Knowledge from Moto-GP
Indeed, the development team under project leader Kouchi Amano has implemented knowledge from Moto-GP. The main focus for the 2008 model year was an even more refined balance between handling and rigidity. In other words, Yamaha targeted to make the R6 handle better on twisty tracks or small country roads and at the same time to improve stability at higher speed.
“It seems like a contradiction, but in fact the R6 combines the best possible performance in order to be perfect with sharp handling on twisty tracks and precise and predictable in fast high speed corners.” says Amano.

Chassis with new rigidity balance
To reach this high target, the team modified the bike’s backbone, the die cast aluminium frame.
It was not changed completely and you would have to look closer to notice the differences to the previous model, but the changes are fundamental.
The cross member between the to main spars has been removed. As a countermeasure the thickness of the steering head and the swing arm pivot has been increased, as well as the frame’s wall thickness; and the internal ribbing has been changed.

“This has made the frame stiffer in some areas and more flexible in other areas,” explains project leader Amano.
“To achieve a better chassis performance you can’t just make changes to the frame only. On a motorcycle, swing arm and front fork are absolutely vital parts to contribute to the motorcycle’s riding performance. Consequently we needed to create a different rigidity of the swing arm. It looks pretty much the same, but in fact it is a totally different part. We added ribs to the inside of the cast portion and the end portion and used forged aluminium instead of extruded material. If you look closer to the front fork you might spot the changes there. We redesigned the under bracket and the fork outer tube strength has been changed.”

These fundamental changes make the YZF-R6 handle more sharply and make the bike more exciting to ride.

Use of Magnesium
“To reinforce mass-centralization and reduce weight, we made the rear sub frame from Magnesium. It is a rare case to use such a delicate material on a major structural part of a regular production bike,“ says Takeshi Higuchi. “But the R-series is not about compromising. We simply go for the best.” The rear frame holds the redesigned bodywork and seat. Again not a totally different looks, but fine adjustments were made to it. The rider position has changed slightly forwards as well as handle bar position was moved forwards and a little lowered. The rider will be sitting more “in the machine” with centre of gravity moved a little forward. Riders with race experience know that this improves handling and grip on the front end.

The rear suspension now offers wider adjustment options and reduced weight.

The front bake discs have increased in thickness from 4.5 mm to 5 mm for improved heat absorption to prevent any fading even under extreme conditions.

Technology transfer from R1
“We have made very good progress with YCC-I (Yamaha Chip Controlled Intake) on the R1”, says project leader Amano. “Because the R6 is a high- rpm engine, the adoption of variable length intake funnels make an even greater improvement to power characteristics,  making the bike more enjoyable and easier to ride in every RPM range.”

YCC-I makes the power delivery even more dramatic, improving transitional power characteristics and power feel from mid-range to 14,500 rpm. This effect is particularly noticeable at high rpm when the secondary injectors kick in. Based on rpm and the degree of throttle opening, YCC-I instantly switches the air funnel length from long to short. This changes the intake pulse frequency, results in improved cylinder filling and higher power output. As a result, the new R6 has a wider, more linear power band. Or, what riders will call a wider high-rpm fun zone!

To work with the new YCC-I, also the exhaust camshaft timing as well as ignition timing was modified and the exhaust pipe joints have increased diameter. An oxygen senor is used. New pistons with increased compression ratio of 13:1 (from 12,8:1) - the highest ratio ever used on a Yamaha production bike - complete the performance changes.
Because theYZF-R6 engine is a high-rpm power plant, frictional loss  is an extremely important issue. Amano explains: ”We have spend quite some time in friction reducing refinements. Finally the engine specialists in my team came up with over fifty of those items, which we all applied to the new engine. You really feel it is a rev happy engine.”

Reliability for everyday
To make sure that this high performance engine will run in a reliable way for tens of thousands of kilometres in daily use, several engine parts have been strengthened, such as connecting rod bearing, plain bearings, cam chain and tensioner and so on.

“With all these many technical improvements, lets not forget the new styling”, Higuchi reminds of the modifications to upper fairing and body parts. ”The YZF-R6 from 2008 has kept the same identity, but it just looks more neat and sharper then before!"

Chassis & body 
  1. New mainframe
  2. New magnesium rear frame
  3. New rear arm
  4. Thickened front brake disc
  5. Modified front fork
  6. New mirrors
  7. New upper cowl
  8. New seat cowl
  9. New position light
10. New tachometer
11. New headlight lens
12. New-design taillight lens

Engine
  1. YCC-I (Yamaha Chip Controlled Intake)
  2. High compression pistons
  3. New cam chain / cam chain tensioner / guide
  4. New air filter
  5. Enlarged diameter exhaust pipe joint

Photo Gallery 1: 2008-YZF-R6 Accessories

Click to enlarge.