|
|
|
|
|
|
Classic Bikes
Custom Bikes
Individual
Racing Bikes AJP
AJS
Aprilia
Ariel
Avinton / Wakan
Bajaj
Benelli
Beta
Bimota
BMW
Brough Superior
BRP Cam-Am
BSA
Buell / EBR
Bultaco
Cagiva
Campagna
CCM
CF Moto
Combat Motors
Derbi
Deus
Ducati
Excelsior
GASGAS
Ghezzi Brian
Gilera
GIMA
Harley Davidson
Hero
Highland
Honda
Horex
Husaberg
Husqvarna
Hyosung
Indian
Jawa
Kawasaki
KTM
KYMCO
Laverda
Lazareth
Magni
Maico
Mash
Matchless
Mondial
Moto Guzzi
Moto Morini
MV Agusta
MZ / MuZ
NCR
Norton
NSU
Paton
Peugeot
Piaggio
Revival Cycles
Roland Sands
Royal Enfield
Sachs
Sherco
Sunbeam
Suzuki
SWM
SYM
Triumph
TVS
Ural
Velocette
Vespa
Victory
Vincent
VOR
Voxan
Vyrus
Walt Siegl
Walz
Wrenchmonkees
Wunderlich
XTR / Radical
Yamaha
Zero
Video
Technical
Complete Manufacturer List
|
Yamaha YZF-600 R6
The 2009 R6 getsnew colour schemes! and it also gets a
remapped engine control unit (ECU), which has revised YCC-T settings for optimized power delivery. Expect smoother,
more linear power when exiting medium- to high-speed bends on your R6. And the
machine’s brilliant top-end performance has also been kept intact. Features: Engine: Ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder with lightweight titanium valves produces incredible horsepower for a 600cc engine. Redline is set at an amazing 16,000rpm. 67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha's special casting technologies and "liner less" cylinder design. Compact "pent roof" cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm.
Single intake valve springs reduce weight and "friction" for optimum high rpm performance. The valve spring material for both the intake and exhaust has been revised to accomodate the increased power. The valve retainers are made of lightweight aluminum. High flow intake and exhaust ports allow more fuel in and more exhaust out for great power delivery at all rpms. Lightweight magnesium cylinder head cover and case covers reduce weight. Separate cylinder block (the cylinder is no longer part of the upper crankcase) design utilizes ceramic composite plated "liner less" cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too. Lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response. Lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature new design oil holes that increase the supply of oil. High lift / high performance, hollow, side-driven camshafts provide arm stretching power and strong acceleration. Semi-hydraulic type automatic cam chain tensioner reduces mechanical noise and maintenance. Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the airbox, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. This system is lighter and simpler than the sub motor driven secondary valve type FI system. Special short intake tracts allow for higher rpms and improved power. The F.I. system features separate TPS (throttle position sensor) and APS (accelerator position sensor) sensors.
Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. The YCC-T features 3 - ECU's inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second. YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length (2 positions) depending on engine rpm. An electronic servo motor varies the funnel length to either 66mm (at low to mid rpms) to the short setting of 26mm at high rpm. The transition rpm between the 2 lengths is approx. 13,700 rpms. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position. Yamaha's exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a world's 1st on a production motorcycle and works in conjunction with Yamaha's fly-by-wire technology and FI systems. 7.6 litre air box uses a viscous type air filter. Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air "force-fed" into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the airbox without a lot of bends or turns. Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the R6's power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and great durability.
