Yamaha YZF-R6 (2006): Test drive from Motorreview (Nikolai Bogomolov)

Brief history of the model

Model
: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 5GV1, 5GV2, 5GV3, 5EB1, 5EB2, 5EB3.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 5GV4, 5GV5, 5GV6, 5EB5, 5EB6, 5EB7, 5EB8.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 5MT1, 5MT2, 5MT3, 5MT4, 5MT6, 5MT7, 5MT8, 5MT9, 5MTA.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 5MTB, 5MTC, 5MTD, 5MTE, 5MTF, 5MTG, 5MTH.

Model

: Yamaha YZF-R6 (Europe, North America, South Africa, Australia).
Factory designation
: 5SL1, 5SL2, 5SL3, 5SL4, 5SL5, 5SL7, 5SL8, 5SL9.

Model

: Yamaha YZF-R6 (Europe, North America, South Africa, Australia).
Factory designation
: 55SLB, 5SLC, 5SLD, 5SLE, 5SLF, 5SLH, 5SLJ.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 5SLS, 5SLR, 5SLW, 5SLV, 5SLX, 5SLN, 5SLM, 5SLP, 5SLT, 5SLU.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 4P61, 4P62, 4P63, 2C01, 2C02, 2C03, 2C05, 2C06, 2C07, 2C08, 2C09, 2C0A.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 4P64, 4P65, 4P66, 2C0B, 2C0C, 2C0D, 2C0F, 2C0G, 2C0H.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 4P68, 4P69, 13S1, 13S2, 13S4, 13S5, 13S6, 13S8, 13S9, 13SA.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 4P6A, 4P6B, 4P6C, 13SB, 13SC, 13SH, ​​13SJ, 13SK, 13SG, 13SM.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 13SL, 13SR, 13SS, 13ST, 13SU.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 13SV, 1JS5, 1JS1, 1JS6, 1JS2, 1JS7, 1JS3, 1JS8.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 1JSL, 1JSG, 1JSP, 1JSR, 1JSD, 1JSA, 1JSE, 1JSB, 1JSS, 1JSF, 1JSC, 1JSL.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 1JSU, 1JSV, 2CX1, 2CX2, 2CX3.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 2CXB, 2CX4, 2CX9, 2CX7, 2CX8.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: 2CXE, 2CXL, 2CXJ, 2CXK.

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
: 1JSY, 2CXM, 2CXY, 2CXU, 2CXW, 2CXX, 2CXS, 2CXT.

Model

: Yamaha YZF-R6 (Europe, North America, Australia).
Factory designation
: BN64, BN63, BN61, BN62.

Model

: Yamaha YZF-R6 (Europe, North America, Japan, Australia).
Factory designation
BN6A, BN6D

Model

: Yamaha YZF-R6 (Europe, North America, Australia, Japan).

Model

: Yamaha YZF-R6 (Europe, North America, Australia, Japan).

Price for Yamaha YZF-R6 motorcycle

Today, the price of a Yamaha P6 motorcycle ranges from 12,000 to 13,000 dollars for a new motorcycle, and from 4,000 to 7,000 dollars for a used car, depending on the year of manufacture, condition and mileage.

There is a direct connection between the very first Yamaha motorcycle and the modern R6. This connection is Yamaha's dedication to the Kando tradition and unwavering design philosophy. Simple and lightweight, compact and powerful are the main criteria that guided the company when creating the YZF-R6. This machine was able to combine all the qualities necessary for lovers of fast motorcycles. And if it is not ideal, it is very close to ideal.

From music to motorcycles, for over 100 years, Yamaha has maintained its unique way of thinking, which combines ancient Japanese philosophy with human emotion, and continues to influence motorcycles and musical instruments with the Three Crossed Tuning Forks logo.

First impressions of the 2022 Yamaha YZF-R6

A new step in the evolution of mid-range supersport motorcycles.

During the technical briefing on the new motorcycle, Yamaha YZF-R6 2022 project manager Akinori Hirano said: “The key word here is ‘Evolution’.” It is evolution that will take the motorcycle to the next level of development.” Hirano's words were spoken with passion. And this alone is enough to start believing him, without even trying to ride a motorcycle. Over and over again throughout the briefing the emphasis was on evolution. This is not a completely new car, but the next step in the family to which the R6 belongs. A step that will improve an already great bike.

The 2022 Yamaha YZF-R6 motorcycle will be offered in three color options - Yamaha's signature blue, intense white with matte silver and raven.

What's new?

The new look 2022 R6 closely resembles its big brother, the R1, although less in style than in function. Yamaha claims that the fairing change not only significantly improves the bike's aerodynamics - 8 percent better than its predecessor - but also contributes to an increase in top speed. The fairing flows smoothly into a new shaped ram air intake, and the lighting system is built entirely on LED and includes turn signals built into the rear-view mirrors. The aluminum fuel tank (which is 2.4 lb (1 kg) lighter than the previous version) is integrated with the new seat, resulting in more room for the rider.

The entire front end has also been changed. Yamaha's design team replaced the outgoing 41mm forks with new 43mm KYB units, with a 32mm damper cartridge (the previous model had a 20mm cartridge) and increased travel (120mm instead of 115mm). This allowed for increased rigidity and improved feel of the front wheel - to achieve this, the front axle diameter was also changed from 22 mm to 23 mm. However, early testing showed that these changes made the R6 too stiff, so the cross-section dimensions were reduced by 7mm to achieve optimal rigidity. Complementing the front-end changes is a new KYB rear shock with a screw-in adjuster for more precise adjustment.

The 2022 Yamaha YZF-R6 motorcycle is equipped with a new 43mm KYB front fork and 25mm axle borrowed from its big brother, the R1.

New, larger 320mm front brake discs are complemented by a new family of ADVICS four-piston brake calipers, significantly enhancing the R6's stopping ability. Although the goal was not only to increase power. Engineers replaced the old model's Brembo master cylinder with a Nissin one, which increases the feel when pressing the brake lever. ABS also comes standard on the R6 and cannot be switched off.

And although the motorcycle's powertrain remains untouched, the installed electronics package adds speed to the motorcycle thanks to an all-new six-level traction control system. This system receives data from front and rear wheel speed sensors and instantly adjusts ignition timing, fuel volume and throttle position to maintain traction without creating an unnatural driving experience.

The new R6 also features Yamaha's signature D-Mode system, which provides riders with three different throttle response patterns (A, B and Standard) that can be selected based on preference or depending on riding conditions. A ready-to-use quickshifter is also available at an additional cost.

The rider on the 2022 Yamaha R6 sits “inside” the motorcycle, not on it. This change increased driver confidence by eliminating the feeling of front-end overload.

First impressions of the trip

I have a confession to make. Although I heard the words “evolution” and “next level” during the official unveiling of the 2022 R6, I found it hard to believe that the bike is much better. On paper, it doesn't look all that brand new, nor is it updated enough to cause a sensation. But after just a few laps at Thunderhill Raceway Park, I have to confess something. I - please note - was wrong. All of these updates have really allowed Yamaha to take a fantastic platform and improve it significantly. Forget about considering this bike comparable to its predecessor. He's much better.

Throw a leg over the 2022 Yamaha R6 and the first thing you'll notice is how much more comfortable it is, relaxing the riding position significantly more than before. The new shape of the fuel tank, and the redesigned seat (5mm narrower and 5mm higher at the front) allows you to sit “inside” the motorcycle, forming one piece with the chassis. Now there is no feeling that the driver is sitting over the front. The larger, newly shaped fairing also enhances this feeling and provides ample protection, eliminating almost all wind noise when the driver leans behind the glass, allowing the engine to move freely in a straight line.

The addition of D-Modes to the bike improved its performance on the race track. The STD mode is impressive, smoothing out the transitions between throttle on and off, and not requiring very precise throttle control to enjoy the bike.

When driving in a straight line, the R6 is a delight to drive. In fact, the engine has not changed. It still requires 9,000 rpm to move, like most 4-cylinder 600s today. But it's definitely worthy of an award if you push the revs above that threshold. To be honest, it's not the most versatile engine for street driving, and I'd like to see some changes that would broaden its powerband. But it is still very good on the track, and makes more power than almost all of its competitors. With D-Mode set to Standard, the power delivery is smooth - maybe even a little too soft at the start, but once the rev counter reaches the rev range there is confidence in fully opening the throttle, which also happens when cornering. Confidence in adjusting the throttle and accelerating during maneuvering can highlight two things. First is the arrival of Traction Control (TC) in the 2022 R6. And secondly, the control of the front end of the motorcycle has become better. Let's start with the first one. Yamaha didn't just add the TC because they had the option. This was done to allow the rider to traverse the circuit faster by managing traction and reducing tire wear. The system achieves this goal. I set it to Level 3 (there are 6 levels and the ability to turn the system off) and there was little I was more impressed with than the system's ability to cut power slightly and keep the wheels on line while still turning. It's not overly complicated or intrusive, it's just good. Do you want to make faster laps on the motor racing track? Yes!

