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Review: The 2017 Yamaha YZF-R6 is ‘unquestionably the new standard’




Big Blue calls the 2017 Yamaha YZF-R6 a fourth generation motorcycle, but for those paying attention, it is obvious that Yamaha has merely taken its class-leading 600cc sport bike, made some refinements to the machine, and added an electronics package to the mix.

While there is disappointment that Yamaha didn’t bring as revolutionary of a debut to the YZF-R6 as it did just recently with the YZF-R1 superbike, we should state quite clearly that the Japanese brand continues its dominance in the 600cc sport bike realm with this most-recent addition to its lineup.

The recipe for the 2017 Yamaha YZF-R6 is straight forward, as the chassis and engine from the third generation machine carry on, with the notable exception of a new magnesium rear subframe.

Of course, the changes of real note come in the form of the added electronics: six levels of traction control, three riding modes via ride-by-wire, and (permanently enabled) anti-lock brakes.

Is it better than the last model?

With all these changes afoot, the question surely on everyone’s mind though is how big of a step is the 2017 Yamaha YZF-R6 from its predecessor? Fortunate for us, a 2016 Yamaha YZF-R6 was available to us for back-to-back comparisons. The answer might disappoint or delight, depending on your point of view.

After a handful of laps on the 2016 Yamaha YZF-R6, it was abundantly clear to us that the technical changes made to the 2017 model are modest at best, when compared to the 2016 machine. Electronics aside, the two motorcycles behave almost identically on the race track, with a couple notable exceptions.

Yamaha’s changes to the chassis, especially the front-end of the machine, do produce some different feedback results when pushed the right way and under the right conditions.

The stiffness changes made to the 2017 model are certainly an improvement, though maybe too subtle to matter to anyone that doesn’t ride motorcycles for a living. For the typical street or track rider, the 2016 and 2017 R6 motorcycles will feel exactly the same when railing through the corners.

However, bigger improvements can be found in the braking package, with the larger front brake discs providing noticeably more stopping power, and the Nissin radial master cylinder providing better lever feel. Where the 2016 machine feels wooden when you are on the binders, the 2017 edition modulates nicely.

Interestingly enough, the biggest surprise comes from the ABS setup on the 2017 Yamaha YZF-R6. It would be easy to chastise the Japanese manufacturer for not giving riders the ability to disable ABS on the 2017 Yamaha YZF-R6, but we were impressed with how Yamaha’s the ABS package intervened when pushing the front tire to its threshold.

If the differences from the 2016 machine are subtle to our eye, the reasoning for this might be based on the fact that the out-going YZF-R6 was already such a potent weapon.

And while we lament the lack of “new” that comes with the 2017 model, we also have to remind ourselves that the 2017 Yamaha YZF-R6 benefits greatly from the pedigree it so closely follows.

Scalpel sharp handling

Unsurprisingly then, we found that the delta box chassis provides excellent feedback to the rider, with handling characteristics that conjure words like “scalpel” or “telepathic” from motorcycle journalists.

The handling might be too good, in some respects, as the front-end can easily get out of shape as the load to the front tire decreases.

Yamaha has always walked closely to the thin line that separates the point where razor-sharp handling turns into twitchy front-ends. As such, owners will want to search for an aftermarket steering damper, and then feel confident that they have one of the best handling motorcycles on the market.

The 599cc engine creates similar compliments of its prowess, with the inline-four making predictable and smooth power. Of course like its predecessor, the 2017 Yamaha YZF-R6 doesn’t have anything going on engine-wise below 9,000 rpm – reminding us that riding modern supersports means keeping the needle at the top part of the tachometer.

In typical Yamaha fashion, the six-speed gearbox too on the R6 is smooth and decisive in its operation, and the installed slipper clutch makes aggressive down-shifts a no-drama affair on this pint-sized thoroughbred.

To ride this steed, you better be jockey sized though, because it is not like the YZF-R6 grew any bigger for the 2017 model year.

