Roger Allmond, who we last saw when he built his Ducati powered T Bob, just finished his newest bike, the XYZ (named after XYZ machines who sponsored the build). The XYZ is powered by a 92 inch Victory V-twin engine from Victory U.K. sitting in a handbuilt aluminum frame. Not many details yet but it looks like a real bruiser of a streetfighter. Another custom builder creating real motorcycles instead of extended choppers, I like the trend. Now when are the manufacturers going to take their cruiser engines and start doing this themselves?
Friday, January 23, 2009
Radial Engine Motorcycle at Oshkosh
When we last looked at the radial engine powered motorcycle by JRL Cycles, it was a bit short of finished. JRL mounted their engine longitudinally instead of transverse as Jesse James did. It looked interesting then but it’s always nice to see the finished bike.
Chris Beytes of South Elgin, IL., one of The Kneeslider’s readers, was up at the EAA fly in at Oshkosh, Wisconsin and almost ready to leave last Friday when he came across the bike. He snapped these photos and tried to get the guys from Rotec to fire it up but they are saving that for Sturgis. After looking it over, Chris says it appears to be very well engineered. I think they might have done well to add heat shields on those exhausts, either that or you wear some sort of asbestos leg protection. And how about that open belt on the left? Ouch! Looks nice, though.
Big Twin Racers Production Motorcycle Kit
Just got this photo from Curt Winter showing the production kit version of his Big Twin Racers American sportbike. We’ve mentioned Curt’s bike before, it’s powered by a RevTech 100 inch engine and six speed tranny with Ceriani inverted forks and a frame designed and built by Curt. There seem to be a few differences since the last photos so I’m getting some more info from Curt to find out what the current configuation actually is, plus a few details on price.
With the release of the Wakan 1640 last week, Roland Sands building his various sport customs powered by big V-Twins, plus Curt’s efforts and who knows how many more, this is definitely a trend and it’s one I like. Big torque engines with sporty handling, yep, that’s a trend I can live with.
Wakan 1640 - New French V-Twin Motorcycle
Joel Domergue, the man behind Scorpa, a company known for some excellent trials motorcycles, and an expert trials rider himself, figured it was time to sell the company which left him with some cash in his pocket and ideas in his head. Actually, those ideas had been floating around for years but, busy with Scorpa, he didn’t have the time to do anything with them. Now, with free time and a bit of capital, he went to work.
The Wakan 1640 starts with a single spine oil carrying frame, a 54 inch wheelbase, with inverted Ceriani forks mounted at 22 degrees. Power comes from a 100 cubic inch S&S V-Twin producing 115hp and 115 foot pounds of torque and those horses are moving a motorcycle that weighs only 390 pounds with oil, no fuel. The engine sports a single Keihin flatslide carb that gets ram air through a blower type scoop situated above the airbox cover. The fuel tank is below the seat, molded to double as a sort of rear mudguard with the filler mounted on the tailsection.
The engine has been dynamically balanced to reduce vibration plus the bar end weights help and the result is a much smoother bike than you might expect.
Braking chores go to a single 340mm front disc with a six piston caliper, which first road tester, Alan Cathcart, calls, “OK” but which might need to be tweaked a bit for serious stopping power. Cathcart also says the handling is similar to the Buell Firebolt XB12R but performance from the S&S V-Twin is definitely a step up.
The first 15 bikes are scheduled to be produced by October for €28,000 ($35,000),but as production ramps up the price is expected to fall quite a bit. The next 100 bikes for 2007 will retain the Keihin carb but afterwards, fuel injection will be necessary to meet Euro 3 emissions requirements in 2008.
This is no prototype bike, it’s ready for production now and pre orders are already trickling in. They’ve kept the bike totally under wraps during the three year development time and these first stories show a complete bike.
This is another move, now by a European, in the same big torque, sport bike direction we’ve been talking about for the past year. If you’re a bike builder starting out, you might want to forget the chopper direction and think sport bike. The Wakan 1640, … I like it.
