Comparison test: Yamaha YZF-R6 old against new

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Comparison test: Yamaha YZF-R6 old against new
Bilski

motorcycles

Comparison test: Yamaha YZF-R6 old against new

Comparison test: Yamaha YZF-R6 old against new
R6 ’08 -YCC-I

Content of

As of 2008, the YZF-R6 carries “Yamaha Chip Controlled Intakes”, or YCC-I for short. Freely translated, computer-controlled intake lengths based on the example of the R1 should find performance. PS took a look, examined the technology, measured it. And all around it, the profound facelift of the R6 was checked. Result? She is very similar? and yet very different.

Jorg Schuller

02/19/2008

R6 ’08 -YCC-I

Test bench, full throttle. She screams loudly, snorts furiously from the central nostril. Probably the most extreme 600 series on the production motorcycle market at the moment, the 2008 Yamaha model YZF-R6 seems almost madly to storm against his abutment. A 600? The speed indicator on the control monitor soars almost frighteningly, drawing a performance curve that, thanks to extensive model updates, makes up almost 6 horses on the predecessor: 5 percent increase in performance, we throw a hat cheerfully.

What is the reason? Many little things, please be patient. And a significant innovation: from around 13700 rpm, the R6 shakes off its older sister with a liberated cry. Welcome to the age of YCC-I: Yamaha Chip Controlled Intake, electronically controlled changing of the intake funnel length. Unleashed, the engine rushes through the revs from then on to the limiter at 16100 / min, where the scale even boasts a whopping 16700 / min ?? uff! Although such speeds are considered normal nowadays ?? because there is? apply, they can impress. Fact: What turns 16,100 times per minute turns quickly. So fast that the bow to modern technology, which has been operationally reliable for years, is allowed to bring your nose to the floor. The crankshaft, a bizarrely angled steel stick, rotates 268 times per second in bearing shells that have been reworked to facilitate lubrication, making counting difficult. At the same time, the four pistons whiz up and down their 42.5 millimeter long stroke just as often, while each cam of the shaft named after it hits one of the 16 titanium valves 134 times against the spring rate of newly strengthened closer springs. Still not impressed?

The mean piston speed of 22.8 meters per second in the vortex still leaves about 5 m / s air until the MotoGP summit, but would have rung the alarm bells of every strength calculation 10 years ago. You should now consider that the small R6 pistons are doing a quarter of a turn at their maximum speed of around 43 meters per second ?? that’s 155 km / h ?? be accelerated. Not in about 5 seconds, which our macro-thinking would perceive as fast, but in just under a thousandth of a second. A blink of the eye takes 100 times longer. Shortly after the change of direction, a hard-to-imagine 7000 g, i.e. 7000 times the acceleration due to gravity, occur at top dead center. Why the developers of the R6 with a relatively small ratio of the connecting rod length to the stroke? good for the small overall height of the motor, optimal use of space, etc. ?? contribute confidently.

Performance progress

The pistons, inert like all matter, undergo elastic deformations in the hundredths range, in principle similar to an umbrella in the alternation of gusts of wind: flapflapflap. Impressed now, right? Fortunately, among other things, fabulous materials and excellent oils ensure that the 2008 YZF-R6 will dutifully chase the corners of the world for years. Why renovated ?? little things ?? how newly coated valve springs, a more durable timing chain, a revised timing chain tensioner and modified timing contribute: fine renovation work to control the additional loads of the extra power. This includes the increased compression from 12.8 to 13.1: 1, which requires completely new pistons. These increase the compression height (the distance from the center axis of the piston pin to the piston crown, its interface with the combustion chamber) and thus reduce the combustion chamber volume. This is accompanied by slightly recessed valve pockets and a new recess for the spark plug electrode.

You might be thinking, “Well, another piston stop.” The dimensions underline the sophistication of this fine-tuning: Only 0.26 cubic centimeters less combustion chamber volume results from the increase in the compression height by a microscopic 0.07 millimeters. Like spraying a layer of paint on the old piston. Little what? Hobby tuners take care when grinding cylinder heads. Because even the little sketched out allows the Yamaha technicians to use 6.7 percent wider connecting rod bearings to compensate for the additional load. Brutal effort for a few more hooves when galloping around the class leadership.

But the R6 owes the greatest performance plus to the actual topic: the variable intake lengths of the YCC-I. How does it work now? Let’s first follow the path of the air into the combustion chambers: through the large intake throat and the fabric filter ?? where Yamaha saves costs and weight, namely sacrificing the old screw to a new clamp? It goes into the intake chamber, where, depending on the driving speed, thanks to Ram Air, there should be a maximum of 0.03 bar overpressure. Each of the four cylinders sucks in from this environment every two revolutions of the crankshaft ?? pfffft! ?? a stroke volume full of air in order to transport it into the combustion chamber enriched with fuel. Considerable currents of air, pulsating continuously with the rhythm of the valves, march into the engine. The rhythm of the oscillating gas column can be so strong that the fresh air flows into the combustion chambers with excess pressure; good filling, therefore a lot of power.

This, in turn, requires meticulously designed intake and exhaust pipes. Why does the R6 add interference pipes to its exhaust and try the venerable Exup as usual? incidentally in its function as a welcome noise killer. In turn, in the intake tract? Finally ?? YCC-I for the right gas column swing. YCC-I presents a screwing expedition as robust, astonishingly simple and just as cleverly structured Fischer technology: Up to the limit speed of around 13,700 rpm, a 54 mm long lower part and a 43 mm long upper part form the 97 mm long two-part suction tube. Depending on the load and speed, a stepper motor-driven linkage lifts the upper parts by 17 mm ?? which is apparently enough to feed the R6 more air past the upper parts. why this?