The "Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the "sweet spot" of the frame for optimized balanced weight distribution and incredible handling. Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs. The oil lubrication system has been optimized to reduce frictional loses caused by "oil drag". It features a "two side" oil pump. There is a separate liquid-cooled oil cooler to insure consistent engine temperatures for maximum performance and extended service life. High capacity cooling system features a curved radiator with dual ring-type fans for excellent engine cooling efficiency. The ring-type fan offers more airflow than a conventional type fan. Direct ignition coils, iridium dual electrode spark plugs and high-output magneto deliver reliable, super strong spark. With this system, the ignition coils are integrated into the plug caps, significantly reducing weight. 4-into-2-into-1 exhaust maximizes engine performance. There are three, 3-way honeycomb catalyziers with an oxygen sensor in the system to reduce harmful HC & CO exhaust emissions. The oxygen sensor provides feedback to the ECU so it can adjust for the optimum fuel/air mixture. A "mid ship" MotoGP style, lightweight titanium muffler is located below the engine to central mass and lower the center of gravity. The exhaust system also features Yamaha's EXUP System (Exhaust Ultimate Power Valve) utilizing a titanium body and butterfly valves that prevent the "blow back" phenomenon caused by "valve overlap". This design reduces weight and maximizes cornering clearance. The EXUP system eliminates "flat spots" in the power band and reduces emissions too. This is a 1st on a 600cc supersport machine. High powered 32 bit electronic control unit actually contains three ECUs inside the main ECU to control the FI system, the YCC-T system and the ignition system. Air Injection System (AIS) injects fresh air into the exhaust ports to fully burn any unburnt fuel in order to reduce harmful CO & HC exhaust emissions
SUSPENSION: Compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a "straight frame concept". This means the top spars of the frame lie as close to possible to the frame's torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of revised mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design. Lightweight, detachable magnesium rear subframe. The detachable design allows rear shock access and is less costly if the unit is "looped out". Lightweight, aluminum "gull wing" type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot area has been modified for increased rigidity. The swingarm pivot position has also been optimized to reduce the "squat" tendencies caused by drive chain reaction to hard throttle openings. Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees. Fully adjustable 41mm inverted front fork provides 120mm (4.7") of wheel travel and offers incredible suspension performance with ultra-precise feedback. Adjustments include: spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions. Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp. Fully adjustable Monocross link rear suspension utilizes a piggyback-style shock providing 120mm (4.7") of wheel travel. Shock adjustments include: 9 steps of spring preload adjustability, 20-way high speed compression damping, 4 -way low speed compression damping and 20-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping. Radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.
Brembo radial pump master cylinder features a 16mm piston. The radial design allows for more powerful braking and improved lever feedback. The lever is adjustable for various hand sizes. Light weight 220mm rear disc brake is squeezed by a single-piston caliper Lightweight five-spoke 17" wheels reduce unsprung weight by making hub and spokes a single structural unit. A special casting technique makes the rim section substantially lighter and stronger. Ultra-sleek "new edge form" bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. "Minimalism" and "mass forward" movement are two words that best describe this design body. 17.5-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 Litres. The tank features a front tank cover like the R1 and an internal electric fuel pump. Separate rider and passenger seats. An optional rear seat cowl is available. Dual 55 watt H7 "cat eye" headlights. These lights not only cast a bright beam of light, but also feature a sleek profile for superb aerodynamics. Compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear. Single lens LED taillight provides excellent visibility, extended service life and uses less power than conventional bulbs. Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a theft's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the correct coded ignition key, the ignition system and starter will not function.  Details: Durable, lightweight, aluminum clip-on bars provide optimal vibration damping. Adjustable front brake lever Special 525 lightweight O-ring chain is used to reduce weight Steering lock Lightweight aluminum side stand and chain adjusters Lightweight low maintenance sealed gel-type battery The YZF-R6 offers a significant level of power and performance. It is not intended for novice or inexperienced riders
2008 R6 Review
The razor sharp handling of last year's R6 blew us
away, but it was let down by an engine that lacked power at real world rpm
levels. For 2008, Yamaha introduces an all-new R6 that addresses this problem
with a variable intake system first introduced on the 2007 R1 (a computer
controlled intake tract length). Yamaha calls this YCC-I for Yamaha Chip
Controlled Intake.
A new titanium muffler contains an EXUP valve system to further broaden the
powerband of the new R6. The new exhaust is also designed to meet ever
tightening emissions regulations.
Yamaha claims that the already outstanding feedback provided by the current R6
is improved for 2008 in part by revised fork tubes and a new triple clamp design
with increased fork off-set.
Review Yamaha’s YZF-R6 has been a major player in the middleweight sportbike wars ever since it debuted in 1999. Combining light weight with razor-sharp handling and a wailing top-end punch, Yammie’s 600cc screamer has been a potent tool that perennially competes for top honors in its class. Then in 2006, the R6 received a ground-up overhaul that resulted in a package that many judged to be the tastiest eye-candy in the segment. That (plus an optimistic 17,500-rpm tachometer) garnered plenty of attention among consumers and the media alike. This flash and controversy somewhat overshadowed a stellar chassis and the bike’s less-streetable character from its racy ergos and the engine’s top-heavy powerband. So in this mid-cycle revision for ’08, the tweaked R6 has a bolstered midrange punch and even better handling dynamics in the face of new-for-2007 challengers from Honda and Kawasaki, plus a revised GSX-R600 from Suzuki for ’08. Yamaha invited Motorcycle.com to the hills and twists of Laguna Seca near Monterey, California, so we could gleefully sample the latest iteration of this sportbike sales success: R6 sales are up 44% since 2001. This is a critical class for all manufacturers of sportbikes. The 600cc segment makes up 51% of what Yamaha calls the Supersport market, a segment that is up in sales a huge 52% since 2001. The key change to this new R6 is an engine that is architecturally the same but has received some 50 refinements to improve how it delivers its power. Working in conjunction with the bike’s existing YCC-T ride-by-wire throttle is another techie acronym we first saw in last year’s R1: YCC-I, which is a variable-length intake trumpet stack called Yamaha Chip Controlled Intake. At lower revs, the intake air is fed with the fuel-injection’s velocity stacks in their long configuration for enhanced torque output. But the system electronically converts to a short intake tract at 13,700 rpm for optimum performance at the top-end. Yamaha showed us a dyno-chart comparison of this new model against last year’s that demonstrate a stronger midrange plus even more power up top. Although the chart didn’t have numbers on it that show exactly the parameters of the power comparison, the curve of the new bike was clearly stouter in the upper midrange. Peak torque now arrives 1000 revs sooner at 10,500 rpm. And at the upper end, a Yamaha rep revealed to Motorcycle.com that horsepower at the rear wheel handily exceeds 110.
