Comparison test: Yamaha YZF-R6 in three expansion stages

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Comparison test: Yamaha YZF-R6 in three expansion stages
Jahn

motorcycles

Comparison test: Yamaha YZF-R6 in three expansion stages

Comparison test: Yamaha YZF-R6 in three expansion stages
R6 series vs. Cup vs. IDM bike

Content of

Yamaha’s R6 is already a thoroughbred racing planer in series production and deservedly landed in first place in the big PS test winner comparison test in the race standings. How much can Filip Altendorfers Cup version and Pascal Eckhardt’s IDM bike add to this??

Sebastian Lang

January 18, 2009

Series R6 vs Cup vs IDM bike

The racing suits are stowed in the motorhome, the season is over. Supersport IDM driver Pascal Eckhardt and the newly crowned R6 Cup champion Filip Altendorfer sit relaxed in jeans and a shirt in the Hockenheim pit lane and discuss the differences between their Yamahas. Tires, chassis, engine? what does it bring, how much and where can it be used? Is the IDM machine really clearly superior to the cup version? And how does the series compare to that? A PS test should clarify these questions. A series R6 is quickly organized and placed alongside the two racing yams. Even when stationary, the motorcycles differ like day and night. With mirrors, indicators and the inconspicuous blue paintwork, the street bike looks almost good? a super athlete for everyday life.

Yamaha Cup R6


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

It’s unbelievable how Filip Altendorfer can almost drive IDM times with perfectly normal road tires.

Altendorfers Cup machine looks a lot more like racing. Accessory cover, BOS complete exhaust system, Gilles pegs and handlebar stubs, steel flex lines. Everything that the strict regulations do not forbid has been trimmed for racing. This also includes the Ohlins TTX shock absorber, on which the driver is allowed to change the spring exactly once per season ?? as I said, the R6 Cup rules are strict. Accessory springs and other oil in the fork complete the conversion work on the chassis. On the drive side, a gear ratio shortened by one tooth should provide more propulsion. Small measure, noticeable effect. The red R6 screams through the parabolic steroids, turns and turns. Fourth gear, fifth gear, sixth gear. Shortly before the limiter, the braking point flies past the pilot. Straighten up and get into the iron. Can the cup machine be compressed properly and is surprisingly stable? Result of the very flat chassis geometry from Altendorfer with a fully inserted fork. Shift down, knees out, bend. This shows the downside of the chassis design trimmed for stability. The R6 falls into the curve rather unwillingly, needs noticeable strength from a medium lean angle and also wants to be kept firmly on course at the end of the curve. The pilot actually has other worries here. The Dunlop GP Racer rear tire, the weakest link in the cup chain, acknowledges hard acceleration with decreasing grip and brings significant unrest to the motorcycle.

That cannot be said of the chassis. The fork and shock absorber offer enough reserves in all situations and pamper you with good feedback. Only the front should respond a little more sensitively. Black and white flag, phase-out round. Time to think. It is unbelievable how someone can drive close to IDM times with the Dunlop GP Racer, actually more intended for the country road. It was not for nothing that Filip Altendorfer showed how much potential lies dormant in him at the season finale in Hockenheim in the Supersport race: He drove up from 30th to 18th place on Dunlop racing tires and undercut the time of the R6 Cup by almost two seconds. Back in the pits, Pascal Eckhardt, R6 Cup Champion of 2006, is already waiting. He too does not want to miss the opportunity to directly compare series, cup and IDM bikes. With visible anticipation, he takes over the cup machine, nods briefly in the direction of his IDM bike, calls out: “Have fun and remember, normal switching scheme” and hums off towards the pit exit.

Drive four-cylinder in-line engine, 4 valves / cylinder, 97 kW (132 PS) at 14500 / min, 66 Nm at 11000 / min, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression: 13.1: 1, ignition / injection system, 45 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch Chassis light metal bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm, inner fork tube diameter: 41 mm, spring travel v./h .: 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, 310 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 210 mm single disc brakes with single-piston floating calipers at the rear Weight (dry) 158 kg, tank capacity: 17.5 liters Super Price of the 2008 R6 Cup package: 14,500 euros
Technical data Cup-R6

Yamaha IDM-R6


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

Pascal Eckhardt had a good laugh with this motorcycle. Performance, feedback, grip – the IDM-R6 is clearly superior to the other two in all areas.

Time to take a breather and take a closer look at number 34. The shift pattern is pretty much the only thing that still corresponds to the series on this motorcycle at first glance. Gilles handlebars with Renthal rubber grips and Pazzo levers for the hands, a Gilles footrest system with Quickshifter on the left and Motomaster Wave brake disc on the right for the feet. A standard fork with a modified shim package is intended to counteract the force of the Lucas brake pads; the shock absorber is identical to that of the cup machine. The electronics were also trimmed for racing. A kit-ECU and the corresponding wiring harness help the engine through changes to the injection, ignition angle, control of the variable funnel and throttle valve position in connection with the Akrapovic complete system to an impressive 136 crankshaft horsepower. In contrast to the 15:45 ratio from Altendorfer, Eckhardt drives with a 16-tooth pinion and a 43-tooth sprocket. A Bockers additional cooler should protect the little racing screamer from an overly hot head.

