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Yamaha YZF-600 R6

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Make Model

Yamaha YZF-600 R6

Year

2003

Engine

Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.

Capacity

599 cc / 36.5 cu-in
Bore x Stroke 65.5 × 44.5 mm
Compression Ratio 12.4:1
Cooling System Liquid cooled
Lubrication Wet sump

Induction

Fuel Injection 38mm throttle bodies

Ignition 

Digital DC-CDI
Starting Electric

Max Power

123 hp / 89.7 kW @ 13000 rpm

Max Power Rear Wheel

115.3 hp / 86.0 kW @ 13000 rpm

Max Torque

68.5 Nm / 50.5 lb-ft @ 12000 rpm
Clutch Multi-plate

Transmission 

6 Speed 
Final Drive #530 O-ring chain
Frame Aluminium, twin spar

Front Suspension

43mm telescopic fork, preload, compression and rebound damping adjustable
Front Wheel Travel 120 mm / 4.7 in

Rear Suspension

Monoshock piggyback reservoir and adjustable preload, compression and rebound damping adjustable,
Rear Wheel Travel 120 mm / 4.7 in

Front Brakes

2x 298mm discs 4 piston calipers

Rear Brakes

Single 220mm disc 1 piston caliper

Front Tyre

120/60 ZR17

Rear Tyre

180/55 ZR17
Rake  24°
Trail 86 mm / 3.4 in
Dimensions Length 2020 mm / 79.7 in 
Width    690 mm / 27.2 in
Height 1090 mm / 42.9 in
Wheelbase 1380 mm /  54.3 in
Ground Clearance 130 mm / 5.1 in
Seat Height 820 mm / 32.3 in

Dry Weight

162 kg /357 lbs

Fuel Capacity 

17 Litres / 4.5 gal

Consumption Average

18.8 km/lit

Standing ¼ Mile  

10.8 sec

Top Speed

262.4 km/h / 163.0 mph
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The all-new 2004 Yamaha YZF-R6 begins with a radical new DeltaBox III frame. The first street motorcycle ever to use our new Controlled Filling Die Casting technique, resulting in a lighter aluminum frame that's stiffer. What once took 16 welds now requires two.

Revisions to the steering head give even greater feedback. And a 10mm longer swingarm and repositioned swingarm pivot improve traction.

Yamaha engineers say the existing 65.5mm x 44.5mm cylinder dimensions are just fine, thanks, but the pistons get a 10 percent thicker top ring for less flutter and better sealing against hot, high-velocity combustibles. Crankshaft balance has been carefully recalculated, also. All that adds up to 117 claimed crankshaft horsepower at 13,000 rpm on Yamaha's dyno--123 hp with the requisite amount of fast-moving atmosphere crammed into the new airbox. Because more power means more heat, there's also a larger curved radiator, allowing 30 percent more airflow to keep everything cool.

The YZF-R6 for 2003. Allegedly all-new and undeniably all-R6, it rolls into the most serious 600 class in years some eight pounds lighter and packing three additional horsepower. A radically refined aluminum chassis aims to top any 600-class cornering comparison, while its artfully sculpted skin keeps the silhouette fresh.

 

Starting out with a class-leading package makes radical change unnecessary. The story starts with a revamped ram-air inlet, feeding what Yamaha says is a more efficient pressurized airbox. Downstream, four YZF-R1-type 38mm throttle bodies provide the most predictable innovation: electronic fuel injection. Move deeper into the engine and changes are more subtle. Waging war against friction and pumping losses--power-sapping crankcase pressure fluctuations created by pistons flying around at 15,000 rpm--90 percent of the part numbers in the '03 R6 engine are new. Cams dial in higher lift, and valve springs are stiffened to match.

 

Yamaha engineers say the existing 65.5mm x 44.5mm cylinder dimensions are just fine, thanks, but the pistons get a 10 percent thicker top ring for less flutter and better sealing against hot, high-velocity combustibles. Crankshaft balance has been carefully recalculated, also. All that adds up to 117 claimed crankshaft horsepower at 13,000 rpm on Yamaha's dyno--123 hp with the requisite amount of fast-moving atmosphere crammed into the new airbox. Because more power means more heat, there's also a larger curved radiator, allowing 30 percent more airflow to keep everything cool.