Link: Wakan Motorcycles via Motoblog.it
Custom R1100GS inspired by bull
Now this is a proper, old school custom. Builder Klaus Beutler based it on an R1100GS, which, we suppose, makes it some sort of supermoto. In the finest tradition of many a homemade bike before it, function and comfort are thrown out the window in the name of style. We admire Beutler’s commitment to his theme — not a part looks catalog purchased or fails to gel with the components around it. The tail unit looks painful but does incorporate the rear lights, though we’d worry about the miniscule hugger flinging all sorts of detritus straight at your backside.Yacouba Galle's Bestiale concept
Amounting to little more than custom bodywork on an MV Augusta Brutale chassis, Yacouba Galle’s Bestiale concept is nonetheless a significant bike. Essentially a declaration of intent, Galle wants to use this concept to launch his career as a designer.We like the way he uses Street Fighter–inspired design themes, like the kicked-up tail and flat headlight housing, integrating them into a more mature look. It brings a welcome edge of aggression to the Brutale beneath it; previously so feminine it felt limp-wristed.
Yacouba works as a journalist for Moto&Motards magazine in France and is also the man responsible for the insane KTM Super Duke launch video. We predict big things.
Suzuki UK release Bandit 1250 Street-Fighter
In an attempt to bolster slowing sales of the 1250 Bandit, Suzuki UK have released the Street-Fighter special edition. Equipped with flat bars, a seat cover and a race exhaust – all popular owner modifications – it nevertheless retails for the standard £5499. Begging the question: why don’t these kinds of bikes come with parts like this as standard2008 Kawasaki Ninja ZX-14
KAWASAKI’S FORMIDABLE FLAGSHIP, THE 2008 NINJA® ZX™-14 FINE-TUNED FOR EXTRA FIREPOWER
Every champion knows sustained dominance is only possible with constant improvement. Such is the case with Kawasaki’s Ninja® ZX™-14. Since its debut in March of 2006, this motorcycle has ruled the open class sportbike roost with nearly non-stop magazine comparison victories. Even though the 1352cc Ninja ZX-14 won lavish praise for its massive torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to potential challengers.
The 2008 ZX-14 retains all the great features that made it a legend, plus more bottom, mid and top-end power. Changes to the engine and exhaust system allow it to comply with strict Euro-III emissions and tightening noise regulations. To meet noise standards, the engineers focused on reducing internal mechanical noise instead of muzzling the exhaust system. The result wasn’t a power loss, but an overall improvement of the engine character and an actual increase in the ZX-14’s legendary peak power! Yes, you read that correctly. Emissions and noise levels are lower, peak power is higher, the mid-range hit is stronger and smoother and low-end torque has been increased. A win-win solution for all, in our books.
To achieve those stringent emission levels, a third honeycomb catalyzer was added in the collector, joining the two honeycomb catalyzers already in each silencer. The secondary air ports in the cylinder head and its cover were made approximately 20 percent larger to permit an easier air flow into the exhaust system. A new Air Switching Valve (ASV) caps off the low emission updates and can handle approximately five percent more flow than the last year’s version.
Conquering the challenging Euro-III regulations is admirable, but Kawasaki took it to the next level on the ZX-14 with changes to its 1352cc engine which improve the power characteristics while meeting noise regulations. The injection system was first to receive attention in an effort to boost peak power, give a more linear mid-range and stronger low end torque with the same user-friendly personality. The fine-atomizing fuel injectors had their lateral spray angle increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake porting was revised to provide optimum flow characteristics.
Outside of the engine, the exhaust silencers feature refinements to the capacity of the first and third chambers and the lengths of the pipes projecting from the baffle plates have been adjusted. Next the entrances to the connecting tubes (joining header pipes 1-4 and 2-3) were enlarged approximately 75 percent to compensate for the new collector shape, which was altered to allow the inclusion of a third honeycomb catalyzer. These changes were a major component of the enhanced the torque characteristics, especially in the low rpm range.
Reducing internal mechanical noise allowed for the engineers to employ comparatively little exhaust modification to meet noise mandates and consequently the exhaust system could remain free flowing for greater power. Lower mechanical noise was attained by revising the piston profiles and adding a urethane insulation sheet to the inside of the magnesium chain cover.
The engine and exhaust system weren’t the only areas updated for 2008. The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Switching to die instead of gravity casting for the cast aluminum sections of the main frame resulted in lighter parts, allowing the Kawasaki engineers to shave weight on the already slim and compact frame.
Featuring a relaxed sport riding position, the ZX-14 is compact without being cramped, with its bars positioned within easy reach. The narrow engine, monocoque frame, and fuel tank provide a slim rider interface. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make it easy to plant both feet on the ground when stopped. Comfort levels are high enough that riders might think they’re on a dedicated sport tourer, but one twist of the ZX-14’s throttle is all it takes to remind anyone this is the world’s quickest and most powerful production motorcycle.
Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front, with low beams in the two center lenses and the outer lenses containing the high beams and position lamps. The turn signals are cleanly integrated into the fairing and rear cowl with a unique “V” design LED tail lamp capping off the sleek aerodynamics of the ZX-14 that reinforces Kawasaki’s aircraft heritage.
This blending of form, power, and handling characteristics yields a motorcycle with appeal that extends far outside of its high performance audience. The Ninja ZX-14 lives up to its Ninja heritage, by surpassing the competition.
Features
Key Features:
- Reduced emissions and mechanical noise with more peak power and low-end torque for 2008
- Well-balanced aluminum monocoque frame provides superb stability and reflexive handling
- Flagship ride quality with rider friendly ergonomics and that distinctive Ninja styling
- Excellent control and feedback from the 43mm inverted fork and fully adjustable Uni-Trak rear suspension
1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range while raising Kawasaki’s legendary horsepower standards to a new level
- Revised cylinder head and head cover with 20% larger secondary air ports to flow more air into the exhaust
- Carefully planned engine design keeps it compact and narrow
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs
Reduced Mechanical Noise
- Revised piston profile produces less noise for 2008
- New urethane insulation sheet added to the inside of the magnesium chain cover to aid in reducing mechanical noise
Exhaust
- Third honeycomb catalyzer added to the collector help meet strict Euro III emissions standards
- Revised internal silencer construction minimized impact of emissions regulations, preserving top-end power
- Exhaust connecting tube entrances enlarged approximately 75% to compensate for new collector shape (revised for the third catalyzer) for enhanced low rpm torque characteristics
Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue
Ram Air Induction
- Central Ram Air duct produces a straighter path to the airbox for maximum intake efficiency
- Takes cooler, high-pressure air from in front of the fairing and guides it through the air cleaner and into the engine for maximum power output
Digital Fuel Injection
- New intake porting optimizes flow characteristics
- New injectors feature an increased lateral spray angle from 15 to 20 degrees to disperse the finely-atomized fuel over a wider area
- Fine-atomizing injectors produce 75ยต droplet size
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and met Euro III emission requirements
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control
Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up
Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement
Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
- New for 2008, the frame’s cast aluminum sections - steering head and swing arm pivot areas –are now produced with a die casting process instead of gravity casting resulting in further weight savings
- Engine is rigidly mounted to the frame to increase its torsional rigidity. Using the engine as a stressed frame member also saves approximately four pounds
- Engine positioned forward in the frame, and the wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- Houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access
- Battery is also housed within the frame and has simple access through the back side of the frame
Inverted 43mm Cartridge Type Front Fork
- Damping rates offer stiff initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance
Bottom-Link Uni-Trak® Rear Suspension
- Linkage rates provide linear suspension action
- Bottom-link design concentrates the weight lower in the chassis for a lower center of gravity, which makes the motorcycle more nimble
Radial Mounted Petal Front Disc Brakes
- Radial mounted four-piston front brake calipers utilize integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel stop after stop
- Petal design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel
- Wheel rims feature center ribs which are slightly offset so tire balance weights can be located precisely along the wheel’s centerline.
Wind Tunnel-Designed Bodywork
- Monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling.
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive upper fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency
Full Instrumentation
- Dual analog speedometer and tachometer with white faces are easy to read
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and a clock
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- CAN (Controller Area Network) interface between the gauges uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged
Full Specifications
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2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
• 2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
Confidence, agility, performance... maximum excitement for maximum fun.
The engineers at Yamaha had 2 main goals for the new 2008 Yamaha R6. To be the most exciting bike to race on the track and to be the most fun sport bike to ride on a winding road. Even at full lean, the new 2008 Yamaha R6 allows the rider to dial up the throttle and sling shot out of a corner. Confidence, agility, performance and fun.
Cutting edge champion - Almost anywhere you look on the 2008 R6 you'll find something new, including YCC-I, Yamaha Chip Controlled Intake. It's bristling with loads of refinements and knowledge gained from years of racing. You can confidently say the YZF-R6 is the most advanced production 600cc motorcycle Yamaha - or anybody else - has ever built.
Yamaha has re-invented the all new 2008 R6 with a showcase of Yamaha's latest sport bike technologies.
From the YCC-T fly by wire throttle to the MotoGP inspired straight frame design, to Yamaha's exclusive electronically variable intake stacks, this new R6 featuring a new engine and frame is designed to take super sport riding to a whole new level.
FEATURES:
Revised ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder with lightweight titanium valves produces incredible horsepower for a 600cc engine. Redline is set at an amazing 16,000rpm.
