Yamaha breaks down its “sportbike” category into three sub-classes: Supersport, Sport and Sport-Touring. Their research says 60% of its first-time buyers choose a Supersport bike like the R6 and R1, both of which aren’t exactly newbie friendly. Just 32% of these consumers chose an FZ1 or FZ6 from the Sport category.
The new FZ6R sports a redesigned engine from the crankcases on up. But the Sport class has seen mild surges in sales for the past three years, surely due to more economically minded buyers in the market. They want sporty bikes as well as great fuel mileage and comfort. They also want to blend in with their friends’ sportbikes but don’t wanna be uncomfortable doing it. This is where the relaxed riding position of the new FZ6R meets the aggressive style of the YZF-R line. The lower price point and lower saddle heights probably don’t hurt either. The option might appear redundant on the OEM’s part, but it’s providing the buyer a better fit of the rider physique and the pocketbook. These ‘entry sport’ bikes as Yamaha calls them - sub 750cc sportbikes - are at a 5-year sales high with nearly 43,000 units selling in 2008. Yamaha only had an 8% take in that overall market number last year with just one model (the FZ6), and it hopes to make a bigger splash with the addition of the friendlier FZ6R in 2009. If you’re considering the R6 but don’t need the power or want the price, consider taking home the FZ6R. Efficiency runs deeper than just through your wallet. With all the advantages of the Yamaha FZ6R and economical price, buyers get the quality above the price, thatoffered by the manufacturer Yamaha
When compared to FZ6, the 6R gets 8% better fuel economy thanks in part to its 4mm smaller throttle bodies and milder state of tune, plus the narrower 160mm rear tire compared to the 180 on the FZ6. A freshly engineered clutch (inner push type versus outer pull) and new crankcase castings are also part of the FZ6R. Despite being 8 lbs heavier (11 pounds in Cali), the FZ6R is said to get 43 mpg versus the 40 mpg of the FZ6. The rigidly mounted engine (a stressed member) is hung from a diamond-steel frame and suspended by a non-adjustable 41mm conventional Soqi fork and an easily accessible 7-step preload-adjustable-only Soqi monoshock rear. To keep newbies comfortable and safe, the 6R’s rake is lazy 26.0 degrees, 1.0 shallower than the FZ6, while trail is slightly increased to 104mm. The tubular handlebar is set up to facilitate a tight turning radius. Resume from Alfonse Palaima Report
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The Revvy R6 feels right at home on the racetrack, much more than it does on the street, as the racetrack environment makes it possible to keep the tach up high where the R6 motor likes it. But there’s no getting around the fact that the Yamamotor feels softer than its rivals. In lower revs the mill simply seems flaccid next to the others. However, once the tach needle hits the 10.5K mark, power comes on with a fairly healthy wallop. Too bad the fun arrives so late, as it’s only good for about another 2 or 3K rpm before the exhaust valve stifles its breathing.
On the plus side, the CBR feels solid, as of one piece from axle to axle, and it made all our testers immediately confident. It also garnered kudos for its best-in-class agility, boasting a racy rake and the lightest weight. Yet the RR isn’t the least bit squirrely with much of its stability credited to the high-tech electronic steering damper.
For real racer or trackday addict, recommending the Gixxer makes perfect sense. Aftermarket support is abundant, and the bike has a knack for getting around a racetrack without drama. Its powerband comes second only to the Ninja, plus it has the slipper clutch and comprehensive gauges the CBR lacks. The Gixxer gets extra brownie points for being the only bike to come with adjustable footpegs.
The ZX first proved it had the goods when we rode it on the street, then backed up those impressions with the best dyno chart of the group. This power surplus of the 6R is readily apparent on the racetrack. The Streets of Willow has two areas in which a rider can accelerate at full throttle through a couple of gears, and the ZX consistently achieved higher speeds than the others. But just as impressive is the Ninja’s pull throughout the rev range.