Rocketing out of Laguna’s Turn 11 and onto the front straight reveals seat-of-the-pants impressions that back up the dyno chart, although the R6 still can’t be described as torquey. As before, strong power arrives only once past 10,000 rpm, but now the hit is superior in its quality and quantity. From that point, there’s a 6000-rpm strata of ripping high-end power that is a joy to crank up around a racetrack. As long as you use the excellent gearbox to keep the engine in this bountiful range, the R6 will be hard to catch by any other middleweight. To achieve this augmented powerband, Yamaha engineers made several other modifications to the 599cc powerplant in addition to the YCC-I. A bump in compression from 12.8:1 to 13.1:1 aids torque production, as do 83% larger crossover pipes in the exhaust headers. Cam timing was subtly altered to augment the new engine tuning. Meanwhile, several tweaks to reduce internal friction free up more ponies in the upper range, and wider connecting-rod bearing increase durability. The MotoGP-inspired snub-nosed exhaust retains its titanium construction and powerband-enhancing EXUP valve. The changes to this year’s R6 go much further than the engine room. Yamaha’s testing guy Mike Ulrich stated in his presentation that it’s “a brand-new bike from the tires up.” While the chassis’s geometry remains unchanged (24.0-degrees rake; 3.8 inches of trail; and a 54.3-inch wheelbase), the cast-aluminum frame has received a major overhaul. In the quest for the optimum balance between rigidity and flex to achieve the finest feedback to the rider, a crossmember was removed from between the frame rails which are now thicker and stronger. The net result is incrementally increased flexibility in all three axes. It probably helped that the R6’s senior project engineer, Kouichi Amano, comes from an extensive testing background and can haul ass around a racetrack. “The concept is razor-sharp handling,” the gracious Japanese engineer told Motorcycle.com, “and front-end feedback is more better than current R6. This model is more for track riding, so we made it sharper handling.” Amano and his team also made revisions to the R6’s aluminum swingarm, adding some internal ribbing and replacing an extruded-aluminum section with a new forged piece for less overall flex. The R6’s aluminum subframe is replaced by a magnesium casting in a first for a large-scale production bike, with a weight saving of 1 lb in a critical area for attaining best mass-centralization.
Yamaha research shared during the R6’s presentation revealed that annual track miles for the 600cc Supersport class have gone up 42% from 2004 to 2006; for the R6 in particular, track usage is up an incredible 86%. As such, Yamaha has fitted slightly stiffer springs in the front and rear suspension of the new R6 to keep it taut under the rigors of track abuse. And to retain the proper steering geometry when spooning on larger-diameter rear race rubber, Yamaha has thoughtfully endowed the new R6 with greater attitude adjustments in the form of longer fork tubes and a rear ride-height adjuster – with some race rubber, last year’s bike required the fork tubes to be positioned below flush in the upper triple clamp. Adjusting ride heights at Laguna Seca wasn’t an issue, as we would be riding on the bike’s stock Dunlop Qualifiers. A “PTM” designation indicates a tire developed specifically for the R6, with a slightly more pliable sidewall. These Qualifiers didn’t immediately endear them to the assemblage of journalists, as cold track temperatures conspired to keep grip levels low. Further holding back my confidence in my first session were suspension settings that were too stiff for my scrawny little frame, which weren’t allowing the tires to be worked hard enough. It performed so well that I couldn’t imagine a change that would improve it... The astute Ulrich took a step of spring preload out of both ends of my bike and reduced the fork’s new high-speed compression damping circuit. The result was a bike that now responded perfectly. A slight increase in front-end dive made the front tire dig in harder, and turn-in response that was initially reluctant became easier. I also noted an increase in rear-end grip, and soon the tires were scuffed all the way to their edges. With these settings, the R6 responded kindly to pavement imperfections and felt much more composed. It performed so well that I couldn’t imagine a change that would improve it, so the eager wrenches in the pits sat idle for the rest of the day. With the setup dialed in, I could now concentrate on the nuances of how the R6 performed while re-learning a track I hadn’t ridden on in more than three years. Despite having been repaved twice in the past two years, the track surface has a few chewed-up spots in a couple of corners, but the more compliant suspension happily shrugged them off. Feedback from the bike was plentiful, and I’d rate it improved over the previous iteration’s admirable chassis communication. Several of the motojournalists in attendance reported front-end slides as the tires struggled early with grip, but not one rider had a rubber-side-up result all day. (We can’t say the same about another web-zine’s “daily” author on the previous day…)
