Yamaha YZF-R6 in the performance test

Yamaha YZF-R6 in the performance test

Uncompromising racing bike

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Although no longer fresh, the Yamaha YZF-R6 still sends clear signals. It is a pure racetrack weapon and therefore just right for PS tester Rod.

The guy whines after the turn and complains about the brake light that was not taped off for photo purposes Yamaha YZF-R6. It irritates, distracts, disturbs. Definitely overcoming frustration, because the thousand driver stinks a lot that I ironed him with the six hundred. Instead of learning about late braking points, he gives up the bad loser and howls around. Here you go, I’ll just disconnect the brake light! I would have loved to see the face of another racer who hits the iron way too late because he waited for my brake light to shine! You can’t please everyone.

Yamaha YZF-R6 in the performance test

Uncompromising racing bike

The Yamaha YZF-R6 is an absolutely radical bike; Trimmed uncompromisingly for racing, doesn’t care about everyday suitability and embodies pure sportiness with every screw – really big cinema!

The design and technology of the R6 are still up to date

The Yamaha YZF-R6 has been around in this form since 2006. But its styling with the razor-sharp rear still really turns me on and still sets standards today. Their superb workmanship, the quality of their attachments and the great finish do the same. Would you like some examples? Hardly any other production bike offers a fork with separate high and low-speed compression stages. In addition, the racer has been shining since 2008 with variable intake funnels and a rear frame made of magnesium. In addition, the spring preload mechanism on the monoshock is made of high-quality, milled aluminum. Yam also makes it very easy for screwdrivers. The license plate holder including the taillight can be dismantled in no time, and the circuit diagram can be easily reversed, except for a longer cover screw including a spacer sleeve, without additional accessories.

I particularly like this detail because I always start with a racing gearshift – first gear up, rest down. Why? Because it simplifies loading and I don’t have to squeeze the switch foot under the lever in a large left-hand slant. However, there are no such long acceleration curves here in Lusatia. There are some tricky passages like the snaking to the start / finish, which require absolute steering precision and a bike that is as manageable as possible. Sections made for the Yamaha YZF-R6! This is especially true after a few setup changes to the chassis. First I lower the front by sticking the fork five millimeters up through the bridges. I’m also swapping the standard 180/55 slipper for a rubber in 190/55 dimensions. As a result, the rear moves up a few millimeters due to the larger tire diameter.

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The rear wheel remains firmly on the ground despite the changed balance

These measures do not make the Yamaha YZF-R6 much handier, but it does provide significantly more feedback for the front wheel. This is especially great when bending over on the brakes, where I nibble on several thousands after they mercilessly sniffed at me on the long straights. That’s awesome! No trace of nervous lurching of the stern when anchoring, the rear wheel also remains firmly on the ground despite the changed balance. It’s just sensational how the yam works now; everything slips, everything fits, everything is easy to do. Only when turning does it require a clear steering impulse, as it initially blocks the test tire (Dunlop D 212 GP Pro) against a lean angle. In return, the R6 rushes extremely well through the corners on these rubbers. In addition, the Dunplos offer grip until the earlobes brush. When it comes to air pressure, I follow the manufacturer’s specifications: 2.2 bar at the front, 1.4 bar at the rear – each measured with tires preheated for about 45 minutes.

After I also adjusted the damping – setup tips are in the data box – the Yamaha YZF-R6 skillfully filters away the few bumps in the Lausitzring. I beg your pardon? Few bumps? Lausitzring? That’s right, because at the beginning of the year the operators smoothed the worst parts of the slope and applied a new surface with first-class grip. With a few exceptions, such as the 180-degree right in the infield or the nasty edge of the start / finish entrance, the course is now as smooth as a child’s bottom!


If there is no space inside, it just goes past the outside.

Apart from the somewhat weak rebound damping of the shock absorber, the chassis of the Yamaha YZF-R6 works perfectly. And the brake? The braking power is correct and the stoppers are very stable. But for my taste they could bite a bit more aggressively, the pressure point could be a bit crisper and require a little less hand strength. Sharper toppings would certainly help. What is still missing? Driver assistance. ABS and traction control are not an issue for cracks. But for hobby racers, a well-coordinated ABS would certainly be helpful just in case. Hobbyists are most likely to do without a TC. Because six hundred vehicles don’t have so much smoke that they stand out of the corners when accelerating.

