In 2006, Yamaha had a world premiere with the YCC-S (Yamaha Chip Controlled Shifting) system, an automatic clutch and gearbox, which was exclusively used on the FJR1300. When the FJR was taken out of production, the YCC-S also died a silent death, but that could change: Yamaha has applied for a patent for a similar system on an MT-07.
With YCC-S, Yamaha had applied electronic shifting to a conventional gearbox with automatic clutch for the first time. Shifting could be done via paddles on the steering wheel or a traditional gear lever, which also gave electronic shifting commands and was therefore not directly on the shift roller.
The system was equipped with a centrifugal clutch, which made a clutch lever unnecessary. Just like with a scooter, accelerating was enough to drive away and the transmission was automatically disengaged when stationary.
Although absolutely revolutionary, the first reactions to YCC-S in 2006 were not exactly positive, but that changed when the second generation with automatic downshift function was launched a few years later. When the speed dropped below 30 km/h, the gearbox automatically downshifted, allowing you to come to a stop without shifting gears.
From that moment on, the choice increasingly fell on the AS (Automatic Shift) model, which makes it quite strange that it remained with the FRJ1300 and therefore the system died a silent death when the FJR was taken out of production. Especially when you consider that the sales ratio of Honda’s DCT (Dual Clutch Transmission) system, which was launched five years later, is already more than 50/50 – of the models available with DCT, more than half are sold with DCT .
Now DCT went much further than YCC-S, both upshifting and downshifting could be done either via paddles on the steering wheel or automatically, whereby the moment of shifting could be adjusted (economical or sporty). Just like YCC-S, the first generation DCT was not welcomed with open arms – the upshift was much too early, the downshift much too late and the gearshift sometimes happened at times when you did not want it, for example in the middle of the bend.
Over the years, however, Honda has ironed out the wrinkles, and in terms of shift timing, the current generation DCT feels very natural. The major disadvantage of DCT, however, is that the complex double-clutch technology is expensive and heavy. In addition, the current generation of up/down quickshifters has simplified shifting, especially when you do this in combination with a centrifugal clutch, such as Honda with the E-Clutch did.
The system now patented by Yamaha is an evolution of the YCC-S system. Shifting can still be done via paddles on the steering wheel or a gear lever, but while on the FRJ1300 automatic shifting was only limited to downshifting, the new system also allows automatic upshifting, just like Honda’s DCT and the system that Kawasaki has now introduced the new Ninja 7 Hybrid and Z7 Hybrid. Yamaha has provided two control units for this, one for the gearbox and one for the clutch.
Yamaha has now requested the new YCC-S system for two models: initially for the MT-07 and later for the R7, and we will not be surprised if it does not stop there. It is certainly not inconceivable that the system will be rolled out on all other models of the 07 platform (Tracer 7, XSR700 and Ténéré 700).
We understand very well that Yamaha has used this platform. Where we used to grow up with (shift) mopeds and technology, the new generation who grew up with scooters is all strange. More than 30 driving lessons for just the practice part of the driving test is no longer an exception for that generation, because they lack the feeling and coordination to change gears. An automatic transmission is suddenly a blessing.
– Thanks for information from Motorfreaks.