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TRACK TESTED: 2008 Yamaha R6
The new Yamaha R6 is yet another step forward for the evolution of motorcycle performance. http://link.brightcove.com/services/link/bcpid1336737893/bclid595564254/bctid
Neale Bayly  |  Posted December 22, 2008   Charlotte, NC
The R6 performed like a champ. The only change to the brake system being slightly thicker rotors. (Photo: Josh Herrin/Neale Bayly)

Climbing off Valentino Rossi’s M1, flying half way round the world, and hopping straight into the saddle of Yamaha’s newest middleweight wonder, the 2008 R6, I was blown away how remarkably similar the experience was. Especially as I was expecting the mass-produced road bike to feel completely inferior to the million-dollar missile that lives beneath the Great One’s arse. Feeling just like a full on race bike as soon as I grabbed the bars, pulled in the clutch, and fired the engine, the new R6 is making no mistake about its intended mission. This motorcycle has been built to win supersport races, and with Josh Herrin and Ben Bostrom hired for this purpose next season in America, me thinks Yamaha needs to go make some space in the trophy room.

Finding Laguna Seca cold and overcast, I sat for a few moments allowing the engine to warm up while familiarizing myself with the controls. The brake lever was quickly set to my preferred position, and I made sure the mirrors were pointing at the sky. Picking up my left leg to select first put me in a full on race position as I let out the clutch and made my way out onto the circuit. According to the spec sheets the seat has been moved 5mm further forward and the bars down and forward a similar 5mm. It doesn’t sound like a lot, but the combined change has to be responsible for the more dedicated race feel the R6 exhibits. Now there is no way in the world a street legal 600cc is going to feel anything like Vale’s M1 under acceleration, but the way the bike felt so small and knife-like as I started to negotiate the turns was uncanny. Hearing the inline four-cylinder ripping up the rpm quickly had my blood tearing around my veins fast enough to get me pumped up, as I readied myself for a day of high-speed action.

In similar press launch fashion, we had a detailed technical presentation before riding, and this is where we learned how the new ‘08 differs from the last generation R6. Starting from this excellent platform, somehow the Japanese engineers found many areas they felt could be improved and went to work. One of the things I liked most about the previous R6 was the unadulterated excitement factor it generates on the racetrack. During a 600cc shootout I actually lapped faster on Honda’s CBR600, but without a shadow of doubt, the R6 was simply way more fun to ride. The level of induction noise at high rpm on full throttle has to be one of the most addicting sounds on two wheels, and the bikes compact nature just made every lap feel like I was a super hero. So, I am happy to report that the new R6 has lost none of that excitement, and still makes the sweetest music at speed in keeping with the tuning forks on the gas tank.

Retaining the YCC-T (Yamaha Chip Controlled Throttle) ride-by-wire that we first saw in 2006, the new bike has borrowed some technology from the latest R1. Using the bigger Yamaha’s variable length velocity stacks, the YCC-I (Yamaha Chip Controlled Intake) is responsible for the most wicked intake howl at 13,700 rpm. Below this figure the system employs the 66mm velocity stacks, which allows the engine maximum acceleration. Then, when this point is reached and the throttle is over 60% open, the top of the stacks are lifted to leave four 26mm funnels in place. These shorter stacks allow the R6 to make more power up top, and for a middleweight, it’s got a healthy kick all the way up to the 16,500 red line.

Attaching to a set of 41mm throttle bodies, the new R6 has revised mapping this year for the dual-injector throttle system. This borrows from Yamaha’s Moto GP race program and is said to improve the throttle response. During the day, a number of other journalists experienced some sort of flat spot in the fueling, but I can’t say I felt anything out of the ordinary. On the exit side, the exhaust system has larger crossover pipes, before exiting into the same titanium tail pipe that features Yamaha’s patent EXUP valve to further boost the mid range power output.

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