2017 Yamaha YZF-R6 test: no, the Supersport is not dead
Yamaha is the only major motorcycle manufacturer to keep its 600 cc sports car in its catalog in 2017. The R6 loses several horses in the operation – thank you Euro4 – but also gains a lot: look of M1, equipment of R1… Site tested everything on the Almeria circuit !
2017 R6 test page 4 – Technical point
Engine
The engine of the R6 evolves only very slightly, in order to respect the new Euro4 standard in terms of gas emissions … and decibels, we have it seen heard during our driving on the Almeria circuit (in Spain, read the previous pages).
The in-line 4-cylinder, liquid-cooled 4-stroke scrupulously retains its dimensions (67 x 42.5 mm), its 16-valve distribution – in titanium, please – controlled by a double overhead camshaft, its cylinder head cover and side cases in magnesium (its compression ratio of 13.1: 1).
The variable air intake system (YCC-I) and electronic throttle opening control (YCC-T) with dual injector are also renewed, as is the EXUP valve of the exhaust – titanium silencer – supposed to "participate in excellent torque characteristics"…
To meet the quotas imposed by the new European standard, Yamaha engineers introduced larger catalysts into the exhaust, reworked the injection rail and fuel filter, re-configured electronic injection and fine-tuned the intake. air.
In the end, the maximum values of the R6 still take a hit: 118.4 horsepower at 14,500 rpm and 61.7 newton meters 4000 rpm lower … As a reminder, the previous model – which dated back to 2010! – came out 124 hp and Nm.
On the transmission side, the 2017 R6 receives the R1 quickshifter as standard, allowing gears to be mounted without engaging or cutting the throttle. It keeps the 6-speed gearbox and its staging at the same time, as well as the anti-slip clutch, which is very useful for "disaster" downshifts..
Part-cycle
Particular attention was paid to the aerodynamics of the machine: "during our first briefing on the new R6, the designers were adamant: their desire was to create the most aerodynamic Yamaha ever produced. And they succeeded! ", reveals Clement Villet, motorcycle sales manager at Yamaha Europe.
Logically, the face of the Supersport looks like that of the MotoGP M1. The rear, for its part, is identical to that of the Superbike R1. "Result: the latest design shows a significant 8% improvement in the efficiency of its aerodynamics," calculated the scientists – not crazy at all – Iwata.
55 mm higher, the screen offers much better protection to the pilot while participating in the marked improvement of the sacrosanct Cx. Finally, in order to reduce the drag of the motorcycle as much as possible, the new LED indicators are now integrated into the mirrors..
The front axle of the R6 is also deeply revised: the Blues have mounted the KYB inverted fork of the R1 (43 mm tubes and 29 mm tee bottom, against 41 and 36 on the previous R6), not without reviewing its settings. in order to match his new mount. Convenient, changes in preload, compression and rebound are all performed at the fork crown.
At the bottom of the fork this time, Yamaha points out that the diameter of the front wheel axle has been increased (25 mm) "for optimum maneuverability". But what Site retains in priority is that the brake system of the R1 is also grafted !
The new YZF-R6 thus benefits from larger discs (320 Vs 310 mm) bitten by four-piston calipers with radial aluminum mounting. At the rear, however, no change: the simple 220 mm disc is still pinched by a single piston caliper.
To allow the rider to make the most of all these developments, Yamaha has re-cut the rear magnesium buckle. Thinner at the front of 20 mm, it receives a saddle as high (850 mm) but also thinner (-8 mm) and slightly raised in its rear part. Aluminum frames and swingarms do not move.
Like the R1, the R6 has an aluminum tank which is welded cold (Cold Metal Transfer, or CMT for connoisseurs). Lighter by 1.2 kg than a steel equivalent, it adopts more flared lines on the sides allowing the pilot to move more easily and then to wedge more efficiently, both in a straight line and in the turns.
Electronic
Equipped since 2006 with electronic management of the throttle opening (ride-by-wire, or YCC-T at Yamaha) and two years later with the variable admission system (YCC-I), the R6 adopted in 2017 a unique traction control (TCS).
“We know that the YZF-R6 arouses the interest of different categories of riders, with varying skill and experience levels, but all united in the spirit of performance,” Yamaha justifies, “which is why the new TCS includes 6 selectable intervention levels and can also be deactivated ".
The traction control is adjusted using the dedicated button, placed on the left stalk. The pilot can vary the intensity of the TCS (1 mini, 6 maxi) while driving, gas cut in any gear or constant gas – fully of course! – on the last three reports.
Another 2017 novelty enabled by the brand new on-board electronics: the D-mode, well known to Yamaha enthusiasts, which allows you to vary the response of the throttle, from wise in B mode to lively in A mode, the Standard being between of them.
To control all his new settings, the driver of the R1 2017 has a new dashboard, snatched from the R1 … old generation! No color "tablet" for the Supersport therefore, but a large analog tachometer (red zone set at 16,500 rpm) and a digital screen displaying all the necessary information…
Site listed as information: gear engaged indicator, engine temperature, GPS (for the optional data acquisition system), quickshifter, TCS, D-mode, speed, odometer, trip, average and instantaneous consumption, stopwatch, clock . Strictly speaking, only the outside temperature is missing.
Related articles
-
Roadster – Yamaha MT-09 SP test: the one we SPEED! – MT-09 SP test page 3: Technical point
Yamaha MT-09 SP test: the one we Sought ! The Yamaha MT-09, one of the stars of the French motorcycle market, never ceases to enchant bikers eager for…
-
Yamaha R1 and R1M 2020 test: hell of a blow … and salty extra cost ! Yamaha is taking advantage of the changeover to the Euro5 standard to perfect its…
-
2017 Suzuki V-Strom 1000 XT test: a super cost ! The Suzuki V-Strom 1000 , relaunched in 2013 after a career suspension in 2008 due to Euro 3 standards,…
-
Yamaha Niken test: trying the three-wheeled motorcycle is taming it ! For more than ten years, Yamaha engineers have been racking their brains to offer a…
-
2017 Suzuki GSX- R1000R review: the beauty of Gex Driven by the most recent hypersport motorcycles for lack of developments in the last ten years or so,…
-
Tmax 2017 SX and DX test: Yamaha gives (sells) its maximum ! Yamaha is launching its new Tmax 530 2017, available in three models: the standard, the…
-
Roadster – Yamaha MT-10 SP test: Sweden is doing it good – MT-10 SP test page 3 – Technical point
Yamaha MT-10 SP test: Sweden does it good One year after the release of the MT-10, Yamaha offers a more sophisticated version of its maxisportive…
-
Yamaha R1 and R1M 2015 test: with or without M, we like ! Yamaha’s brand new sports bike is currently landing in French dealerships. But it was on the…
-
Roadster – Test Yamaha MT-09 2017: mult (r) iples pleasures! – Page 3 – Technical point MT-09 2017
2017 Yamaha MT-09 review: mult (r) iples pleasures ! Having become a bestseller in just four years, the Yamaha MT-09 is full of positive developments for…
-
Honda CBR1000RR / SP 2017 test: neither gross nor submitted ! Forget the old CBR1000RR lacking in performance and technology: Honda celebrates 25 years…