The inner values


Comparison test: Yamaha YZF-R6 old against new


Bilski

Externally, not much has changed between the 2008 model and its predecessor. But, as is well known, it depends on the inner values …

Even our fathers fathers rightly certified that long intake manifolds had better filling than short ones at low speeds. The yam also forms a nice, even flow in the long 41 maws, which pulsates equally evenly into the combustion chambers. Now every gas flow struggles with the fact that narrow layers of air in the boundary layer get stuck directly on the suction pipe wall, so to speak, which throttles the flow. This happens all the more, the faster the gas column flows? So at high speeds, when the piston wants to suck its stroke volume through the intake manifold more often. Turbulence then forms, which prevents good filling. Solution: Shorter suction pipes mean less walling means less turbulence means better filling means higher performance. YCC-I does nothing else: shorten the intake trumpet at the right moment. With impressive results.

When the 2008 R6 tenses that last muscle, it puts an extra five horsepower hill on the power curve. After all, as much as if a good 50s were switched on for the upper 2500 rpm. And below the limit it runs, at least from 8000 rpm, thanks to the long funnels much more strongly than the 2007 R6. 126 HP at 14400 rpm make the test moped as strong as the strongest 600 series at the first HP Tuner GP: 2003 genuine supersport racers. YCC-I works. You can hear that. And you can feel it. But PS wouldn’t be PS if it weren’t for experimenting: One measurement with continuously long, i.e. connected funnels, one with continuously raised, i.e. short ones. These performance curves speak volumes: There is no question that the 2008 series mixes the best of both variants.

Let us prove the progress made in performance through driving performance. Near 0 ° C, not exactly ideal conditions. Nevertheless: high-precision GPS from 2D data recording strapped on, and off you go. Despite the good slip, the new one only needs 9.7 seconds for the sprint to 200 km / h. Fast, very fast. But who knows how things would have gone under better conditions? Even better? A draft measurement old against new is better comparable: same driver, same route, third gear from 50 to the limiter, six attempts each, a 07 model ?? kindly borrowed from the Autowelt Winkler and Schreiber ?? and the 08 model.

And? Clear. Inexorably the new of the old R6 pulls away. Every time. Easy at the beginning, emphatically from 8000 rpm, final when YCC-I takes effect. Pay? After 7.8 seconds and 233 meters, the new one runs at 177 km / h an impressive 6.5 faster than the not weak-chested old one ?? and has her nose 3 meters further forward. Incidentally, here you can also feel the nuances of the seating position: 5 millimeters forwards, just as many lower, redesigned handlebars of the driver’s hands on the Neo-R6, which is slightly higher according to the measurements. A refurbished? Stiffness balance? Make driving even more effective, i.e. faster and safer in the border area: lower wall thicknesses, higher wall thicknesses, a wider cast part there, a shorter cast part, ending in a stiffer steering head section, but more flexible frame flanks. Weights? Although the lighter rear frame made of cast magnesium instead of aluminum and a lighter rear shock save over a pound, the 2008 R6 weighs 2.2 kg more than its predecessor. Of this additional weight, including the pilot, she loads 1.7 kg, i.e. a good 77%, onto the front wheel.

This in turn springs in somewhat harder fork springs, and ?? Keyword ?? stiffness balance ?? ?? in a fork with modified outer tubes and now a straighter instead of a previously cranked lower triple clamp. When it comes down to decelerating again after all the speed, brake discs 0.5 millimeter thicker contribute more than 11 percent more steel in order to absorb the same heat, but to be less hot than before, i.e. to act more stable.

result

Successful facelift can only be seen in detail from the outside: Almost inconspicuously, Yamaha drew edges into the fairing nose, sharpened fairing ears and mirrors, sharpened the headlights, and lets the now two-part rear end threaten backwards like Poseidon’s spur. Sharper accents, as if the face of the Yam was now more pointed than before; like a beautiful lady with and without make-up. The new one appears more educated, more ready, drives faster and keeps its price despite the huge amount of detailed work. For this, Yamaha uses all the tricks that are currently possible, but remains on the safe side of durability and, within the limits of super sports fascination, everyday utility. Fascinating.

Conclusion:
So similar and yet so different. Only at second glance can the 2008 R6 (left) be distinguished from its predecessor, but Yamaha has changed its foundations. It pays off, not just thanks to YCC-I. A small step for the eye ?? a big step for sportiness.

Measurements:
The new one beats the old one: Almost in pair skating, they achieve up to 9000 / min, then long funnels and a modified combustion chamber shape up to 11500 / min put on it, take a short breather, make another head start up to the YCC-I dent to run 6 multi-horses in the final allow.

Experiments: With continuously long funnels, the R6 runs well, flattening out from 13,000 rpm. Only with short ones does it lose a lot between 9000 / min and 13500 / min, but then goes one better. YCC-I combines the best of both to create the most powerful R6 of all time.

Another experiment: What does the YCC-T, the electronic throttle grip, do with the driver’s wishes? More than you think: a third below, two thirds in the middle, full throttle above. Half-throttle obviously means anything but half-power…

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