Over the last few years we have brought you several project bikes.
From Guy Caputo's Hayabusa to a GSXR-1000, and for good measure
a few more Busas like Big Poppa Pimp, as well as a pair of turbo
Hayabusas.  What
we forgot about is that many readers, especially the younger riders;
simply can't afford insurance on large bikes until they are over
25 years old. Meaning they need to stick to 600cc bikes. Not to
mention the popularity of the ProStar 600cc SuperSport class where
these light weights are regularly running sub ten second quarter
miles. Enter the 2003 Yamaha R6.
Since this project is aimed at building
a bike for those that are not completely psycho we decided to set
a few ground rules. 1. No internal motor modifications. 2) No modifications
that would affect the reliability or streetability of the bike.
If you have not ridden the Yamaha
R6 let me be the first to tell you what a great bike this is. After
building three Suzuki's in the last three years I thought I had
a pretty good idea of what fit and finish was about. The Yamaha
however takes it to another level. Everything about this bike is
tight. The farings come off in four pieces instead of two as with
the Hayabusa and the GSXR-1000 but once the body work and seat comes
off this bike is clearly well ahead of most on the market with regard
to ease of performing routine maintenance as well as doing more
serious modifications like a full exhaust swap.
 Riding
the R6 after being on the big-bore bikes takes a bit of getting
used to but once you realize that peak power is way up there (12,750rpms
and serious power does not start until 10,000 rpms) you can have
as much fun on this as a big bike. In many ways even more. Riding
any liter or larger bike is an exercise in throttle control in the
curves. One wrong twist on the fun knob and they will spit you off
faster than a Ricky Gadson reaction time.
Appearance Modifications
Like anyone else we wanted to make
our bike stand out from the crowd. After all customizing a bike
is almost as fun as riding it. The first thing we did was to call
up our buddy Brian at Second Look (www.second-look.com).
Brian hooked us up with some color matched seat covers for starters.
It's an inexpensive item for sure but we like the looks of the set-up
which includes a red embroidered R6 logo on the rear seat. Retail
price on these is $129.95 so everyone can afford to make your bike
different from the crowd if you desire.
 If
you are looking for something really different Second Look is now
offering custom embroidering of seat and tank skins. www.second-look.com/html/extreme_customs.html
These are only limited by your imagination and can include custom
designs, colors and logos. So if you want to have all the bikes
in your club wearing your colors. Second Look can make it happen.In
addition to the seat covers we picked up a Zero Gravity Double Bubble
wind screen from Second Look also. We picked a smoke shield for
this bike just to add a contrasting color to the otherwise light
silver color of the Yamaha. (www.second-look.com/html/dbbl.html)
For $79.95 it really changes the look of the bike compared to the
stock clear shield. Plus it offers better wind protection too.
This photo also shows the polished
mirror covers we used. Once we removed the stock mirrors (for the
land speed racing we will tell you about later in this article)
we realized we needed to cover up the mirror bolt holes. We found
some nice replacements at Orient Express (www.orientexpress.com).
They are actually intended for the R1 but they fit the R6 perfectly.
Maybe if enough buyers express interest they will make covers engraved
for the R6 too. Either way they look great compared to using a zip
tie.
Next we removed the black rear hugger
and had it painted silver to match the rest of the bike. We used
local painter extraordinaire Matt Nations in Chattanooga TN. But
if you remove yours and take to any competent painter you can find
someone in you area to do this simple mod for around $100. It adds
a nice touch of class to the bike compared to the flat black factory
unit. Maybe Yamaha will consider adding this as a standard feature
next year.
While we were working on the appearance
we removed all the factory vinyl which was rather dull and lifeless
and replaced it with some red chrome foil from Adams Motorsports
and Graphics (1-423-874-0786). Adams keeps many motorcycle graphic
files in stock so if you need a specific decal or logo give them
a try first. The use of the red chrome adds a splash of needed color
to the R6. It also matches perfectly with the red R6 on the passenger
seat. We placed a large Yamaha logo on the bottom of the lowers,
a R6 logo on the front nose piece, and finally another red R6 on
each side of the tail section. Another small change that pays big
dividends with lots of poser points for about $50.