The IDM machine conveys a lot of trust right from the first few meters. The seating position is relaxed, the motor pushes forwards much more linearly and with more pressure than you are used to from series and cup bikes, the chassis responds sensitively and cleanly. Speed ​​and driving pleasure increase quickly. The perfectly adjustable brake, the slipper clutch and the taut fork allow wonderful late braking points. You can also enjoy bending over. So an R6 has to turn. The IDM bike folds down playfully, sucks on the inside of the curve and stays on the tight line as if by itself. Accelerating out of the way is followed by another aha experience: Pirelli Diablo Supercorsa. A tire worthy of the R6. No twitching, no sliding, the 34 stubbornly stays on the targeted line and pulls the asphalt under itself with the linear emphasis of the 136 racing hp. The shock absorber is also of the stiff type and self-confidently braces itself between the swing arm and the rider’s rear. Eckhardt’s IDM bike has something in common with the series despite its strong racing-oriented character: a certain residual comfort. Even after many laps, racing is still fun on both machines.

Drive four-cylinder in-line engine, 4 valves / cylinder, 97.8 kW (136 PS) at 14500 / min, 66 Nm at 12000 / min, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression: 12, 8: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch Chassis light metal bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm, inner fork tube Ø: 41 mm, spring travel from / h .: 120/120 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, 310 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 220 mm single disc brakes with single-piston floating caliper at the rear Weight (dry) 162 kg Accessories Gilles footrest system and handlebars, Renthal rubber grips, Pazzo lever, Ohlins steering damper, Ohlins shock absorber, Akrapovic complete system, CRC racing fairing, CRQ brake pads, additional cooler Conversion costs 28,000 euros, used price: 15,900 euros
Technical data IDM-R6

Yamaha-R6 (series)


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

Even in its original trim, the Yamaha R6 is a lot of fun. Their handling is better than that of the cup machine.

Switching to a production bike is difficult. While the standard R6’s brakes and handling are convincing, the final consequence is missing, especially with the chassis and tires. The series machine circles the Hockenheim circuit softly and somewhat imprecisely. This trust never arises, which Eckhardts 34 conveys from the first meter. The differences are also clearly noticeable in the engine. The production R6 struggled to advance up to 10,000 rpm, but then picked up quite a bit, but remained far behind the strong and light IDM machine. Compared to the Cup machine, the series R6 looks much better. Especially when turning in, she can distance herself positively from Altendorfer’s motorcycle. The better chassis and the shorter gear ratio ultimately decide in favor of the cup version, despite tires that take getting used to and poor handling.

Drive four-cylinder in-line engine, 4 valves / cylinder, 95 kW (129 PS) at 14500 / min, 66 Nm at 11000 / min, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression: 13.1: 1, ignition / injection system, 45 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, G-Kat Chassis light metal bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1380 mm, inner fork tube diameter: 41 mm, spring travel v./h .: 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, 310 mm double disc brakes with radially screwed four-piston fixed calipers at the front, 210 mm single disc brakes with single-piston floating calipers at the rear Weight (dry) 166 kg, tank capacity: 17.5 liters Super (of which reserve: n / a) Base price 11,315 euros (plus additional charges)
Technical specifications YZF-R6 (Series)

Conclusion

Pascal Eckhardt’s IDM-R6 clearly wins the Yamaha internal comparison test. Precision, chassis, engine, tires ?? the number 34 is superior to the two sisters in all respects. It’s a lot closer between Filip Altendorfers Cup machine and the series. Both suffer from the tires that cannot cope with hard laps on the racetrack. The Cup-R6 scores above all with its better chassis, the few more horsepower and the shorter gear ratio. Its geometry, which is strongly geared towards stability, takes getting used to, however.

Rating Cup-R6


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

Yamaha YZF-R6 (Cup)

PS judgment: 2nd place, 13 points

The cup version of the R6 ends up just before the series. With other tires and a more maneuverable set-up, the difference would be greater.

Drive ***
The BOS system has around three horsepower. Essentially clear-
the brevity is more noticeable-
re translation. A real advantage over the standard machine. Landing gear ***
The cup chassis is firmer than that of the series and delivers better feed-
back. The alignment trimmed for stability makes the R6 unwieldy. Ergonomics ****
The footrests are mounted far back, but are suitable for racing. Even
the hands find their place as if by themselves. The seat cushion is rock hard. Driving pleasure ***
The clean, appealing chassis and the engine are convincing. The sluggish handling and the bad tires cost two stars.
valuation

Assessment IDM-R6


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

Yamaha YZF-R6 (IDM bike)

PS judgment: 1st place, 18 points

The IDM machine does everything better than its competitors and wins the test, but at 28,000 euros it is also very expensive.

Drive ****
The performance of the IDM bike is more linear than that of the other two. Nevertheless, the engine needs speed in order to move forward properly. Landing gear *****
There is nothing to complain about about the chassis. Great feedback, tight dampers, great handling, plus tires with a lot of grip. This is how an R6 has to drive. Ergonomics ****
Eckhardt drives his 34th
with a fairly relaxed knee angle. Takes a bit of getting used to with hard gassing, an advantage for longer turns. Driving pleasure *****
The precise choice of lines and the sensitive chassis are pure enjoyment. Even
squeezing the fast-revving engine is a lot of fun.
valuation

Rating Yamaha YZF-R6 (Series)


Comparison test: Yamaha YZF-R6 in three expansion stages


Jahn

Yamaha YZF-R6 (Series)

PS judgment: 3rd place, 12 points

For a street motorcycle, the series R6 cuts a very good figure on the racetrack. Only in direct comparison with racers does it lose points.

Drive **
Below 10000 rpm does
the production engine is difficult, it goes neatly forward. The series drive does not come close to racing bikes. Landing gear ***
Compared to the Ohlins-
armed sisters, the series chassis looks soft and somewhat imprecise. The handling is only-
classy. Ergonomics ****
Sporty, but not too extreme, plus some residual comfort. The seat-
position on the series-
R6 is reminiscent of that of the IDM bike and pleases. Driving pleasure ***
The series scores above all with its great handling and good chassis. The unfavorable tires and the extreme engine characteristics are a bit annoying.
valuation

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