The aspect of the bike’s performance most appreciated is the revised engine’s flawless throttle response. I experienced none of the digital-feeling abruptness common among many fuel-injection systems, either while coming back on the throttle or while closing it when slowing for corners. Yamaha has cleverly modified the new EFI to allow some fuel to continue to flow through the throttle bodies under trailing-throttle conditions. This, combined with a mostly excellent slipper clutch, removes harshness from the driveline during corner entries, allowing a rider to focus on brake modulation while getting the bike adequately slowed. When it comes to brakes, the old R6 wasn’t really lacking. It already enjoyed the benefits of features like radial-mount one-piece calipers, a radial-pump master cylinder and generously sized 310mm front rotors. For ’08, the twin discs up front have been widened by a half millimeter to 5.0mm for additional heat-shedding properties, and it’s hard to imagine a better combination of power and feel from a set of binders in this class. The bike’s slipper clutch is unchanged, and it proved flawless when banging down a couple of gears for Laguna’s Turn 2 Andretti Hairpin or the positive-camber Turn 5. A slightly harsh downshift was revealed only into the first-gear Turn 11 that precedes the track’s front straight. By the time the Turn 1 crest in the road has your butt flying off the seat, an R6 rider is almost all the way through fourth gear. I predict the R6’s upper-range power is superior to all its class rivals, and on the racetrack, it’s easy to keep the shrieking, rev-happy mill on the boil. Only racers or Group A trackday riders will require more Ground Clearance than what’s offered with the R6’s footpeg feelers removed, offering a claimed 57-degree lean angle.
As for how the bike might perform on the street, we can only estimate, as all our time on the pre-production bikes was spent on the 2.2-mile racetrack. However, clip-on handlebars that were already quite low have been lowered a further 5mm (they are also 5mm further forward, but so is the seat), which won’t be appreciated during long slogs on the street. And the limited amount of time we spent with the tach below 10,000 rpm did expose that the R6 still has a way to go to match the amazingly punchy CBR600RR. One thing that won’t hold back the R6 for street riders is its creatively distinct styling that has made it a class favorite. Bodywork looks very similar but is all new, with a slightly more aerodynamic appearance. Its arresting stealth-fighter edginess remains. The most stylistically appealing bit is a new tailsection that is thinner when looked at in profile. It’s a bit wider across the beam, and it incorporates a few new interesting facets. The rider’s wide seat remains unchanged. One part of the spec chart Yamaha neglected to shine a light on was the bike’s claimed dry weight. At 366 pounds devoid of all fluids, it’s 9 lbs heavier than claimed for ’07. And that’s despite the lightweight magnesium used for the engine covers and new subframe. It seems as if blame must fall on the additional complexity of YCC-I, longer fork tubes, the beefed-up chassis and the thicker brake rotors. Pricing is in line with the R6’s weight: up incrementally. The three main color choices of the black Raven (with sponsorship decals), Team Yamaha Blue and new Liquid Silver have an MSRP of $9,599 and will be in dealers soon. For those who need a bit more bling, you might want to wait an extra month for the $9,799 Cadmium Yellow version with flames to arrive in showrooms. The 2006/2007 R6 was revered for its radical styling and sharp handling, but its relative lack of midrange grunt made it less desirable for typical streetbike use. This new iteration is better in most every conceivable way, but it remains saddled with a racer-oriented design. The bulk of its engine output is still in the upper ranges, the handlebars put more pressure on a rider’s wrists, there’s not a lot of wind protection from the fairing, and the seat height is among the tallest in the class.
But for all those R6 riders who take their bikes to the track, it’s hard to imagine a better tool for learning to go faster while giggling like a schoolboy inside your helmet. In this environment, there might not be a better choice than the eager R6 and the operatic soundtrack as it shrieks to its 16,500-rpm redline. Is this ’08 version good enough to command an extra 300 bucks? You betcha! Source Motorcycle.com
|
|
|
Any corrections or more information on these motorcycles will be kindly appreciated. |