 The
R6 comes with a huge but easy to remove rear fender that really
detracts from the rear view of the bike. It can be yanked off and
binned with a few simple bolts thus allowing you to replace it with
a more reasonable tag bracket. We bought ours from G&K Enterprises
(www.gkenterprises.net).
This kit is complete with clear lens turn signals as well as an
optional tag light. Wiring is simple as the kit comes with some
butt connectors that can be spliced into the factory wiring. The
kit retails for $99.95 and really makes a difference in the look
of the bike.
Performance Modifications
First on the list of performance modifications
was a full exhaust system. We looked around at a lot of suppliers
before making our choice and finally settled on the Ti-Force full
titanium system. We had previous experience with Ti-Force on the
GSXR1000 and knew that it is a world class system. Even with the
prior experience we were still impressed when the box showed up
from Orient Express (www.orientexpress.com)
the fit and finish on this unit is as good as or better than anything
on the market. Yes that includes the system made in the small European
country of Slovenia. Before bolting up the system we took the opportunity
to weigh it against the stocker and were impressed with a full 8.25lbs
weight savings. The can and mid-pipe of the stock system weighs
more than the entire Ti-Force exhaust system. While eight pounds
may not seem like a lot of weight it is the easiest and most cost
effective weight savings available.
Part of what makes this system so impressive
is the incredible welds on the tubing. Another nice touch is that
all the pieces are numbered making assembly very easy. The removal
of the stock system takes about 35 minutes for one person and the
reinstallation of the new system took about the same length of time.
We elected to use the rear mounting bracket provided by Ti-Force
instead of the stock peg bracket that can also be used if you wish
to retain use of the passenger pegs.
Of course we can't talk about an exhaust
system without also discussing the sound and this one is really
sweet on the R6. At idle it sounds quite a bit deeper and throaty
compared to the stock system, then when it gets on the boil it really
sounds good. Not too loud but a good improvement overall.
Looking at the dyno results the Ti-Force
system did not disappoint here either. One of the big advantages
is that it removes a lot of the factory flat spot that occurs at
8500-9500 rpms. In fact the gains in this area were in the 6-8hp
range. Then up top the power is carried higher and farther into
the stratospheric rev range of the R6. We picked up a healthy 5.5
hp at peak. At $1195 the Ti-Force is not the least expensive exhaust
on the market but it is one of the least expensive full titanium
systems on the market, meaning you can pay a lot more without getting
anything this exhaust does not deliver in spades. If you can't tell
already, we really like this product.
 In
order to take full advantage of the exhaust system we also added
the Dynojet PowerCommander PCIII USB. (www.powercommander.com)
This new generation of PowerCommander offers so much more adjustability
and ease of use compared to the older units it makes the old PCII
seem antiquated in comparison. The USB designation on this model
simple means that it interfaces with your PC via a USB port compared
to the old serial port interface. To mention just a few of the changes
on this model; we thought the option of adjusting the outer and
inner cylinders with a different fuel curve was very innovative.
While it is aimed at those who have the ability to truly measure
air/fuel ratios on each cylinder it does offer the opportunity to
adjust for those bikes that have the inner cylinders running a lot
hotter than the outer ones. Using a PowerCommander on your bike
also allows quick and easy tuning when used on a DJ-250 dyno equipped
with their new "Tuning link software". If you have not
used this yet you are in for an easy mapping session with your bike
compared to the old methods. In our opinion this feature alone makes
the PCIII the way to go compared to other EFI boxes on the market
today. (http://www.powercommander.com/tuninglink.shtml)
The user interface is also much improved
making map changes, map comparisons and many other common functions
much easier than before. Even if your bike is stock this is a good
place to start with performance based changes because even your
stock R6 is delivered with fuel curve compromises that make performance
less than optimal. As soon as we completed the easy plug and play
installation (about 20 minutes total) we were able to feel a seat
of the pants improvement. The PowerCommander even has its own built
in tray in the trunk of the R6, meaning they knew most riders opt
for this modification and therefore the good engineers at Yamaha
provided a location for the unit and a path for the wiring to run
from the trunk to under the tank area where the connections are
made. Kudos for Yamaha. The PowerCommander retails for $329 and
is available at most every dealer or aftermarket shop.