The new standard

If one was told to ride the 2017 Yamaha YZF-R6, without knowing the machines that came before it, and thus did not have the expectations that come from a 12-year hiatus, the results would be favorable. This R6 is unquestionably the new standard by which all other 600cc sport bikes will be measured – full stop.

The Yamaha YZF-R6 was already at the top of its class before this model year, and the 2017 model just became an even tougher act to follow.

MF NOTE: The stunning white and fluo yellow colour featured in these photos? It’s not available in the UK and Europe for the moment. But if you shout at @yamahamotorEU enough, we’re pretty sure they’ll relent.





New YZF-R6 Key Features

  • Next generation R-series design
  • Iconic YZF-R1 inspired face
  • Pure race-bred DNA for class-leading style and performance
  • Best ever YZF-R6 aerodynamics
  • Sophisticated electronic control technology
  • 6 level TCS to suit changing riding conditions
  • QSS for faster full throttle clutchless upshifts
  • 43mm YZF-R1 type front forks with YZF-R6 specific settings
  • 320mm diameter YZF-R1 type front brakes with radial 4-pot calipers
  • Slimline magnesium rear sub frame
  • New angled seat
  • Lightweight aluminium fuel tank
  • Enhanced riding position
  • ABS
  • EU4 compliant
  • D-Mode

YZF-R6 Technical Highlights

  • 599cc, 67mm x 42.5mm, liquid-cooled, 4-valve, DOHC, 4-stroke, 4-cylinder
  • Forged aluminum pistons, 13.1:1 compression ratio
  • Titanium intake/exhaust valves
  • Air Induction System and Yamaha Chip Controlled Intake (YCC-I)
  • Twin-injector Yamaha Chip Controlled Throttle (YCC-T)
  • Slipper clutch
  • Close-ratio 6-speed transmission
  • Magnesium head and case covers
  • EXUP valves contributing to excellent torque characteristics
  • Titanium exhaust silencer
  • Aluminum frame and swingarm

Genuine Accessories line up

Yamaha offer a range of new and existing performance and styling Genuine Accessories for the 2017 YZF-R6, enabling owners to make it their own. The full accessory line up will be available when the YZF-R6 arrives in Yamaha dealer showrooms.


  • Race Blu
  • Tech Black


April 2017

This is an edited version of an original article first published on Asphalt & Rubber; It’s republished here with permission.

Photos: Brian J. Nelson

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Since its founding in October of 2008, Asphalt & Rubber has risen to the top of the motorcycle industry, and now counts itself as one of the most influential voices on motorcycling.


Ride Review: We’d buy a Triumph Tiger 800 XC in an instant – If we had the money!




We often speak about riding into the ‘middle of nowhere’ – that place where we’ve lost GPS signal, there’s no bars on the mobile phone reception and there isn’t a petrol station for miles around – but it’s usually a metaphor and doesn’t really exist.

Yet somehow, Triumph found us that place for the Tiger 800 launch and we can”t wait to return.

Our ‘middle of nowhere’ for the Triumph Tiger 800 test is in and around the wasteland of lake Lalla Takerkoust in Morocco. It’s a fitting location for the smaller bike in the Tiger range that Triumph hope is to become synonymous with adventure.

What kind of adventure chosen is up to the individual of course and everyone has to decide for themselves – it could just be a ride through the centre of the city at rush hour, or a trip through the African savannah. Regardless of your pursuits, Triumph say that they now have a very clear Tiger 800 range that should offer something for everyone. But even after speaking with Triumph’s Chief Engineer Stuart Woods it took us longer than we would like to fully comprehend the difference between the Tiger XR, XRx, XRxlrh, XRt, XCx and XCA.