The compression ratio has been increased from 12.8:1 to 13.1:1.
67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha's special casting technologies and "liner less" cylinder design.
Compact "pent roof" cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm.
Single intake valve springs reduce weight and "friction" for optimum high rpm performance. The valve spring material for both the intake and exhaust has been revised to accomodate the increased power. The valve retainers are made of lightweight aluminum.
High flow intake and exhaust ports allow more fuel in and more exhaust out for great power delivery at all rpms.
Lightweight magnesium cylinder head cover and case covers reduce weight.
Separate cylinder block (the cylinder is no longer part of the upper crankcase) design utilizes ceramic composite plated "liner less" cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too.
Revised lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response.
Revised lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature new design oil holes that increase the supply of oil.
The connecting rod bearing width has been increased by 1mm while the rod cap has been revised to match.
Revised high lift / high performance, hollow, side-driven camshafts provide arm stretching power and strong acceleration. For 2008 the exhaust camshaft event angle has been changed from 109 to 110 degrees. The profile and lift remains the same as 2007.
The cam timing and overlap for both the intake and exhaust cams has been changed for improved engine performance.
Revised cam chain now uses a special "Vanadium carbide treatment on the pins. For durability.
Revised semi-hydraulic type cam chain tensioner reduces mechanical noise and maintenance. The "slider" that the cam chain pushes against has been changed to match the increased engine output.
Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the airbox, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. This system is lighter and simpler than the sub motor driven secondary valve type FI system. Special short intake tracts allow for higher rpms and improved power.
The revised F.I. system features a new separate TPS (throttle position sensor) and APS (accelerator position sensor) sensors.
Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. The YCC-T features 3 - ECU's inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.
All new YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length based on engine rpmand throttle position. At low to mid rpms the funnels are set at 140mm and as the rpm increases, the funnels move to their shorter position (65mm) via an electric-control servo motor to provide maximum horsepower, torque and throttle response at all rpms. The range of movement is from 140mm to 65mm. The all new YCC-I provides the best of both worlds …solid low rpm performance with amazing high rpm power. YCC-I ensures that the intake tracts are "tuned" to the ideal length for the prevailing engine rpm. It takes 0.3 of a second for the funnels to move from the high position to the low position.
Revised 7.6 litre air box uses a viscous type air filter. The airbox mounting method is changed.
Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air "force-fed" into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the airbox without a lot of bends or turns.
Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the increased power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and increased durability.
The "Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the "sweet spot" of the frame for optimized balanced weight distribution and incredible handling.
Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs.
The oil lubrication system has been optimized to reduce frictional loses caused by "oil drag". It features a "two side" oil pump. There is a separate liquid-cooled oil cooler to insure consistent engine temperatures for maximum performance and extended service life.
High capacity cooling system features a curved radiator with dual ring-type fans for excellent engine cooling efficiency. The ring-type fan offers more airflow than a conventional type fan.
Direct ignition coils, iridium dual electrode spark plugs and high-output magneto deliver reliable, super strong spark. With this system, the ignition coils are integrated into the plug caps, significantly reducing weight.
4-into-2-into-1 exhaust maximizes engine performance. There are three, 3-way honeycomb catalyziers with an oxygen sensor in the system to reduce harmful HC & CO exhaust emissions. The oxygen sensor provides feedback to the ECU so it can adjust for the optimum fuel/air mixture. A "mid ship" MotoGP style, lightweight titanium muffler is located below the engine to central mass and lower the center of gravity.
The exhaust system also features Yamaha's EXUP System (Exhaust Ultimate Power Valve) utilizing a titanium body and butterfly valves that prevent the "blow back" phenomenon caused by "valve overlap". This design reduces weight and maximizes cornering clearance. The EXUP system eliminates "flat spots" in the power band and reduces emissions too. This is a 1st on a 600cc supersport machine.
High powered 32 bit electronic control unit actually contains three ECUs inside the main ECU to control the FI system, the YCC-T system and the ignition system.
Air Injection System (AIS) injects fresh air into the exhaust ports to fully burn any unburnt fuel in order to reduce harmful CO & HC exhaust emissions
New compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a "straight frame concept". This means the top spars of the frame lie as close to possible to the frame's torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of revised mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design. Although the frame may look similar to the 2007 version, the outer panel shape has been changed, the front cross member has been eliminated, and the overall rigidity balance is improved for even more precise and agile handling.
New, detachable magnesium rear subframe reduces weight. The detachable design allows rear shock access and is less costly if the unit is "looped out".
