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2006 Yamaha YZF-R6

Yamaha YZF-R6 Yamaha YZF-R6 Yamaha YZF-R6

The all-new YZF-R6 isn't a race replica, it's a racer, developed at racetracks, honed to perfection with the knowledge we've learned from our successes in MotoGP, World Superbike and World Supersport racing. This latest and greatest R6 features performance never before available in a 600 - 130 horsepower at 14,500rpm - and technology you won't find on any other supersport bike - its radical Yamaha Chip Controlled Throttle (YCC-T) is the biggest breakthrough for throttle control in decades. And that's not all, the 2006 R6 also features our straight-frame concept which aligns steering head, swingarm pivot and rear axle for lightning-quick steering and super-responsive handling, plus a slipper clutch and a shorter stroke engine with twin-injectors for astonishingly controllable performance.

Third Generation YZF-R6;

All new engine, frame, bodywork and groundbreaking YCC-T technology Yamaha announce the launch of the third generation YZF-R6, which is undoubtedly the most radical and advanced new middleweight supersport ever produced. In addition to its new engine, chassis and bodywork, the third generation R6 features a sophisticated new Yamaha Chip Controlled Throttle (YCC-T) developed from our MotoGP bikes. This new throttle technology represents a first for the mass production motorcycle market, and its debut on the new R6 is one of the most exciting developments in the middleweight supersport category for many years. Seven years of success Originally launched in 999, the first R6 made its presence felt immediately in the European marketplace. With its class-leading engine and chassis designs and aggressive R-series styling, the first generation R6 model proved to be the most exciting performer on twisty roads, and became the industry standard for middleweight high performance machinery. Its reputation as the number one 600 was to be confirmed when it won the World Supersport Championship in the year 2000.

After four years of success on and off the race track, Yamaha introduced the second generation R6 for the 2003 season. Just like every R-series machine, the '03 R6 was specifically designed to offer class-leading cornering qualities, together with the highest levels of engine and chassis performance in the ultra-competitive 600 middleweight supersport class. This model has upheld the R6's remarkable reputation for the past three years, during which time the market has evolved and become even more competitive.

The new third generation YZF-R6 has been developed specifically to meet the changing demands and requirements of the new generation of riders who are looking for even more extreme performance. Many of these riders are looking for a high performance middleweight that delivers the most exciting engine and chassis performance, combined with the ability to perform well in practical day-to-day riding situations.

There is a growing element of riders who, as well as wanting a high performance road machine, are also looking for a high-tech 600 with an advanced specification that will deliver extreme performance for track use.

In recognition that the demands of our middleweight supersport customers have moved on, Yamaha introduce the third generation YZF-R6. This radically styled new 600 has been developed to be a class-leading performer on the track, and at the same time deliver excellent all-round performance on secondary roads.

Featuring a great deal of technical feedback that has come from our MotoGP-winning YZR-M , the all-new YZF-R6 is set to redefine the parameters of the 600 supersport class, and looks ready to stake its claim as the definitive high performance middleweight for 2006 and beyond.

Engine;

All-new short-stroke engine with maximum power at 14,500 rpm The third generation R6 is powered by an all-new 4-stroke liquid-cooled DOHC 600 cc in-line 4-cylinder 4-valve engine that has been developed to deliver maximum power at 4,500 rpm.

The increased power output at higher rpm has been achieved in a number of ways, one of the most significant being the adoption of revised bore and stroke dimensions of 67 x 42.5 mm, compared with the 2005 model's measurements of 65.5 x 44.5 mm.

Newly-designed lightweight short-skirt pistons measure only 37.5 mm in height, and the reduction in reciprocating weight allows the new engine to attain extremely high operating speeds. Furthermore, the reduction of 2 mm in the stroke - together with a range of other performance enhancing technical features - has contributed to the new engine's higher revving character.

Higher compression ratio and reduced valve angles;

The combustion chamber design has been made more compact, which has led to an increased compression ratio of 2.8: , and at the same time the valve angles have been reduced. Intake angle is now .5 degrees (2005 model 4 degrees) while exhaust angle is now 2 degrees (2005 model 4 degrees.) In addition to the reduced valve angle, the valve diameter has been increased to 27 mm inlet and 23 mm exhaust, compared with 25 mm inlet and 22 mm exhaust on the 2005 R6.

New titanium intake and exhaust valves;

The new larger diameter inlet and exhaust valves are manufactured from titanium, a metal which is characterised not only by its light weight, but also by its excellent durability. This reduced weight contributes directly to the increase in horsepower. In addition, their high strength has allowed the use of a much more compact cylinder head assembly, which helps to achieve greater centralisation of mass. And to help reduce weight even further, the new valves feature aluminium retainers.

