Faced with the task of calling the YZF-R6 a 2010 model year, Yamaha proceeded to find ways of setting the bike apart from the current selling one both visually and technically, but we have to say that you shouldn't expect major changes from any point of view. The truth is that Yamaha already had a 2009 Daytona 200 winner on their hands, so they focused on little tweaks to make it even more special.
From a machine claimed to be "the most advanced production 600cc motorcycle Yamaha-or anybody else-has ever built," riders are right to expect unmatched performance achieved with innovative features. And the fact is that the 599cc DOHC 16-valve, liquid-cooled titanium-valved four-cylinder engine is both compact and high-revving mainly thanks to the 67.0 x 42.5mm bore and stroke, which translates into a 13.1:1 compression ratio and implicit satisfying throttle response. But is that enough to turn this engine into the blast provider that riders brag so much about?
Certainly not! The interesting part consists in the presence of systems such as the Yamaha Chip Controlled Intake (YCC-I) and Yamaha Chip Controlled Throttle (YCC-T), which turn throttle response into excellent across the very wide powerband. Yamaha's fly-by-wire throttle system also has everything to do with the fact that riders will barely twist the throttle and the exhaust gasses will already go out the now 100mm-longer muffler, which is claimed not to affect engine performance, while significantly reducing exhaust noise and making the new R6 more acoustic relaxing during long rides. How's that for enjoying the benefits of 131 hp at 14,500 rpm and 68 Nm at 6,930 rpm in a more civilized manner?
Yamaha does claim increased performance as a result of revised ECU settings, but they don't talk about figures, so we reckon it all resumes to an even more linear power delivery.
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