Motorcycle specifications YamahaYZF-R6 600 2009 Dare to confront me!

Being the most extreme 600 sportsbike doesn't exempt you from a thankless but indispensable law: evolution. And even when your name is R6, there's no escaping it. But miss pistarde isn't worried. With Yamaha's engineers at work on her, and an incredibly formidable potential on the track, the 2008 version of this furious 600 is sure to delight a lot of people.

starting with technology enthusiasts. After adopting the YCC-T ( drive by wire ) throttle control system, the R6 now steals the YCC-I (Yamaha Chip-Controlled Intake) variable intake from its R1 sibling. A unit in the airbox that allows you to modify the length of the intake cones.
The intake manifold is divided into 2 sections, the upper one being movable, activated by an electronically-controlled servo-motor. At low revs, to improve torque, the horns are uncoupled and air flows through the lower section, resulting in short intake manifolds. This improves engine response to acceleration.
Higher up the rev range, at a certain rpm, the upper section lowers and covers the base horns. As a result, the intake manifolds are longer, providing more gniak at higher revs. A modification to the airbox was essential, and its orifice was also improved to reduce air resistance.
To better manage this cocktail of electronics and intake, Yamaha took the opportunity to review the YCC-T and injection settings. All the more so as the engine-makers have added patator to the boiler.

13.1 to 1, sound familiar? That's the compression ratio in the cylinders of the new R6. Quite simply, the highest compression ratio ever adopted on a production Yam. With 12.8 to 1 on the old model, it was already compressing quite a lot. But now, it's getting really strong. This was made possible by new high-compression pistons. Distinctive feature: their slightly convex caps allow a "sloping roof" combustion chamber.
The internal modifications don't stop there: the cylinder head recesses have been hollowed out to accommodate the four ultra-light titanium valves. To cope with the increased loads created by these new pistons, the connecting rod bearings have been enlarged, and the main bearing lubrication port has been redesigned. In addition, the intake and exhaust valve springs are now made from a more durable alloy, guaranteeing consistent, efficient valve work under extreme driving conditions on the racetrack. The timing chain tensioner now benefits from a palladium carbide treatment designed to harden its surface and guarantee consistent chain running quality.

On the exhaust side, the intermediate silencer at the outlet of the 2nd and 3rd cylinder pipes has been enlarged by 30%, again with a view to improving low-end torque.

that was the technical side. If you want to know what this means in figures, 3 will suffice to make you salivate: 135. One hundred and thirty-five horsepower obtained at 14,500 rpm (129 without forced air intake). The same power as a 750 not so long ago. Except that today, around this power, there's an EXUP, titanium valves, anti-dribble, a Drive by wire YCC-I, a variable YCC-T intake, and a chassis that has also evolved.

thanks to its mastery of die-casting technology, Yamaha redefinedfinished the frame's rigidity distribution by modifying the wall thickness of the two side beams, particularly at the rider's knees. At the same time, the wall of the steering column has been thickened to increase rigidity, while the crossmember that connected the left and right sides of the Deltabox frame disappears on the 2008 model, as it did on the 2007 R1.
These changes are almost impossible to see with the naked eye, but are intended to improve handling and increase the R6's cornering precision. Nothing is left to chance in this respect: the new fork stanchions also benefit from differently distributed rigidity, a new lower triple clamp and a longer triple clamp offset. Braking on this formidable front end remains the excellent double 310 mm disc with 4-piston radial calipers; the only change is in disc thickness, up from 4.5 to 5 mm.

you know magnesium as the material used for crankcases and certain frame components. On the new R6, it is also used for the rear cadre. That's 450 grams more weight than before. Underneath, aluminum is no longer extruded, but forged in certain sections of the swingarm. A few centimetres away, the rear suspension has been lightened via a new compression adjuster support, as on the R1 2007 - 2008. And yet, the R6 has gained weight. 5 kgs in 2 years, to reach 166 kgs dry in 2008. Since last year, the mad hunt for weight no longer seems to be a priority for manufacturers (except Honda and Ducati).

aesthetically, it's subtle, yet the R6 has gained (just a little) in dynamism. But you'll have to pay close attention to see that the upper edges of the sides have been redesigned, the mounting point for the mirrors has been tweaked, the new bubble is topped by an even sharper beak, and the top of the fuel tank has been slightly redesigned. A few tweaks, but a design that's still incredibly aggressive and resolutely irresistible: as if adrenalin had guided the designer's pencil. The little finishing touch we loved: the sand-gold rims, as on the R1 SP version.

the YZF-R6 is extremely efficient on the track, and looks set to be a front-runner for a long time to come. A little cosmetic tweaking, even more electronics and technological aids, more watts, a further optimized chassis... Evolution is a beautiful thing!

M.B
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