Fuel injection system with secondary injector;

The third generation R6 is one of the first models in the Yamaha range to benefit from technology transfer from our YZR-M MotoGP-winning race machine. Like the class-leading M , the new R6 features a fuel injection system with secondary injectors. This system works in tandem with the main injector to ensure optimum fuel injection efficiency in the higher rpm range.

Yamaha Chip Controlled Throttle (YCC-T) system;

Perhaps one of the most ground-breaking features on the new R6 is its Yamaha Chip Controlled Throttle (YCC-T), which, like the fuel injection, has been developed from the winning technology used on our YZR-M race bike. Our engineers have made the decision to use this highly advanced new throttle control system on the R6 because it is ideally suited to the extremely wide operating range of the new short stroke engine, which is designed to rev right through to the red line zone of around 7,500 rpm.

The new YCC-T features an ECU with a CPU featuring around five times the capacity of the existing model's unit, and this massive processing power ensures that the new throttle delivers outstandingly smooth and highly responsive action. In particular, the YCC-T system optimises the relationship between the engine speed, intake air flow and drive torque curve, to give a smooth and controlled power delivery for such a high revving, high performance engine.

When a conventional throttle is opened suddenly, the amount of fuel delivered to the cylinder head can be excessive, resulting in less efficient combustion processes and reduced performance. However, with the new YCC-T system, the ECU constantly processes data from various sensors - including air temperature, intake air pressure, atmospheric pressure, crank position, engine temperature, engine speed, throttle position and oxygen. The data from the ECU enables the YCC-T to control precisely the opening of the throttle valves to suit the prevailing operating conditions, and in doing so it ensures that the optimum fuel/air mix - and therefore higher performance - is delivered every time.

YCC-T has been developed specially by an independent Yamaha project team, and the character of the electronic throttle control has been determined by our test riders who have logged thousands of hours of development time. The result is a system which delivers smooth, linear, carburettor-like throttle response in the low to medium rpm ranges, with remarkable levels of power above 0,000 rpm.

The YCC-T is complemented by a new Idling Speed Control system (ISC) which ensures stable idling. Reduced crank inertial mass; Lighter forged pistons Other important technical features which make a significant contribution to the character, and also the dramatically increased performance of the new short stroke engine, are the totally redesigned crank and pistons. The inertial mass of the crank has been reduced compared with the 2005 model, and this ensures that the new engine is able to deliver instantaneous response and class-leading acceleration right through to its extremely high maximum rpm zone.

By revising the piston height, and also reducing piston pin diameter, a total weight reduction of 3 g has been achieved for each piston assembly, and this reduction in reciprocating weight has two important benefits. Firstly, horsepower losses are minimised, and secondly, vibration is reduced across the bike's 7,500 rpm operating range.

The use of a smaller 3 mm diameter journal - down by mm - also helps to reduce power losses, while the crank pin diameter has been raised from 30 mm to 3 mm to handle the additional power and higher rpm delivered by this remarkable new third generation R6 engine. New slipper clutch The new R6 features a slipper clutch. This system is used widely on road race, and more recently on supermoto machinery, and it offers riders a number of benefits compared with conventional manual clutches. Primarily, the slipper clutch ensures smoother entry into corners, by absorbing the back torque forces transmitted from the rear wheel via the drive chain and into the clutch during downshifting.

A mechanism in the R6 slipper clutch instantly alters clutch plate pressure in response to back torque, and this makes for a more seamless transition during downshifting for increased controllability. Another advantage of this system is that, by absorbing back torque, it helps to reduce stress on the bike's transmission and drive chain.

New 3-axis transmission layout;

Yamaha pioneered the original 3-axis layout whereby the crankshaft, main shaft and drive shafts were repositioned in a triangular layout in order to reduce an engine's front/rear dimensions. This development in turn gave our designers more freedom in creating a new generation of higher performing chassis layouts, and in particular it opened the doors for the use of the extra long swingarm with a pivot point closer to the engine's drive sprocket axle.

The third generation R6 utilises a revised 3-axis transmission layout, and features a crankshaft 3 mm higher, and a slightly lower main shaft to create a flatter triangular relationship between the three shafts. This flatter 3-axis layout makes for a compact transmission system, which enhances the concentration of mass on the new R6 to give improved handling qualities and distinctive looks. It has also allowed our design team to achieve their goal of creating a new type of chassis in which the rear axle, swingarm pivot and steering head are aligned in a single plane, in what Yamaha call the 'straight frame' concept.