For those who are of a similar mindset, the closest we could come to was this… The XR is for asphalt use and is available in a basic version (XR), the same bike but slightly more richer equipped (XRx with LED daytime running lights, handle heating, TFT color dashboard, etc) or as a luxury model (XRt with heated seat, full LED, extra driving modes, fully adjustable Showa suspension, etc).

The lrh version, or Low Ride Height, is considered a completely separate model because the engine not only receives a lower saddle, but also a lower suspension. It’s nice that Triumph takes into account a slightly shorter riders!

This logic is then extended out from the XR series to the more off-road orientated XC range. However, there isn’t a ‘basic’ XC version, just the XCx which is already reasonably well equipped and then the XCa which has all of the bells and whistles thrown at it.

Anyway, enough letters and versioning, as motorcycle journalists we get to feed our egos with only the best models, so the XRt and XCa are presented to us and the heated seats are immediately welcomed as we set off towards the Atlas Mountains.

The addition of new toys and electronics make an already good ride even better

The first few kilometres are enough for us to determine the marked differences between this and the previous Tiger 800. Of course the most immediately visible from a rider’s view is the new colour TFT dashboard screen and handily adjustable windshield. From an aural perspective the new 800 has a narrower exhaust damper that sounds a lot deeper in low revs and roars louder as you open the throttle. It’s the perfect amplifier for that wonderful, triple engine.

The Triumph engineers will say that there are more than 200 improvements made to this new Tiger 800, but whilst the changes made may be many, the bike still feels comfortably familiar. This is no bad thing either, as the Tiger 800 was always a relatively light and fun bike that didn’t shy away from the task of tackling heavier roads.

Certainly during the first test drive on the road with the XRt it is noticeable how smoothly the three-cylinder picks up from the bottom and still pulls hard up to the red zone at 10,500 rpm. The sports mode with it’s 95hp isn’t the most potent of machines on the market, but this just means it’s a machine that we reckon everyone would be able to handle. In this respect the gearing has been tweaked too – enabling a shorter first gear that means that riders should now benefit from better control of immediate torque when compared to the previous version – especially when off-road.

Where the Tiger 800 really shines through is with it’s balance of components, comfort and riding characteristics. The wide handlebars offer a solid lever, the tank is well-formed and offers a lot of ‘grip’ and it’s interesting to note that the larger 21″ front wheel on the XCa is almost as neutral and familiar as the XR.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately

All of the Tiger 800s (with the exception of the base model XR) come with Brembo front brakes too, and these do a fantastic job of offering balanced bite in well-managed doses. And of course there is the adjustable ABS that really handles itself well in even the most treacherous of circumstances.

After a whole day of touring, we become convinced that the new Tiger 800 isn’t so much a revolution of the previous machine as opposed to a measured and balanced evolution of it. The engine was already great – it still is – and the addition of new toys and electronics make an already good ride even better.

The next day sees us on the XCa’s equipped with Pirelli Scorpion Rally studs and playing some more on the Moroccan trails.

Even more so than on the road, it strikes us just how well balanced the XCa is and how smoothly this engine comes out to play.

Who ever thinks that an 800cc three-cylinder is too heavy to play in loose sand, between the rocks or on jumps, must revise this opinion immediately. Admittedly, it doesn’t take long before the bottom plate has claps,the soil underneath, but that’s what it’s for!

We do wonder if the plastic hand caps and tank parts would survive a slight crash just as quickly though.

After just a short ride in the sand, it dawns on us that this is the real, natural habitat for for the Tiger 800. The XRt is undoubtedly the more thoughtful option for the busy road traffic, but given a choice we would buy an XC in an instant, slip on the off-road studs and drift, slip and jump my way along any dirt I could find, powered by that sumptuous three-cylinder soundtrack.

If we had the £12,500 to spend on such a machine that is! And that’s before we’ve even added the cost of the panniers.

The Tiger 800 is a beautiful machine and the equipment is as top-level as a rider can get, but secretly we dream of a Tiger 800 XC with as little bling and glamour as possible. Forget the iPad like dashboard, the 27 rider modes, electronic aids, heated grips or Brembo brakes and give us a basic XC package for around £9,500.