The Deltabox III frame shows lessons learned from the '02 R1, along with some tricky manufacturing technique. Thanks to Yamaha's proprietary Controlled Filling (CF) aluminum die-casting procedure, the '03 R6 skeleton is allegedly 50 percent stiffer--on par with the R7 superbike chassis in terms of rigidity--and radically simpler to build, assembled with two welds rather than the 16 necessary to bond an '02 R6 frame. First used in manufacturing Yamaha's RX-1 snowmobile, CF casting technology lets engineers optimize the flow of molten aluminum into a die, maintaining precise control over the temperature of the die itself and drastically increasing the vacuum inside. With fewer air bubbles sneaking into the mix, aluminum bits can be thinner, lighter and just as strong. The computer-controlled CF process also allows engineers to cast larger, more complex shapes--quite a big deal when an '02 R1 is comprised of approximately 40 percent aluminum.

Wheelbase is status quo at 54.4 inches--another optimal number to R6 designers--but other chassis numbers were tweaked. The swingarm is 10mm longer, and the countershaft sprocket centerline migrates 10mm closer to its pivot point. At 24 degrees, rake is unchanged from '02, but moving the triple clamp closer to the rider stretches trail to 86mm--5mm more than last year--admitting that longer swingarm into the aforementioned optimal wheelbase, and adding a little composure to R6 steering manners, too. The CF process also serves up a lighter, simpler aluminum sub-frame.

Details? A new hefty little catalytic converter could have canceled some of that weight loss, but replacing steel muffler entrails with titanium created an exhaust canister that's 2.2 pounds lighter than last year. Created via a separate casting process, new five-spoke aluminum wheels are stronger, and will arrive with '02-spec radial rubber: a 120/60ZR-17 front followed by a 180/55ZR-17 rear.Prices are predictably vague as we go to press, but as long as nothing drastic happens to the Dollar/Yen relationship, the sticker price will be as close to the current $7999 tariff as Yamaha can get it. Expect to put your sweaty little palms on one in late December or early January.

 

Review

Allegedly all-new and undeniably all-R6, it rolls into the most serious 600 class in years some eight pounds lighter and packing three additional horsepower. A radically refined aluminum chassis aims to top any 600-class cornering comparison, while its artfully sculpted skin keeps the silhouette fresh.

Starting out with a class-leading package makes radical change unnecessary. The story starts with a revamped ram-air inlet, feeding what Yamaha says is a more efficient pressurized airbox. Downstream, four YZF-R1-type 38mm throttle bodies provide the most predictable innovation: electronic fuel injection. Move deeper into the engine and changes are more subtle. Waging war against friction and pumping losses--power-sapping crankcase pressure fluctuations created by pistons flying around at 15,000 rpm--90 percent of the part numbers in the '03 R6 engine are new. Cams dial in higher lift, and valve springs are stiffened to match.

The Deltabox III frame shows lessons learned from the '02 R1, along with some tricky manufacturing technique. Thanks to Yamaha's proprietary Controlled Filling (CF) aluminum die-casting procedure, the '03 R6 skeleton is allegedly 50 percent stiffer--on par with the R7 superbike chassis in terms of rigidity--and radically simpler to build, assembled with two welds rather than the 16 necessary to bond an '02 R6 frame. First used in manufacturing Yamaha's RX-1 snowmobile, CF casting technology lets engineers optimize the flow of molten aluminum into a die, maintaining precise control over the temperature of the die itself and drastically increasing the vacuum inside. With fewer air bubbles sneaking into the mix, aluminum bits can be thinner, lighter and just as strong. The computer-controlled CF process also allows engineers to cast larger, more complex shapes--quite a big deal when an '02 R1 is comprised of approximately 40 percent aluminum.

Wheelbase is status quo at 54.4 inches--another optimal number to R6 designers--but other chassis numbers were tweaked. The swingarm is 10mm longer, and the countershaft sprocket centerline migrates 10mm closer to its pivot point. At 24 degrees, rake is unchanged from '02, but moving the triple clamp closer to the rider stretches trail to 86mm--5mm more than last year--admitting that longer swingarm into the aforementioned optimal wheelbase, and adding a little composure to R6 steering manners, too. The CF process also serves up a lighter, simpler aluminum sub-frame.

Details? A new hefty little catalytic converter could have canceled some of that weight loss, but replacing steel muffler entrails with titanium created an exhaust canister that's 2.2 pounds lighter than last year. Created via a separate casting process, new five-spoke aluminum wheels are stronger, and will arrive with '02-spec radial rubber: a 120/60ZR-17 front followed by a 180/55ZR-17 rear.

Source Motorcyclist