(This 'straight frame' concept is described in detail in the chassis section, and it is a key factor in the new R6's outstanding handling performance.)

First use of EXUP on a 600;

Yamaha's Exhaust Ultimate Powervalve (EXUP) has been used successfully on our race bikes and also the R , and the third generation R6 becomes the first 600 supersport from Yamaha to benefit from this class-leading system. EXUP increases engine efficiency by adjusting exhaust gas flows by means of a valve which opens and closes in response to engine speed, and by doing so it helps to increase flexibility at low to mid revs.

It does this by preventing the 'blow back' which occurs in any engine when positive pressure in the exhaust coincides with valve overlap. The EXUP body is made from titanium for reduced weight, and the system is located at the point where the four exhausts merge into one. By effectively controlling the pulses inside the R6's exhaust, this compact and lightweight race-proven system significantly enhances the bike's rideability.

Titanium 'midship' silencer;

One of the most original design features on the new R6 is its midship muffler, which is positioned at the centre of the machine in both lateral and longitudinal aspects. By optimising exhaust pipe lengths and diameters, our engineers have been able to design a lightweight silencer which allows the new high-revving short-stroke engine to reach its full potential.

The silencer is manufactured from titanium, and by positioning it beneath the bike at its midway point, we have been able to lower the centre of gravity. This midway location also helps to achieve an idealised front wheel weight distribution, and in visual terms the 'midship' silencer enhances the concentration of mass that characterises the whole look and feel of new R6.

The titanium silencer contains three honeycomb catalysers that enable the new R6 engine to exceed EU3 regulations, and an oxygen sensor within the system constantly monitors gas content and feeds data to the powerful new ECU. This sophisticated system delivers highly efficient combustion processes by adjusting the fuel supply to ensure that the three catalysers are operating effectively at all times. Close-ratio 6-speed transmission Power is transmitted via a close-ratio 6-speed gearbox whose ratios have been selected to optimise driveability from the new high revving engine. The new R6 also benefits from a high rigidity shifter mechanism which features an optimised cam shape, and this new system is designed to give smooth shifting and a positive feel.

New curved radiator;

To handle the higher temperatures associated with the increased engine running speeds of the latest R6, a new curved radiator is fitted. This highly efficient new design is equipped with a ring fan, and air flow is increased by 30% compared with the 2005 model to give consistently strong engine running performance.

Semi-hydraulic cam chain tensioner;

The new R6 engine is built to operate over a wider rpm range than any other road bike engine ever built by Yamaha. In order to ensure efficient operation at all engine speeds, this high performance short stroke powerplant is equipped with a semi-hydraulic cam chain tensioner. Other engine features This advanced new 600 cc in-line 4-cylinder engine is overflowing with the very latest performanceboosting technology, including a high efficiency oil pump and water pump driven by the same shaft, as well as magnesium head and case covers. Also featured is a compact, one-way single unit AC magneto, and an Air Intake System with straight induction.

Engine Technical Highlights;

  • All-new 4-stroke liquid-cooled DOHC 600 cc in-line 4-cylinder 4-valve
  • Maximum power 27 HP at 4,500 rpm without direct air intake
  • New Yamaha Chip Controlled Throttle (YCC-T)
  • Slipper clutch
  • Titanium EXUP - Exhaust Ultimate Powervalve
  • Air Intake System with straight induction
  • Bore and stroke 67 x 42.5 mm (2005 model 65.5 x 44.5 mm)
  • 2 mm shorter stroke than 2005 model
  • Reduced intake and exhaust valve angles
  • New lightweight titanium inlet and exhaust valves
  • Aluminium valve retainers
  • Larger 27 mm diameter inlet valves (2005 model 25 mm)
  • Larger 23 mm exhaust valves (2005 model 22 mm)
  • High 2.8: compression ratio (2005 model 2.4:)
  • Idling Speed Control system (ISC)
  • Close ratio 6-speed transmission
  • New 3-axis shaft layout
  • Reduction of the inertial mass of the crank
  • Lighter pistons and piston pins
  • YZR-M type fuel injection system with secondary injector
  • Titanium 'midship' muffler with O2 sensor
  • Triple three-way catalyser
  • Semi-hydraulic camchain tensioner
  • Compact AC magneto
  • Chassis;

    All-new chassis benefiting from advanced YZR-M1 MotogP technology Like the engine, the third generation R6 chassis is a totally new design which has been developed using technology transfer from our YZR-M MotoGP bike. Featuring sophisticated design elements never seen before on a production Yamaha, the 2006 R6 is one of the most advanced motorcycles ever built by Yamaha.

