The Best Handling Yamaha Sportbike Ever Made: the 2017 YZF-R6

Yamaha’s YZF-R6 was ahead of its time when released for the 2008 model year. So much so that it went nine years in the same clothes. Not anymore – feast your eyes on the Tuning Fork brand’s new and most certainly improved YZF-R6.

Renowned for its handling prowess, which rises to extreme levels courtesy an entirely new front end and more (outlined in the 2017 YZF-R6 Preview), this fourth-generation machine is the best handling, best-looking, and most slippery production sportbike ever to roll off Yamaha’s Japanese assembly line.

The Sharpest Handling

The handling of Yamaha’s final twin-spar aluminum framed YZR500 two-stroke GP bike is a thing of lore. And if there were a modern street-legal sportbike that embodied this type of razor-sharp cornering it is the ‘17 R6.

The top clamp holds a new 2mm larger KYB inverted fork. Preload and damping adjustment is all made atop the fork leg. The bottom clamp is thinner designed to offset the extra rigidity of the heavy-duty fork. Photo: Adam Waheed

The R6 loves corners. Whether they’re slow, off camber, uphill, downhill, fast, decreasing radius, well, you get the point. It tackles ‘em all with ease. Despite weighing 20 pounds less than its svelte and CG-friendly YZF-R1 sibling, with alloy wheels spinning the difference feels twice that.

Direction changes are instantaneous. Look, input, and you’re there. Compared to a 1000cc superbike, the R6 requires considerably less muscle to hustle around the track, which in turn reduces fatigue and makes it easier to ride at pace, for longer.

Keen eyes will note the 2017 R6’s updated axle block setup for more accurate chain adjustment. The rear brake caliper is smaller too. Photo: Adam Waheed

Like before, this 600 continues to employ a rigid-chassis, at least for a street bike. Loaded with precious front-end feel it rewards calculated yet aggressive riding. A portion of the credit goes to Bridgestone’s gummy and sure-footed Battlax R10 race rubber, which held up well around T-Hill’s challenging and especially abrasive when cool surface.

Off the showroom floor the R6 comes fitted in Dunlop’s Sportmax D214 shoes or Bridgestone’s Battlax S21 rubber. If you have a choice, opt for the latter. It’s also worth noting that Bridgestone engineers worked closely with Yamaha to reduce the OE-spec S21s by 1.7-pound compared to the commercial grade version.

Two-time AMA Superbike Champ Josh Hayes (above-left) leads us around Thunderhill Raceway. As usual, the YZF-R6 continues to impress with its agility. Photo: Brian J. Nelson

The 2mm thicker, R1-sourced fork, complete with 3mm larger diameter front axle (25mm), is the pavement reading equivalent of brail, making you feel like you’re playing a video game. Except you’re the rider on the iPad screen. When pushed, the fork holds up well under load, yet offers more favorable flex characteristics over bumps. Credit the move to a 7mm thinner bottom triple clamp (29mm vs. 36mm) says the blue men.

This was readily apparent through Turn 8 — a fast off-camber left bend taken in third or fourth gear on a 600. We prefer fourth gear because the 599cc Inline Four’s mid-range has the muscle to the cog courtesy its YCC-I variable intake funnel system. We’ll talk more about that in a moment.

The ’17 R6’s cockpit has been tweaked. The seat is more narrow and has gentler slope where it meets the redesigned aluminum fuel tank. Photo: Adam Waheed

Compression damping adjustment moves from the bottom of the fork to the top, however a separate high-speed adjuster is absent. In application, you’ll never miss it. A fresh KYB shock complements the fork and performed flawlessly. The shock uses a threaded collar, instead of the more basic ramp-style setup. This nets a wider range of spring preload adjustment, with more accuracy, too. And it continues to include four-way adjustability (with high-speed compression damping).

While the ’17 bike certainly feels more planted than its predecessor, it can get flighty and is prone to headshake if you’re hunting all-out fast laps. Oddly enough, the R6 still doesn’t come equipped with a steering damper. It’s not a deal breaker however, but something you should be mindful of if you’re going racing.

Significantly Improved Braking

A new front brake system complements the improved handling. With 10mm larger diameter rotors, stopping power is stronger, but what’s more noteworthy is the upgraded Nissan-sourced radial master cylinder. This boosts brake feel sensation allowing more accurate, as well as stronger, brake application during corner entry.

The rotors grow in diameter by 10mm and are clamped by updated but still radial-mount four-piston calipers. A redesigned master cylinder complements the setup and boosts brake lever feel. Photo: Adam Waheed

Another nice touch is the front lever’s numeric swivel adjuster as opposed to the older twist-knob. This ensures more accurate lever position adjustment. Curiously, it uses rubber brake hoses instead of the R1’s stainless-steel lines. However the brakes function so well we didn’t feel like it gives up any track performance.

Fixed, always-on ABS is now standard, and uses independent wheel speed sensors to detect slip. It can automatically calculate for different tires and/or sizes too. On a cool and wet track in the afternoon, the ABS was a nice safety net to lean on. We only felt the system trigger once, and that was to understand the brake pressure threshold required to get the system to activate. Let’s just say, you need to squeeze that lever pretty deep on a dry surface with grippy rubber.

Lean angle is your best friend on the YZF-R6. Feed it corner speed and you’ll be in for a good time. Photo: Brian J. Nelson

A flatter and slightly more narrow (8mm) seat paired with the reshaped and 2.7-pound lighter aluminum fuel tank prove to be a more stable base to work from. These changes keep the rider centered and give added control during negative gravity braking and positive G acceleration.