The outstanding feedback from the front wheel contact area on the new R6 allows you to feel the bike under you and get more out of it.

Personally, I am amused by the discussion on the Internet about the addition of TC, and the claims that such rider assistance is not necessary on 600 motorcycles. Well, it may not be as necessary as on a 200 horsepower motorcycle with a one liter engine, but traction control has a positive effect on the bike's ride quality and time on stadium tracks. Also, is there a reason why all the factory teams on 600 bikes use their own TC systems?

Another interesting point is that although the engineers haven't touched the frame or swing arm, this latest R6 model feels better and provides better feedback in less-than-hard corners, thanks to thicker 43mm KYB front forks, and a larger 25mm front fork. axes from R1. Under hard braking and even when leaning hard, this feedback from the front wheel contact area is almost unmistakable. It gives the rider a great understanding of what the motorcycle is doing, creating confidence when riding it.

Traction on both sides has also been improved, literally putting the bike on rails. Point the motorcycle where you want and it will take you there. But the front end updates contain more than just what catches the eye.

Add to all this the extra stopping power of the ADVICS four-piston calipers and 330mm brake discs, plus the extra leverage feel from the Nissin master cylinder, and the R6 instantly becomes a great race bike. In terms of handling, it may be one of the best 600s ever made.

2022 Yamaha YZF-R6 in Team Yamaha Blue color scheme.

Final Thoughts

After test driving the 2022 R6, everyone was happy. Yamaha has taken one of its most famous supersport platforms, added to it the knowledge and resources accumulated from other models, and delivered a bike that I believe can reignite people's love for the middleweight sports bike class. It's not the most powerful bike on the market, but it is without a doubt one of the most enjoyable. An excellent tool for racing, and perhaps a good partner on winding roads in gorges.

The 2022 Yamaha YZF-R6 motorcycle has a retail price of $12,199, and considering how much fun you can get from it, it's almost hard to justify shelling out an extra 3-4 thousand bucks for a liter motorcycle.

Specifications

By releasing the 600cc and 1000cc models in parallel, Yamaha engineers applied the most advanced technologies to both of them. The bike turned out to be not only balanced, but also incredibly powerful, and its technical characteristics can put almost anyone to shame. If compromises are not your thing, but a liter sportbike seems too big and heavy for you, the Yamaha YZF R6 will be the perfect option for you.

Engine

The engine that was originally installed in 2001 was slightly modified, and then acquired an injector along with four carburetors. Subsequently, it was modernized several more times, receiving an inertial charging system that adds power at high speed, different operating modes and an increased compression ratio. At the same time, the power ultimately did not increase, but even decreased slightly - in the first generation it is 120 hp, and in the last - 118.4 hp, and it is achieved at around 13000-14500 rpm. Torque ranges from 68 to 61 Nm, it is available at 10500-12500 rpm, so the engine needs to be constantly revved. Acceleration to 100 km/h takes only 3 seconds! At the same time, the maximum speed of the R6 is only slightly inferior to that of the YZF-R1, officially amounting to 260 km/h.

Transmission

The modern 6-speed transmission with slipper clutch works perfectly, shifting gears is easy and very precise. At the same time, the gearbox foot has a short stroke, which may at first seem unusual for motorcyclists who have switched from another vehicle. And it’s worth keeping in mind that the YZF-R6 is more demanding when it comes to choosing the right gear than the YZF-R1. After all, how many cubes do they both have? That’s the difference - with a smaller volume, the engine has to be turned more actively, and the gearbox has to be worked more often.

Chassis and brakes

The alloy Deltabox frame with a lightweight swingarm has been changed several times, but on any generation of the motorcycle it is completely consistent with its time. The suspension is fully adjustable both front and rear, and since 2005 an inverted fork has been installed. The brakes are very grippy; the front wheel has two discs (from 298 to 320 mm) with 4-piston calipers, and the rear wheel has another 220 mm disc with a 1-piston caliper (on older models, with a 2-piston caliper). ABS is only available on motorcycles 2022 and younger.

Electronics

Older copies have little electronic filling, but the younger the bike, the more there is. Starting in 2022, there are even more electronics due to the addition of auxiliary traction control systems and selection of engine operating modes. For diagnostics, you need to connect the motorcycle to a laptop with special software via the CAN bus.

Weight and dimensions

The curb weight ranges from 182 to 190 kg, but in any case remains low. Despite its not too low center of gravity, the R6 doesn't feel heavy and is very easy to handle. The compact dimensions also make a positive contribution, thanks to which the bike feels like a fish in water in dense city traffic.

Controllability

All generations of the Yamaha R6 handle superbly, and in the city they feel even more confident than the “liter” ones, thanks to their more modest dimensions and comparable dynamics. In reviews and feedback from owners, complaints arise only about the 2005-2006 models, which, according to pilots, have a tendency to skid the rear wheel during sudden braking.

Fuel consumption

This parameter directly depends on the year of manufacture (more precisely, on the generation) of the motorcycle, its technical condition, operating conditions and riding style. Modern injection R6s from 2018 consume an average of 5.6 liters per 100 km, and for some R6 from 2003 this parameter will be a liter and a half more, especially if you drive aggressively. Tank volume is from 17 to 17.5 liters, depending on the generation.

Second ten: test drive Yamaha R6 2022

It’s not for nothing that the Yamaha YZF-R6 is rightfully considered one of the most popular 600s among track-day regulars. On the one hand, it remains perhaps the best choice for starting sports due to its lower power and weight compared to “liters”; on the other hand, it remains widespread, the relative availability of the motorcycle on the secondary market and the abundance of tuning. Of course, because the motorcycle, which was released back in 2006, until recently was produced only with cosmetic changes.

Surprisingly, in our twenty-first century, when a model lives on an assembly line for an average of three to four years, after which, having undergone deep or not very restyling, it lives for the same amount of time and gives way to the next new product, Yamaha managed to sell essentially the same thing motorcycle for a whole decade. Please note, not cruisers or road bikes, but sportbikes - perhaps the most technologically advanced and sophisticated class of motorcycles.

The first generations of the Yamaha YZF-R6 have proven themselves to be excellent track day motorcycles.

The reason lies on the surface - all competition has long gone to the “liters”, where over the past ten years several generations have changed, power has increased, and there has been an epoch-making breakthrough in the development of racing electronics. And the six hundred... Of course, manufacturers pay attention to them, but much less - the Honda CBR600RR and Kawasaki ZX-6R, whose design was updated in 2013, can already be called old-timers, and the only relatively fresh device in the segment is last year’s Suzuki GSX-R600.

Against this background, the arrival of the new R6 looks cool - it's about time. But is it really that new? Get your handkerchiefs ready, the motorcycle originally from the blessed two thousand and six has been updated once again, apparently considering the development of a completely new model a thankless task. However, everything is not so bad, but rather the opposite - why radically change a motorcycle that is already considered an icon in its class?

Externally, the motorcycle has become much prettier and began to resemble its liter relative

Not much has changed in the motorcycle: yes, the design has been changed, the leathery folds of the usual menacing face have been tightened, the plumage has been brought to a common denominator with the latest generation of the top-end Yamaha R1.

But no matter how a pair of wide-set LED headlights and a narrow lantern of an openwork tail with a strip of thong, which for some reason is called a passenger seat, does not resemble a “liter”, the motorcycles cannot be confused: the characteristic inertial air intake gaping on the nose and reminiscent of “grand prix” motorcycles company - too bright a difference and a strong design move.

According to engineers, the new design has reduced aerodynamic drag by as much as eight percent, and the aluminum tank is lighter by 1.8 kg. We were also pleased with the new mirrors, which are now extremely convenient to fold, so much so that you can forgive the lack of visibility.

All optics of the new Yamaha YZF-R6 are LED

The aluminum diagonal frame remains the same, but the subframe is now magnesium. The titanium muffler appears to have simply been lengthened, making it look even more like a piece of drainpipe. But don’t let accusations of vandalism scare you; the inscription “Titanium” is engraved on the can especially for janitors and watchmen. And even though the appearance of the bank has changed at least a little, the problem for the new owners will remain the same - if it falls hard on the right side, the release will bend the pendulum.

Lightweight titanium exhaust comes standard

The changes are felt most acutely in the saddle - here the motorcycle has changed almost more than on the outside: new remote controls, a different shape of the tank and the dashboard do their job. It seems that the saddle has also changed - there is more space, narrowed towards the tank, it allows even small pilots to feel confident at traffic lights, and widening towards the stern, it makes it possible for fat guys like me to comfortably move away and lie on the tank.