    All-new Deltabox frame with revised rigidity balance;

    In order to maximise the potential of the new high-performance short stroke engine, Yamaha's designers have created a totally new aluminium Deltabox frame that has been developed using MotoGP-bred technology.

    Like the latest YZF-R , this advanced new frame is a hybrid-type design which is made up of a number of individual cast and pressed aluminium components, and this composite structure is the key to its remarkable handling qualities. By using cast structures where the highest rigidity is required, in association with pressed components where a certain amount of 'balanced flex' is desirable, we have been successful in building a strong and lightweight frame which transmits accurate feedback to the rider.

    A key feature of this new Deltabox design is its 'straight frame' concept, in which our engineers have created a layout where the steering head, swingarm pivot and rear axle lie in a single plane. The fuel tank rails have been designed to lie as close to the imaginary straight line joining these three points, and together with the new engine mounting positions, this has enabled our engineers to attain the desired vertical, horizontal and torsional rigidity balance.

    The precise rigidity balance achieved by the new Deltabox frame has been specifically chosen to mirror the balance that is engineered into our race-winning MotoGP machines. It is this unseen but crucial aspect of the bike's all-new frame design that ensures the responsive, linear and agile handling performance that characterises the new R6.

    Another direct spin-off from the YZR-M is the massive Air Induction System, which goes straight through the R6 head pipe, and which makes use of the inside of the frame as the air cleaner box. Hybrid aluminium truss/box type swingarm The third generation R6 features a long swingarm which pivots close to the machine's midway point, and by virtue of the 3-axis transmission, the pivot point is also close to the machine's drive axis. This design helps to minimise the adverse effect of chain tension on rear suspension performance, and also contributes greatly to stability.

    In order to achieve the 'straight frame' concept, the swingarm pivot axis is 20 mm higher than on the 2005 model, and, as well as helping to achieve the desired rigidity balance, this feature enhances the bike's anti-squat qualities for more stable cornering performance. Like the new frame, the swingarm is of a hybrid construction, and features a combination of cast and pressed aluminium components. As well as reducing unsprung weight, this structure gives increased vertical rigidity compared with the 2005 model.

    52.5% front wheel weight distribution;

    The front wheel weight distribution for the new YZF-R6 is 52.5%, a figure which is almost the same as that of a Grand Prix race bike, and which underlines the machine's high potential on the track. This racer-type front/rear weight distribution has been made possible by a number of factors, including the new Deltabox frame design, as well as the midship muffler, and the lightweight tail assembly.

    R6 riders can expect to feel the effects of the 52.5% front weight bias immediately, and as well as transmitting enhanced levels of feedback, this race-bred feature is a key factor in achieving such outstanding handling performance on the road and on the race circuit.

    Fully-adjustable upside down front forks The new upside down front forks are the most sophisticated front suspension ever fitted to a Yamaha middleweight, and are designed to give the rider a greater range of settings to suit a variety of road and race track conditions.

    Flex resistant 4 mm tubes ensure that the new chassis maintains high horizontal rigidity under braking, while the new triple clamps ensure precision cornering. The new forks are fully adjustable for preload, compression and rebound damping, and for 2006 there is a new 2-way compression stroke damping adjustment. This allows for the low-speed and high-speed compression damping settings to be adjusted separately, enabling riders to choose from a wide range of settings that are suitable for road and also circuit riding. For 2006 the adjustment has also been simplified, making for quick and easy suspension tuning to suit various conditions.

    New rear shock and revised linkage design To match the new front suspension, the new rear shock also features preload, compression and rebound damping adjustment, and also has a 2-way high-speed/low-speed compression stroke adjuster to suit the varying conditions experienced on the road and on the race circuit.

    A completely new linkage is featured in association with the new frame, swingarm and suspension systems, and this compact new design features a bottom link with revised linkage ratios. As well as contributing to the centralisation of mass, this new linkage layout accommodates the new midship silencer. Newly designed front braking system Due to the considerable increase in engine and chassis performance, the new R6 is equipped with a newly designed front braking system. This new design retains dual 3 0 mm diameter x 4.5 mm thick discs, and the discs are mounted on new aluminium brackets that reduce unsprung weight and help optimise the front wheel's gyro moment.

    The dual radial mount calipers incorporate some of the technology featured on the YZR-M MotoGP bike, and are the same design as featured on the 2005 R6 model. Running with new pads that offer excellent feel, these flex resistant calipers deliver outstanding braking performance.