Speaking of smoke. Compared to a thousand with fat lard, the Yamaha YZF-R6 conveys a real holiday feeling. It doesn’t pull your arms out when you accelerate, and you don’t have to hold on to the bike. Anchoring is also much easier due to the lower speed and weight. Not to mention wagging around bends. Nevertheless, you don’t feel underpowered on the 121 hp Yamaha. Exceptions are straight lines on which the superbikes roll past at supersonic speed and get in the way in the next corner. For this reason, some race training organizers have recently started offering turns that are separated by cubic capacity. A great idea that may soon be widely accepted – if the 600s shouldn’t be extinct by then.

Transmission of the Yamaha YZF-R6 a real dream

As long as different displacement classes are romping on the slopes together, the counterattack follows in slow, winding passages: pulling past boldly and gaining as much lead as possible. This also works first-class on the Yamaha YZF-R6 because the pilot can skip one or the other gear change thanks to the huge speed reserves upwards. In addition, despite the lack of different driving modes, the six accelerates very gently, no load change. And the transmission is a real dream! When shooting, I make sure that the clock is always at least 11,000 rpm. Little goes below this with the small barrel organ. She feels most comfortable between this brand and around 16,500 tours. Whereby the tachometer is not so precise with the displayed values ​​and exaggerates by at least 1000 rpm. Nevertheless, the R6 is the unrestricted speed queen of this planet, none yodels higher.

The fact that the Yamaha YZF-R6 is still a hot topic is shown by a look at the results lists of the Supersport-IDM: Since 2010, the title has exclusively gone to the brand with the crossed tuning forks. "The R6 is also absolutely competitive in the world championship", knows the experienced Yamaha tuner Frank Krekeler. “You just have to do a little more than with the competition.” But that’s not necessary for hot laps on race training, because the Yam is a lightning-fast device out of the box. This means it is clearly on the shortlist for sports drivers and attracts with clear signals: "You want it too!"



Yam’s been around in this form since 2006. But its styling with the razor-sharp tail still really works and continues to set standards today.

Yamaha YZF-R6

Four-cylinder in-line engine, four valves / cylinder, 91 kW (124 PS) at 14,500 / min *, 66 Nm at 10,500 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio: 13.1: 1, ignition / injection system, 50 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

landing gear
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 97 mm, wheelbase: 1375 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 115/120 mm, cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Dunlop D 212 GP Pro, 310 mm -Double disc brake with four-piston fixed calipers attached radially at the front, 220 mm single disc with single-piston floating caliper at the rear.

Max. Rear wheel power **: 82.5 kW (112 PS) at 238 km / h

0-100 km / h: 3.5 s
0–150 km / h: 5.7 s
0-200 km / h: 9.7 s

Draft **
50-100 km / h: 6.5 s
100-150 km / h: 6.4 s

Top speed *: 270 km / h

192 kg with a full tank, v./h .: 52.3 / 47.7%, tank capacity: 17.3 liters.

Setup fork
stat.neg. Spring travel: 30 mm, low / high compression: 8 K / completely open, rebound: 4 K open, level: front 5 mm deep.

Setup shock absorber
stat.neg. Spring travel: 8 mm, low / high compression: 3 K / completely open, rebound: 1 K open, level: standard.

Base price
12,550 euros, test machine: 12,550 euros.



The Yamaha YZF-R6 is clearly on the short list for sports riders and attracts with clear signals: "You want it too!"

I’ve been looking forward to that for ages: To play on the slopes for PS with a radical six hundred like the Yamaha YZF-R6. I am also into powerful superbikes, but there is always endless fun pounding around with the feather-light and easily controllable toys. In addition, these bikes refine the riding style, because you have to ride very precisely and take a lot of momentum from the corners. In addition, 600s don’t stress you, don’t pull the last grains out of your body. After a race training you are happy, not flat!

What I particularly like about the Yamaha YZF-R6 is how uncompromising it is. It is not a softened one-for-all machine, but is clearly committed to sport. Power development, speed reserves, ergonomics, chassis: everything is very consistent and fits together perfectly. In addition, the perplexed expressions of the 1000 drivers are priceless!

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