The saddle will be comfortable for a rider of any height and build, but you will have to choose fewer passengers

However, there is one nuance - in the extreme positions of the steering wheel, the wrists rest against the protrusions of the front plastic lining of the tank. It is clear that this should not be a problem for a sportbike, but in the city it is uncomfortable. But the new dashboard, borrowed from the previous generation R1, is an example of ergonomics, style and readability. To the right of the moon-faced tachometer is a stunning white blinker, a battery of colored indicator lamps and a monochrome display showing all the necessary information, including the selected gear.

Oh, if only there was a full-fledged fuel level indicator and... Forgive me, adherents of bast shoes, a color monitor - in 2017, monochrome looks archaic. However, this is the only stone in the garden of progress; the rest of the electronics, which the new product is abundantly stuffed with, are very progressive, but we will return to it a little later.

The black and white screen, although it looks rather poor, is an example of an ideal device for a sportbike

In the meantime, the key is to start, first and... They stalled. The Erka, as before, has no lows, up to seven thousand revolutions, in principle. You can only get going from three thousand, after which the engine begins to sluggishly push the motorcycle forward. But as soon as the tachometer needle approaches eight thousand, a second ago the apathetic engine explodes, incredibly quickly picking up speed and capturing the pilot with a stream of power, shooting forward.

Liter engines don’t turn that fast, although they don’t have such a dip at the bottom – the laws of the genre. The inline-four's peak output is relatively modest, at just 118 hp. versus the previous 122 hp. (say thank you to the “greens”), but I assure you that this herd will not seem small. And although in the city, especially in traffic jams, with such an engine it will be extremely uncomfortable, but for the track it is ideal.

The power unit of the new YZF-R6 is a canonical in-line four with a volume of 599 cm3

The electronic throttle provides lightning-fast engine response, and most importantly, allows the user to choose one of three fuel maps, named A, STD and B. The first is dynamic and sharp, the latter is slow, softened and focused primarily on wet asphalt.

In addition, the new R6 boasts a cool six-level traction control, which, among other things, takes into account the current wear of the motorcycle's tires, adapting to current conditions. And even though you can select the mode only with the throttle valves closed, and in order to completely turn off the stabilization you will have to stop altogether, the traction performance is impressive.

You notice the operation of the exchange rate control only when the corresponding lamp on the instrument panel blinks.

Delicate, unobtrusive, unnoticeable... And a dozen adjectives will not convey the thrill that you experience while accelerating on the rear wheel, knowing that the electronics are closely monitoring the angle of climb and will not allow you to tip over on your back. In the most evil, first mode. The sixth, on the contrary, carefully dampens slippage at the stage of its conception, helping not to fly away on completely slippery asphalt. And to be honest, I still don’t understand why there are four more positions between them. So that it would be, apparently.

The optional quickshifter, which appeared on the 2017 motorcycle, is also important. And even though the system is one-sided and only works to upshift, it will easily allow you to drop a couple of seconds from a lap. It clicks pleasantly and thoroughly, without unnecessary twitching. A good example of how, with a slight movement of the hand, an old motorcycle can be turned into a modern one.

The motorcycle we received for testing is equipped with an optional quickshifter.

It’s a similar story with the chassis - they tried their best to make it better without changing fundamental things like the frame and the swingarm. The 2022 Yamaha R6 received a new fully adjustable fork with the thickness of the stay tubes increased from 41 mm to 43 mm, which coupled with an increased diameter of the front wheel axle took steering feedback to a new level.

You can talk for a long time about the increased fork cartridges and the increased stroke, but the main thing is that sometimes you get the feeling that the axle of the front wheel is in your hands, and you feel everything that happens to it directly with your nerve endings. The old Erka was not bad in this regard, the new one is impeccable.

The fork, thicker by 2 mm, boasts a full range of settings

Coupled with the low weight, overall torsional rigidity of the chassis and sharp geometry, the vehicle handles superbly. There is no heaviness of a liter here, you don’t need to struggle with the motorcycle at any speed, the device easily changes its trajectory and shifts without effort. Of course, there is no Italian piquancy in the habits, but I also did not observe the excessive imposingness that is usual with the CBR600RR. An ideal motorcycle for track days, capable of delighting you on any Russian track.

Similar changes affected the brakes: on the one hand, everything is as before, on the other, the diameter of the brake discs has increased from 310 to 330 millimeters, new 4-piston calipers with radial mounting and a new radial brake machine without any reinforced hoses have increased sensitivity, grip and transparency. operation of brake mechanisms. Again, to the point, no matter what, and the ABS settings are certainly pleasing - the anti-lock does not bother you with excessively early activations.

The diameter of the brake discs has increased by 20 mm compared to the previous generation R6

The new R6, like the previous one, is perfectly balanced, damn fast and as obedient as a surgeon's thin scalpel. The changes have definitely benefited her. All. You don’t even feel the lower engine power compared to its predecessor. And even though the new product is based on a motorcycle that appeared more than ten years ago, the new Yamaha R6 has every chance of maintaining its leadership in the segment.

Flaws? In addition to the flaws in ergonomics, there is another one - a price tag of 990,000 rubles. Expensive, especially compared to secondary market prices for reprehensible close relatives. Are innovations worth the money? Undoubtedly! But the main audience of the “six hundred” is novice athletes; their budgets for buying a motorcycle, as a rule, are far from five zeros.

And if they are not far away, rest assured that they will leave them in the BMW showroom by choosing the S1000RR. I assure you that against the background of the abyss separating the peak power and torque indicators of the Japanese “six hundred” and the German “liter”, the gap in the difference in price tags will go unnoticed.

Video review of the Yamaha YZF-R6 2022 sportbike:

☞ youtube.com/c/omoimot - our YouTube channel

Photos of Yamaha YZF-R6 2022:

Thank you for providing the motorcycle for testing.

Accreditation and organization of test drives – Denis Sokolov | | +7 (999) 851-49-71

Repair and tuning

How often you will have to spend money on your two-wheeled friend, and how much money will be spent, greatly depends on the operating conditions of the motorcycle. If you drive as usual, then you will spend less, but with regular races on the track, repairs and maintenance will require completely different amounts.

Repair

The Yamaha YZF R6 is not highly maintainable, and many components in it, in the event of a breakdown, can only be replaced and not repaired. This results in the high cost of maintaining the model and the complexity of many service operations. In addition, the latest generations of sport bikes contain a lot of complex electronics, which only experienced mechanics with a laptop and special software can understand. To carry out full diagnostics, you need to connect the “brains” of the bike to a computer and analyze all the data.

Spare parts

The compatibility of spare parts between different generations of a motorcycle is far from 100%, and it is often difficult to find the necessary parts for old Yamaha YuZF R 6. Everything is available to order, but the price may surprise you. But there are few non-original spare parts, despite the popularity of the model and the fact that the market is full of non-original consumables. Their quality ranges from excellent to dismal.

Tuning

The range of available tuning is huge, it includes both cosmetic elements and purely technical ones. Refining the transmission, strengthening the engine, upgrading the brakes - whatever you want, there would be enough money. Moreover, most of this stuff is offered by third-party manufacturers, and not by Yamaha itself.

Yamaha R6, top sports motorcycle

Yamaha R6, sportbike 600
The king of motorcycles from the golden period of the sport of the 600 series. The Yamaha R6 debuted in 1999 and immediately made the womb go wild, even among the male group. A beautiful, light, compact and very sharp sports car. The halls were buzzing - Yamaha had done a great job and this period was undoubtedly theirs.

The R6, although slightly heavier than the Gixx, ​​offered 5 hp more. more, he loved to take turns and roared at the same time as in rage. To achieve this, it has an excellent braking system and good suspension.

It was only after minor shortcomings emerged that high performance was paid for with less reliability. Poor transmission design, i.e. the two dropping out, has plagued Yamaha to this day. In addition, high mileage engines liked to “drink” oil while driving (without stopping in place). There is a lot of used R6 motorcycles on the market - however, buying a well-maintained copy is more difficult, but if you manage to do it, you may fall in love with it.

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The decline of the era of six hundred: Yamaha R6 RACE (2021) - the finale of the history of the iconic sportbike

Introduced to the public in 1999 and becoming a cult, if not the absolute best motorcycle in the Supersport class, the Yamaha YZR-R6 saw public roads for the last time in 2022: the plant announced the transition to the production of a limited number of these motorcycles for track use only.

MOTOGONKI.RU, November 18, 2022 - Yamaha made this move following Honda, which this summer introduced the 2021 CBR600RR model exclusively Race Only - without homologation for public roads and supplied through the dealer network on a pre-order basis. The motorcycle has become noticeably more expensive, but has received absolute racing features and aerodynamics, like its older brother CBR1000RR-R Fireblade SP.

