Motorcycle specifications YamahaYZF-R6 600 2020 The culmination of Supersport

the divine child is reborn! Waited for like the messiah for several years, the illustrious Yamaha R6 has finally been resurrected. Despite its age, it remains THE reference in its class since its last evolution in 2008. It is the most popular model among novices and experienced riders alike. With 160,000 units sold in Europe since its debut, the R6 is one of the most popular models in its category. For the time being, Yamaha is the only manufacturer to have renewed its supersport, while Honda, Suzuki and Triumph have chosen to cease production of theirs. In 2017, it finally dared to challenge itself, taking its inspiration from the M1 and YZF-R1 to bleed again and again onto the track.

worthy heiress

A veritable genetic transfer has taken place with its big sister, the R1. Starting with its plasticity. From a distance, they look like twins. The two share almost the same rump, making it hard to tell them apart from behind. The front end is also part of its genetic heritage. Like its ancestor, it inherits the look of Valentino Rossi's MotoGP bike, the Yamaha M1. Its chromosomes, the carriers of performance, give it a central air intake around which the entire design is harmonized. The same goes for the fuel tank, marked by four iconic stripes. The headlamps also adopt the same stance, but with more elaborate lashings of light. Inspired by the profiled eyes that characterized previous generations of R6 models.

Of course, these features don't just serve to affiliate and anchor the R-World. They improve aerodynamic efficiency by 8%, as well as the riding position. It's mainly the cast magnesium rear loop and aluminum tank that benefit the latter. The magnesium part makes the seat 20 mm narrower at the front, while the tank's ergonomics have been modified to make it 1.2 kg narrower and lighter. The result is an even more lively riding experience. All of which confirms its ultra-sporty credentials.

new nerve endings

The flattering genes of its ascendant obviously have an impact on its behavior. It gains a few neurons with the welcome introduction of 6-level traction control. Its cockpit features a new dashboard - unique to it, but not unprecedented in the range. The R6 has always liked to steal instrumentation from the R1. This generation is no exception to the rule, but it doesn't have the little tablet of its big sibling; it'll make do with the counter unit from the previous R1, version 2009 - 2014. With a large needle-type rev counter, a digital polygon window and... ah no, no handlebar controls. Only the road functions and Traction Control can be activated from the steering wheel. In addition to the electronic throttle opening and variable intake systems already present on the previous model, its synapses will also take on the management of the "QSS" shifter (a system strictly similar to that of the R1, allowing gear changes without disengaging the clutch).
As long as Yamaha's adding to the mix, we might as well go all out. And equip this pistarde with a triple set of injection mappings. By adopting the D-Mode, the R6 benefits from direct, aggressive engine management in A mode, more flexible engine management to get to know the Std, and calm engine management in B mode. Enough to adapt to the day's ride.

And that's not all: the new supersport from the blue-coated geneticists has the same braking system as its predecessor! The four-piston aluminum radial calipers bite 320 mm-diameter discs. Theprevious generation was already uncritical in terms of braking, even though its pistons tasted 310 mm discs. ABS is also available.

The R6 has also always been considered a very well-sprung bike. But to hell with stinginess! The rear shock absorber is a new design, and the fork comes directly from the R1. In addition to a fork diameter enlarged from 41 mm to 43 mm, this latest-generation Kayaba offers full adjustment at the top of the tubes.
The tracker's wheelbase and width have been reduced by a mere 5 mm each. Weight remains more or less the same, with just one kilo added to the scales. What about lightened components? The Euro4 standard must have forced the exhaust system to gain weight... But once on the track with an adaptable element, the music and weight will clearly be more advantageous. And let's not forget the anti-lock brakes, which must add a hefty kilo to the scales.

the emphasis is clearly on electronics and front-end optimization. Engine-wise, the gains have been maintained. The bike retains its muffler, and no changes have been made to the engine, apart from adaptation to Euro4 standards. This has cost it a handful of power. The R6 loses almost 6 horsepower in the process, and now boasts 118.4 hp at 14,500 rpm. Torque is also down, with almost half a kg less. The 4-cylinder block doesn't inherit the cross-plane timing of the R1 and M1, and retains its personality and delicious sound.

Drawing on a glowing past, the R6 is now the standard-bearer for a category in perdition. Paradoxically, it is stronger than ever. An indisputable figure in motorcycle racing, the 600 YZF is the most represented and one of the most victorious in championships. It offers the most attractive chassis-to-weight-to-power ratio. And despite one of the highest prices in its segment, it requires the least financial investment to reach the highest levels of performance. A challenge or a hope for the future of Supersports?

summary of the main changes:

- R1-inspired design
- Traction control (6 levels)
- R1-inspired QSS shifter
- R1 brakes
- Revised 43 mm-diameter forks
- Refined ergonomics
- Lighter fuel tank
- ABS

Rémima
Manufacturer'smedia