Motorcycle specifications YamahaYZF-R6 600 2007 Ahead of schedule

yamaha Supersport returns to radicalism. With the adoption of fuel injection in 2003, the R6 became more user-friendly, without losing any of its formidable on-track efficiency. The 2006 model is a real surprise, both aesthetically and in terms of timing. Given the rate at which machines are renewed, this sports bike is a year ahead of the usual release dates. It's true that the 2005 version hadn't changed much.

The new YZF 600 is very different from previous generations. The look is inspired by the first R1s, with a central air intake at the front - it seems to be the new fashion. The upper lip of this mouth descends into an appendage that extends the bubble and houses the pilot light. it's strange and unprecedented, and makes a very clear difference to the air intake on the Honda VTR SP-1 and 2; Aprilia was less successful in this exercise.
Under the bubble, the speedometer block is borrowed from the R1, with a target right in the middle of the rev counter and numbers that make you dizzy. At the front, the look is even more aggressive. Beneath this intimidating face, an inverted fork (fitted with radial brake calipers, as it should be) presents us with a protuberance in front of its dip tubes, similar to the anti-dive systems found on sports machines of yesteryear. Perhaps a new trick to control damping...?
Behind the innovatively styled fairing panels, the boiler announces even more super-square engine dimensions. Success in MotoGP gives wings to engine engineers and their fairy fingers:
With a straightened valve angle (the valves are made of titanium, with aluminum cups) and redesigned combustion chambers, the compression ratio has been increased to 12.8:1. A twin-rail injector system, controlled by a throttle control system (YCC-T - Yamaha Chip Controlled Throttle, inherited from the competitive M1) and managed by a control unit, is also used.tition) and managed by an electronic control unit 5 times more powerful than that of the 2005 R6, powers the block over an exceptional rpm range. Today, the YZF 600's red zone starts at 17,500 rpm - a formidable extension that exceeds the maximum power rpm by 3,000 rpm. At 14,500 rpm, the boiler develops 127 bhp; add another 6 with forced air.
Add to this lightened pistons and crankshaft, revised gear ratios and the EXUP system (Yamaha is coming up with this for a 600 supersport, just after Kawasaki for its ZXR).s Kawasaki for its ZX-6RR) and an anti-dribble integrated into the clutch, and you'll understand that the new R6 is designed for maximum liveliness and efficiency.... mainly on the track. For this machine is not just inspired by Rossi's YZR-M1; it's destined to be just as radical, devoting itself without restraint to the pursuit of maximum competitiveness.
Many expected the R6 to adopt the under-seat pot... Not so. Instead, the bike features a very short titanium exhaust placed low and as close as possible to the swingarm. While this location favors a lower center of gravity, it also imposes a "banana" shape on the swingarm, which has a large cross-section and is very different from the old one.

motoGP, when you hold us... Yam's experience in the MotoGP category is reflected in the R6's all-new Deltabox frame. Its design is based on the "straight-line frame" concept - the steering column, swingarm pivot and rear axle are aligned in the same plane. This ensures optimum rigidity distribution. Cast aluminum is used where rigidity is required, and laminated aluminum is used where flexibility is needed. This material hybrid is also used for the swingarm, whose axle is positioned 20 mm higher.
The YZF's new fork is, as with all sport bikes, fully adjustable for preload, compression and rebound damping. Except here, a new setting allows independent adjustment of low- and high-speed compression. The dual compression adjustment is also found on the rear shock absorber.
Although very similar to the old one, the braking system has been redesigned to respond more effectively to the new engine and chassis performance.

Passenger footrests? Not seen. Perhaps the factory has found a way to remove them or hide them easily for solo use. As the R6 is presented in this single-seater configuration, there's no room for ambiguity. Forget about the passenger!

the R6 has reached a new level in its evolution. From its predecessor, it takes only the name. For this new generation has nothing in common with the old. Except for that pronounced taste for the track, which the 2006 version intends to dominate without sharing.

test drive :

it's not by raising its voice but by howling that the R6 claims to assert this domination. A howl that surpasses anything we've ever heard from a 600 sportbike. In its high-pitched screams, the Yam draws all the gniak it needs for its sole purpose: performance. In absolute terms, as with any supersport, you need to keep the rev counter needle constantly above 10,000 rpm to really exploit the engine. But on the new R6, once you've passed that mark, you've got nearly 8,000 rpm to exploit before you hit the red zone. A huge advantage on the track, especially as no current competitor can boast such a range of use. a real turbine with pretensions quite comparable to 600 championship racing machines. The needle saturates at 18,000 rpm...Barely enough time to shift up a gear and enjoy the efficiency of the gearbox (much smoother than Yam's usual practice) before we have to negotiate the technical parts of the circuit, which will show off the qualities of the R6's chassis.

under braking, which remains a benchmark in this field, the sporty machine showcases the quality of its suspension. The monoshock combines remarkable progressiveness with comfort on small irregularities. Thanks to its numerous adjustment possibilities. An excellent point for the rear; a certain restraint for the front. With the factory settings, the fork does a very good job, but without the rigor found on a Kawa ZX-6R. You can dive into the rope and tack in a jiffy, as long as you accept that the front end is sometimes a little too fickle. When you seriously whip it, you don't feel the front end completely. Compared to the Kawa, whose steering is ultra-rigorous, the Yam will take away a little of the feeling, but will be more accommodating to your little riding mistakes.

race-bred engine, infinitely adjustable suspension, anti-drible clutch, geometryometry, a battery of double-injectors, strategic titanium parts, hellish braking and endless reach... You'd almost think you were looking at a Superbike R7. Not far off; this is an R6 and it's an overdose of technology and efficiency. It's become (or confirmed) a pure track machine, even sharper than a razor... with a price tag even more bleeding than that of a seven-and-a-half. €11,200 for a 600! It's starting to take the edge off. For a trip to the countryside or learning to ride, it's hard to justify. But if you want to own the very best technology and the very best track machine, it makes perfect sense.

M.B
(Text of the essay inspired by the article by Z. Enault - Moto-Journal n°1 686
manufacturer's photos)