With this newfound power we turned
our attention to stopping the bike. While the stock brakes are quite
capable on this bike we felt like some improvement was available
in the aftermarket world. We turned to Galfer (www.cyclebrakes.com)
who had brake pads and steel braided lines available for the R6.
Installation was a simple matter for the pads, and the lines fit
perfectly as well. After bleeding the lines and allowing a few miles
for the pads to bed in properly we could really tell a difference
in the braking performance. The lever offered more initial bite
and a more progressive feel. The R6 was already an easy bike to
stoppie at will. Now it is even easier with these new improved brakes.
The result was more confidence at corner entry as well as at the
end of the one mile land speed racing events. The prices are as
follows. Front lines $95, rear lines $45, front pads are $35.97
and the rear pads are $24.99.
Next on the list of modifications was
a steering damper. Frankly the R6 is very stable without it, but
the rules of the land speed racing organization require it so we
opted for a Hyperpro system (http://www.hyperprousa.com/)
This unit uses a linear cylinder as opposed to the rotary dampers
common on the market now. We have ridden bikes with rotary systems
and felt that they all had a "dead spot" at the center
with little stability offered. What's the point right? Since the
cylinder is linear it always offers a positive response dampening
to the steering. The mounting bracket for this damper is a beautiful
CNC machined piece of aluminum and looks great. Due to the mounting
system and positioning it will not be damaged by a simple tip over
or low-side crash either. It is also adjustable to fit your exact
need for resistance. Retail price on this kit is $449. Hyperpro
has also announced two new models that will be released soon, with
more information on them at their website. If you are looking for
a new damper check out their webpage or call them now (1-888-963-1212)
for more information.
 In
order to lower the bike a bit in the rear we opted for some lowering
links. These are fairly simple devices and are available from a
variety of places. We bought ours from Daniel Tew for $35. They
are the typical two-hole design that allows you to drop the bike
one inch or two. You can reach Daniel at (natdat2@earthlink.net).
Since the front tubes can be simply dropped through the triple clamp
nothing was needed here to achieve a one inch lower stance.
The R6 comes from the factory with
a 530 chain which is way oversized for this bike. With the relatively
low torque output of a 600cc bike we felt safe in dropping back
to a 520 to enjoy the lighter weight and better rolling resistance.
We contacted Charles at Street and Track Import Accessories (http://www.streetntrackimport.com
1-913-788-4281 ) and he suggested we use the DID ERV2 520 chain.
This is a top quality race chain aimed at maximum life with minimum
rolling resistance. The chain uses an X-ring and boasts a tensile
strength of 8,250 lbs. Even after several days of use including
numerous top speed passes it never required adjustment. Street and
Track Import sells this one for $140.
In order to make the various gearing
changes we had planned for our assault on the land speed record
books, we ordered a range of front and rear sprockets from Charles
at Street and Track Import Accessories (http://www.streetntrackimport.com).
He supplied us with a 17 tooth front sprocket and rear cogs from
47-50. Stock for this bike is 16-48. All of the sprockets we used
are from Sprocket Specialties. While the photo above shows the standard
aluminum rear sprocket, they also offer the"Titan Tough"
model, which is an aluminum sprocket that has been treated to offer
a longer wearing surface.