    At the rear wheel a 220 mm diameter rear disc is slowed by a compact caliper operated by a newly designed master cylinder that delivers smooth and progressive action. Radical new bodywork One of the main features of the new third generation R6 is its compact and concentrated image. The design team set out to achieve what they described as 'frame concentrated minimalism', and they have done this by concentrating the machine's components around the bike's centre of gravity. This radical new look underlines the agile performance potential of this new class-leading middleweight.

    The design team's second concept was that of 'mass-forward movement', which accentuates the impression of the machine lunging forward when powering out of corners. This has been achieved by designing the surfaces and lines so that they focus attention on the front of the bike, which gives the R6 such a unique profile.

    The third concept was that of 'pro spec quality', in which a range of high specification components, such as the midship titanium silencer, serve to accentuate the class-leading technology used in the construction of the new R6. Also, features like the massive air intake emphasises the machine's high performance potential, even when it is not in motion.

    New 'line beam' headlights and LED tail light;

    The new R6 is fitted with new dual 'line beam' 2 V 55 W headlights that project a powerful beam and accentuate the predatory look of the machine. And at the rear end the R6 features a new lightweight LED tail light that blends seamlessly with the underside of the new slimline tail.

    Other chassis features;

    Virtually every feature on the third generation R6 is new or modified, including the slim subframe that has been manufactured using Yamaha's CF aluminium die-casting technology. Other notable new features include the undercowl which incorporates an inner duct for optimised air flow, while a forged aluminium sidestand helps to keep weight to a minimum.

    A race bike type aluminium chain puller mechanism makes for easy tyre changes for competition and circuit use, and the lap time monitor is sure to be appreciated by all circuit riders. Finally, to give the R6 the finishing touch a single seat cover is delivered as standard with the bike.

    Chassis Technical Highlights;

  • All new Deltabox aluminium frame with revised rigidity balance
  • 'Straight frame' concept, with steering head, swingarm pivot and rear axle on one plane
  • Truss and box type long swingarm - lighter and stronger than 2005 model
  • 52.5% front wheel weight distribution
  • New fully adjustable 4 mm upside down forks with 2-way compression damping
  • New fully adjustable rear shock absorber with 2-way compression damping
  • Revised rear suspension linkage
  • Dual 3 0 mm diameter front discs with radial mount calipers
  • Concentrated mass-forward body design
  • Frame concentrated minimalism
  • Pro spec quality
  • Single seat cover delivered as standard
  • It is also a more complete machine. Featuring the most advanced MotoGP-bred engine and chassis technology, the R6 is designed to deliver outstanding performance in a wider range of conditions.

    Never before has the middleweight supersport class experienced anything that looks, feels and performs like the new Yamaha YZF-R6.

    Technical Information;

  • Engine type - 4-stroke, forward inclined, parallel 4-cylinder, 16-valves, D0HC
  • Engine cooling - Liquid cooled
  • Displacement - 599cc
  • Bore x stroke - 67.0mm x 42.5mm
  • Compression ratio - 12.8:1
  • Maximum power With direct air induction - 97.8kW (133 HP) @ 14,500rpm / Without direct air induction: 93.4kW (127 HP) @ 14,500rpm
  • Maximum torque With direct air induction - 68.0Nm (6.93 kg-m) @ 12,000rpm /Without direct air induction: 66.0Nm (6.73 kg-m) @ 12,000rpm
  • Lubrication system - Wet sump
  • Carburettor - Fuel injection
  • Clutch type - Wet multiple-disc coil spring
  • Ignition system - TCI
  • Starter system - Electric
  • Transmission system - Constant mesh, 6-speed
  • Final transmission - Chain
  • Fuel tank capacity - 17.5 litres
  • Oil tank capacity - 3.4 litres
  • Chassis;

  • Chassis - Aluminium Deltabox
  • Front suspension system - Telescopic fork
  • Front travel - 120mm
  • Rear suspension system - Swingarm (link suspension)
  • Rear travel - 120mm
  • Front brake - Dual discs, 310mm
  • Rear brake - Single disc, 220mm
  • Front tyre - 120/70 ZR17 M/C (58W)
  • Rear tyre - 180/55 ZR17 M/C (7 3W)
  • Dimensions;

  • Length - (mm) 2,040mm
  • Width - (mm) 700mm
  • Height - (mm) 1,100mm
  • Seat height - (mm) 850mm
  • Wheel base - (mm) 1,380mm
  • Minimum ground clearance - (mm) 130mm
  • Dry weight - (kg) 161 kg
  • Colours;

  • Competition White
  • Yamaha Blue
  • Midnight Black