Yamaha R6's first WSS win - Jamie Witham, 1999, Donington Park

The Yamaha R6 made its World Supersport debut in the year it was born: Jamie Witham led the factory Supersport to the finish line at Donington Park in first place, kicking off a brilliant run of victories that included stars such as Jörg Teuchert (2000) and Cal Crutchlow (2000). 2009), Chaz Davis (2011), Sam Lowes (2013), Lucas Mayas (2017), Sandro Cortesi (2018), Randy Krummenacher (2019) and Andrea Locatelli (2020).

Russian stage of World Supersport: Vladimir Leonov on the podium with Kenan Sofuglu, Moscow Raceway (2012)

The R6 became a truly iconic motorcycle in Europe and Japan, thanks to the widest range of parts and tuning services, especially in Germany and France, where many teams and tuning studios specializing in Yamaha appeared in the 2000s. There is an incredible selection of R6 models and modifications on the secondary market, both in pure road performance and prepared for racing, which makes choosing easier. In Russia, the Yamaha R6 remains the most affordable and popular motorcycle at any track days and in amateur racing. All Russian teams that have ever made it to World Supersport have raced on a Yamaha R6 due to the excellent support from both Yamaha Europe and third-party service providers.

Sam Lowes - 2013 World Supersport Champion, Yakhnich Motorsport

Sam Lowes became World Supersport champion with the Russian team Yakhnich Motorsport in 2013, and his teammate Vladimir Leonov has been on the podium on numerous occasions. The team competed in the WSS on a Yamaha YZF-R6, receiving direct support from Yamaha Europe in the second half of the season, which ensured Lowes success in the dispute with his main competitor, Kenan Sofuglu, who at that time represented Kawasaki.

Classic of the genre: Yamaha R6 2009

The paradigm shift is dictated by global changes in the market for 600 cc motorcycles, which have ceased to be competitive due to the introduction of new Euro 5 standards in Europe and the upcoming Euro 6 package. The European market has always been a priority for Japanese factories, since the American market focused on top models with 1000 cc engines. Plus, it was Japan and Europe that were the scene of fights for the title in international racing series: Italy, Spain, Germany and France - their national championships were based on the Supersport class, from which all the current champions emerged into the world.

Yamaha YZF-R6 RACE (2021) - now only for the race track

However, in 2022, the principles of the FIM Supersport World Championship Technical Regulations will change: the championship will be opened to motorcycles with larger engines (up to 955 cc in V2 format and 765 cc in L3 format). The global trend dictates one rule - an increase in cylinder displacement and torque with a subsequent decrease in the peak operating speed of the crankshaft, due to which the level of peak power and dynamics remains the same while rapidly reducing the level of harmful emissions into the atmosphere. In this regard, manufacturers are hastily changing their production plans for the next 5 years and removing products from the lineup that do not fit into the new standards.

Yamaha R6 will become Race Only from 2022:

Yamaha officially confirmed yesterday that road homologation for the motorcycle will no longer be carried out, and the plant will be refocused on exclusively track use. The motorcycle will be supplied all over the world, including to national championships.

The Yamaha R6 RACE will be powered by a lightweight 599cc engine. (DOHC liquid cooled) with titanium valves. The classic aluminum Deltabox frame, refined in MotoGP and returning to World Supersport in 2016, will be fitted with a magnesium subframe to optimize weight distribution and a set of top-of-the-line KYB suspension. The electronics package will include an advanced traction control unit with D-Mode functionality, as found on the YZF-R1, and optimized for track use.

Delivery of motorcycles from the factory will begin in January 2022, so that championship participants can prepare for the new season.

According to the new plan, Yamaha will immediately be ready to ship a full set of racing tuning products from the official GYTR (Genuine Yamaha Technology Racing) brand.

Yamaha YZF-R6 RACE (2021) - now only for the race track

The R6 GYTR Kit is focused on creating an improved, lightweight motorcycle that is ready to race right out of the box. It will include:

1) updated, fully programmable ECU, 2) lightweight braid and new interface cable, 3) set of AIS (Air Intake System) plastic panels to change aerodynamics, 4) Titanium Akrapovic direct racing exhaust system, 5) set of reinforced brake hoses, 6) GYTR ABS Emulator, which is installed instead of the ABS unit and its components to make the motorcycle lighter, 7) gas tank filler with keyless access, brake lever protection according to FIM standards, 9) set of sprockets for 14 and 45 teeth for the 520th chain, 10 ) reinforced DID Gold 520 chain, 11) chain guard, 12) quick-release rear wheel bushings for mounting on a runner, 13) branded GYTR rear wheel mount, 14) fully customizable sets of pilot footrest mounting frames.

Yamaha also recommends the officially race-homologated KYB suspension tuning kits from Öhlins, which are available separately.

YAMAHA F6CMHS EU NOW ON ANY SIDE.. (Views: 1)

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In general, we are talking about the hypothetically assumed. But 25 km/h on the seventh propeller is already a full slipper. On the eighth - gas at 3/4 and speed 27-28 with a TOTAL weight (boat-27, motor-28, gasoline-4, skipper-86 with things?) of about 155-160 kg.. Consumption is no longer 2.2 l/h, and no more than 1.5-1.6 l/h, which, believe me, is closer to the real one. Those. 40-45 minutes on the tank at a speed of even 27 km/h. Then count. In any case, my estimated 15-20 km (and even more) per 1.1l is quite realistic. Your 8.8 liters per 100 km is also, you agree, not bad. But for some reason, on the water, few people think so (per 100 km). Mileage is less than on asphalt. And the conditions - today there is one load, wind, etc. , tomorrow another one. About 25 km/h on the seventh propeller and a keel boat, my personal opinion is hardly. And further. It is somewhat easier to disperse a punt in calm conditions and small ripples. Where do you get your knowledge from? Good luck.

vladimir07

vladimir07

The other day, the two of us walked against the current on 1.5 liters for 20-25 km. In my opinion, a wonderful expense.

Yes, the consumption is wonderful. Let me clarify: together - how much in kg? Screw 8? What speed? Still 20 or 25 km? The difference is significant.

———- Message added at 00:13 ———- Previous message posted at 00:05 ———-

Now the same boat runs at a maximum speed of not 23-24 but 30-31 km/h (propeller at 8 1/4 pitch). And it lifts two people onto the glide quite easily. And max. The weight put on the planing (boat+motor+crew+gasoline+anchor+things) is about 270 kg, i.e. 45 kg per horse, but this is already with a wing and a punt boat (propeller with 7″ pitch). .

How much does your boat lift on planing with an 8 1/4 pitch propeller?

———- Message added at 00:16 ———- Previous message posted at 00:13 ———-

vladimir07

That is, with an 81/4 pitch propeller, the boat can hardly lift 238 kg on the glide and the maximum speed is 24 km? With a 7-pitch propeller and a wing, the boat can glide 270 kg and reach a maximum speed of .

Dimensions and weight

The bike weighs 160 kg without fuel. Together with him, his weight is 189 kg. This difference is due to a gas tank of 17 liters, which is quite enough with an average consumption of 6 liters per hundred. The wheelbase of this motorcycle reaches 1375 mm, and the height of the bike at the saddle is 850 mm. The latter means that the motorcycle is only suitable for those whose height is above 180 cm.

Motorcycle modifications

The sportbike has been changed several times, and now the seventh generation is being sold in dealerships, which will be released in 2022. Below are the main changes to the model by year:

• Yamaha R6 2001. A lot of minor changes to the engine, affecting pistons, connecting rods, ignition and much more. They were considered successful, and the 2002 Yamaha R6 was produced in exactly the same form.
• Yamaha R6 2004 model year (production actually began in 2003) acquired an injector instead of carburetors, as well as an updated appearance.
• Yamaha R6 2006. Another deep restyling with creatively recycled plastic and an engine with increased power (up to 127 hp). The modernization also affected other elements - exhaust, headlight, gas tank, injector and gearbox. The clutch became slippery and the mechanical throttle was replaced with an electronic one. The ignition system has also been completely replaced with a new one. There were some minor flaws, but in the Yamaha R6 2007 they were all corrected.
• In 2008 and 2010, restylings were carried out, but there were no significant changes in the technical part.
• The 2022 Yamaha R6 has received the most profound changes in the model's history. The design was completely redesigned, the bike received a new suspension, stronger brakes, an aerodynamic body kit, auxiliary electronic systems and much more.

Appearance

If I don't like the R1 (I just don't like it, and although the truth looks better in real life, there are some that I'm present for), then the R6 has even won my heart. It looks aggressive, like a bad motorcycle straight out of hell. Here the lights on the new Yamaha look much better than those on the R1. They are not so simple and are more like logs. By the way, they beautifully decorate the road. The bike itself looks great. The high-suspension Passenger backrest, inspired by Ducati, creates a striking and aggressive look. You can see that this bike is not just a toy for wild rides on the track. He's really cool, at least in my opinion.

