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Different follow geometry will allow making increased ratio from the contact point of the lobe out to the contact of the valve tip....just like a rocker arm. This could allow for less aggressive overall cam profiles while achieving desired lift and ramp speed goals.
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I think the greater freedom in cam design and lower reciprocating masses justify the change away from the buckets. The advantage for a 450 is not higher max rpm but a more agressive lift profil with the same max rpm which can give you a better performance across the whole rpm range. Friciton is also greatly reduced because you get rid of the big skirt of the bucket.
Wear is probably not a problem with the finger followers (hot forged, hardened and DLC-coated), at least I newer heard of problems with the finger followers of the KTM.
Here's a nice comparison video of Suzuki's superbike: https://youtu.be/pRMz4DmPdOk
Regarding your „what took them so long“ comment: Finger followers were pure F1-technology just 15 years ago.
It's not even close at this point quite honestly.
Yamaha already used the technology in their R1 - along with practically everyone in that segment.
KTM has been using it for a long time now in moto with excellent success.
It's lighter, allows far more ramp rate, creates a leverage ratio if desired..far stronger and realistically it's very simple.
The follower axles are a non issue - zero wear observed for years now. It's so non critical it's hardly even lubricated.
The width is up to the designer. You can even taper the width to where you want it.
-KTM uses narrow ones
-New CRF uses wide ones (lobes to match respectively)
-With DLC coating (used on all finger follower systems in use) they don't wear together.
Not to mention logically flat buckets are doomed. To get more ramp rate you need a larger diameter bucket. This never ends. Yamaha did just that for 2019. But This adds weight, reduces strength - and creates packaging issues as the buckets get close to one another. The old solution was a radius bucket - but often those were keyed in so they didn't rotate - and thusly it had a lot of wasted space of bucket. The rocker idea trumped a radius bucket idea.
The new yamahas are sadly VERY unreliable on the 250. If anyone wants to argue this - PLEASE go to some serious am races! Timing chains and valve train related issues are plaguing the bike right now. I acquired a new customer for a ktm build just recently who told me they never got more than 10 hours out of any yzf they owned. Dude was a yamaha lifer...but the last 2 years hadn't treated him well and he switched.
IMHO - the buckets are dead. It's technology going back to the 80's in widespread usage if Im not mistaken.
I also think the cost of producing the rocker system is lower. Less precision machining and grounding needed.
Im glad to see it
Pit Row
I've seen more than enough issues since 2014 that I can no longer say the yzf is the reliable bike.
My shop has color shifts every few years, but for a LONG time people said all I liked or knew were yz's..and in the local area people thought I was partial to them. I was - if you wanted the most reliable bike go get a yzf and dont ever need to see me unless you want mods.
Not true since 14
now they think we all do are ktms....
How ironic.
The bigger issue is the warranty. They have none.
KTM has a fantastic one.
when rods were snapping in 14-15 - we had a few in our area under 10 hours - yamaha never once helped any of our guys - some of which owned 7-8 current year model yz's.
In 16 I started seeing valve issues. broken valves - dropped valves etc. At low hours for many people.
Yamaha did nothing.
That same issue is still there - and I think we've seen a few reasons why. If you get a good bike - you mostly get a good bike (but timing chains need 10 hour replacement for pro's or high revvers). If you get a bad bike - where some of this manufacturing issues exist - it will show itself quickly. But sadly yamaha just doesn't take care of it.
I like the yamaha guys - and for a loooong time was a yamaha owner. It pains me to say they've lost the reliability crown (450 seems better).
We are at such a hyper competitive market now, that the production bikes are truly pushing limits. If you asked a nascar shop to make the specific output cup motor same as a 250f does - then make it last 40 hours of racing abuse, they'd laugh and say impossible.
These things are truly amazing for a production engine.
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