Bike Trader

Yamaha YZF-R6 2008 bike review

25 April 2008
Reviews image 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 phenomenally quick engine and an ultra-compact race-bred chassis, the R6 represented a giant leap for high-performance motorcycle design. 

But the pace of change in the supersport world is remarkably quick, so the R6 gets a load of improvements for 2008. 

Featuring the most advance race-bred technology ever seen in the 600 supersport class, this new model raises the bar even higher. 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. 

The 2007 model R6 engine delivered the most incredible hit of 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 was in a class of its own. 

The YCC-I system made its highly successful debut on the 2007 model YZF-R1, and for 2008 Yamaha have further increased the performance on the latest R6 with the application of YCC-I (Yamaha Chip-Controlled Intake). 

The sophisticated YCC-I system consists of four lightweight plastic resin funnels, and each of these is divided into an upper and lower portion which form a single funnel when in normal use. 

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 effective and reliable, and is maintenance-free. 

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. 

With its lightweight Deltabox frame, long truss-type swinging arm, 52.5% front wheel weight bias, high quality suspension and aggressive mass-forward styling, the third generation R6 was far ahead of its time when it was launched for the 2006 season. 

Yamaha’s 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. 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. 

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. 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 which enhances overall handling qualities. 

These changes give the R6 rider a closer and more connected relationship with the bike’s front end, allowing them to interpret more accurately the feedback from the surface. This allows riders to select and hold the desired line through a curve for quicker and more accurate cornering, which gives a more exciting and satisfying riding experience. 

Yep, pace of change in the supersport world is remarkably quick. Aren’t we lucky?


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