Yamaha YZF-R6

Chassis and brakes

The suspension here is quite comfortable: at the rear there is a pendulum with a monoshock absorber with a stroke of 120 mm; At the front, the YZF R6 uses an inverted fork with 115 mm of travel. The brakes are disc and hydraulic. The rear diameter is 220 mm, and the front diameter is 310 mm.

Hit parade

I deliberately omitted the story about the operation of the transmission of the compared motorcycles, since they do not differ in anything special. Perhaps the gearbox of a Honda sportbike deserves a special mention... No, not for the amazing clarity of gear shifting, for which vehicles of this brand have always been famous, but because of the gear ratios that differ from the YZF-R6 and F3, which for me personally were not obvious and even unnatural. For example, if the turn before the finish line on Yamaha and MV Agusta motorcycles was comfortable to take in second gear, then on the Honda machine it was a little lacking, and there was a desire to go down to first... Which was too little, and the engine was suddenly driven by one deft movement left foot into the red zone of the tachometer, tearfully begging to quickly return to second gear.

As I already wrote, coupled with the “smooth” and even overly friendly engine, this created the false impression that the motorcycle simply “didn’t move,” to put it more simply! In reality, everything rested precisely on the obviously elongated transmission ratios, because of which, by the way, the Honda CBR600RR developed the highest maximum speed on the stand! True, only on the stand... On the track, the MV Agusta F3 turned out to be faster than others on long straights. My personal hit parade of sportbike braking systems looks like this: F3, CBR600RR, YZF-R6. The Italian motorcycle is equipped with front brake discs of the largest diameter, as well as truly incomparable radial 4-piston monoblock calipers from Brembo...

I think comments are unnecessary here. The Honda CBR600RR is the only one of the test vehicles that was equipped with ABS. And, of course, not a simple one, but a combined one, which the Japanese concern uses, it seems, on all motorcycles, with the exception of cross-country and enduro models (although I’m sure it will get to them someday...). Despite the not the most effective Tokico 4-piston front calipers, the presence of an anti-lock braking system greatly simplifies control over the braking process, and, of course, makes it more dynamic. Press releases dedicated to the update of the CBR600RR model say that Japanese engineers have worked a lot on the C-ABS control electronics and made it more responsive to the moment of wheel stall, so that the system does not interfere with the pilot’s control of the motorcycle on the race track... But this is still not the case . The operation of ABS is noticeable under almost every braking, which is especially noticeable due to the absence of the notorious slipper clutch on the CBR600RR. Unfortunately, there is no opportunity to configure or at least adjust ABS on a Honda motorcycle, as it can be done, for example, on a BMW HP4... But this, however, is a completely different motorcycle, from another planet and for different money.

The performance of the YZF-R6 braking system is also at the level, and there was never a situation where it was not enough. Although there is no anti-lock braking system, the good old Sumitomo 4-piston calipers, terminated at the other end of the reinforced line by a Brembo radial machine, provide the driver with good front-wheel feel and allow precise timing of the initiation of braking. And everything would be fine, but the brakes of the Yamaha sportbike have two fatal problems that did not allow me to place the “resourceful” YZF-R6 in second, or even more so, first place in the hit parade. The names of these problems are Honda and MV Agusta. The Japanese counterpart “outdoes” the competitor with the presence of C-ABS, and the Italian device proudly bears nice mechanisms, painted golden and decorated with the word Brembo.

Price of Yamaha YZF 600 R6 according to sales advertisements

The maximum price of Yamaha YZF 600 R6 among the advertisements found is RUB 504,000*

The average price of Yamaha YZF 600 R6 among the ads found is RUB 298,000*

The minimum price of Yamaha YZF 600 R6 among the advertisements found is RUB 225,000*

Yamaha YZF 600 R6 in Rostov-on-Don

02/12/2020 237,000 rub.

Yamaha YZF 600 R6 (40A) in Salekhard

02/10/2020 227,000 rub.

Yamaha YZF 600 R6 2003 in Bor

05/28/2019 225,000 rub.

Yamaha YZF 600 R6 2011 in Ufa

11/06/2016 RUB 504,799

* Attention! Under the maximum, average and minimum of the Yamaha YZF 600 R6 motorcycle on this page, the average cost according to advertisements for sale on the Internet is indicated, without taking into account the year of manufacture, configuration and generation of the motorcycle model.

Honda CBR 600 F4i

Honda CBR 600 F4i, Honda 600cc

Motorcycles up to 600cc. The CBR 600 F4i is the least sporty bike on our list today - it's the only one with a full bench - although F4 fans can also buy the S version, which is sportier looking and a kilo lighter.

The 600cc CBR engine gives us 109bhp of power and is one of those engines on which Honda has built its reputation for reliable motorcycles. Yes, you can complain about the timing belt tensioner or voltage regulator - but these are minor things. There are a lot of good things to say about these engines and machines because many people choose these devices to perform their stunts.

Don't be fooled by the convenient layout of the controls - the F4i, as befits a sports segment, can accelerate to 250 km/h. The motorcycle is also ideal for everyday use, it is not afraid of motorways, as well as exits to the track - although it is not specifically made for riding. This fact has not stopped Honda from conquering the market, and currently among the used cars is the CBR.

Maintenance of a 2004 Yamaha R6 motorcycle

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This material was written by a site visitor and was compensated for. Minor maintenance of a 2004 Yamaha R6 motorcycle

Three reasons pushed me to disassemble half of the motorcycle, unscrew the spark plugs and see what happened to the filter:

— Idle speed “floated” at 100-200 rpm — After reaching 180 km/h, the motorcycle refused to accelerate — When, upon purchase, I asked the former owner about the condition of the spark plugs and air filter, he paused and said a mysterious phrase - they’re still working..

There are enough reasons, it's time to get down to business. The first thing I took on was to go to the auto market and buy a key for 36!!! It's a big key, I must say... It costs around 450 rubles. After purchasing this tool for repairing railways, we also purchased a Force 5-25Nm torque wrench and 16mm sockets to remove the spark plug. All this cost about 2000 rubles. We bought the tool, it’s time to go buy candles. I went to the nearest motorcycle showroom and bought four NGK CR10EKs for 470 rubles each.

We can start. And so, take the key to 36:

And unscrew the damper In addition to the key, you will also need a hexagon number 5.

The damper was removed, great. Now we unscrew the driver’s seat with the same hexagon and have full access under the “hood”. For convenience, I removed the tank.

Now take a regular Phillips screwdriver and unscrew the filter housing.. Remove the cover and.. O MINE GAT!

This spring someone made a nest in my air filter...

We take out the filter. The manual for the 2003 Yamaha R6 says that the filter can be washed. Actually, that's what I was counting on. Drilling out the rivets:

(only 3 rivets on top and the filter itself will fall apart)

We disassemble the body and begin to rinse in gasoline:

While it is soaking, we take on the candles. We remove the remaining filter housing and the pipes that go to it. The pipes are covered with plastic, which will also have to be removed.

Next we see a plastic cover on which the wires lie.

Everything is very simple here. The harnesses that hold the wires together can be loosened. To do this, there is a small protrusion at the base of the tourniquet - press on it and voila - the shackles fall apart. A little deeper there is another clever Yamaha device:

We press on the cap, slightly pry it up and the mysterious plug is in our hands. That's it, now the wires are to the side, we carefully pull and here is a piece of plastic in our hands. We see 4 ignition coils.. We will disconnect the wires one by one and pull them out. I had to be patient and strong - it was very difficult to take them out! Now we unscrew the spark plugs and see this picture:

The candle is black.. Bad sign! Either the mixture is rich (which may be due to an injector not configured for forward flow), or an excessively dirty filter! But more on that a little later, but now we’re screwing in the new candles. For this, the torque wrench we purchased earlier will be very useful to us. We set it to 13Nm and with a calm soul and a pure heart we twist it...

Great! Now let's clean the coils and put everything back together in reverse order. Have you collected it? Then all that remains is to deal with our lanky filter. To clean it, I bought about 4 liters of gasoline. I needed half a liter of this to make filter grease. It's no secret that the filter must be lubricated after thorough washing and drying. To do this, the manual recommends simply bathing the filter in engine oil. In my opinion, this is a rather cruel way. I made it simpler, following the advice of the mechanics, I simply mixed 500 ml of gasoline and 500 ml of oil (Motul 10W40). I soaked the filter in this mixture, squeezed it out, and let it dry a little. The filter looked like new:

Previously, the filter was held on by rivets; I tied it together with metal wires. It’s a little rustic, but I’m not going to use it forever; on the contrary, one of these days I want to order a new one. But this spare option is also very good. I just didn’t know what condition my current filter was in.