High Revving Engine Now With Electronics

Next to handling, the screaming, high-revving wail of the R6 is what sets it apart. It’s easy to knock Yamaha engineers for carrying the ’08-spec engine over. Truth is, the engine is atop its class. Renowned for both durability, and its ability to eek out power when massaged at the hands of experts like Graves Motorsports, the R6’s 599cc Inline Four continues to be an aluminum and magnesium gem.

The YZF-R6 uses a new dash display that looks cool and is easy to read while racing around the track. Photo: Adam Waheed

Narrow and compact, the engine is capable of flirting with 110 horsepower at the back tire in stock trim, with a rev range of nearly 16,000 rpm. The electronically activated and variable length intake funnels move from tall (66mm) to short (26mm) position when throttle angle is greater than 60 degrees and engine revs are in excess of 13,700 rpm. This affords potent mid-range power from as low as 10,000 rpm with a draft-passing boost of power at upwards of 13,000 until the rev-limiter kicks in.

Plus the sound. Oooh, the sound — the V8-like roar of the cross-plane equipped YZF-R1 is certainly cool but the soundtrack of four small pistons banging at 15,000 rpm is music to a motorhead’s ears. The tune the R6 plays will continue to give the competition a run for its money in the exhilaration department.

The six-speed gearbox and final drive gearing are all un-changed. The 2017 R6 does however come pre-wired for an accessorial electronic quickshifter ($199). It’s certainly worth the cost. Photo: Adam Waheed

The internal transmission ratios between each of the six gears keep the engine spooled and piercing through the air. Speaking of aero, the R6 spent considerable time inside the wind tunnel and the Yamaha US-led design initiative netted bodywork that is 8% more slippery than the machine it replaces. Tall riders will also appreciate the nearly two-inch taller windscreen which better shelters the rider from dirty air.

And as an added bonus, it’s pre-wired for accessorial quickshifter ($199) making installation plug-and-play easy. Our test bike was outfitted with it and we can vouch for its performance. It functions every bit as good as the finest aftermarket set-ups from companies like Dynojet and Bazzaz. Plus it won’t void Yamaha’s one-year warranty. One complaint: there is no auto-blip downshift functionality at this time.

Pure agility. The 2017 R6 could be the finest handling production sportbike Yamaha’s ever made. Photo: Brian J. Nelson

Yamaha’s adjustable D-Mode (throttle response) and TCS (traction control) now carry over from motorcycles like the 2017 FZ-09. Three throttle maps are offered with ‘STD’ being the standard mode. The ‘A’ setting offers sharper and more immediate engine response, while ‘B’ setting softens initial throttle response.

When milliseconds count, you simply can’t beat the function of ‘A’ mode. Because the engine doesn’t load the tire as aggressively as a big displacement motorcycle you can better utilize the more aggressive response of ‘A’ mode. Conversely, when riding in the rain, ‘B’ mode neuters the engine’s initial “hit” and is the preferred setting for when you need the smoothest power delivery possible. It will also be a welcome feature in a new, or less experienced rider’s hands.

Just look at that face. The exterior shape of the ’17 R6 was engineered by a US-led design team and comes standard with full LED lighting. We think its the most beautiful R6 yet. Photo: Adam Waheed

The TCS on the other hand has six individual settings, and it can be manually disabled. The electronics aren’t the latest and greatest spec as used on the current 2015-2017 YZF-R1, instead relying on the 2012-2014 generation R1’s non-IMU (internal measurement unit) setup. It uses a pair of wheel speed sensors, plus it monitors throttle and gear position, as well as engine RPM to calculate wheel spin. If excessive tire spin is detected, the computer applies corrections by altering ignition, fuel delivery, or throttle butterfly position.

A lot of folks, ourselves included, laugh at the thought of traction control on a small displacement machine. Truth be told, the system performed so well, even on sticky race rubber that we never felt the need to ever turn it ‘off’. We spent most of our time in the least restrictive setting in the dry (TCS 1) and the highest setting (TCS 6) in the wet.

Pick your poison. The R6 comes in these three colors for 2017: Team Yamaha Blue; Matte Black; Intensity White/Matte Silver – Photo: Brian J. Nelson

Why You Should Buy the New R6

There are a lot of fantastic handling sportbikes these days. But none of them have the type of handling precision or front end feel of Yamaha’s new YZF-R6. If you value handling you should buy an R6. If you want the coolest and most sleek looking sportbike on the road buy an R6. If you have your sights set on a 165 horsepower R1 but would rather ride the bike than have it ride you, then buy an R6. Even though the 600cc class is shrinking, Yamaha remains “all in” in the class and it shows with its latest Supersport.

Yamaha YZF-R6 Track Riding Kit

On the inside, Arai’s Corsair-X is one of the most customizable helmets you can buy in terms of fit. So why not customize the outside too, with help from SoCal’s Tagger Designs. Custom paint work starts at $500. Pro tip: for best result send him a gloss black or white helmet to work from. Photo: Shanda Hurst

Motorcycles come in all shapes and sizes as does the human body. Pilot Motosport has the solution for big and tall, or short and skinny riders, offering custom one-piece leather suit designs for guys and gals that can’t fit comfortably in off the rack models. Photo: Shanda Hurst

There’s nothing better than a good pair fitting gloves when you’re racing around the track. That’s what Alpinestars offers with its GP Plus gloves. Featuring a softer cuff, than its GP Pro sibling, the GP Plus gloves are designed for riders who desire the utmost in feel and hand dexterity when riding. Fit is true-to-size. Photo: Shanda Hurst

No one does boots better than Alpinestars. The Supertech R is its top-of-the-line roadrace boot designed for racers and track day riders alike. Offering equal parts protection and comfort, these boots are the defacto standard in the industry. They run a hair large, so order one size smaller than normal. Photo: Shanda Hurst