Revised lightweight, aluminium "gull wing" type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot area has been modified for increased rigidity. The swingarm pivot position has also been optimized to reduce the "squat" tendencies caused by drive chain reaction to hard throttle openings.
Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees.
The riding position has been changed for 2008. The seat is 5mm further forward than in '07.
Revised fully adjustable 41mm inverted front fork provides 120mm (4.7") of wheel travel and offers incredible suspension performance with ultra-precise feedback. The outer tubes of the fork have been optimized. Adjustments include: spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions.
Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp.
Revised fully adjustable Monocross link rear suspension utilizes a newpiggyback-style shock providing 120mm (4.7") of wheel travel. Shock adjustments include: 9 steps of spring preload adjustability, 20-way high speed compression damping, 4 -way low speed compression damping and 20-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping. The new shock reduces weight.
Rear ride can height can be adjusted if desired.
The lower triple clamp has been revised to optimize the rigidity balance for razor sharp handling.
Revised radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The thickness of the discs has been increased by 0.5mm to 5mm for improved heat dissipation. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.
Brembo radial pump master cylinder features a 16mm piston. The radial design allows for more powerful braking and improved lever feedback. The lever is adjustable for various hand sizes.
Light weight 220mm rear disc brake is squeezed by a single-piston caliper
Lightweight five-spoke 17" wheels reduce unsprung weight by making hub and spokes a single structural unit. A special casting technique makes the rim section substantially lighter and stronger.
Revised ultra-sleek "new edge form" bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. "Minimalism" and "mass forward" movement are two words that best describe this new design body.
The seat area and tail section have been revised for improved appearance.
17.5-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 liters. The tank features a front tank cover like the R1 and an internal electric fuel pump.
Separate rider and passenger seats. An optional rear seat cowl is available.
Revised dual 55 watt H7 "cat eye" headlights. The lens shape has been changed for improved appearance. These lights not only cast a bright beam of light, but also feature a sleek profile for superb aerodynamics.
Revised compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear. The tach face has been changed for improved appearance.
Revised single lens LED taillight provides excellent visibility, extended service life and uses less power than conventional bulbs. The lens shape has been changed for improved appearance.
Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a theft's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the correct coded ignition key, the ignition system and starter will not function.
Durable, lightweight, aluminum clip-on bars provide optimal vibration damping.
Adjustable front brake lever
New design mirrors
Special 525 lightweight O-ring chain is used to reduce weight
Steering lock
Lightweight aluminum side stand and chain adjusters
Lightweight low maintenance sealed gel-type battery
The YZF-R6 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.
SPECIFICATIONS USA - 2008 Yamaha YZF-R6:MSRP* $9,799 (Cadmium Yellow w/Flames) Available from December 2007$9,599 (Team Yamaha Blue/White) Available from November 2007$9,599 (Raven) Available from November 2007$9,599 (Liquid Silver) Available from November 2007EngineType 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valvesBore x Stroke 67.0 x 42.5mmCompression Ratio 13.1:1Carburetion Fuel Injection with YCC-T and YCC-IIgnition TCITransmission 6-speed w/multi-plate slipper clutchFinal Drive #525 O-ring chainChassisSuspension/Front 41mm inverted fork; 4-way adjustable, 4.7-in travelSuspension/Rear Single shock; 4-way adjustable, 4.7-in travelBrakes/Front Dual 310mm floating disc; radial-mount 4-piston calipersBrakes/Rear 220mm disc; single-piston caliperTires/Front 120/70-ZR17Tires/Rear 180/55-ZR17DimensionsLength 80.3 inWidth 27.6 inHeight 43.3 inSeat Height 33.5 inWheelbase 54.3 inRake (Caster Angle) 24°Trail 3.8 inFuel Capacity 4.6 galOil Capacity (with oil filter change) Spec Not AvailableDry Weight 366 lbOtherMain Jet Not ApplicableMain Air Jet Not ApplicableJet Needle Not ApplicableNeedle Jet Not ApplicablePilot Air Jet 1 Not ApplicablePilot Outlet Not ApplicablePilot Jet Not ApplicablePrimary Reduction Ratio Spec Not AvailableSecondary Reduction Ratio Spec Not AvailableGear Ratio - 1st Gear Spec Not AvailableGear Ratio - 2nd Gear Spec Not AvailableGear Ratio - 3rd Gear Spec Not AvailableGear Ratio - 4th Gear Spec Not AvailableGear Ratio - 5th Gear Spec Not AvailableGear Ratio - 6th Gear Spec Not AvailableWarranty 1 Year (Limited Factory Warranty)