So, now let's put everything back together in reverse order! The bike is ready for battle, but first.. I hold down the RESET and SELECT buttons, turn the ignition key to the ON position, and do not release the buttons for about 8 seconds.. DIAG should light up on the dashboard.

Great, click SELECT. We see CO:

Now press SELECT+RESET and select C1-C2-C3-C4. Have you chosen? Press SELECT+RESET, numbers will appear, then use the SELECT or RESET buttons to set the desired value. Exposed? Press SELECT+RESET and select the next CO.

Since I have direct flow, but not PowerCommander, and judging by the spark plugs there are certain problems with the mixture, I decided to make a small adjustment in this way. After reading all the foreign forums available on the topic and summarizing the knowledge gained, I set the most optimal settings C1+1; C2+2; C3+2; C4+1, example:

You:

C1 - 1 C2 - 7 C3 - 7 C4 - 1

Accordingly, after setting:

C1 – 2 C2 – 9 C3 – 9 C4 – 2

After setting, turn the key to the off position. That’s it – the settings are saved, the bike is ready! Gentlemen, start your engines!

Mine started and warmed up without any problems. The sound is now smooth and droning, all the clicking noises in the engine are uniform and perfectly audible. It’s time for a test ride. The night city is empty of teapots and now the peace is disturbed only by drunken pedestrians running and crawling across the road in all places and at all angles. I live outside the city, so finding an empty straight line is not a problem! On this very straight line I unscrew the throttle for all the money! Oh my God! In just a couple of seconds I’m already flying at 150 km/h, the motorcycle doesn’t even think about slowing down! And then boom - I fly a few centimeters into the air! Fucking crucian carp! And once again - boom! And again in the air! What kind of idiots are laying roads in this country!? And for this you also have to pay 6,000 rubles in road tax.. In general, having slightly beaten off the buns, I fly on.. - and sharply press the brakes! Some street racer got out in his Mazda and was barely trudging along at 130 km/h in the left lane, thundering through the entire neighborhood! What kind of people! Almost jumped on his bumper...

In conclusion, I will say that the work was completely worth it! Mot is simply unrecognizable.. Now I'm seriously thinking about improving the brake system..

PS be sure to use compressed air to blow everything out, don’t be lazy to wipe with a cloth and vacuum at all stages of disassembly!

More details about setting up CO: https://www.r6messagenet.com/forums/r6-how-guides/15407-how-richen-lean-mixture-without-power-commander.html

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This material was written by a site visitor and was rewarded.

FAQ

• How noticeable is the difference in dynamics compared to the R1? At speeds up to 150-170 km, the difference is near zero, and it can be attributed to the reaction time of the pilots themselves. At higher speeds, the YZF-R1 begins to confidently pull ahead.
• I want to ride on the track and race at sea in the summer for a couple of thousand kilometers. Is this model right for me? Doubtful, unless you are a masochist. Some people even ride 50cc scooters across Russia, but this bike is not designed for long rides. Most drivers, after several hours behind the wheel, begin to ache in their back and arms, which are subjected to high loads due to a purely sporty riding position.
• Is it possible to turn off assistance systems like traction control? I don’t like it when technology tries to think and make decisions for me. It is possible, but it is not recommended. Japanese engineers are by no means fools, and they installed all this for a reason.

Yamaha YZF-R6 (2006): Test drive from Motorreview (Nikolai Bogomolov)

For some reason, there is a widespread belief that 600 cc sportbikes are an ideal option for inexperienced motorcyclists who want to join the “plastic” world. Well, the most popular “motorcycle for beginners”, due to the promotion of the brand in Russia, is the YZF-R6. For me, this approach to understanding motorcycling has always caused some skepticism, which was reinforced by memories of riding supersports of past generations. But in recent years, Yamaha has been so diligent in bombarding mailboxes with press releases describing new technologies to make the motorcycle as rider-friendly as possible that for a while I even doubted my own rightness. As it turned out, in vain. I spent the second half of the summer in the saddle of the GSX-R1000, by all accounts one of the most extreme modern sportbikes. It took quite a long time to get used to the landing, and even after 6,000 kilometers I sometimes feel some discomfort in the lower back and hands. But compared to the YZF-R6, the Jixer seems like a touring motorcycle. In the issue before last, I already described in detail my torment while driving on a karting track, which ended with a premature retirement from the race, so I will not bore the reader with repetitions.

In the city, an uncomfortable seating position is not so much of an issue. Since you don’t have to change your body position often, it becomes possible to find one relatively comfortable position and try to ride in it for as long as possible. However, fatigue sets in quite quickly. There is something wrong with the physique of either me or the person whom the designers used as a model. The second option is more likely, since I don’t experience such problems on most motorcycles.

Yamaha R6 (YZF-R6)

However, if you remember that tuning is not only “yoshimura” and stickers, with the help of adjustable footrests, clip-ons and lowering suspension arms, the problem can be, if not eliminated, then minimized. But with the engine the situation is much worse. The YZF-R6 has a great engine. Powerful, quickly spins up, and quite reliable. It, like most sports 600s, has one serious problem, which politically correctly can be called a feature: the lack of traction at low revs and explosive pick-up in the second half of the range.

And from this it follows that you can ride a motorcycle either very slowly or very quickly. The first mode, with the needle held within 6000 rpm, will quickly get boring even for the most seasoned “teapot”: the motorcycle rides at the level of a tortured 400cc classic. When the revs rise higher, the device begins to show a sporty character. This is expressed in a serious surge in power, during which even a fairly experienced pilot can become confused. In order for the motorcycle to move quickly and without jerking, you have to keep the tachometer needle closer to the end of the scale. City driving, which is familiar to most motorcyclists, in which slow maneuvering between cars is replaced by “shots” into free space, does not work here: when the vehicle starts moving, it’s time to brake. However, it's not all bad for the YZF-R6. If you get used to the seating position and the engine, you can get little comparable pleasure from the motorcycle, both on the track and in the city. The excellent chassis and negligible weight allow you to do things that are not possible with any other motorcycle. That is why in circuit racing the lap time of the “six hundred” is practically no different from the older classes.

But I wouldn’t put a beginner on such a motorcycle. Even a liter sportbike seems like an easy-to-control and predictable toy. And to understand and enjoy the YZF-R6, you need to have several years of driving experience under your belt. And even then it is not a fact that the relationship will be successfully established.

Brief overview of the model

The Yamaha YZF-R6 is a motorcycle that makes music. When you see the pilot of an R6 in motion and hear him let off the gas, it really is like music. And once again this reminds us: Yamaha is not only motorcycles, but also musical instruments.

The company's emblem is 3 crossed tuning forks. No one notices this connection until he gets on a motorcycle and realizes that music is Yamaha. Only then is the correspondence between the musical instrument and the two-wheeled car discovered.

From music to motorcycles. Yamaha has always prioritized beauty and design. The R6 motorcycle is very narrow, the fit is quite tight - it's an ergonomic design. The rider's body fits completely into the car - man and car become one.

Kando is an ancient Japanese philosophy that describes how music and beauty influence the human spirit. Kando still defines the design philosophy of the YZF-R6 today. The design of the R6 was able to combine all the ergonomic features of Japanese motorcycles, thanks to which it performs wonderfully on the race track, and when traveling along busy city streets and steep mountain serpentines, and even on off-road terrain.

The R6 copes well with the absence of roads, and shows itself in all its glory on a road with good asphalt: this is a motorcycle on which the designers from Yamaha have worked hard, combining into a single whole all the necessary qualities of a sportbike and a motorcycle for “every day”.

Company President Atsushi Ishiyama talks about how the sharp, yet beautiful design of the new motorcycle was created: the shape of the R6 resembles a bullet in the wind, a tiger and a lion, predators in their natural habitat...

The motorcycle has two eyes: a novelty at that time. And one cannot but agree with him: sharp corners, smooth lines, the colors of nature itself - its predatory side. Truly, the design of this car is unique.

Test drive YamahaYZF-R6

Friday... Relaxed by the heat and the anticipation of the approaching (finally!) weekend, people lazily wander around the offices... There is absolutely no desire to go outside! The first summer residents appear on the roads, either singly or in flocks. They were luckier than others: it was only the beginning of the day, but they were already free. However, excessive optimism is not visible on their faces; no one intends to throw their caps into the air. Well, okay, but I’m in a better mood than ever. Moreover, the coming weekend is only in tenth place. No, my soul sings in anticipation of testing the bike, the design of which was developed by Rossi himself, the Great and Terrible!

