Purchasing An R6

Let’s get the boring stuff out of the way first. This stuff is obvious and I’m sure everyone spending good money does them.

  • Read the description completely. Look for ways the wording could have double meaning.
  • Always assume you are getting the bike just as you see it with no gaurentee or warrenty. Even though there may be one make the purchase as if there isn’t one so you don’t get screwed.
  • Ask as many questions as you can think of. Cover every aspect of the bike. If something goes wrong and you have to submit the problem to Ebay you want as big of a paper trail as possible.
  • Analyze the seller feedback. Duh.
  • Know the final cost and if you can cover it. This can include loan fees, delivery fees, and paypal fees.

The attraction to buying on Ebay is the large selection, generally lower prices, and how easy it is to look at so many bikes. You can find anything you could want for your R6 on Ebay also.

I often browse the bikes just to check out all the great deals but it’s hard making a decision on which bike is best. Here are a few ways to find the right bike and just as important, the right seller.r6large

  • The questions you ask should be answered completely. If you sense evasion or incompleteness ask a follow up question for clarifcation. This should either resolve the problem or indicate they are not being truthful.
  • Ask for high resolution pictures from every angle of the bike and all the moving parts. Check for exsessive amounts of dirt in odd places, scratches, and basically anything not mentioned in the ad.
  • Personally, I would never buy a salvaged motorcycle over the internet. To many things to go wrong.

Ebay and Paypal both have excellent buyer protection systems which you can read about here and here respectively.

Here are some of the Yamaha R6’s on Ebay that are being sold soon.

I’ve got some more pictures here. Enjoy! It looks like this is going to be another great bike.

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Despite rampant rumors and speculation, the 2010 Yamaha R6 is little more than a slightly modified 2009 Yamaha R6, which was a slightly modified version of the 2008 model, which was a slightly modified… You get the point. We know now the 2010 is not getting the crossplane crankshaft of legend and lore from the R1. It’s still a fantastic bike but owners are eager for the new engine technology. Unfortunately, the size of the R6 motor precludes it from attaining this level of magnificence. Sorry about that.

2011 holds promise for this high tech engine revolution and the R6. I expect we’ll see a entirely revised bike.

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The 2010 Yamaha R6 comes in a spectacular pure white also!

Despite being slightly heavier and technically having less power the crossplane crankshaft bearing 2009 Yamaha R1 is capable of setting down faster lap times due to better traction. That extra traction is a byproduct yielded by the feat of engineering that is the R1 engine.

Basically the crossplane crankshaft smooths the pulses of torque from each individual cylinder firing which allows a more consistant contact patch and power delivery. This increases speed through corners, decreases brake distances, and allows more power at the corner exit.

From the Yamaha R1 Press Release:

It’s all about power – delivery of power, to be exact. That’s because the all-new R1 is the world’s first production motorcycle with a crossplane crankshaft. Originally pioneered in MotoGP racing with the M1, crossplane technology puts each crank pin 90 degrees from the next, with an uneven firing interval of 270-180-90-180 degrees. The result is incredibly smooth, roll-on power delivery with outrageous amounts of torque for a rush like you’ve never experienced before.


The unique shape of the crossplane crank smoothes out fluctuations in inertial crankshaft torque to provide very linear power delivery as the engine’s combustion torque builds, giving the rider more linear throttle response with awesome power and traction exiting corners. Not just new, the R1’s new crossplane crank engine represents a complete paradigm shift.

When MotoGP Fiat Yamaha implemented this technology, throttles were fully open for 25% of a lap compared to just over 15% previously. Data from Jerez showed the 800s braking up to 30 metres later for corners and getting on the throttle up to 15 metres sooner, which helps to explain why lap times stayed static or came down despite a 6MPH loss of tops speed.

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We expect the 2011 Yamaha R6 to post even more impressive lap times.

Yamaha has always been on the cutting edge of motorcycle development and this new engine tech is no different. We should expect to see Kawasaki, Suzuki, and Honda variations within a few years, much like the slipper clutch of 2006. Expect a baddass R6!

R6blog.com

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Yamaha has released photos of it’s latest addition to the track renowned R6 sportbike series. The incoming bikes promises streetable low end power, excellent mid range, and the same spectacular high RPM extravaganza in previous models. Yamaha has also hinted at different engine management which will increase rear tire traction. Traction control?

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Improvements have been made to a number of key areas.

