Yamaha


30th Pictures

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

Yamaha

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Despite poor sales figures for super athletes, Yamaha Germany boss Jörg Breitenfeld told MOTORRAD, "It was never an issue here to let the 600s die out".

Because the R6 has too long a tradition and too strong a fan base for that.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The video for the driving report of the Yamaha YZF-R6 can be found at: www.motorradonline.de/mrd201708012

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

Yamaha

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A few kit parts from Yamaha’s own tuning company YEC unleash the full potential of the R6. Handling and power in the finest symbiosis.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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In the cockpit, the analog tachometer dominates as a core feature of the YZF-R6. The gear display as well as information about traction control and the riding mode are new.

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The QSS automatic gearshift is standard equipment and works fine.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

Yamaha

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The new R6 looks very similar to the R1 superbike. Both share design elements of the front and rear, LED lights and the air slots in the tank.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The new Yamaha YZF-R6 in the driving report.

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The aerodynamics are said to have been improved by eight percent compared to its predecessor.

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The new Yamaha YZF-R6 in the driving report.

Yamaha YZF-R6 (2017) in the driving report

How good is the 2017 model?

The new Yamaha YZF-R6 is set to continue a long success story while keeping the sport in the 600 class alive. The test shows whether the new Yamaha YZF-R6 has the necessary drive.

The Euro 4 homologation regulations finally put an end to the 600 athletes: Development costs and sales figures are no longer in a lucrative relationship. Honda, Suzuki, Kawasaki and Triumph are currently out of the 600 super sports business. Yamaha, on the other hand, calculates differently and brings the brand new Yamaha YZF-R6 at the start. “It was never an issue here to make the 600s extinct,” said Yamaha. Because the Yamaha YZF-R6 has too long a tradition and too strong a fan base who swear by the speed-hungry machine. At least that’s the romantic explanation.

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Yamaha YZF-R6 (2017) in the driving report
How good is the 2017 model?

Visually very similar to the YZF-R1

In addition, the brand with the crossed tuning forks in the emblem has the most extensive range of street sports motorcycles ever. Without the Yamaha YZF-R6, one component would be missing. And in amateur racing as well as on the used market, the R6 has indeed enjoyed enormous popularity since the legendary RJ11 model from 2006. If there is a six hundred player involved in race training somewhere, it is usually an R6. This means that you can quickly get to the 2017 model. Visually, the new R6, internally called RJ27, is based heavily on the YZF-R1 superbike.

Both machines have a cladding front with a central air inlet plus LED lights and the airy, aerodynamically styled rear. The engineers worked on the aerodynamics of the Yamaha YZF-R6 in particular. The slimmer line of the machine should bring an improvement of eight percent over the previous model and make the new one the most streamlined Yamaha ever.

Fork constantly dampens even with hard braking attacks

Another new feature is the lightweight aluminum tank, which saves 1.2 kg in weight compared to the steel tank of the previous model. The more compact battery and the two centimeters shorter rear frame made of magnesium are also characterized by lightweight construction. The new Yamaha YZF-R6 can certainly not be blamed for inertia, because its handling is extremely nimble. The now standard Quickshifter QSS fits this, which shifts the gears quickly and cleanly through the perfectly functioning transmission. The fact that the agility of the machine does not turn into nervousness is due to the proven geometry and the positive properties of the new chassis.

The 43 mm KYB fork (fully adjustable) from the R1 cushions wonderfully constant even with hard braking attacks and responds well, which results in clear feedback for the front wheel. With the new Yamaha YZF-R6, turning on the brakes and then pulling the line tighter again in an inclined position works effortlessly. The new Kayaba strut doesn’t respond as well as the fork. But the 600 remains in balance with most driving maneuvers, it shows better directional stability than its predecessor when braking hard.

Yamaha YZF-R6 a bit weak in terms of performance

The brake system of the new Yamaha YZF-R6 also comes from the R1 and does its job more than solid. It bites firmly into the 320 millimeter brake discs, and the pressure point remains stable throughout the turn. Furthermore, an ABS is new on board – it regulates late in a sporty way. Compared to the traction control (TCS), which is also new, it cannot simply be switched off with a switch on the handlebar. The TCS has six levels and can be changed while driving, from fourth gear upwards even if the throttle grip is not fully closed. Although this traction control is a comparatively simple system without lean angle sensors (the basis for the intervention is the speed comparison of the front and rear wheels, whereupon the system regulates the ignition timing and injection quantity), even fast drivers from level three onwards do not have to intervene prematurely path.

Unfortunately, this may also be due to the fact that the new RJ27 seems a bit weak in terms of performance. In the lower and up to the middle speed range, the predecessor models couldn’t hammer in any nails with their bare hands. They more than made up for it in the speed range from 12,000 rpm to the limiter beyond 14,500 rpm and burned down real fireworks there. According to the rev counter, the new Yamaha YZF-R6 also yodels up to over 16,000 rpm. But even in driving mode A with the sharpest response (there are A, B and Standard) it is almost a bit tough. A look at the data sheet provides the explanation: 118.4 hp peak power – that’s less power than the first R6 from 1999. In addition, the new Yamaha YZF-R6 is not even lighter than the previous model – despite the aluminum tank and magnesium rear frame, it weighs just under kilograms more. This is due to the electronics and other attachments. And, of course, the approval standard mentioned at the beginning, because without a large-volume exhaust with appropriate catalytic converters, it no longer works. Eliciting more power from the engine under Euro 4 is extremely difficult, explains the Japanese technician.

RJ27 with racetrack kit

However, as soon as it comes to pure operation on the racetrack, and this is where most R6 owners will use their sports equipment, other rules apply. Euro 4 or a street legal is not of interest there. For a single turn, a Yamaha YZF-R6 pimped up with YEC parts (Yamaha’s own tuning company) is available during the presentation. It is built according to World SSP regulations and has a complete Akrapovic system with a special ECU plus mapping and the associated racing wiring harness. The ABS has been removed from this Yamaha YZF-R6 and the traction control has been deactivated. In addition to the racing fairing and a sticky racing seat made of foam rubber, it has an automatic switch with a pure blipper function.

Into the first corner – and accelerate! Suddenly it is there, the aggressive revving. Mechanically nothing has been changed on the engine, and yet this Yamaha YZF-R6 goes off like Schmitz’s cat! It’s wonderful how swiftly it rushes through the 600 curve sections and storms out of the radii with a wild screeching pull on the chain. If this package were available for a cheaper course and with road approval, the new R6 would certainly soon be very popular, and not just among die-hard racing freaks. The machine will be at dealerships from mid-April. However, the reality is likely that with a base price of almost 14,000 euros, only real fans will choose the new Euro 4 six-pack.

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