If you happen to had a pound for each Yamaha R6 ever bought… you’d have a number of kilos. I don’t know precisely how most of the machines have trundled down the Japanese model’s manufacturing line because the mannequin’s inauguration again in 1999, however the reply is ‘rather a lot’. R6s are in every single place, and rightfully so as a result of they’ve been up on the pointy finish of the supersport sector from the second they joined the social gathering, altering with the occasions to remain on the prime of their sport. I’d go so far as guessing that the R6 is presumably essentially the most generally bought 600 of the twenty first century (though Honda may need one thing to say about that). Of the numerous generations we’ve come to know and love through the years, the one you see earlier than you is maybe the most well-liked of all of them (13S).
Technically talking, that could be all the way down to the very fact it’s had the longest shelf life amongst its siblings, first showing in showrooms in 2008 and staying there for 9 years till Yamaha trundled out a Euro 4-spec choice in 2017. That latter bike was primarily based largely round what you see right here, albeit with 43mm forks, a six-tier traction management system, a quickshifter, higher brakes and a fairing design which Yamaha claimed made the R6 8% extra aerodynamic. Not too shabby, and if you issue within the slim-fast therapy it was given to get on the correct facet of the weighing scales, you’d suppose it could be the weapon of option to go for… however that’s not the case. It actually moved the sport on aesthetically, however from a efficiency viewpoint, in street trim, it was a torpid flop in comparison with this iteration. Earlier than you get suspicious of why I’m increase this bike’s hype a lot, I ought to in all probability remind people that the 13S model was shaped on the pillars of greatness. Earlier than it got here the 2CO that hit the scene in 2006 and utterly remodeled the mannequin’s look and competence on equal ranges.
The 2CO was a revolution in its personal proper, being the primary mass-produced motorbike with a ride-by-wire throttle, whereas additionally boasting radial calipers and a complete load of trick tech and options. It was superb (I owned and raced one), however the mannequin replace that got here in 2008 (13S) capitalised on all that it provided and made the bundle a lot sweeter.
At a time when producers’ arms weren’t utterly tied by laws, Yamaha was in a position to dive into the center of the R6 and higher it in a complete host of how. The 13S noticed its body beefed up across the headstock, whereas cautious alterations truly elevated its flexibility in different areas the place it’d been too stiff. In distinction to that, for added stability, there was a brand new swingarm added to the combo that was stiffer and extra supportive. The suspension was tweaked, too, the bars had been dropped 5mm decrease, and there have been a great deal of updates made to the engine to strengthen its disposition.
The primary acquire to the bike was the introduction of variable size consumption trumpets. Based on revs, they’d alter in size to optimise the engine torque or revs as was wanted most. What this did, coupled with revised fuelling and a brand new ECU, was to make the 2008 mannequin a lot punchier within the midrange, for starters, whereas making certain it had the legs to run with one of the best of its rivals up the highest finish, too. For me, this was dangerous information, as in 2008 I used to be racing a GSX-600 L8 in BSB’s Inventory 600 class – the place the brand new R6 rocked up and dominated the sequence. They may match the Suzuki’s punch out of corners, however usually made a mean of 10bhp greater than the GSX-R on the championship’s management dyno. In fact, it may have been worse… at the very least I wasn’t on a Honda.
The purpose in that anecdote was to hammer residence the influence this machine made the second it arrived, particularly on a race observe. It was a sport changer on so many ranges and in the end, because the aforementioned story informed, could possibly be and needs to be thought of Yamaha’s most interesting R6. The humorous factor is, having heaped reward on it to the purpose even I’m feeling a bit of sick, one of many first issues I famous when straddling this R6 was how primary it appeared. It was cutting-edge on the time, however by at the moment’s customary it didn’t actually have a gear indicator on its small, dot matrix sprint. Except for the YCCT throttle, it didn’t have any tech, truly, not even ABS, which is perhaps not such a foul factor, however the lack of shifter and blipper didn’t precisely heat my cockles. You would match such gadgets to this bike if desired, in fact, however perhaps the proprietor didn’t warrant their addition? It was a pleasantly inventory instance, with the one addition being an SC Mission can that wanted no introduction when the four-cylinder motor fired into life. Delicate it was not, however I fairly favored it.
