Single test: Yamaha YZF-R6

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Single test: Yamaha YZF-R6

Single test: Yamaha YZF-R6

The revised Yamaha YZF-R6

Content of

The R6 has largely retained its radically racing look – except for the exhaust. But we know what happens to such serial bags in this case.

Hand on heart: The 600 super sports cars are out of breath when it comes to country roads. While a Kawasaki ZX-6R with 636 cc, a Yamaha Thunder Cat, the first Honda CBR 600 RR with injection and even the GSX-R 600 a few years ago still had country road qualities, the four-cylinder engines in this displacement class have long since mutated into barrel organs, which are almost exclusively strenuous on the country road, at worst Case are even annoying. And so they have their destination and the greatest density of fun on the racetrack. No wonder, after all, your happiness hormones are only available for collection in crazy speed regions, and that is hardly possible on public roads. In addition, the motorcycle-averse people are always nagging at the noise level.

In all these points, the Yamaha YZF-R6 of the most recent era was by far the wildest representative, whereas Yamaha has now, according to its own admission, done something. The Yam should gain power at speeds below the five-digit range. Therefore, it is said, the R6 got a modified mapping for the 2010 model year, a different air filter and – as the most obvious indication of the model upgrade – a new, larger exhaust. The latter has not exactly increased her beauty immeasurably, but neither is it the very big drama.

This is explained by the thought given at the beginning of this story and the result of the PS test. In 2010 nothing will really happen. The measurements showed such tiny deviations from old to new that we can confidently file them under general tolerance. In nominal terms, the new one above has around five hp less peak power, which is reduced to a measured two hp. There is also no noticeable difference in speed regions in the area that is beneficial for rural roads. A mere tenth of a second separates the old from the new if you aim for 200 km / h as quickly as possible from a standing start (9.8 s).


It could have been worse, the new exhaust is not that bad, but the R6 has put on four kilograms.

So we breathe a sigh of relief: the Yamaha remains the sharp 600 sword for all those who really want to grab this beauty by the horns on the racetrack. And they should hardly waste a thought on series exhaust systems.

However, if you have such a great love for the R6 that you also take part in public transport, you are actually doing something good for your environment, because the new exhaust brings the only innovation worth mentioning in 2010: the R6 has become quieter – for those who don’t sit on her. Even the wild snorkeling from the airbox remains for the pilot. And she put on four kilograms with the thicker pipe. But the racer doesn’t care about this extra kilo either. And on the country road, choosing a different tire than the Dunlop Qualifier that is only moderately suitable for the R6 would certainly be more important than compensating for this added weight.

Conclusion: the new is the old. Or the old the new? With a racing pot, there will probably be no differences at the top either. Oh yes: the new one is quieter.

Technical specifications


Drawing: archive

Virtually without any effect at the bottom, the model upgrade measures consisting of air filter, mapping and new exhaust tap off almost two hp at the top, which is hardly noticeable in the performance.

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 91 kW (124 PS) at 14500 / min, 66 Nm at 10500 / min, 599 cm3, bore / stroke 67.0 / 42.5 mm, compression ratio 13.1: 1, ignition – / injection system, 45 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, G-Kat.

Landing gear:
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm. Upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 115/120 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Dunlop Qualifier, 310 mm double disc brake with radially screwed four-piston fixed calipers at the front, 210 mm single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height 2040/705/1100 mm, seat / handlebar height 830/810 mm, handlebar width 650 mm, 196 kg with a full tank

Rear wheel power in last gear:
85 kW (116 PS) at 238 km / h

Driving performance:
Acceleration 0-200 km / h 9.8 s. Since the differences compared to the previous model are virtually impossible to measure, we have dispensed with detailed measurements. The mileage from 2009 applies. Top speed: 270 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: k. A liter / 100 km, tank capacity 17.5 liters, range: k. A km

Base price:
11,995 euros (plus additional costs)

* Factory specification

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