Stingl-Yamaha YZF-R6 in the test

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Stingl-Yamaha YZF-R6 in the test
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Stingl-Yamaha YZF-R6 in the test

Stingl-Yamaha YZF-R6 in the test

Stingl-Yamaha YZF-R6 in the test

Stingl-Yamaha YZF-R6 in the test

15th photos

Stingl-Yamaha YZF-R6 in the test
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The 600 burner from Yamaha is known for this: lively, easy-turning and agile, but nothing works below 10,000 rpm. But that’s only partially true.

Stingl-Yamaha YZF-R6 in the test
Shiny

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How this motorcycle takes the gas at the lowest point of the only real straight and then turns squeaky clean and with that typical four-cylinder R6 yaw to over 14,000 rpm, that’s simply terrific.

Stingl-Yamaha YZF-R6 in the test
BILLION

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Turns, turns, turns and pushes – the great performance of the Stingl-Yamaha can be seen in the diagram, exceptionally only based on the rear wheel performance.

Stingl-Yamaha YZF-R6 in the test
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Optimized, significantly lighter deflection on the strut and swing arm at the bearing clearance.

Stingl-Yamaha YZF-R6 in the test
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Ingenious construction: quick release fasteners from Staubli on the steel braided brake lines at the front.

Stingl-Yamaha YZF-R6 in the test
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The chain drive.

Stingl-Yamaha YZF-R6 in the test
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In-house developed and CNC-milled triple clamps with an AIM MXL Pista dashboard.

Stingl-Yamaha YZF-R6 in the test
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The controls.

Stingl-Yamaha YZF-R6 in the test
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The cockpit of the Stingl-Yamaha YZF-R6.

Stingl-Yamaha YZF-R6 in the test
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The front wheel of the Stingl-Yamaha YZF-R6.

Stingl-Yamaha YZF-R6 in the test
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Here without disguise.

Stingl-Yamaha YZF-R6 in the test
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But the two guys from Chemnitz have put a lot of effort into it and invested. CP forged pistons, YEC kit camshafts, the cylinder head and valve seats optimized, the finely balanced crankshaft, specially made carbon intake funnels and a very nice SC Project complete system made of titanium in Moto2 style (which we unfortunately do not enjoy when driving on the Sachsenring allowed), plus the compression up to 14.2: 1 – this is how the performance and the sparkling clean running of the four-cylinder come about.

Stingl-Yamaha YZF-R6 in the test
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The Stingl brothers Thomas and Tino (www.stinglmotorsport.de) gave PS their version of the R6 there.

Stingl-Yamaha YZF-R6 in the test
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This is certainly the case in the series and certainly also with the IDM bikes, on which, following stock sport regulations, hardly any interventions on the engine are allowed. But what works when the motorcycle is not subject to any regulatory limit, we were able to find out at the Sachsenring.

Stingl-Yamaha YZF-R6 in the test
Shiny

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A motorcycle like this underscores why heating on racetracks is so fun.

Stingl-Yamaha YZF-R6 in the test

Supersport weapon for the racetrack

Content of

Yamaha’s supersport weapon provides a terrific basis for downright perfect racing bikes. The ultimate R6 is called the Stingl-Yamaha YZF-R6 and comes from Saxony.

The 600 burner from Yamaha is known for this: lively, easy-turning and agile, but nothing works below 10,000 rpm. But that’s only partially true. This is certainly the case in the series and certainly also with the IDM bikes, on which, following stock sport regulations, hardly any interventions on the engine are allowed. But what works when the motorcycle is not subject to any regulatory limit, we were able to find out at the Sachsenring. The Stingl brothers Thomas and Tino (www.stinglmotorsport.de) gave the Stingl-Yamaha YZF-R6 PS there.

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Stingl-Yamaha YZF-R6 in the test

Stingl-Yamaha YZF-R6 in the test
Supersport weapon for the racetrack

YZF-R6 rose, it was done to him. “It works, madness, how it works!” Said a happy corner. The 1.29-minute laps in training traffic underlined his enthusiasm.