The R6 is a screamer and is a type of machines that needs to be heard, particularly in the event you rev it to its towering redline. Being on finest behaviour with this borrowed steed, Tim and I made positive not to take action – promise – however we didn’t maintain again from indulging in its common choices. I’ll admit, I used to be a bit of dissatisfied by the motor at slower speeds, which did something however rip my arms off when opening the throttle exhausting. The fuelling felt a bit gash on throttle pick-up, which could be extra all the way down to the fitted can than anything, however let’s simply say it took a little bit of calibrating, too. As soon as transferring, the R6 would quickly decide up the tempo and I relished the best way it was powering me round. North of 8000rpm, it actually wanted no encouragement and the supply appeared to get spicier the upper the revs went. That was the bike’s pleased place.
The place it’d been designed to carry out at its finest, which harks again to the R6’s track-inclined origins. What you’ve got proper here’s a pedigree racing product that makes most sense when ridden with zest. To tootle round on, it wasn’t the kindest of machines. I don’t essentially imply from an engine viewpoint, however extra so rider consolation. I’m not a tall individual (5ft 9in-ish) however the R6 felt cramped, with my ft excessive on the pegs, the seat excessive above the bike, and the attain all the way down to the low-set bars a painful one. You very a lot sit on prime of the R6, with minimal safety from the display screen, fairings or anything for that matter. It’s a dedicated place which, once more, makes nice sense on observe, however not a lot for these clocking lengthy days within the saddle.
The upside to the driving place was the connection I obtained from the entrance wheel. It felt very telling, very planted and intensely reliable. The front-end weight bias may not make for essentially the most snug of tendencies, particularly so in your wrists, nevertheless it places you and your physique at an angle of assault that simply is smart when throwing this factor into bends. The R6 felt an absolute deal with within the corners, being easy-peasy to throw round and intensely telling of what was occurring always. The inventory suspension on this bike is way from the fanciest, nevertheless it rode so properly that I’d battle to criticise it. Perhaps on observe it’d throw up just a few gremlins, however most inventory bike set ups would. The primary factor was it provided adjustability, if wanted.
A very weak level had been the entrance brakes. It’s kitted with a decent-looking Brembo grasp cylinder, however someplace between the lever and the Yamaha own-brand calipers, the efficiency will get misplaced. I’d hazard a guess that higher pads could possibly be the reply. I’ve raced three totally different generations of R6s in my time, and the final of the lot was the 13S. The brakes on my race bike had been something however dangerous, with the one factor totally different to this machine’s being the usage of Castrol SRF brake fluid and EBC GP-FAX pads. That combo appeared to work a deal with… on observe. These pads aren’t street authorized, however there could be a greater HH choice on the market for these, and that, plus the fuelling, could be the one areas I’d look to enhance on if I had been to purchase this bike. In truth, I’d love one, however I’d purchase one figuring out that it could be no armchair or obliging Labrador that’d behave always and have a look at me dotingly (not even my spouse does that). It will be a little bit of a handful, however a rewarding one at that when ridden the best way it craves to be. That’s when the 13S actually comes into its personal.
Tech spec
Yamaha R6 (13S)
Engine
Sort: Liquid-cooled, 16v, dohc, inline four-cylinder
Bore x stoke: 67 x 42.5mm
Compression: 13.1:1
Fuelling: EFI
Claimed energy: 127bhp @ 14,500rpm
Examined torque: 65Nm @ 11,000rpm
Chassis
Body: Aluminium Deltabox
F suspension: KYB 41mm, absolutely adjustable
R suspension: KYB monoshock, absolutely adjustable
Entrance brake: Twin 310mm floating discs, four-piston radial mono-block calipers
Rear brake: Single 220mm disc, single piston caliper
Dimensions
Wheelbase: 1375mm
Seat top: 850mm
Moist weight: 186kg
Gasoline capability: 17.5 litres
INFO
Worth: (Used worth) £3000-£8000 Testing: Bruce Wilson
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The post Used Bike Take a look at: Yamaha R6 appeared first on lickscycles.com.
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