SPECIFICATIONS Canada - 2008 Yamaha YZF-R6:Suggested Retail $12,499 CDNEngine Liquid-cooled, DOHC, 16-valve (titanium), in-line fourDisplacement 599 ccBore and Stroke 67 x 42.5 mmCompression Ratio 13.1:1Maximum Torque 6.7 kg-m (48.5 ft-lb) @ 10,500 rpmFuel Delivery 41 mm Mikuni throttle body F.I.Lubrication Wet sumpIgnition Digital TCITransmission 6 speedFinal Drive O-ring Chain
Suspension (Front) Fully adjustable 41 mm inverted cartridge forkSuspension (Rear) Fully adjustable link MonocrossBrakes (Front) Dual 310 mm discsBrakes (Rear) 220 mm discTires (Front) 120/70 ZR17Tires (Rear) 180/55 ZR17
Length 2,040 mm (80.3'')Width 705 mm (27.8'')Height 1,100 mm (43.3'')Wheelbase 1,380 mm (53.4")Rake / Trail 24° / 97 mm (3.8")Ground Clearance 130 mm (5.1")Seat Height 850 mm (33.5'')Dry Weight 166 kg (366 lb)Fuel Capacity 17.5 litres (3.9 imp.gallons)Colour(s) Yamaha Blue; Metallic Black; Silver
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
• 2008 Yamaha YZF-R6
2008 Yamaha YZF-R6
Confidence, agility, performance... maximum excitement for maximum fun.
The engineers at Yamaha had 2 main goals for the new 2008 Yamaha R6. To be the most exciting bike to race on the track and to be the most fun sport bike to ride on a winding road. Even at full lean, the new 2008 Yamaha R6 allows the rider to dial up the throttle and sling shot out of a corner. Confidence, agility, performance and fun.
Cutting edge champion - Almost anywhere you look on the 2008 R6 you'll find something new, including YCC-I, Yamaha Chip Controlled Intake. It's bristling with loads of refinements and knowledge gained from years of racing. You can confidently say the YZF-R6 is the most advanced production 600cc motorcycle Yamaha - or anybody else - has ever built.
Yamaha has re-invented the all new 2008 R6 with a showcase of Yamaha's latest sport bike technologies.
From the YCC-T fly by wire throttle to the MotoGP inspired straight frame design, to Yamaha's exclusive electronically variable intake stacks, this new R6 featuring a new engine and frame is designed to take super sport riding to a whole new level.
FEATURES:
Revised ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder with lightweight titanium valves produces incredible horsepower for a 600cc engine. Redline is set at an amazing 16,000rpm.
The compression ratio has been increased from 12.8:1 to 13.1:1.
67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha's special casting technologies and "liner less" cylinder design.
Compact "pent roof" cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm.
Single intake valve springs reduce weight and "friction" for optimum high rpm performance. The valve spring material for both the intake and exhaust has been revised to accomodate the increased power. The valve retainers are made of lightweight aluminum.
High flow intake and exhaust ports allow more fuel in and more exhaust out for great power delivery at all rpms.
Lightweight magnesium cylinder head cover and case covers reduce weight.
Separate cylinder block (the cylinder is no longer part of the upper crankcase) design utilizes ceramic composite plated "liner less" cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too.
Revised lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response.
Revised lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature new design oil holes that increase the supply of oil.
The connecting rod bearing width has been increased by 1mm while the rod cap has been revised to match.
Revised high lift / high performance, hollow, side-driven camshafts provide arm stretching power and strong acceleration. For 2008 the exhaust camshaft event angle has been changed from 109 to 110 degrees. The profile and lift remains the same as 2007.
The cam timing and overlap for both the intake and exhaust cams has been changed for improved engine performance.
Revised cam chain now uses a special "Vanadium carbide treatment on the pins. For durability.
Revised semi-hydraulic type cam chain tensioner reduces mechanical noise and maintenance. The "slider" that the cam chain pushes against has been changed to match the increased engine output.
Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the airbox, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. This system is lighter and simpler than the sub motor driven secondary valve type FI system. Special short intake tracts allow for higher rpms and improved power.
The revised F.I. system features a new separate TPS (throttle position sensor) and APS (accelerator position sensor) sensors.
Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. The YCC-T features 3 - ECU's inside the main ECU to control ignition, fuel injection and the YCC-T. This special ECU is capable of responding to changes at a speed of 1000th of a second.