Total weight of 146 kilos requires further tuning

“Our IDM-R6 at SKM already had 135 hp”, says Pascal, “but 147 hp on the bike with so much pressure already below the 10,000 mark – that’s crazy.” The two guys from Chemnitz decided on that But Stingl-Yamaha YZF-R6 also put a lot of effort into it and invested. CP forged pistons, YEC kit camshafts, the cylinder head and valve seats optimized, the finely balanced crankshaft, specially made carbon intake funnels and a very nice SC Project complete system made of titanium in Moto2 style (which we unfortunately do not enjoy when driving on the Sachsenring allowed), plus the compression up to 14.2: 1 – this is how the performance and the sparkling clean running of the four-cylinder come about.

Of course, you don’t automatically drive such fast laps with it. The total weight of the Stingl-Yamaha YZF-R6 of 146 kilos requires further tuning. Especially since the big Febur racing cooler doesn’t exactly help to save weight. This is what the YEC kit alternator does, for example, and the starter motor and battery went into the old parts box. The kit harness also saves a few grams. With the Marchesini magnesium wheels and the self-made, very compact rear frame, over which sits a self-designed hump, which the Stingls copied from the last 250 GP Honda, is of course really heavy.

The rest of the racing fairing on the Stingl-Yamaha YZF-R6 also comes from the ideas of Thomas and Tino, for whom the usual R6 plastic was cut too narrow. And indeed: with the slightly wider, but still very slippery front fairing, the R6 rider is superbly taken out of the wind and can dive wonderfully deep behind it.

Stingl-Yamaha YZF-R6 in the test

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Stingl-Yamaha YZF-R6 in the test

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Yamaha YZF-R6 in the performance test

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Brake system of the Stingl-Yamaha YZF-R6 a pleasure

So far the Stingl-Yamaha YZF-R6 is a great motorcycle! But it gets even better, because of course the guys got down to the chassis with meticulousness, great expertise and all their racing experience. On the rear wheel there is a 46 mm Ohlins shock absorber, which Thomas Stingl adapted to the mountain and valley railway on the Sachsenring as well as the revised Ohlins fork. So you could, for example, let it run wonderfully into the valley and drop anchor late in front of the Saxon curve.

Speaking of which: the braking system of the Stingl-Yamaha YZF-R6 was a pleasure. The controllability of the Brembo P4 monoblocks with titanium pistons and pumps was breathtaking, which made the most difficult part of the slope, the Omega, really easy. Especially in connection with this incredibly easy handling. After the short downhill section, the exit on the right fit back up to the first blind hilltop lap after lap.

Simply terrific

The concentration on the braking point was absolutely not clouded on the Stingl-Yamaha YZF-R6, because downshifting with the automatic gearshift with blipper function was completely secondary. Because the electronics enable clutch-free engagement of the next lower gear and double-declutching, braking late is no longer so difficult. Help comes here from the chassis, because the R6 behaved cleanly in the braking zone as well, underlining the good setup on the fork and shock absorber. Only in front of the nasty, because hanging right after the start / finish did it feel a somewhat unstable rear.

But we also flew there with insane power, because the way this motorcycle took the throttle at the lowest point of the only real straight and then turned sparkling clean and with that typical four-cylinder R6 yaw to over 14,000 rpm, that was simply terrific. Corner was a little disappointed with the Dunlop 16.5-inch slicks, which didn’t give him enough grip, but we were absolutely in agreement on two points over the beer after work: Unfortunately, a day like this goes by far too quickly and a motorcycle like the Stingl-Yamaha YZF-R6 underlines why heating on racetracks is so fun. “It went Uwe, amazing how it went!” Absolutely corner!

Further information and performance measurement


MOTORCYCLE

Performance measurement.

Turns, turns, turns and pushes – the great performance of the Stingl-Yamaha YZF-R6 can be seen in the diagram, exceptionally only based on the rear wheel power.

Stingl-Yamaha YZF-R6

Weight: 146 kg
Power: 147 hp
Price: approx. 41,000 euros
Manufacturer: Stingl Motorsport (www.stinglmotorsport.de)

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