It is always interesting to read press releases on new models, watch beautiful photographs in magazines, and then, after a certain period of time, look at the motorcycle live and compare it with a virtual model in the brain. The culprit of the winter "hype" - Yamaha R6 is already looking at me with the eyes of a predatory dragonfly.
Masterpieces of Yamaha designers have long found the concern a reputation as a trendsetter. Another confirmation of this - the world Association of motorcycle designers called the R6 the most beautiful sport bike of this year. Either in my childhood I revised Hollywood films, or as the chief designer of the model, but the obvious resemblance to “Predator” is easily guessed. The lateral aerodynamic “fangs” make the look of the “face” of the new R6 really vicious (if you compare at least with last year’s model, which has a “nose with potatoes”).
You can endlessly look at the elaborate forms of cladding, however, the desire to sit in the saddle, start the engine and “break” everyone is exactly the same as that of the hero John Mack Tiernan (director of Predator). It sweeps in the very place that fits on the saddle. The chopped edges of the linings and the tail falling to nothing give the motorcycle the look of a newly grown crystal.
Having read a lot of technical descriptions of all the innovations used in this year's model (in particular, Moto, No. 2-2006), it seemed that the designers focused the bike primarily on the track, including to maintain leadership in the global Supersport. There are pendants with three (!) Hydraulic adjustments (one for compression and two for rebound), and slipping clutch, and the main units pulled to the center of mass of the motorcycle, and a titanium exhaust hidden under the "belly" … You can list all the masterpieces for a long time engineering, but one really touched me for the living. Think about it, the throttle stick and throttle valves … there is no direct mechanical connection! That is, when you turn the gas knob with the usual cables, you just give the “brains” a command for action - the most intensive set of revolutions. The control system takes into account a bunch of parameters (which can be enumerated before graying) and opens the shutters exactly as much as necessary to obtain maximum engine output. Complicated? Yes! But for riders this is a huge gift: the engine control system can be “flashed” so that, for example, in the first two gears, when there is a risk of tearing the rear wheel into a skid in slow corners, the throttle stick is “normal” with a stroke of about 90 degrees, and the rider precisely controls the engine thrust. And in other gears you can electronically “shorten” the handle, which will make it possible to quickly “open” on the lines. In general, gentlemen of mechanics, now you have a job oh how it will increase.
The new engine at first was very puzzled by two things: the red zone on the tachometer, starting at 17, 000 rpm (just like the 4-cylinder “250-k” of the early 90s), and, apparently, the result of this is very sonorous and loud mechanical noise at low and medium speeds. It is clear that the designers sharpened the motor under the very “tops”, but I won’t say that the “bottoms” suffered a lot from this. Once you open the gas from the “bottom”, as the tachometer needle begins to creep thoughtfully, overcoming division by division, however, the more divisions it eats, the faster it creeps. Of course, the motor behind the handle does not go at all like a "liter", but if you do not let the speed drop below 8 thousand, then … oooh … wow! The motorcycle seems to be soft and smooth, but at the same time very fast - you do not have time to keep track of how the numbers are running on the speedometer screen, just know what to click on the short strokes of the gear lever!
In city traffic jams, in my opinion, such a narrow range of revolutions will not allow the left foot and left hand to relax - you need to keep the motor “in revs” all the time. Until the cutoff, the motor spins easily and with pleasure, and only the persistent blinking of the blinker reminds you to switch.
In fact, the engine is a fun pickup, somewhat similar in character to a two-stroke engine, but at the same time the six hundred is quite smooth and high-torque by the standards, but its racing vocation will never allow itself to be forgotten.
The gears are not clicked “in the Yamaha style” clearly and easily, without false neutrals and “shortages”. The short stroke and the large shoulder of the clutch handle slightly blur the moment of seizing the discs, although, given the low motor torque on the bottoms, this solution can be addressed in favor of the “dummies” - it is easier to get started. I was never able to fully evaluate the performance of the slipping clutch - apparently, the track cover was quite “hook-up”, and switching “down” in slow corners took place without the slightest hint of “knocking” of the rear wheel. Apparently, I was expecting something more, but the mysterious activity of clutch with reverse slipping simply did its job. It seems to me that this new product will show itself in full on a wet road, helping unheated rubber not to lose contact with asphalt.