All new YCC-I or Yamaha's Chip Controlled Intake means the intake funnels / stacks vary in length based on engine rpmand throttle position. At low to mid rpms the funnels are set at 140mm and as the rpm increases, the funnels move to their shorter position (65mm) via an electric-control servo motor to provide maximum horsepower, torque and throttle response at all rpms. The range of movement is from 140mm to 65mm. The all new YCC-I provides the best of both worlds …solid low rpm performance with amazing high rpm power. YCC-I ensures that the intake tracts are "tuned" to the ideal length for the prevailing engine rpm. It takes 0.3 of a second for the funnels to move from the high position to the low position.
Revised 7.6 litre air box uses a viscous type air filter. The airbox mounting method is changed.
Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air "force-fed" into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the airbox without a lot of bends or turns.
Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the increased power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and increased durability.
The "Tri-Axis" or stacked transmission design creates a more compact engine front to back that allows for optimum engine placement in the "sweet spot" of the frame for optimized balanced weight distribution and incredible handling.
Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs.
The oil lubrication system has been optimized to reduce frictional loses caused by "oil drag". It features a "two side" oil pump. There is a separate liquid-cooled oil cooler to insure consistent engine temperatures for maximum performance and extended service life.
High capacity cooling system features a curved radiator with dual ring-type fans for excellent engine cooling efficiency. The ring-type fan offers more airflow than a conventional type fan.
Direct ignition coils, iridium dual electrode spark plugs and high-output magneto deliver reliable, super strong spark. With this system, the ignition coils are integrated into the plug caps, significantly reducing weight.
4-into-2-into-1 exhaust maximizes engine performance. There are three, 3-way honeycomb catalyziers with an oxygen sensor in the system to reduce harmful HC & CO exhaust emissions. The oxygen sensor provides feedback to the ECU so it can adjust for the optimum fuel/air mixture. A "mid ship" MotoGP style, lightweight titanium muffler is located below the engine to central mass and lower the center of gravity.
The exhaust system also features Yamaha's EXUP System (Exhaust Ultimate Power Valve) utilizing a titanium body and butterfly valves that prevent the "blow back" phenomenon caused by "valve overlap". This design reduces weight and maximizes cornering clearance. The EXUP system eliminates "flat spots" in the power band and reduces emissions too. This is a 1st on a 600cc supersport machine.
High powered 32 bit electronic control unit actually contains three ECUs inside the main ECU to control the FI system, the YCC-T system and the ignition system.
Air Injection System (AIS) injects fresh air into the exhaust ports to fully burn any unburnt fuel in order to reduce harmful CO & HC exhaust emissions
New compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a "straight frame concept". This means the top spars of the frame lie as close to possible to the frame's torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of revised mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design. Although the frame may look similar to the 2007 version, the outer panel shape has been changed, the front cross member has been eliminated, and the overall rigidity balance is improved for even more precise and agile handling.
New, detachable magnesium rear subframe reduces weight. The detachable design allows rear shock access and is less costly if the unit is "looped out".
Revised lightweight, aluminium "gull wing" type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot area has been modified for increased rigidity. The swingarm pivot position has also been optimized to reduce the "squat" tendencies caused by drive chain reaction to hard throttle openings.
Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees.
The riding position has been changed for 2008. The seat is 5mm further forward than in '07.
Revised fully adjustable 41mm inverted front fork provides 120mm (4.7") of wheel travel and offers incredible suspension performance with ultra-precise feedback. The outer tubes of the fork have been optimized. Adjustments include: spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions.
Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp.
Revised fully adjustable Monocross link rear suspension utilizes a newpiggyback-style shock providing 120mm (4.7") of wheel travel. Shock adjustments include: 9 steps of spring preload adjustability, 20-way high speed compression damping, 4 -way low speed compression damping and 20-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping. The new shock reduces weight.
Rear ride can height can be adjusted if desired.
The lower triple clamp has been revised to optimize the rigidity balance for razor sharp handling.
Revised radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The thickness of the discs has been increased by 0.5mm to 5mm for improved heat dissipation. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.
Brembo radial pump master cylinder features a 16mm piston. The radial design allows for more powerful braking and improved lever feedback. The lever is adjustable for various hand sizes.
Light weight 220mm rear disc brake is squeezed by a single-piston caliper
Lightweight five-spoke 17" wheels reduce unsprung weight by making hub and spokes a single structural unit. A special casting technique makes the rim section substantially lighter and stronger.