Sure the ride won’t be quite as pleasurable, but then the tent we would have strapped to the back wouldn’t come with air-conditioning either and we’d be ok with that!


Triumph Tiger 800 XRt
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
  zesbak, chain 
  steel trellis frame 
Front suspension:
  43 mm Showa fully adjustable suspension 180 mm 
Rear suspension:
  Showa monoshock, fully adjustable, suspension 170 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires: 
 100 / 90-19 / 150 / 70-17  
Dry weight:
 199-208kg, depending on model 
Seat height:
  810 – 830 mm 
Tank capacity:
      19 l. 
  Silver Ice, Crystal White, Matt Cobalt Blue


Triumph Tiger 800 XCa
  800cc, 4 kl./cil., Water-cooled 3-in-line  
Max. power:
 95 hp / 9,500 rpm 
Max. torque:
    79 Nm / 8.050 rpm 
  zesbak, chain 
  steel trellis frame 
Front suspension:
  43 mm WP fully adjustable travel 220 mm 
Rear suspension:
  WP monoshock, fully adjustable, travel 215 mm 
Front brake:
  305 mm discs with Brembo radially mounted four-piston calipers, ABS 
Rear brake :
  255 mm disc with Nissin twin piston caliper, ABS Front 
/ rear tires:
 90 / 90-21 / 150 / 70-17  
Dry weight:
  199-208kg, depending on model
Seat height:
  840 – 860 mm 
Tank capacity:
      19 l. 
  Korosi Red, Crystal White, Marine

This review was first featured on MaxxMoto. It’s translated and republished here with permission.

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Ride Review: The Kawasaki Ninja H2SX SE will have you planning an Autobahn or Nürburgring trip immediately!




What do a Suzuki Hayabusa, Yamaha VMax, Honda Fireblade and a Screamin’ Eagle Stage 3 tuned Harley-Davidson all have in common? They’re all now humbled at the lights by the touring Kawasaki H2SX!

SUPERCHARGER! It’s a word that belongs in the Fast & Furious movies, next to Turbo Boost, NOS Injection and Intercooler. But since the introduction of the bonkers Kawasaki H2R three years ago it’s a word that motorcyclists can no longer ignore. Now, in 2018 you can add a whole dollop of Supercharge juice to your vocabulary because the more ‘ordinary’ H2SX is here.

Let’s get real for a second, a supercharged engine sounds cool and impressive in promotional material, but at €25,000 the shine could quickly be lost towards what is essentially a motor that’s built to just go in a straight line.

Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

Now that the hype has died down a little bit though – and with the introduction of the supercharged H2SX tourer – Kawasaki are hoping to profit from bringing the same engine to a wider market and with a reduced price. Could this be the sweet spot the big green machine?

We were invited over to Estoril in Portugal to find out.

At first glance, all of the necessary elements are there… Take the block out of the H2, bring in the knowledge gained from the competent and much praised ZZR1400 and the Z1000SX, throw in a couple of panniers and you’re onto a winner. Right?

It’s not so simple.

At a ‘performance workshop’ the project developer, Watanabe-San explains that Kawasaki have had to completely redesign the H2 block for the new H2SX; adding lower consumption and more torque to the low and mid-range areas.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas.

And then there are the electronics.

From the moment you come face-to-face with the new H2SX, the LCD display strikes as something completely new for the famous green marque. The buttons on both left and right bars are extensive enough to feel initially overwhelming and the functions that they enable are extensive enough to put the most technologically advanced of all modern tourers to shame. There’s no electronic suspension but with multiple dashboard layouts, adjustable driving modes, three levels of traction control, switch-off’able quick-shifter, cruise control and launch control there’s enough to get to grips with.

