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2017 Yamaha YZF R6 Review And Specification

2017 Yamaha YZF R6 Review And Specification

There was a time not so long ago when sportbike fanatics inked their datebook with an expectation of springtime bearing the fruit of an all-new middleweight super sport stage from one or more of the Japanese Big Four. Although the yearly bumper crop of 600 class sportbikes has all but withered up, for 2017 the sky is Yamaha blue.

2017 Yamaha YZF R6 White
2017 Yamaha YZF R6 White
Just as the draught ending crisis winter has transformed the Golden State green, in a sort of representative coincidence the first global press ride of the new YZF-R6 took place at Thunderhill Raceway Park placed in Northern California. 
Featuring a sprinkling of act improvements and fresh styling, a day spent lapping the 15-turn, 3-mile track provided a good taste of the electronic, frameworks, and aerodynamic treatment that have been useful to the fourth-generation R6.

Our hosts prepared each bike with sticky Bridestone Battlax R10 radials in place of stock fitment Battlax Hypersport S21 tires. Additionally, an add-on quick shifter ($199.99) and Yamaha Communication Control Unit ($699.99) data logger, of which the bike comes pre-wired countenancing simple plug-and-play installation, were in place. 
The YCCU records lap time, engine rpm, gear position, wheel-speed, throttle position, TC intervention, brake density, and more along with GPS positional info. Software supporting Android or Apple tablets allows observing the data once downloaded from the bike over Wi-Fi.
2017 Yamaha YZF R6 White
2017 Yamaha YZF R6 White
The redesigned fairing, along with a 50mm taller windscreen, is said to make the new R6 the most aerodynamic creation Yamaha available. 
Clicking all-in-one upshifts with the throttle pinned netted speeds upcoming 140 mph on the track’s medium-length main straight. While there’s plenty more end to be had at a quicker venue, I noted very little helmet rocking confusion while tucked behind the bubble at speed.
Read Also : Yamaha R6 TOP SPEED Tests Compilation

The rider triangle remains unaffected from last year’s machine, however the now aluminum fuel tank’s reviewed contour along with a reshaped seat lends an imprint of new ergos. The saddle is now wider at the rear and slenderer up front for an easier reach to the ground and has less forward slope.

While the engine remains automatically the same as its predecessor, this titanium valve, 599cc inline-four that ironically established Yamaha Chip Controlled Throttle back in 2006 has finally merged the electronic rider aid age. 
A thumb toggle on the right grip allows on-the-fly swapping between three D-mode throttle reaction maps (each providing full power output) while a rocker on the left grip switches between six stages of traction control sensitivity (plus off).

2017 Yamaha YZF R6 white
2017 Yamaha YZF R6 white
I found the STD (middle) D-mode delivered a very direct, yet sensual throttle connection. Selecting a high TC setting tolerable me to clearly feel the system in action as its combination of ignition timing, fuel delivery and throttle plate controlling provided very fluid intervention. 
Power cut was subtle to the point of only knowing it was functioning thanks to a yellow TC indicator light on the dash glancing when working its magic. A credit to the rear grip delivered by the chassis/tire mixture, I never saw the light illuminate with TC set under level 4.

While main frame goes unchanged, a slighter cast magnesium subframe and smaller battery have pared some pounds to support offset weight added with ABS and a much heavier front end. Yamaha dipped into the R1 parts bin as the R6 is now armed with the same KYB 43mm fork (with recalibrated spring and damping) and larger width front axle. 
The Nissin front brake master-cylinder, ADVICS circular monoblock calipers, and larger 320mm rotors also come straightforward from its liter-class sibling.

Following behind Yamaha manufacturing works superbike ace Josh Hayes for a few hot laps rapidly got me in touch with the R6’s newfound handling skill. The confidence in front end grip and feel was wholly on display as the four-time AMA Superbike winner towed me deeper into turn 2 than I had imagined possible. 
Treating the sweeping medium-speed left as a double apex corner put significant load on the front at corner entry but held fast lap after lap.

Precise fueling acceptable mid-corner throttle pickup at deep lean minus any unsettling of the chassis. The sense of control and implanted feel allowed the bike to naturally tighten the line to clip the second apex for a hooked-up, hard-exit drive. 
This corner alone jog my memory just how much I’d forgotten the handling characteristics a middleweight supersport can possess over the current tide of literbikes.

The agile nature made exchanging the side-to-side flick through the second gear esses and corkscrew crest that follow an exercise of precise pleasure. A series of progressively faster dogleg lefts midway through the lap are reminiscent of a similar section at Italy’s original Misano Circuit layout. 
The safety net of TC allows pinned correct through much of the section as you snick shifts on cue to shift gauge light. Not a slip or a wiggle, simply excellent grip and trusting solidity. Another left-right evolution cresting a third-gear rise lightens the front and at times induced a bit of head shake if aggressive with throttle or steering input. 
Still so, the bike rapidly regains a straight and true track with no steering damper fitted.

It’s this blend of steering lightness and integral stability that makes the up-to-date R6 a better, safer road bike. Double backshifts while braking rigid over a crest into the following corner firmly reiterates the forgiving nature of the slipper clutch and ABS, both keeping the frameworks in check and wheels in line. 
Some may question the powerlessness to switch anti-lock off, but I must say the system is regulated well for track use and not once did I feel a hint of freewheeling impression.

While there are other middleweight sportbikes contribution superior bottom-midrange torque, none feel as race ready. 
The R6 brings smooth, linear output through the lower rev range, has a prominent hit around 9000 rpm, and the exhilarating rush to its 16,500 redline will stir your soul. Add to this an actual electronics suite, more communicative chassis, and attractive styling, and you have a bike that really does the Alteration Fork brand’s lineup proud. 
Yamaha’s blue chip championship winning middleweight has the group cornered and looks to continue its captivating ways both on track and on the road.

2017 Yamaha YZF-R6 Specs:


  •     Motor: Inline-4
  •     Bore x stroke: 67.0 x 42.5mm
  •     Displacement: 599cc
  •     Compression ratio: 13.1:1
  •     Valve train: DOHC; 16 titanium valves
  •     Fuel Delivery: EFI
  •     Ignition: Transistor Controlled Ignition
  •     Transmission: 6-speed w/ multiplate slipper clutch
  •     Final drive: O-ring chain


  •     Front suspension: Fully adjustable inverted 43mm KYB fork; 4.7 inches of travel
  •     Rear suspension: Fully adjustable, linkage-assisted KYB piggyback shock; 4.7 inches of travel
  •     Front tire: 120/70ZR17
  •     Rear tire: 180/55ZR17
  •     Front brakes: 320mm discs w/ Advics calipers
  •     Rear brakes: 220mm disc w/ Nissin caliper
  •     ABS: Standard; non-defeatable


  •     Wheelbase: 54.1 inches
  •     Rake: 24.0 degrees
  •     Trail: 3.8 inches
  •     Seat height 33.5 inches
  •     Fuel capacity: 4.5 gal
  •     EPS estimated fuel economy: 42 mpg
  •     Wet weight: 419 pounds