When Yamaha applied its “no compromises” approach (the design philosophy behind the original R1) to the R6 when it was introduced in 1999, it took 600cc supersport production machines in a new, hard-core direction. The 600cc supersport class has never been the same, really (watch the other manufacturers follow suit with their own new, harder-edged 600cc sportbikes this year). Well, Yamaha just announced the second-generation R6 — the new 2003 model. In some important ways, it is an even more significant step forward than the original R6.
With more power (a claimed 3 more horsepower), less weight (a claimed reduction of 8 pounds), and fuel injection (the old bike was carbureted), the R6, in one sense, follows a traditional theme with “all-new” models, with at least one dramatic difference.
Employing for the first time in a production motorcycle its proprietary “CF aluminum die casting” technique (see our article on March 11, 2002 regarding this process), the R6 promises chassis stiffness never before seen in the 600 supersport class. Indeed, Yamaha claims the new frame is virtually as stiff as the R7 superbike frame (an increase of 50% in lateral frame rigidity over the first generation R6), yet, at the same time, lighter. Take a look at the photos of the frame and swingarm. Imagine being able to create a frame out of forged aluminum — controlling wall thicknesses precisely (thicker where strength is needed and thinner where it is not). In many respects, this is what Yamaha has achieved with casting (the old frame required 16 welds, while the new frame has only 2), and the results are both a functional leap forward and an aesthetic work of art.
At a claimed 356 pounds dry, Yamaha has produced a significantly lighter R6. New five-spoke wheels (also utilizing advanced casting techniques) contribute, along with a new exhaust system (2.2 pounds lighter and quieter, according to Yamaha).
The motor has the same bore and stroke, but is “90% new”, according to Yamaha. In addition to fuel injection, the motor features higher-lift cams, hotter ignition, a better balanced crank, and reduced pumping losses. The stronger motor is cooled by a 30% more efficient, curved radiator.
Although the wheelbase of the R6 is unchanged, the swingarm is 10mm longer, and the steering geometry features reduced trail. Yamaha claims handling is additionally enhanced by moving the swingarm pivot 10mm closer to the drive sprocket.
The new styling of the R6 (which you can see for yourself in the photos) includes “gatling-gun” style projector-beam headlights.
Needless to say, we are anxious to sample the new R6 for ourselves within the next several months.
Note that the 2003 R6 will be available in three colors, including the Yamaha blue paint scheme shown throughout this article, as well as the silver/black shown above, and the special ($100 extra) black with red flames shown below. Yamaha has not announced U.S. MSRP at this time.
