Menus
Short test: 2010 Yamaha YZF-R6
The new Yamaha YZF-R6 being tested
So far it was clear: no other 600 series was so radical, so loud, so clearly designed for racing. But now Yamaha is hitting a quieter note with the 2010 R6.
M.an could blaspheme now. About the most prominent feature of the redesigned R6, for example. But that is not what the sports driver community is entitled to, given the undoubted merits of the R6. After all, it was she who started the trend away from the bulky, unfavorable underseat exhaust towards the central, compact silencer stub. Of course it is ironic that she is now walking around a less successful draft on this subject. But what should it do, the aftermarket will fix it.
Fortunately, the rest of the R6 has remained formally exactly as it was, namely razor-sharp. This does not apply so unreservedly to the key technical data. "The aim of the 2010 R6 was to improve the engine characteristics in the speed ranges in which one often moves in normal operation", says Yamaha press spokesman Karlheinz Vetter for the record. That is astonishing, especially with the 600cc performance so far all that counted. Nominally five HP less peak power, resulting from different exhaust, mapping and air filter, come as a surprise. And yet for most – namely civilian users – there is nothing more than an insignificant side note at the rarely visited end of the speed range.
2010 Yamaha YZF-R6: The new silencer with a longer stub that obviously keeps a distance from the swing arm.
It is practically unnoticeable that the top of the R6 crankshaft is no longer rotating quite so rampantly. In terms of driving performance, it is also impossible to measure the lack of performance. A loss of a tenth of a second from zero to 200 km / h (9.8 to 9.7 seconds) is within the range of the usual tolerance. Unfortunately, this essentially also applies to the other end of the speed range. Anyone who, blindfolded, should distinguish between the old and the new R6 at five-digit speeds on this side will fail. An advantage is not noticeable – and also not measurable. Up to 11,000 rpm, the curves are practically congruent before the new one visibly drops.
So everything as usual for everyone who doesn’t come to the dynamometer three times a week. There the new R6 delivered two horsepower less at its peak. And something else: the new R6 has become noticeably quieter. Fortunately, not so much in the subjective perception of the driver, because the hoarse screeching from the airbox still drowns out everything. But for the neighbors and residents. What has remained, however, is the directness, the immediate, that unique racing feeling that the radical Yamaha has always conveyed. She is and remains a very hot topic.
BILLION
Power on the crankshaft; Measurements on Dynojet roller dynamometer 250.
If you look at the performance curves of the old and new R6, will hardly see any differences. A practically identical course up to 11000 rpm (the two Newton meters more torque advised by Yamaha Germany are at best between 6000 and 8000 rpm and between 11000 and 13000 rpm understandable) before the curve of the 2010 R6 drops. The curve of the Honda CBR 600 RR used for comparison shows how things are much better in the middle speed range. At the top, however, the new R6, which is two hp weaker than the Honda, is still stronger and more revving than the Honda and impresses with explosive power delivery. Nevertheless: The model upgrade does not bring any real progress.
MOTORRAD would have two suggestions for the next facelift: Make the exhaust a little faster again. And finally, instead of the much-scolded Dunlop Qualifier first tires, put on a tire with which the R6 can also showcase its talents accordingly.
Technical specifications:
Four-cylinder in-line engine, 599 cm³, 91 kW (124 hp) at 14500 / min, 66 Nm at 10500 / min, light metal bridge frame, double disc brake at the front, 0 310 mm, seat height 850 mm, top speed 270 km / h, price 11,995 euros
Related articles
-
MX1 crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha put to the test
Jahn 16 pictures Jahn 1/16 In the test: Honda CRF 450 R, Yamaha YZ 450 F, Suzuki RM-Z 450, KTM 350 SX-F, Kawasaki KX 450 F and KTM 450 SX-F. Jahn 2/16 KTM 350 …
-
Honda, Kawasaki, KTM, Suzuki and Yamaha Crosser in the test
Honda comparison test: Motocross MX2 (up to 250 cm³) Crosser from Honda, Kawasaki, KTM, Suzuki and Yamaha in the test For two years the Suzuki RM-Z has dominated …
-
Artistic comparison test Evergreens against current top models BMW R 1100 RS against R 1100 S Kawasaki ZZ-R 1100 against ZX-12R Yamaha YZF 1000 Thunderace against …
-
Comparison test: Honda CX 500-650 Turbo, Kawasaki Z 750 Turbo, Suzuki XN 85, Yamaha XJ 650 Turbo
Jahn 21 pictures Jahn 1/21 The preload of the central spring strut of the Suzuki can be easily adjusted. Jahn 2/21 Tight corners and fast …
-
Kawasaki Z 800 versus Yamaha FZ8 in MOTORCYCLE group test
12 pictures 1/12 Yamaha FZ8 against Kawasaki Z800 in comparison test. jkuenstle.de 2/12 Clearly structured cockpit, but with …
-
Jahn 35 pictures Jahn 1/35 Husqvarna TC 250 R in the motocross comparison test. Jahn 2/35 Yamaha YZ 250 F in the motocross comparison test. Jahn 3/35 Husqvarna TC …
-
single test: Yamaha YZF-R6 The revised Yamaha YZF-R6 content of The R6 has its radically race-like appearance by and large …
-
Comparison test Honda VTR 1000 F against Suzuki RF 900 R against Yamaha YZF 1000 R
Comparison test Honda VTR 1000 F against Suzuki RF 900 R against Yamaha YZF 1000 R Target group Sporty tourers? Athletes fit for travel? Grand …
-
BMW R 1200 R and Yamaha YZF-R6 same performance class
24 pictures 1/24 BMW R 1200 R and Yamaha YZF-R6 in the test. 2/24 BMW R 1200 R and Yamaha YZF-R6 in the test. …
-
Comparison test: Honda Fireblade from 2006 and 2010
Comparison test: Honda Fireblade from 2006 and 2010 Honda Fireblade: Old versus new Content of that Honda’s Fireblade strikes a hard blade, …