  • The engine has been remapped for great low RPM torque.
  • The muffler has been lengethened 100mm for noise suppression.
  • A new variable intake
  • Revised 4-into-2-into-1 exhaust system
  • Magnesium sub-frame

Appearances haven’t changed much from the 2006-2009 models. It would be hard to improve on such a spectacular looking machine as it is. Several new paint schemes with bold graphics will make their debut as well.

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Despite rampant rumors the 2010 Yamaha will not come equiped with the cross planed crankshaft that debuted on the awesome 2009 R1. The special crankshaft significantly smoothed power delivery, increasing traction.

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2010 Yamaha YZF-R6 – USA Specifications

MSRP* $10,490 (Raven) Available from February 2010
$10,490 (Team Yamaha Blue/White) Available from February 2010
$10,490 (Pearl White) Available from February 2010

Engine
Type 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves

Bore x Stroke 67.0 x 42.5mm

Compression Ratio 13.1:1

Fuel Delivery Fuel Injection with YCC-T and YCC-I

Ignition TCI: Transistor Controlled Ignition

Transmission 6-speed w/multiplate slipper clutch

Final Drive Chain

Chassis
Suspension/Front 41mm inverted fork; 4-way adjustable, 4.7-in travel

Suspension/Rear Single shock; 4-way adjustable, 4.7-in travel

Brakes/Front Dual 310mm floating disc; radial-mount 4-piston calipers

Brakes/Rear 220mm disc; single-piston caliper

Tires/Front 120/70-ZR17

Tires/Rear 180/55-ZR17

Dimensions
Length 80.3 in

Width 27.6 in

Height 43.3 in

Seat Height 33.5 in

Wheelbase 54.3 in

Rake (Caster Angle) 24°

Trail 3.8 in

Oil Capacity (with oil filter change) 3.6 qt

Fuel Capacity 4.5 gal

Fuel Economy** 40 mpg

Wet Weight 417 lb

Primary Reduction Ratio 85/41 (2.073)

Secondary Reduction Ratio 45/16 (2.813)

Gear Ratio – 1st Gear 31/12 (2.583)

Gear Ratio – 2nd Gear 32/16 (2.000)

Gear Ratio – 3rd Gear 30/18 (1.667)

Gear Ratio – 4th Gear 26/18 (1.444)

Gear Ratio – 5th Gear 27/21 (1.286)

Gear Ratio – 6th Gear 23/20 (1.150)

Warranty 1 Year (Limited Factory Warranty)

There is a ton of crap said about the Yamaha R6 and how the Suzuki GSXR-600, ZX-6, Honda 600RR, etc, is somehow superior in so many ways. I want to take a second to talk about those.

1. The Yamaha R6 is bad/underpowered on the street.

This is an outright fail. This bike is great on the street, just a bit different. You see, you have to analyze these bikes through racing googles. On the race track Yamaha R6’s generally rule. Rider skill has  a lot to do with success but the bike is a great component of success. The R6 has:

1. Knife edge handling. Superior in many ways to is rivals.536264077_72fc431c6c

2. Power at the top of the power band so the bike keeps pulling away on the straights.

These characteristics make for a great sport bike. Keep in mind sport bikes aren’t completely designed for the road so the little quirks that annoy you on the road often will turn out to be advantages on the track, where the bike was designed to shine.

Still, all that being said, the power is just fine around town for the bike to be my daily driver.

If you still have problems with this you can do a 520 sprocket conversion, Power Commander III, and a dyno. That will give you a TON of low end torque.

2. Yamaha R6’s are uncomfortable. The ergonomics suck.

The ergonomics are no worse or better than any other sport bikes. Some fit different sized people better. Yamaha R6’s tend to be a wee bit better for taller people. It’s the nature of the beast, they are all a bit uncomfortable.

However, Moto GP riders are tiny and they throw those big 250 HP bikes around no problem. There is a very critical experience and skill part to getting the bike to handle, not just your size.

3. Yamaha R6’s are unreliable.

False. These days all the major sport bikes are very well built. As a rule, they are all very reliable. I know of some bikes that have done over 50,000 miles.

There are lemons in the bunch but that is nothing specific to a certain brand.

4. The Yamaha R6 is hard to work on.

Granted, if you aren’t a mechanic or don’t have any mechanical inclinations you won’t do well disassembling your bike. But, if you are and you have the power of the internet (this site) and a service manual you can do just about anything yourself. I don’t have a whole lot of experience and here is the latest picture of my bike! Not so hard!

Headers, oil pan, and rear wheel removed.

Headers, oil pan, and rear wheel removed.

It always amazes me that they can build such incredible bikes and make them so easy to work on.

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If you have a myth you want to submit and talk about just comment below! Give me your thoughts!

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