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 2 – a race bike … or almost
The Almeria circuit that Yamaha has selected for the press launch of its new YZF-R6 is particularly complete: the layout can be divided into three fairly clear sections which test different points of the bike..
The first portion of the Andalusian route is made up of three large rapid curves. Very fast even, as long as you have enough confidence in your bike, which is clearly the case with the 2017 R6, the chassis of which without batting an eyelid takes angles and higher and higher speeds as and when passages.
Perfectly stable, the new Supersport front axle traces the track with phenomenal precision. Not easy to tackle at the start, the second bend located just behind a bump quickly becomes pleasant thanks to him, and on condition that you apply the circuit boss’s method: "dive as soon as you see the wall and its tires appear in your field of vision". Atmosphere !
Very rough in its trajectories at the start of the day, Site also appreciates the fine calibration of the injection and the smoothness of the transmission. Set to mode A, the most responsive, the engine reacts to the slightest pressure on the throttle. But this is done without brutality, therefore without disturbing the subtle balance of the machine.
The second portion of the circuit includes sharper turns where the demonic agility of the Yamaha works wonders. Obvious to enter in curves, the R6 is just as inclined to modify its trajectory. And fortunately, because on several occasions during its first session, MNC gave a stealthy blow of gas, even of handlebars, to avoid joining too early or too slowly the rope. !
Once (re) integrated the multiple sequences of turns, the Journal moto du Net better appreciates the formidable velocity of "its" R6 in curves. But the speed of passage of the R6 driven by Lucas Mahias himself is much more impressive! Once well in gloves, the "small" sports are sacred tools in the winding…
Like the fork derived from the R1, the front brake directly grafted onto the R6 is completely satisfactory: straightforward when attacking the lever, it turns out to be perfectly dosable, which allows its input speed to be carefully adjusted. curves – speed which, as we have just seen, is quite incredible for some … and unfathomable for the majority of bikers !
Braking precision is also welcome when letting go of the right lever: the trigger of the fork, a little too open for Site tastes, straightened the nose of the R6s made available to us a little too quickly. By gradually releasing the pressure in the calipers, the rocking is slowed down and the trajectory is ensured to the nearest millimeter. Future R6 owners will have plenty of time to adjust their suspensions…
In the triple right "Almendros un, dos, tres", MNC greatly appreciates that taking the front brake on the angle does not lock the bike. The latter is so light (190 kg all full) and so docile that it is also possible to rectify a too wide trajectory at the exit of the second blind curve. Beginners will also like !
In the following Esses, the pilot can alternate big brakes and big gas shots without ulterior motives: the R6 readily accepts being manhandled. When accelerating, the traction generated by the swing arm and rear tire is exhilarating. MNC must however emphasize that the original Bridgestone S21 fitment was here replaced by more sporty R10s..
Not overly used during the very first sessions (three groups of journalists took turns every 20 minutes), the rear tire proved to be both effective and durable thereafter. Thanks to their excellent grip, Site ended up seeing the limits of the rear shock on some irregular sections. The rear axle pumps a little, but there is really nothing to be alarmed about and give up the throttle.
It was not until the end of the day that the rubber, starting to feel fatigue, allowed MNC to judge traction control. Set to 1, his interventions are rare and almost insensitive. MNC may not be attacking enough, after all ?!
With two short presses on the specific handlebar control (left), Site raises the TCS level two notches and notices that the traction control regulates a little more often. Mounted to level 6, the most restrictive, the orange "traction-control" warning light flashes as soon as the first gears are fully pulled.
Convincing, the system is both thin enough not to frustrate seasoned riders, and effective to reassure less experienced bikers who will be surprised by a downpour when returning from the circuit, with poorly sculpted or fairly worn rubber….
In the chicane at the end of the circuit, the change of angle is done in a flash. Thanks to the TCS, we do not fear being struck by a highside at the exit of this tiny pif-paf, despite a strong recovery on the second report. We then embark on the final section of the route…
A magnificent parabolic command the return straight, 970 meters long. And it is here that the main weak point of the motorcycle is the most penalizing: the engine of the new R6 has been cruelly restricted and muted by the Euro4 standard….