We start the test in the usual, gung-ho way; full-power, giving it everything, and immediately discover that going from zero to full in freezing temperatures on wet asphalt is not the greatest of ideas. Couple this with fresh Bridgestone Hypersport S21s that have yet to be ‘scrubbed in’ and the drifting from both tyres and buttocks is enough to send a shiver of fear up the spine.

So traction control on medium and riding mode put back firmly into the ‘middle’ it is then.

It’s a motion that doesn’t take as long as I had first feared – the controls are intuitive enough to be done on the fly, and help to settle the nerves.

It’s really not the greatest of conditions in which to test the H2SX’s abilities to be honest and after 250kms of riding in ice cold wind and rain it’s all that we can do to keep going. Riding comfort wise everything is fine and with a nice, wide tank and spacious seating position there’s nothing to complain about. But that cold wind?!

The windshield is large enough to hide behind and take the edge off of most of the buffeting and heated grips coupled with electronic ‘castration’ tools mean that we make it to our destination as relaxed as possible.

But a sunny day at Estoril circuit the following day is all that we can think about to keep us going towards our destination.

Finally, we give it some gas.

It’s an early morning start, but we don’t truly wake up until we put the supercharged engine into the limiter at the beginning of the first, Estoril straight. Launch control for the win!

The electronics ensure that everything goes to plan and all you need to do is to find first gear and then open up the throttle.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

‘The braking point is just around the third bridge’, is the advice offered by the PR-man before we start. In truth that’s about one bridge too far for this rider and the double-disc brakes have trouble scrubbing the incredible speed from my H2SX and the gravel is just about avoided.

After a while of careful measuring and balancing, the potential of the engine is realised and it’s striking just how much more powerful the motor is at the bottom end when compared to the H2. It just doesn’t matter what gear you’re in or what speed the engine is running at; whatever power you need is available, seemingly on tap.

The brakes struggle a little on track after a while, but there is nothing to suggest that there won’t be more than enough stopping power for even the most spirited of rides on a public road.

‘Watatatatataaa!’ then the whistling of the wastegate before letting the clutch lever rise. Bam!

The suspension in this regard is excellent. At 256kgs the H2SX isn’t exactly svelte and in chicanes the fat rolls take some effort to tuck back in, but it’s smooth and managed. And there is always that throttle response to aid in allowing the extra gas needed to get you back onto the riding line.

It never ceases to be breathtaking ;the 200 horses coming out of that 998cc four-cylinder beast is something that will never get old.

And this is a tourer don’t forget. So once all of the modern touring equipment is back on the machine and the sporty underpinnings are still available, what’s not to get excited about?

So where exactly is the catch? It’s a question that is asked of us throughout our time with the machine. And the only real issue with the Kawasaki H2SX is one of compromise.

Do you want an super-comfortable Grand Tourer? Or do you want the world’s fastest sportsbike? The H2SX is not going to be the best in class when compared to pure machines in each of those segments. But if you want an engine that is at home on all roads, across all markets and is unbeatable in a straight line, then you can start planing your first Autobahn or Nürburgring trip now.


Kawasaki H2SX 
Engine: 998cc, 4 kl./cil., Liquid-cooled 4-in-line with compressor
Max. power: 200 hp / 11,000 rpm
Max. torque: 137.3 Nm / 9.500 rpm
Transmission: zesbak, chain
Frame: steel lattice frame
Front suspension: 43 mm UPSD, fully adjustable, suspension 120 mm
Rear suspension: monoshock, fully adjustable, suspension 139 mm
Front brake: 330 mm discs with 4 piston calipers
Rear brake: 250 mm disk with 2zuigerremklauw
Tires Front / rear: 120 / 70-17 / 190 / 55-17
Wet weight: 256 kg
Seat height: 835 mm
Tank capacity:19.0 l.
Colors: Emerald Blazed Green / Metallic Diablo Black (SE)

This review first appeared on MaxxMoto ; It’s translated and republished here with explicit permission.



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