To my regret, we are not talking about the Yamaha M1 (look, what did you want!), but about its “second cousin” Yamaha R6. It should be said that we were incredibly lucky with this motorcycle: not only is it a 2005 model that we have not yet tested, but it is also a limited version of the R46, released specifically for fans of the Doctor in a quantity of only 2,500 units. The news about the test spread at the speed of light, and now I arrive at the salon that provided the motorcycle for the test, not in splendid isolation, as planned, but in the company of the pilot and technical director of the Crazy Hohols Racers team, Gleb Starostenko.

While the bike is being rolled out of the showroom, I have a couple of minutes to put on my overalls and remember what I know about the R6. Let's start with the fact that this motorcycle has been in the host of supersport gods for many years in a row, waging a fierce battle with rivals from the Big Four and the Italian Ducati. First of all, on the race tracks, where every victory achieved is followed by a cascade of market sales. It’s impossible not to notice that the designers of super sports motorcycles sometimes get carried away “on the corners”: inspired by another victory, they “throw out” very charged “animals” to the market, which only a true fan, and even a sophisticated driver to boot, can enjoy. The next year, in response to public grumbling, they release almost a sports-tourist, ideally suited for the city, then again a “supersport” and so on ad infinitum. Today the “swing” is in an aggressive phase, so to speak. The Big Four's products are increasingly reminiscent of pure race bikes and things like the slipper clutch and petal brake discs on the Kawasaki Ninja ZX 6R, two injectors per cylinder on the Suzuki GSX R600 no longer seem out of the ordinary.

Compared to these “brutal” competitors, the Yamaha R6 maintains stoic calm and does not make sudden movements. And this is good. It’s almost impossible to make the best even better, but it’s easy to screw it up. It is logical that the design staff chose the path of evolutionary development of the existing design.

And then the Erka arrived in time, it was rolled out of the cabin. Yes, at first glance there are no changes in the exterior, but how impressive does the motorcycle look in Rossi’s “colors”! Night and Day, Day and Night, it’s simply impossible to take your eyes off him. Yes, there is also an autograph from Himself! Wait a second, that's not all. It turns out that limited edition motorcycles are equipped with a carbon muffler from the famous brand Termignoni. Yes, this is a great gift for true fans!

There are other changes, perhaps not so noticeable to the eye, but no less significant. Thus, the Yamaha R6 has finally acquired an inverted front fork. Well, it’s high time, because “colleagues” from competing companies have already come to the rescue. That’s it, there seem to be no more cardinal innovations, we’ll try out the rest during the test.

You immediately have to join the seething cauldron of the capital's district. As always, there was no one willing to let the unfortunate motorcyclist through, so we had to “spin”, or rather spin the cheerful “Yamaha” rider. The “shot” in second gear to the accompaniment of the tuning release instantly changed the balance of power on the road. So, an easy slalom, and a teeming flock of cars is behind. As always, behind the wheel of the R6 you forget what it's like to control a motorcycle. Any maneuvers are performed with ease, seemingly inaccessible to other motorcycles, but... By God, this bike is not for the city. Despite the fact that both the ergonomics of the driver’s seat and the characteristics of the power unit make it quite possible to feel normal in a crowded metropolis, you have to constantly restrain yourself and the motorcycle, often working the gearbox foot, trying to keep the beast in check and at the same time getting the right amount of torque for " low start", if necessary. That's enough. There’s clearly no place for us in the bustle of the city, so we’re going to the Chaika.

Just that day, training was taking place on the small ring of the sports complex, so the track was in relatively good condition, if that can be said about this track.

The very first laps on the track convinced us that this is the real element of the Yamaha R6. Having burst into operational space, the bike seemed to breathe deeply. Turns and ligaments are completed in one breath, and straight lines are instantly “eaten up” by the predatory whistle of the inertial boost. And yet, his element is turns. The steering geometry has changed slightly compared to last year's model: the tilt angle has increased to 24.5 degrees (24" on last year's model). In addition, the 2005 model is equipped with a front tire whose profile height is now 10% higher (120/70-ZR17 instead of last year's 120/60-ZR17). In theory, such innovations were supposed to change the handling not for the better, but in reality I did not receive any difference, much less any negative impressions. Surely the new inverted fork made its contribution, reducing the unsprung masses, and the location of the steering handles, according to the designers, also changed, smoothing out the effect of using a higher-profile front tire.

All turns are as easy as possible on this motorcycle, and both the steering itself and the traction control are a pleasure. Seemingly minor changes to the engine, such as the use of 40 mm Keihin throttle valves instead of last year's 38 mm and combustion chambers coated with ceramic coating to improve fuel combustion, gave an increase of 3 hp. In fact, the main benefit of the changes made is that the traction has become smoother. Just enough to make control of the bike in turns more comfortable. All of the above, plus retuned electronics from Mitsubishi and new 12-channel injectors, made it possible to significantly improve the dynamics, and this is felt throughout the entire speed range. At the exit of a turn, the motorcycle willingly “bounces” its front wheel, demonstrating its readiness to catapult you, if not into the stratosphere, then somewhere very high and very quickly. The return of the front wheel to mortal earth is accompanied by a very unpleasant sensation, suggesting that it would be necessary to install a steering damper, and its presence as standard is more than desirable (hey, Yamaha, are you listening?).

The new brake mechanisms also left no reason for dissatisfaction. Essentially, the brake calipers are the same, four- and two-piston Sumitomo front/rear, respectively. The difference is that now the front brakes are mounted radially, their efficiency has increased, and the feedback has become better. The diameter of the brake discs has increased to 310 mm (versus 298 mm on last year’s version). At the same time, their thickness decreased by 0.5 mm, so that there was no increase in unsprung masses. At any speed, the motorcycle settles decisively and quite predictably (although, honestly, Yamaha, at least for this replica, could have been generous with reinforced hoses). The motorcycle also allows for effective engine braking. Although the transmission doesn't have a slipper clutch like the Kawasaki ZX-6R, even aggressive downshifting doesn't lock up the rear wheel, so experienced riders will enjoy extremely effective deceleration.

On the Nth lap, just when going through a long turn before the start-finish straight, suddenly the traction suddenly disappeared... What the hell? Ah, gasoline, gasoline. My dear has dried up. That’s it, it’s time to wind down, the Yamaha R46 has drunk all the juice out of me, so with a calm soul I hand it over to be torn to pieces by Gleb Starostenko and Dmitry Yankevich, who has joined our little “infighting”. You can read their opinion on this matter further, but for now I will outline everything that “pained” during the test drive.

This motorcycle attracts like a magnet. First, with its unusual appearance: Day and Night, Night and Day alternate on its fairings, as if mocking the natural course of things. A completely different feeling comes from riding it. Sensitive, sharp, he is ready at any second to respond to any desire of the driver. The bike is a real step up from its predecessor, although some might disagree when looking at the list of upgrades. Having applied a calibrated, almost jewel-like approach to the process of modernizing the bike, Yamaha engineers have once again created a masterpiece. As for the limited edition R46, it’s a balm for your fan’s soul.

A true drink of champions. And for those who want to improve its “taste” qualities there is such an opportunity.

Text: Denis Los

Photo: michel

Brakes

If something is going well, it would be good to stay on time. ABS and large shields keep an eye on him. The result is a system that is very responsive and responds perfectly to what the driver does with the handle. One finger is all you need to operate the brake. The jump is not too big, the braking is easy to feel. ABS “teeth its teeth” during operation, but its work is like running your finger over a comb. Rapid transition between the phases of inhibition and remission. You won't be able to make a nice meter out of a dozen or so meters, but the bike is probably slowing down. I don't know if it's possible to disable ABS. But the system works well.

Can't refuse

Making a choice in favor of one motorcycle or another is always difficult - even if we are not talking about buying equipment, but about evaluating the devices compared in the test. As you know, the level of competition in the global market is so high that it would be foolish to assume that any of the major motorcycle manufacturers would allow themselves to make a frankly shoddy product: all three sportbikes participating in the comparison are worthy of taking a place in your garage, and none of the motorcycles will disappoint even the most demanding amateur athlete. But professional racers still do not use standard models and necessarily modify their equipment. In my opinion, the CBR600RR is the most balanced model, which has everything for both track use and, if you like, city driving. To some, the Honda device may seem “gray” and inexpressive... Perhaps. The CBR600RR has no obvious “talents”, and all its qualities are averagely good, but this is what makes driving the Japanese sportbike simple and safe.

Yamaha YZF-R6 is the most distinctive motorcycle designed exclusively for sports use. A kind of Subaru rally prototype, obstinate and controversial, which due to some bureaucratic misunderstanding was allowed for use on public roads. The MV Agusta sportbike is Italian luxury, beautiful in everything: from form to content and from engine performance to sharp handling. You want to own a motorcycle like this, you want to ride it—it’s like love at first sight! And, of course, the feeling of driving the F3 model, which is fundamentally different in many ways from Japanese cars, cannot be confused with the feeling of driving any “rice” machine. Italy is still different: better in some ways, vice versa in others, but certainly not boring!

