Ever have the fear of throwing a party and nobody shows? Perhaps this would have been the case had Yamaha decided to reintroduce the Maxium, but there was little doubt folks would turn up for the launch of Yamaha's 2001 R6.

Seldom do you find an occupation where the levels of risk and adrenaline are nearly par. With this in mind, it's hard to be complacent when an opportunity for testing a new model sport bike comes along. I have been removed from my occupation as a motorcycle tester since the demise of Cycle Magazine in 1990. With this part of my past seemingly well behind me, you can imagine my surprise when Dean Adams called inquiring about my interest in testing new motorcycles. 

During our initial conversation I was thinking, "why me?" 

As things progressed I would later find that my inaugural assignment would be the launch of Yamaha's 2001 R6 at Willow Springs. 

Dean explained that he was interested in my impressions for a number of reasons. It had been ten years since I last experienced a 600 at full flight. Another angle was the fact that Yamaha has designed the R6 to pattern their successful TZ250 racer. Again, delving into my decade-distant past would have me competing aboard 250's. And so the question, how have things evolved and could the two totally different forms of motorcycles compare?

Can you say Apples & Oranges? At least this is what I was thinking during the technical presentation when Yamaha's representative explained that their goal was to make the R6 work like a TZ 250. To further this point Yamaha introduced the multiple 250 champion Rich Oliver as "Mr. Fast." 

Rich participated in the tech brief and later served as a unique type of liaison between the all-knowing press and the manufacturer. It was clear that the one person all knowing about riding was Mr. Oliver. Rich's perspective on how motorcycles work combined his proven knowledge of how changes in chassis geometry influence individual wheel traction and machine performance was impressive. Rich was generous with this hard found information and would share with anyone willing or humble enough to ask. I felt this was a tremendous use of an untapped resource, until now one I had never experienced at any press introduction.

Technical updates for the 2001 R6 model were both detail and performance oriented. Several changes were made in an effort to reduce the overall weight of the machine. A total saving of five pounds was accomplished by the use of a smaller battery borrowed from the R7 and reducing the size and weight of the 2000's CDI box. 

In the cool tech department, the steel steering stem and nut previously used have been replaced with some fancy aluminum pieces. The effort to remove weight from the steering-head, battery and CDI box essentially targeted weight from above the Yaw center of the motorcycle. Weight reduction in this area will help with the machine's changing direction. Another seemingly minor change with the chassis included further canting the handlebars, a slight increase of two degrees.

Bodywork now sports slightly wider mirrors grafted from the R1. The tail of the R6 has significantly changed with the addition of a larger swingarm mounted fender designed to protect the newly painted under section of the seat. A quickly removable plastic license plate frame also supports the turn signals. For racing use it was pointed out that with the removal of a few screws, everything is gone leaving a clean, race- ready tail section. 

Yamaha claims they are the first to use true LED (red) tail light bulbs, encased in sealed unit with clear lenses. The increased amount of light and increased visibility was apparent, especially from a distance. Surly the cops will now see your initial attempts to slow. Yamaha claims that the completely sealed unit should last longer than your first marrige. I wouldn't doubt it.

Engine updates were aimed more for better function and longevity than increased power. Although the official press release claims an increase of power across the rev range, no supporting data was provided. The R6 now has slightly taller pistons (.5mm) from the pin boss up. This change was a result of adding a "V" shaped grove on the side of the piston located between the two rings. The hi-top pistons have also received an external coating called "Alumite" which was used to increase durability, perhaps yielding a reduction in heat transfer as well. To accommodate the taller pistons, .5mm shorter rods were used in an effort to maintain compression. The transmission has also received attention. The addition of a new steel bushing located on the outboard end of the shift shaft inside the case was used to increase shaft support and reduce friction. This change also required the modification of the engine cases. A portion of the shifting shaft's outside diameter has been reduced, the reason given for this modification was to increase torsion feel and reduce shifting effort. The last engine change of note was with the exhaust system. Header sections now use different crossovers. The previous external "U" shaped connectors have been replaced with shorter and more direct "H" crossovers.

Past experience riding new sport bikes around racetracks tended to be most revealing, both for the tester and testis. At first, I wasn't sure which had changed more over the past years, the machines or me. It was soon obvious that externally I wasn't the same shape as the inside of my circa 1987 leathers. I kept telling myself, "who would fit in custom leathers from years past?" They really must have looked tight as total strangers were offering me unsolicited help in their removal. On the other hand, current supersport machines have evolved in quite the opposite direction, now smaller and lighter than ever before.

All of the R6's to be tested were shod with the latest Dunlop 207 GP Star rubber. Although everyone was aware that this was not OEM stuff, not one complaint could be heard. History will show that Dunlop has won every AMA 600 championship since 1987, Fourteen in all. Common sense would dictate that true race rubber on racetracks was not only prudent, but would save lots of equipment as current sport motorcycles technology will permit reaching limit levels far beyond the capabilities of OEM tires on the racetrack.

Next: the racetrack