Yamaha Yzf600r
YAMAHA YZF600R
Long-Term Wrap-Up
BLUE, RIGHT, SPECIAL
SOMETIMES, LIFE AIN’T FAIR. ASK any knee-scrapin’, in-the-know sportbike type about the 600 class, and you get a brain-dump of details about the horsepower-heavy Kawasaki ZX, the sharp-as-splinters Suzuki GSX-R and the championshipsteamroller Honda CBR-F3.
What about Yamaha’s YZF600R? Yeah, nice bike, they say...followed by silence.
Well, we’re here to tell you that taking price, comfort and versatility into consideration, the YZF may just be the best bike in the class for most riders. We speak from experience, having just logged the 10,269th mile on our 1997 long-term tester.
Of course, we were predisposed to liking the Yamaha, picking it as Best 600cc Streetbike in our 1996 Ten Best Bikes competition (as an early-release ’97, it was eligible). Soon after, a factory-fresh YZF joined our long-term flotilla and began racking up the miles, mostly trouble-free. Our biggest bugaboo with the YZF was a chattery clutch after a round of dragstrip testing for our 600 shootout (February, '97). More annoyance than real problem, the clutch was put up with until the scheduled 8000-mile service, when aluminum plates from Fox Engineering were installed along with new, stock friction plates. Ciao, chatter.
After the Yamaha posted fourthfastest lap times (while finishing second overall) in our comparo, the go-fast guys on staff insisted on stiffer suspension front and rear. Fast By Ferracci to the rescue with its Hyperpro kit, consisting of fork springs, shock spring and a bottle of lOw fork oil.
Installation was relatively straightforward, although the shock was a bear to remove and reinstall, what with the battery box and inner fender getting in the way. Also, the fork tubes had to be removed to change oil, thanks to the clever deletion of drain holes (who started this silly trend?). Anyway, the operation was a success, fortifying the YZF’s cornering skills with no appreciable loss of suspension compliance. Highly recommended.
We were also impressed with the Avon Azaro tires mounted after the racy Michel ins used for the shootout wore out-nice road feel, no nasty effects on steering and relatively longwearing, at least for spoil rubber.
"The YZF is an excellent one-per son, all-around motorcycle, better than a VFR75O (price, gas mileage, han dling). An over looked bike because of its lack of racetrack success." -Robert Avery, Daytona Beach, Florida
lag I~aaI~
Matthew Miles\ Fairing and windscreen offer excellent protection. In the rain last night, my faceshield, shoulders and knees got wet-little else, not even my neck. Impressive.
Jimmy LewisA pretty snappy commuter, much more comfortable than I thought it would be. Best thing about 600s is how light they feel snaking though traffic. It also handled freeway expansion joints better than most sportbikes.
Every time I ride a good 600,1 wonder why we need anything bigger. All sportbikes should be this wristand kneefriendly; all motorcycles should be this usable.
Our last change to the YZF came at the 9000-mile mark, when we slipped on a Fast By Ferracci Forza muffler. Nothing wrong with the stock piece; we just wanted a few more decibels. Before clamping the Forza to the Yamaha’s collector, we got a baseline dyno rcading-and were surprised to learn that our old Yamaha was making nearly 90 rearwheel bhp, 5 up from when we first got it and only 4 less than a ’98 Kawasaki ZX-6R! More good news: The FBF pipe added 1-2 horsepower between 5000-6500 rpm, filling in a dip that was present stock, with no losses anywhere. Then we installed a Dynojet carb kit, which lost 1-2 horsepower everywhere but noticeably
improved throttle response, at the expense of a few mpg (mid 30s vs. low 40s stock). Being blessed with corporate gas cards and enamored of lowgear wheelies, we kept the kit.
Initial tune-up was carried out by our local dealer, as was the major, 8000mile service. Otherwise, we handled the maintenance duties, including changing sparkplugs, a task that fell to Managing Fd. Matt Miles: “I bought new plugs ($23.16!!!). Unlike some other sportbikes, at least you don’t have to remove the gas tank, airbox or carbs to get to the plugs. There are, however, 28 screws holding the fairing panels in place...”
Other than oil-and-filter changes, the only other upkeep-related chore was brake-pad replacement at 7500 miles. Off came the stock stuff and on went Galfer Greens up front and EBC Kevlar FA88s rear. Currently, all pads have plenty of life left.
Which also describes the rest of the bike. All told, this has been one of our most trouble-free long-termers. Cheap to run, too: The YZF’s $635 maintenance bill includes the new clutch pack (probably not the bike’s fault, although we did
get one reader report of a fried clutch), and a rear Azaro that was irreparably cut and had to be replaced before its time.
Word on the Street IS that Yamaha will have the all-new, Ri-based YZF R6 ready for the supersport wars of 1999. All well and good, we say, just make sure you keep the likable YZF600 in the lineup, too.
The sexiest 600 ever. Wherever I go, guys honk and wave. I’ve no doubt it’s due to my YZF’s spectacular good looks, not because I’m a 26-year-old, 5-foot-10,135pound, longhaired, athletic, pretty, curvaceous, single woman. It’s got to be the bike, right?” -Monica Barry, Orlando, Florida
A silky-smooth Rolex that gives an incredible amount of real-world pleasure. A great day-in, day-out performer” -Michael Wagner, Westport, Connecticut
SPECIFICATIONS
List price (1997). $7399
