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| | | | First Look : 2008 Yamaha YZF-R6 |  Written: 11/09/2007 : 10:22. Read 27678 times (30/day). | When Yamaha launched the new-generation YZF-R6 for the 2006 season the machine became an overnight sensation. Equipped with the most advanced technology, and featuring aggressive minimalist bodywork, as well as a quick engine and an ultra-compact race-bred chassis, the R6 represented a giant leap for high-performance motorcycle design.
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Featuring the most advance race-bred technology ever seen in the 600 supersport class, this sensational new model raises the bar higher by offering unrivalled excitement and class-leading engine and chassis performance. And with its all-new bodywork, the 2008 Yamaha R6 is ready to underline its position as the most impressive, aggressive and high-tech 600 in the class.
Engine
The 2007 model R6 engine delivers all its power from 10,000rpm upwards. With its class-leading YCC-T (Yamaha Chip-Controlled Throttle), free-revving short-stroke configuration, race-developed fuel injection with secondary injectors, and a torque-boosting EXUP system, the 600cc 4-stroke DOHC in-line 4-cylinder 4-valve powerplant is in a class of its own.
The YCC-I system made its highly successful debut on the 2007 model YZF-R1, and for the 2008 season Yamaha have further increased the performance on the latest R6 with the application of this high-tech intake system.
However, when the ECU detects that the R6 engine speed exceeds a specific rpm, and that the throttle opening is also above a specific level, the funnel portions separate so that the shorter lower part functions as an intake funnel, making the longer upper funnel redundant. The actual movement of the funnels is performed instantaneously by an electrically controlled servo-motor which handles the function so smoothly that the rider is unaware it is happening. And because the actual YCC-I components are light, compact and relatively simple, the whole system is prestented as a reliable and maintenance free.
The new YCC-I system works with the existing YCC-T (Yamaha Chip-Controlled Throttle) to optimise the effectiveness of the fuel injection system and deliver an incredibly precise volume of fuel/air mix to this high performance engine. The remarkable degree of control achieved by the R6’s intake system gives improved low to mid-range torque, and also enhances the power feeling in the higher rpm band. In effect, the YCC-I and YCC-T work together to expand the engine’s power band, making the 2008 model R6 an even stronger and more exciting performer, offering higher levels of easier-to-use power right across the rev range.
In order to handle the latest engine’s increased performance – as well as to compensate for the stronger engine braking effect resulting from the higher compression pistons – the settings for the YCC-T and fuel injection system have been revised. In addition, a software revision has been made to the throttle actuator for improved response.
The latest R6 model benefits from newly-designed pistons that give a higher compression ratio of 13.1:1 – compared with 12.8:1 on the 2007 model. The new high-compression piston design features a crown with a slightly convex shape to create a pent-roof type combustion chamber, and the valve recesses are made shallower to accommodate the engine’s four ultra-light titanium valves.
13.1:1 represents the highest compression ratio ever used on a production Yamaha motorcycle, and to handle the increased loads created by the new pistons a number of other changes have been made to the 2008 engine. The con-rod bearings are wider, while the main bearings feature a revised oil supply hole – and the intake/exhaust valve springs are made from a higher-strength alloy which ensures effective valve operation for consistently high levels of power during extreme circuit riding.
The other significant changes designed to complement the new high compression pistons involve the cam chain tensioner, which is given a palladium carbide treatment to harden its surface for more stable cam chain performance. Finally, the mutual balance between the hydraulic tensioner and spring rate is modified in order to reduce frictional losses for increased performance.
To ensure strong torque characteristics the 2007 R6 features a connecting pipe between the second and third cylinder exhaust pipes which induces an exhaust pulse effect every 360 degrees of crank revolution. To optimise the power-boosting effects of the range of new technology featured of the latest engine, the 2008 R6 exhaust is equipped with a 30% larger diameter connecting pipe which is designed to further improve the bike’s torque characteristics at higher rpm.
To maximise the performance gains offered by the increased compression ratio and new YCC-I, the ’08 R6 is fitted with a new airbox design which features a more efficient intake mouth for reduced airflow resistance and better cylinder-filling properties.
Engine Technical highlights
New 2008 R6 engine features
Addition of YCC-I* electronically-controlled variable intake funnels
*Yamaha Chip-Controlled Intake
New high-compression 13.1:1 pistons (’07 model = 12.8:1)
Revised settings for YCC-T and fuel injection
New shape airbox
Uprated con-rod bearings and valve springs
Modified semi-hydraulic cam chain tensioner
30% larger diameter torque-boosting exhaust connector pipe
Reshaped rear muffler section
Chassis
The 2008 R6 responds instantly and precisely to every steering input, allowing the rider to stick accurately to a chosen line, or to make an instant change at will to suit the conditions. Indeed, to ride the latest R6 is to experience the most impressive levels of braking and cornering performance imaginable from a street-legal machine.
In order to achieve this, the R6 development team completely re-configured the existing frame’s subtle balance of rigidity by making extremely small changes to the wall thickness on the twin spars, particularly around the knee-grip area. At the same time the wall thickness of the head pipe has been increased for higher levels of rigidity, while the cross-member between the left and right sides of the Deltabox frame is removed for 2008 – as with the 2007 model R1.
These detail changes – which are virtually impossible to detect from a visual inspection of the exterior – are designed to enhance the rigidity balance between the head pipe and pivot, while also delivering slightly higher levels of lateral flex.
