Yamaha FZ6R
Now for the wildcard in the group. As the sole four-cylinder machine, Yamaha's FZ6R takes a slightly different approach to welcoming the new(er) rider. Not only is it the only four-cylinder, it's the only one here with full fairings and a windscreen-nice for those jaunts on the highway. We covered the technical aspects of the bike in our First Ride piece (Climbing the Ladder, Jun. '09), but to re-hash-the 599cc inline four that powers the FZ6R first started life as the mill that won a few AMA Supersport titles with the previous generation YZF-R6. Nowadays the engine has been reconfigured to be more civil. We could tell you how but that's really not important. What is important is understanding how and where this engine makes power. Whereas the three twins on the previous pages utilize their torque and prefer to be lower in the rev range, the FZ6R doesn't truly come alive until after 5000 revolutions-which is still slow when compared to all-out supersports-where peak horsepower then takes over. Despite its two extra cylinders, our bike scored the second best fuel mileage rating with an average just under 46 miles per gallon

Clearly out of its element...

Clearly out of its element in the tight stuff, the Yamaha prefers sweeping turns over decreasing radii. If you do too then this is your bike. Here one can easily see the corrosion on the radiator and exhaust.

The most comfortable bike...

The most comfortable bike of the four, handlebar and saddle position is adjustable to suit a wide variety of riders. A fuel gauge is also a nice touch.
Another benefit of the FZ6R is the range of adjustability. At its lowest setting seat height is just under 31 inches. Moving the mounting bracket under the seat to the "high" position then adds 20mm (or 3/4-inch), accommodating taller riders. Not only that, but handlebar position is also adjustable fore and aft to suit a wide variety of body types. These adjustments are done with only a few bolts and all required hardware is included in the tool set. Coupled with arguably the most comfy saddle of the bunch, the Yamaha won over all of our testers in the comfort department.
On the horsepower chart (left),...
On the horsepower chart (left), it's apparent that the twin-cylinder machines have about the same power until 7000 rpm, where the Kawasaki starts to sign off and gets left behind by the V-twins. The Ducati's erratic and lumpy torque curve, however, is why the Kawasaki and Suzuki feel smoother and marginally quicker at lower rpms. The FZ-6R obviously lacks the pep of the others in the engine department.
That theme continues with the rest of the bike. Suspension tuned towards the softer set, combined with the heaviest weight of the four (477 pounds), results in a ride that's Cadillac-esque during mellow cruising (that's a good thing), but is sluggish and soft when being hauled around (that's not so good). Then again, one must remember that the FZ6R isn't meant for setting lap times. Brakes again are bottom shelf items (notice a trend here?), consisting of 298mm discs and twin-piston calipers. Braking power is actually adequate considering the weight of the bike and the components.
Another factor leading to the lowered price is the quality of hardware on the bike. Various aluminum and steel bits on our test unit showed signs of corrosion-possibly from exposure to the elements during transport-that was readily apparent with just a simple once-over. It's an anomaly we don't see very often that might be something of concern for those living in harsh climates. Quality of hardware aside, the FZ6R provides a comfortable ride for the novice rider less interested in carving canyons, and more interested in easing their way into the motorcycle community.
|
DUCATI MONSTER 696
MSRP: $8,995 |
KAWASAKI ER-6N
MSRP: $6,399 |
SUZUKI GLADIUS
MSRP: $6,899 |
YAMAHA FZ6R
MSRP: $6990 - $7090 |
| ENGINE |
| Type |
Air-cooled, 4-stroke,
SOHC L-twin |
Liquid-cooled, 4-stroke,
DOHC, parallel twin |
Liquid-cooled, 4-stroke,
DOHC 90-degree V-twin |
Liquid-cooled, 4-stroke,
DOHC inline four-cylinder |
| Displacement |
695cc |
649cc |
645cc |
600cc |
| Bore x stroke |
88.0mm x 57.2mm |
83.0mm x 60.0mm |
81.0mm x 62.6mm |
65.5mm x 44.5mm |
| Compression |
10.7:1 |
11.3:1 |
11.5:1 |
12.2:1 |
| Induction |
Electronic fuel injection,
45mm throttle bodies,
single injector/cyl. |
Electronic fuel injection,
38mm throttle bodies,
single injector/cyl. |
Electronic fuel injection,
39mm throttle bodies,
single injector/cyl. |
Electronic fuel injection,
32mm throttle bodies,
single injector/cyl. |
| CHASSIS |
| Front tire |
120-70R-17 Bridgestone
BT-016 |
120/70R-17 Dunlop
Roadsmart |
120/70R-17 Dunlop
Qualifier |
120/70R-17 Bridgestone
BT-021/ Dunlop Roadsmart |
| Rear tire |
160/60R-17 Bridgestone
BT-016 |
160/60R-17 Dunlop
Roadsmart |
160/60R-17 Dunlop
Qualifier |
160/70R-17 Bridgestone
BT-021/ Dunlop Roadsmart |
| Rake/trail |
24 deg./3.8 in. (96mm) |
24.5 deg./4.0 in. (101.6mm) |
25 deg./4.2 in. (106.7mm) |
26 deg./4.1 in. (103.5mm) |
| Wheelbase |
57.1 in. (1450mm) |
55.3 in. (1404mm) |
56.9 in. (1445mm) |
56.7 in. (1440mm) |
| Seat height |
30.3 in. (770mm) |
29.7 in. (754mm) |
30.9 in. (785mm) |
30.9 in. (785mm) |
| Fuel capacity |
3.8 gal. (15L) |
4.1 gal. (15.52L) |
3.8 gal. (14.50L) |
4.6 gal. (17.30L) |
| Fuel mileage |
43-47 mpg, 45.2 avg. |
40.2-42 mpg, 41 mpg avg.
|
45-52 mpg, 48 mpg avg. |
44-48 mpg, 46 mpg avg. |
| Wet weight |
409 lbs (186kg) |
448 lbs (203kg) |
447 lbs (203kg) |
477 lbs (216kg) |