While you may not usually consider
engine oil a performance modification, recent dyno testing by Sport
Rider magazine (www.SportRider.com)
showed that engine oil can make some horsepower. They tested two
oils that claimed to make HP differences, Motul and Maxima. Technically
oil does not make any power but choosing the right one can prevent
your engine from wasting power by having to fight the oil's resistance
in the crankcase. Based on this testing we picked Motul 300V factory
line to fill up our crankcase. The gain may be only 2-3hp but for
the price of an oil change that is easy horsepower in our opinion.
Land Speed Racing
Now that we had the bike tricked out
we decided it was time to put it to a real world test. Following
in the footsteps of fellow Dragbike.com writer Guy Caputo, we decided
to take this bike land speed racing. Of course it is not going to
get us into the prestigious 200mph club so we resigned ourselves
to look for some more attainable records in the various 650cc classes.
Actually we first took the bike to the September 2003 event before
many of the modifications were done. At the time of that race we
did not have the main performance modification, the full exhaust
system.
This was my first time riding any
of the project bikes at Maxton so I first had to go through the
licensing procedure before I could turn the bike loose on the one
mile course known as the "Monster Mile" at Maxton, NC.
(www.Ecta-lsr.com)
Licensing at Maxton consists of making a series of race passes at
prescribed speeds before one can obtain a license to compete. The
licenses are as follows: Under 125mph= E license, 125-150mph= D
license, 150-175= C license, which is all that was required for
this bike.
For those of you not familiar with
Maxton, it is a one mile concrete runway which has the last 132
feet instrumented to make precise measurements of the vehicle's
trap speed. Unlike drag racing where time and speed are measured,
Maxton only measures the speed. After the one mile race distance
there is another distance that is for slowing down. Even 200mph
bikes have no trouble stopping so our lightweight R6 will have no
trouble at sub-160mph.
After the licensing was over the R6
was unleashed to see what was inside the little 600cc bike. The
first run netted us a 153.8772 mph. We then searched out Maxton
guru Scott Guthrie who is the most decorated Maxton rider in the
events history. Scott (The Sultan of Speed) was only too happy to
offer us many tips on everything from body position to aerodynamic
tips for the bike. After his advice and some gearing changes we
were quickly into the 156mph range. Now that we had the bike sorted
out it was time to search for the class that our bike could run
in with the lowest records. Once again with the assistance of Scott
Guthrie, we searched the Maxton record books and found the classes
that had the most attainable records that the R6 could legally compete
in.
With the records firmly in our grasp
we entered the bike into the MPS/BF-650/4 class (If you want info
on these designations and their meaning click here http://www.ecta-lsr.com/recordsmoto3.htm)
and set off to the starting line. The old record was in the 155
mph range and our first run against the record was 156.44828mph.
Mission accomplished the stock R6 was in not only in the record
book but was actually running in a class that allowed more modifications
that it had. Next we "class changed" the bike to APS/BG-650/4
and made another record pass at 159.02184. The extra mph was mostly
the result of perfect wind and the cool air that came towards the
end of that day.
The next morning (Sunday) we awoke
to find the air so thick with fog that it was almost raining. We
feared the worst but went ahead to the track and began some last
minute preparations. Once the fog lifted, we class changed the bike
again to APS/BF-650/4 and made another record pass at 156.21203.
With three records in hand and everything
running perfectly we decided to call it a day and start the 450
mile trek back home. (http://www.ecta-lsr.com/events/2003/records0903.htm)
With the new exhaust that has been
fitted as of this writing, we plan to be back for the October event
to see the benefit. We will also get the bike on the dyno and share
that information as well so stay tuned for the update which should
be up in November 2003.
If you are looking for a wicked fast
600cc sportbike we highly suggest you take a hard look at the new
R6. Not only is it dead reliable, but it is also very fast. The
600cc class of bikes can appeal to everyone from younger riders
that are looking for a smaller bike for insurance purposes, to older,
more experienced riders looking for the ultimate corner carver.We
know how much you like the photo spreads we feature on here so we
present Rhonda to you. She is 31 years old and in addition to being
a part time fitness trainer and model she is the mother of two children.
Article and Photos By
Don Smith - Dragbike.com
Technical Editor |
