Yamaha YZF R6 (2006+)

Introduction
From a machine claimed to be “the most advanced production 600cc motorcycle Yamaha—or anybody else—has ever built,” riders are right to expect unmatched performance achieved with innovative features. And the fact is that the 599cc DOHC 16-valve, liquid-cooled titanium-valved four-cylinder engine is both compact and high-revving mainly thanks to the 67.0 x 42.5mm bore and stroke, which translates into a 13.1:1 compression ratio and implicit satisfying throttle response. But is that enough to turn this engine into the blast provider that riders brag so much about? Certainly not! The interesting part consists in the presence of systems such as the Yamaha Chip Controlled Intake (YCC-I) and Yamaha Chip Controlled Throttle (YCC-T), which turn throttle response into excellent across the very wide powerband. Yamaha’s fly-by-wire throttle system also has everything to do with the fact that riders will barely twist the throttle and the exhaust gasses will already go out the now 100mm longer muffler, which is claimed not to affect engine performance, while significantly reducing exhaust noise and making the new R6 more acoustic relaxing during long rides. How’s that for enjoying the benefits of 131 hp at 14,500 rpm and 68 Nm at 6,930 rpm in a more civilized manner?


Yamaha does claim increased performance as a result of revised ECU settings, but they don’t talk about figures, so we reckon it all resumes to an even more linear power delivery.


The chassis remains the same proven track performer composed from an aluminum Deltabox frame, four-way adjustable suspension and five-spoke 17-inch aluminum wheels. Everything on this bike is designed, built and fitted with mass centralization in mind, including the new titanium muffler.


In 2010, the color schemes of the Yamaha YZF-R6 are different, but you’ll need a trained eye to set it apart from the 2009 bike. We’ll get to that in a minute.
Competition

Japanese motorcycle manufacturers have all announced their 2010 lineups and there isn’t any surprise in the supersport middleweight segment as the year that follows is characterized by caution regardless of maker. So the 2011 Honda CBR 600RR gets strange color schemes and graphics, while performance and weight figures remain the same. Still, the C-ABS model should turn into a great challenger for the R6, at least on the track, because Honda’s innovative system allows riders to approach corners significantly faster than any of its contenders. The Suzuki GSX-R600 and Kawasaki Ninja ZX6R get new, much more attractive colors, but remain technically unchanged, which lets us think that next year we will be talking about entirely new Japanese 600s, especially if the economy starts spinning its wheels more rapidly.


Exterior
The Pearl White and Raven ones look much simpler, pretty much like a racing bike which didn’t yet got its sponsorship livery and number, while the Team Yamaha Blue/White gets, obviously, white where you would have found black on the previous model – on the lower half of the fairing. The graphics are also new and simpler, but we kind of miss the Vivid Orange/Raven color combination. We believe that Yamaha got rid of it in an attempt to set the R6 further apart from the Red/Black 2010 Honda CBR600RR C-ABS, which we also like very much. 


One thing that Yamaha could improve both on the R1 and the R6 is the riding position with an almost horizontal seat, just like on the competition models. That would offer bikers the possibility to enjoy more time on this impressive middleweight with a small sacrifice on the bike’s aggressive design, not to mention how passengers will be infinitely grateful with the change. 


Conclusion
Yamaha has turned their middleweight supersport motorcycle into a slightly more refined way of going around the track faster than anyone else does (in the right hands, of course), but we cannot be impressed with the small number of changes on this model year that says “let’s lay low and see what happens”. 



Engine and Transmission
Type: 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves
Bore x Stroke: 67.0 x 42.5mm
Compression Ratio: 13.1:1
Fuel Delivery: Fuel Injection with YCC-T and YCC-I
Ignition: TCI: Transistor Controlled Ignition
Transmission: 6-speed w/multiplate slipper clutch
Primary Reduction Ratio: 85/41 (2.073)
Secondary Reduction Ratio: 45/16 (2.813)
Gear Ratio - 1st Gear 31/12 (2.583)
Gear Ratio - 2nd Gear 32/16 (2.000)
Gear Ratio - 3rd Gear 30/18 (1.667)
Gear Ratio - 4th Gear 26/18 (1.444)
Gear Ratio - 5th Gear 27/21 (1.286)
Gear Ratio - 6th Gear 23/20 (1.150)
Final Drive: Chain
Top speed: 180mph


Chassis and Dimensions
Suspension/Front: 41mm inverted fork; 4-way adjustable, 4.7-in travel
Suspension/Rear: Single shock; 4-way adjustable, 4.7-in travel
Brakes/Front: Dual 310mm floating disc; radial-mount 4-piston calipers
Brakes/Rear: 220mm disc; single-piston caliper
Tires/Front: 120/70-ZR17
Tires/Rear: 180/55-ZR17
Length: 80.3 in
Width: 27.6 in
Height: 43.3 in
Seat Height: 33.5 in
Wheelbase: 54.3 in
Rake (Caster Angle): 24°
Trail: 3.8 in
Oil Capacity (with oil filter change): 3.6 qt
Fuel Capacity: 4.5 gal
Fuel Economy: 40 mpg
Wet Weight: 417 lb