Revised ultra-sleek "new edge form" bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. "Minimalism" and "mass forward" movement are two words that best describe this new design body.
The seat area and tail section have been revised for improved appearance.
17.5-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 liters. The tank features a front tank cover like the R1 and an internal electric fuel pump.
Separate rider and passenger seats. An optional rear seat cowl is available.
Revised dual 55 watt H7 "cat eye" headlights. The lens shape has been changed for improved appearance. These lights not only cast a bright beam of light, but also feature a sleek profile for superb aerodynamics.
Revised compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear. The tach face has been changed for improved appearance.
Revised single lens LED taillight provides excellent visibility, extended service life and uses less power than conventional bulbs. The lens shape has been changed for improved appearance.
Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a theft's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the correct coded ignition key, the ignition system and starter will not function.
Durable, lightweight, aluminum clip-on bars provide optimal vibration damping.
Adjustable front brake lever
New design mirrors
Special 525 lightweight O-ring chain is used to reduce weight
Steering lock
Lightweight aluminum side stand and chain adjusters
Lightweight low maintenance sealed gel-type battery
The YZF-R6 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.
SPECIFICATIONS USA - 2008 Yamaha YZF-R6:MSRP* $9,799 (Cadmium Yellow w/Flames) Available from December 2007$9,599 (Team Yamaha Blue/White) Available from November 2007$9,599 (Raven) Available from November 2007$9,599 (Liquid Silver) Available from November 2007EngineType 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valvesBore x Stroke 67.0 x 42.5mmCompression Ratio 13.1:1Carburetion Fuel Injection with YCC-T and YCC-IIgnition TCITransmission 6-speed w/multi-plate slipper clutchFinal Drive #525 O-ring chainChassisSuspension/Front 41mm inverted fork; 4-way adjustable, 4.7-in travelSuspension/Rear Single shock; 4-way adjustable, 4.7-in travelBrakes/Front Dual 310mm floating disc; radial-mount 4-piston calipersBrakes/Rear 220mm disc; single-piston caliperTires/Front 120/70-ZR17Tires/Rear 180/55-ZR17DimensionsLength 80.3 inWidth 27.6 inHeight 43.3 inSeat Height 33.5 inWheelbase 54.3 inRake (Caster Angle) 24°Trail 3.8 inFuel Capacity 4.6 galOil Capacity (with oil filter change) Spec Not AvailableDry Weight 366 lbOtherMain Jet Not ApplicableMain Air Jet Not ApplicableJet Needle Not ApplicableNeedle Jet Not ApplicablePilot Air Jet 1 Not ApplicablePilot Outlet Not ApplicablePilot Jet Not ApplicablePrimary Reduction Ratio Spec Not AvailableSecondary Reduction Ratio Spec Not AvailableGear Ratio - 1st Gear Spec Not AvailableGear Ratio - 2nd Gear Spec Not AvailableGear Ratio - 3rd Gear Spec Not AvailableGear Ratio - 4th Gear Spec Not AvailableGear Ratio - 5th Gear Spec Not AvailableGear Ratio - 6th Gear Spec Not AvailableWarranty 1 Year (Limited Factory Warranty)
SPECIFICATIONS Canada - 2008 Yamaha YZF-R6:Suggested Retail $12,499 CDNEngine Liquid-cooled, DOHC, 16-valve (titanium), in-line fourDisplacement 599 ccBore and Stroke 67 x 42.5 mmCompression Ratio 13.1:1Maximum Torque 6.7 kg-m (48.5 ft-lb) @ 10,500 rpmFuel Delivery 41 mm Mikuni throttle body F.I.Lubrication Wet sumpIgnition Digital TCITransmission 6 speedFinal Drive O-ring Chain
Suspension (Front) Fully adjustable 41 mm inverted cartridge forkSuspension (Rear) Fully adjustable link MonocrossBrakes (Front) Dual 310 mm discsBrakes (Rear) 220 mm discTires (Front) 120/70 ZR17Tires (Rear) 180/55 ZR17
Length 2,040 mm (80.3'')Width 705 mm (27.8'')Height 1,100 mm (43.3'')Wheelbase 1,380 mm (53.4")Rake / Trail 24° / 97 mm (3.8")Ground Clearance 130 mm (5.1")Seat Height 850 mm (33.5'')Dry Weight 166 kg (366 lb)Fuel Capacity 17.5 litres (3.9 imp.gallons)Colour(s) Yamaha Blue; Metallic Black; Silver
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