Before concluding this review, we cannot help but mention the price. Everything is expected here: Japanese sportbikes cost the same plus or minus, and an Italian car is almost 100,000 rubles more expensive... But here’s an unexpected remark: at the time of writing this text, the official dealers of MV Agusta equipment had a very “tasty” offer - all F3 motorcycles , available in Russia, were sold for 597,000 rubles! That is, only 10-20 thousand rubles more expensive than the Honda CBR600RR and Yamaha YZF-R6... And here, forgive me, the “Japanese” simply have no chance.

Comparison of Yamaha YZF-R6 and Honda CBR600RR

Comparative test of mid-cube Yamaha YZF-R6 and Honda CBR600RR. You will obviously ask - what is this? New “six hundredth Siberia”? Is it really new? – during the Track Race Days , where we brought our subjects, we heard similar questions more than once or twice, and from completely different people. But if somewhere on the street they are asked, rather out of idle curiosity, then at the Moscow Raceway autodrome near Moscow it sounded different, because most of those interested participate in races.

Look at the “six hundredth” classes of the domestic circuit championship: which motorcycle sets the tone there? Definitely the Yamaha YZF-R6 of the last two generations: most athletes chose it in its favor. But Yamaha’s mid-sized sportbike with modifications of varying degrees of severity has been produced since 2008! And an infusion of fresh blood into this class could quite possibly reverse the hegemony of the “three tuning forks.” Or not?

At least Honda tried. Having calculated the budget, the “number one Japanese company” decided to make do with little blood and, borrowing a few parts from its older “liter” brother, last fall launched the evolved CBR600RR. The facelift, designed to rejuvenate the appearance, of course, coped with its task: the retouched “Siberian” sparkles with new plastic, remaining completely recognizable. True, many who saw him in person for the first time initially expressed the opinion that the plastic surgeons seemed to have gotten carried away and overdid it a little: the sides were tightened, the gaze frowned, but the nose had completely sunk. Will he endure it - will he fall in love? However, it’s time to remember that appearance is not the main thing.

Just one warm-up lap - and you can go into combat mode. Gas - all the way! It turns out who is the real boss at Moscow Raceway! Why are pumped “liters” needed on the Volokolamsk “ring” when there are incredibly agile “six hundred” cars? Well, let the lower power supply force you to choose trajectories more carefully and click gears more often! But you can forever forget about fears of going too far with power and concentrate entirely on the control process. Plus, don’t forget that they usually don’t have any insurance electronics - everything is fair.

So it won't seem like much.

On paper, everything looks very similar: Yamaha and Honda have four-piston front calipers in front and single-piston rear calipers, as well as discs with a diameter of 310 mm and 220 mm, respectively. But on the CBR600RR they slow down faster and suffer less from overheating.

Approaching the traffic light frame on the start-finish straight, Honda's in-line screamer takes air into its lungs and reaches peak speed, practically breaking into a wheeze. At the end of a segment of four hundred meters, the speed is close to two hundred or slightly higher. And at such moments, everything is important: how quickly the engine picks up speed or how smoothly and quickly the gearbox is able to respond to shifts.

, something seems to be holding back the tachometer needle of the Honda CBR600RR And this fact is more than depressing, because in the range from 7,000 to 11,000 rpm, which is most in demand when exiting corners, traction increases smoothly and predictably, but somehow too “civilianly.” And then there is nothing left to do but try to somehow compensate for the lack of strength by operating the gearbox (fortunately, it works with true Honda nobility). But what’s the point when there was no life “at the top”, and the absence of a slipper clutch makes you be careful on hard braking with downshifts.

Sadness... Was it in vain that Honda’s mechanics spent a lot of time improving the engine, modernizing the inertial charging and writing a new injection map? Still, one of the primary tasks of the upgrade from the very beginning was to somehow level the gap from rivals in terms of power unit. From the likes of the Yamaha YZF-R6 .

The Air Six is ​​no slower, but the character of the engine is diametrically opposed. It skillfully compensates for the lack of “lower end” with well-chosen gear ratios and linear responsiveness to the turn of the “electronic” throttle. And when it hits 9000 rpm - wow, what a bastard! Get itchy, shoulder; swing your hand! Comparing with the Siberian, you notice that in the same situations the Yamaha sticks to higher revs. However, this is exactly what you expect. After all, all the fire, all the passion is at the “top”. And this is enough to beat the Honda in acceleration to hundreds by 0.1 s.

Alas, noise standards force designers to make concessions, so there is no anger in the voice, but it is a real, unceremonious, animal rumble with notes of metal. You slow down after a short straight, and the transmission serenade of “third-second-first” is interrupted only by short gas changes “bark-bark-bark” and the chatter of the slipper clutch. This is real racing music! I would listen and listen.

The different philosophies of the two 600s are noticeable literally from the driver’s seat.

If the ergonomics of the Yamaha were tailored to the “ring”, then the Honda workplace is more likely to be suited to the city and its surroundings.

How is it controlled? The long, gentle right arc on the descent ends in the most insidious twisting “hairpin”, which you fly up to at the cutoff on the third, so that you can then settle down and tuck in the second. Straight up. In the company of the YZF-R6, this part of the track is traversed so naturally, as if all my life I had been honing it exclusively, day after day. The chassis is rigid, tightly built, but at the same time demanding of the pilot’s level of training. In any case, it remains assembled and conveys to its owner in the smallest detail everything that happens to the suspension and frame throughout the entire turn. If you happen to make a mistake with the trajectory and go out a little wider than expected, correct the line and return the Erka to the true path - it’s elementary! And in the running "esques" the Yamaha changes course with alarming ease.

But in some things Honda is even better! On the winding “plug” part of the Moscow Raceway, the “Sibir” demonstrates such a zealous desire to change direction that at first such unexpected agility is frightening. But then, when you get used to it, you take the changeable trait for granted. It seems that it cannot be otherwise.

And in general... Driving the Honda CBR600RR is extremely easy. Thanks in large part to the newly acquired Showa Big Piston fork and lighter wheels, which were so kindly shared by the big brother Fireblade. When braking before a corner, the front suspension provides ultra-transparent feedback. But in the next moment she... No, the suspension does not rock the motorcycle in a deep tilt and does not frighten you with laxity - this is different. It’s as if it’s being replaced, stuffed with cotton, so you have to literally grope for the turn. Somehow unsporting.

And in everything else... I can perfectly imagine the Honda CBR600RR as a daily transport for the routine duty of transferring from home to work and back. She can also handle a short trip alone. There is not a single detail in it that would resist such “inappropriate” use. Even the driver's seat. You sit on a comfortable saddle, hold on to the moderately raised clip-ons, and place your feet on low, almost tourist-style footrests.

Yamaha, on the contrary, screams love and affection for the circuit with every centimeter of its body. She can't live without her. Aggressive ergonomics with a saddle lifted into the sky and low clip-ons, which in city traffic drives many to white heat with its radicality, turns out to be very useful precisely in track conditions.

Only one thing does not correspond to the general sporty image: not the most advanced brakes.

And, unfortunately, this is the little that reveals the real age of the “er-sixth”. At first it was difficult to find fault with their work. Like everything in a Yamaha sportbike, they are tuned for racing: Sumitomo radial four-piston calipers linearly and predictably handled the YZF-R6 from any speed - all at the highest level. And the opinion would have remained this way if the Honda CBR600RR .

Both in terms of the degree of deceleration and the level of feedback, the combined Honda system with Tokico front radial brackets can rightfully take a place on a par with some models of one famous Italian brand. Their effectiveness does not change from the first lap of the track session to the last.

The moment the pads set is in full accordance with the basic mood of the motorcycle: extremely soft, smooth.

And yet, was the rejuvenated Honda CBR600RR Yamaha YZF-R6 from the sports Olympus ? To say the truth, no. There was not enough strength and enthusiasm. At least for now.

Motorcycle Honda CBR600RR but test provided by Honda Motor Rus, Yamaha YZF-R6 - . Berik, Arlen Ness and Suomy equipment provided by .

Dyno measurements were taken at the AES-Moto . We thank the organizer of track days, TrackRaceDays, for their help in preparing the material.

At first glance, similar motorcycles turned out to be completely different. You could say they are antipodes. The Yamaha YZF-R6 was created with the goal of dominating the circuit, which it still does with success. The Honda CBR600RR has a completely different attitude: even after restyling, it remains a driver-friendly all-rounder.

The instrument panels on both motorcycles have not been changed for years. There are no questions about their readability. The only regret is the absence of a gear indicator for the Honda CBR600RR - on the left.

HONDA CBR600RR manufacturer data YAMAHA YZF-R6 manufacturer data

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