2006 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
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
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
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.
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
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
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
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)
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
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
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
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
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
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.
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 - Aluminium Deltabox
Front suspension system - Telescopic fork
Front travel - 120mm
Rear suspension system - Swingarm (link suspension)
Rear travel - 120mm
Front brake - Dual discs, Ø 310mm
Rear brake - Single disc, Ø 220mm
Front tyre - 120/70 ZR17 M/C (58W)
Rear tyre - 180/55 ZR17 M/C (7 3W)
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