early 990cc era of MotoGP, from 2002 to 2006, Honda competed with a V5 engine. However, current MotoGP regulations specify that engines can have 'no more than 4 cylinders'.

Yamaha's final foray into grand prix racing with a V4 engine was with the YZR500 two-stroke. Subsequently, they transitioned to utilizing an Inline engine configuration, aligning with the engine design of their commercial Superbikes, with the onset of the four-stroke MotoGP period.

Following a couple of challenging years in 2002 and 2003, the M1 motorcycle saw significant improvement in 2004, thanks to the introduction of the 'big bang' crossplane crankshaft by Masao Furusawa, which aligned with the entry of Valentino Rossi into the team.

Despite not being the quickest motorcycle in straight-line races, the M1 became renowned for its exceptional maneuverability and speed through turns. This reputation helped it secure four riders' championships with Rossi, followed by another three with Jorge Lorenzo, culminating in Quartararo's victory in 2021.

Nonetheless, the introduction of sophisticated aerodynamic technology was starting to compensate for the V4's deficiencies in handling curves. Additionally, the superior power of the V4 enables the use of increased downforce, which, despite creating more drag, enhances performance.

Yamaha has focused intensely on enhancing engine power, prioritizing it for Marmotors, yet this has led to a decrease in rideability, resulting in the team's highest Grand Prix finish this season being seventh.

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