On our test R6s, however equipped with the Akrapovic "silencer" approved for the road – replacing the original model in titanium also, but long and low and therefore less attractive – the sound of the 4-cylinder remains very muffled. Much too much in any case for the trackers who appreciated the vocalizations of the previous R6.
By attacking from the straight line, the Journal moto du Net realizes that the roars of the engine are less fierce than in the past. In our memories, the resonance of the airbox also seemed more intense and the tone more hoarse. So much for the soundtrack…
In terms of performance too, the R6 is limited! The sharp character of the "six-hundred" does not surprise us: you have to keep the tachometer needle above 11,000 rpm to take advantage of the best acceleration. But it is useless to exceed 14,500 rpm, because beyond that the engine continues to reel and howl but tows less vigorously.
There is therefore no need to wait for the red zone (perched at 16,500 rpm) to go up a gear via the efficient quickshifter, which can only be criticized on one point: as on the R1 – as well as on the MT-09 and MT-10 / SP / MT! -, it does not include the downshift function.
Still in the long straight line of Almeria, Le Journal moto du Net is delighted that Yamaha has finally endowed its sports car with a bubble worthy of the name! 55 mm higher than on the old R6, it offers real protection, confirming the nice 3D drawings of the manufacturer (see the technical point on the next page).
We could thus keep this speed search position for several kilometers – German highway! – because only the elbows, placed next to the sliders, protrude on each side of the motorcycle. Another advantage of the R6 in these conditions: the saddle is remarkably long, allowing the large carcasses to move back properly and plunge the head under the bubble.
The length of the seat is also useful for backing up when braking. However, the Almeria circuit has two big consecutive ones. The strongest is at the end of the straight line which ends in a fairly slow uphill right / left. Big arms required !
This braking zone does not scare the R6: its R1 brakes provide formidable deceleration while the ABS will certainly not interfere with occasional trackers. Very large brakes, on the other hand, will undoubtedly regret not being able to select a "Track" mode deactivating the rear ABS, in particular, or not being able to disconnect the complete system..
MNC easily imagines that in exchange, the pilots – the real ones! – would have done without standard driving modes and B actually offering smoother responses from the engine, which nevertheless remains "Full". In mode A, as we have seen, the connection between the electronic accelerator and the rear wheel is good enough for them to manage the cavalry, even on wet tracks or worn tires….
Back in the pit lane, Site tested the flexibility of the small 4-cylinder: it set off again in the last gear from idle, without flinching but without much conviction. Over a few meters also, MNC notices that the quickshifter accepts to operate at low speeds and at low throttle opening..
With its saddle still as high (850 mm) and its handlebars still as low, the R6 induces a position of conduct ideal driving for the circuit, hard on the road and brittle for the city. The tank, recut, spreads the legs a little less and facilitates mobility on board, while its sides allow you to wedge well in the curves.
On the practical side, the turning radius is sufficient to make a quick U-turn in the pit lane. But what would be the point, exactly? In town, the R6 should be able to roam without too much trouble. On the other hand, parking your motorcycle in a small parking box may take a little time..
The saddle, thinner at the front to facilitate access for both feet to the ground and not very thick so that you can feel the rear of your bike working on the circuit, is wide enough at the rear not to feel your own too much. rear axle during long road connections. Much taller than the old one, small and firm, the passenger seat is … a joke, no ?!
Related articles
-
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 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 Suzuki GSX-R1000R review: the beauty of Gex Driven by the most recent hypersport motorcycles for lack of developments over the past 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…
-
Yamaha R1 and R1M 2020 test: hell of a blow … and salty extra cost ! Yamaha is taking advantage of the change to the Euro5 standard to perfect its…
-
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…
-
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…
-
Duel CB650F Vs MT-07: the traditional Honda 4-legged against the sensational CP2 Yamaha Attacked from all sides, the Yamaha MT-07 remains the benchmark…
-
2020 BMW S1000XR test: hyper sporty without having the RR The BMW S1000XR gets new skin, bones and muscles in 2020: launched in 2015 and updated in 2017,…
-
Roadster – Test Yamaha MT-125 2020: what’s up? – MT-125 test page 1: undermined like never before!
Test Yamaha MT-125 2020: the face ? The Yamaha MT-125 launched in 2014 receives a menacing new front end inspired by the MT-09 and the variable-valve…