The new frame’s revised balance of rigidity and strength has the effect of achieving better handling performance and more precise feel in fast turns, allowing the rider to accelerate harder after clipping the apex.
In order to complement the revised handling characteristics of the new Deltabox frame, the fully-adjustable 41mm upside-down forks are equipped with new outer tubes whose rigidity balance has also been altered.
The rigidity balance of the lower aluminium triple clamp has also been adjusted to match the new fork outer tubes and frame. This has been achieved by increasing the width of the fork clamps and redesigning the ribs on the underside of the clamp – and at the same time, fork offset has been increased.
The 2008 R6 is equipped with a lightweight magnesium alloy subframe – the first time this material has ever been used for this purpose on a Yamaha motorcycle. Magnesium has an outstanding weight-to-strength ratio, and by saving 450g, this new subframe not only makes an important contribution to reducing overall weight, but also helps to achieve a greater concentration of mass.
One of the significant features which makes an important contribution to the R6’s handling is its long truss-type swinging arm which pivots close to the bike’s midway point for reduced squat during acceleration.
As with the new frame and modified forks, the rigidity balance of this advanced swinging arm has been fine-tuned for 2008 by the addition of ribs inside the rear cast portion – while the end sections have been changed from extruded to forged aluminium.
For 2008 the thickness of the dual 310mm diameter front discs has been increased from 4.5mm to 5.0mm, a change which not only improves the heat dissipation qualities during extended use, but also optimises the gyroscopic moment of the front wheel assembly. (it also adds some unsuspended weight to the wheel...).
The R6 features a front wheel weight bias of 52.5%, and to optimise the potential chassis performance our design team have adjusted the riding position to give an even greater overall front end weight bias with the rider on board. The hip position is moved forward by 5mm, and the handlebars are 5mm further forward and 5mm lower, while the angle and drop of the bars is also revised.
Yes, it gives you a more connected relationship with your bike, but your wrists will uffer a lot... This bike is even more radical than pas year and now its only for track purpose...
The third generation R6 broke new ground with its aggressive, cut-down bodywork which gave the impression of a powerful creature waiting to pounce on its prey. Whilst maintaining the essence of the current bike’s special character.
The upward bounding motion created by the strong single line running between the rear axle, through the pivot point, and on up to the head pipe is maintained. For ’08 the upper edges of the sidepanels and the top of the fuel tank have been redesigned to accentuate the mass-forward appearance and focus attention on the front end.
The dynamic front cowl is also new, and gives an even more slippery and more aerodynamic look, and is complemented by a new super-slim 4-piece tail cowling. And for reduced drag – and to facilitate removal for track day use – the mirror mounts are relocated from the actual front cowl surface to the cowl brackets.
Chassis Technical highlights
New 2008 R6 chassis features
Newly-designed Deltabox frame with revised strength and rigidity balance
Modified front fork outer tubes and lower triple clamp
Revised fork offset
Lightweight magnesium subframe
Lightweight rear suspension compression adjuster bracket
New swinging arm with rebalanced strength and rigidity relationship
Lower and more forward riding position
Thicker front disc brakes (‘08=5mm; ‘07=4.5mm)
Redesigned minimalist mass-forward bodywork
Available colours :
Yamaha Blue
Competition White
Graphite
TECHNICAL SPECIFICATION 2008 YZF-R6
ENGINE
Type Liquid cooled, 4-stroke, forward inclined,
parallel 4-cylinder, 16-valves, D0HC
Displacement 599 cc
Bore & stroke 67.0 x 42.5 mm
Compression Ratio 13.1:1
Max. power (without direct air induction) 94.9 kW (129 PS) @ 14,500 rpm
Max. power (with direct air induction) 99.6 kW (135 PS) @ 14,500 rpm
Max. torque (without direct air induction) 65.8 Nm (6.71 kg-m) @ 11,000 rpm
Max. torque (with direct air induction) 69.1 Nm (7.05 kg-m) @ 11,000 rpm
Lubrication Wet sump
Fuel supply Fuel Injection
Clutch type Wet multiple-disc coil spring
Ignition TCI
Starter system Electric
Transmission Constant mesh, 6-speed
Final transmission Chain
Primary reduction ratio 85/41 2.073
Secondary reduction ratio 45/16 2.813
Gear ratio:
Gear ratio-1st gear 31/12 2.583
Gear ratio-2nd gear 32/16 2.000
Gear ratio-3rd gear 30/18 1.667
Gear ratio-4th gear 26/18 1.444
Gear ratio-5th gear 27/21 1.286
Gear ratio-6th gear 23/20 1.150
CHASSIS
Frame Aluminium die-cast Deltabox
Front suspension Telescopic forks
Front wheel travel 115 mm
Rear suspension Swingarm (link suspension)
Rear wheel travel 120 mm
Caster angle 24°
Trial 97 mm
Front brake Dual discs, Æ 310 mm
Rear brake Single disc, Æ 210 mm
Front tyre 120/70 ZR17M/C (58W)
Rear tyre 180/55 ZR17M/C (73W)
DIMENSIONS
Overall length 2,040 mm
Overall width 705 mm
Overall height 1,100 mm
Seat height 850 mm
Wheelbase 1,380 mm
Min. ground clearance 130 mm
Dry weight 166 kg
Fuel tank capacity 17.3 Litres
Oil capacity 3.4 Litres
Specification are subject to change without notice, in accordance with national regulation and legislations
Press release Yamaha
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