Finding Laguna Seca cold and overcast, I sat for a few moments allowing the engine to warm up while familiarizing myself with the controls. The brake lever was quickly set to my preferred position, and I made sure the mirrors were pointing at the sky. Picking up my left leg to select first put me in a full on race position as I let out the clutch and made my way out onto the circuit. According to the spec sheets the seat has been moved 5mm further forward and the bars down and forward a similar 5mm. It doesn’t sound like a lot, but the combined change has to be responsible for the more dedicated race feel the R6 exhibits. Now there is no way in the world a street legal 600cc is going to feel anything like Vale’s M1 under acceleration, but the way the bike felt so small and knife-like as I started to negotiate the turns was uncanny. Hearing the inline four-cylinder ripping up the rpm quickly had my blood tearing around my veins fast enough to get me pumped up, as I readied myself for a day of high-speed action.

In similar press launch fashion, we had a detailed technical presentation before riding, and this is where we learned how the new ‘08 differs from the last generation R6. Starting from this excellent platform, somehow the Japanese engineers found many areas they felt could be improved and went to work. One of the things I liked most about the previous R6 was the unadulterated excitement factor it generates on the racetrack. During a 600cc shootout I actually lapped faster on Honda’s CBR600, but without a shadow of doubt, the R6 was simply way more fun to ride. The level of induction noise at high rpm on full throttle has to be one of the most addicting sounds on two wheels, and the bikes compact nature just made every lap feel like I was a super hero. So, I am happy to report that the new R6 has lost none of that excitement, and still makes the sweetest music at speed in keeping with the tuning forks on the gas tank.

Retaining the YCC-T (Yamaha Chip Controlled Throttle) ride-by-wire that we first saw in 2006, the new bike has borrowed some technology from the latest R1. Using the bigger Yamaha’s variable length velocity stacks, the YCC-I (Yamaha Chip Controlled Intake) is responsible for the most wicked intake howl at 13,700 rpm. Below this figure the system employs the 66mm velocity stacks, which allows the engine maximum acceleration. Then, when this point is reached and the throttle is over 60% open, the top of the stacks are lifted to leave four 26mm funnels in place. These shorter stacks allow the R6 to make more power up top, and for a middleweight, it’s got a healthy kick all the way up to the 16,500 red line.

Attaching to a set of 41mm throttle bodies, the new R6 has revised mapping this year for the dual-injector throttle system. This borrows from Yamaha’s Moto GP race program and is said to improve the throttle response. During the day, a number of other journalists experienced some sort of flat spot in the fueling, but I can’t say I felt anything out of the ordinary. On the exit side, the exhaust system has larger crossover pipes, before exiting into the same titanium tail pipe that features Yamaha’s patent EXUP valve to further boost the mid range power output.

Inside the engine itself, the pistons get a larger crown this year to increase compression from 12.8:1 to 13.1:1. There are four titanium valves per cylinder and some slight changes to the cam timing for improved mid range. Bore and stroke remain the same at 67 x 42.5mm respectively and the six-speed gearbox retains the same ratios as the previous model. There is no change to the slipper clutch either, which was a great help slamming down gears into a couple of the tight spots on the Laguna circuit. Eliminating any nasty rear wheel locking, it already makes you wonder how we rode without stuff like this.

While it doesn’t seem as if a lot was changed inside the power plant, Yamaha is actually claiming over 50 minor changes inside the engine, from new valve spring material to wider rod bearings. There are no horsepower gains being quoted for these changes, just more mid range power. And, while this is so, don’t expect stump-pulling torque from the Yamaha, as it still likes to be north of ten grand to really make haste on the track.

Out on the Laguna tarmac, the first couple of sessions were on the sketchy side. Between the cold weather, and the fog between my ears from the jet lag, I figured it would be smart to concentrate on getting comfortable and re-learning the track. This afforded me the opportunity to make some suspension changes before I really started hammering, as the stock settings on the front end were too soft for my 180 pounds of lard. Adding extra confusion to these early laps for me was the performance of the tires. Coming with the factory mounted Dunlop Qualifiers, they really didn’t want to come up to temperature too quickly on the cold surface. Then I made another mistake taking the wrong bike out. The similar black one I chose had been adjusted to suit a much lighter journalist, and with the bike now diving under braking even more, I thought I was losing it. Thankfully, Yamaha’s Mike Ulrich straightened me out on my return, and I was happy to realize I wasn’t a complete idiot.

Taking a break for an early lunch, slamming a Red Bull, and getting my act together, I went back out with renewed vigor. Warmer temperatures seemed to be helping the tires, and hooking up with a faster rider, I started to make the R6 work for its money. With a new Deltabox aluminum frame this year, new magnesium die-cast subframe, and aluminum swing arm, the Yamaha engineers have allowed the bike to have more flex for sharper handling. This is achieved by making the mounting areas thicker, while reducing the width of the frame rails for a less rigid wall structure. The main reason for the changes was to improve the front-end feel, but I can’t say I have the abilities to push a bike hard enough to have noticed any deficiencies with the previous model. Watching young racer, Josh Herrin, come by a couple of times was the experience I need to really bring home what the bike is capable of.

From my perspective, the bike certainly responds better to aggressive riding, and once I had stopped all the sniveling about the weather and the jet lag, we were starting to fly. Feeling as if you sit more over the front end, the bike was just off the hook coming over the blind rise before the corkscrew, and extremely settled through the series of actions needed to proceed down through Rainey Curve. Flicking one way and the other, while diving down hill on the gas is a huge leap of faith, thankfully the R6 was totally unruffled during these manic transitions. This was actually a part of the track I could never find total confidence in, as it is fast and down hill, but there was never a moment when I felt in any doubt of the Yamaha’s abilities. Looking at the spec charts, the front end has undergone a number of changes in search of better feel. Hi and low speed compression adjustment joins the usual spring preload and rebound, and there is a ride height adjuster to compensate for different size tires. These suspension adjustments are now offered over a wider range, and stronger springs are also used. In the arse end, the new R6 steals from the R1 again with two-way compression adjustment this year. Also featuring increased spring rate, it also comes with a ride height adjuster.

Laguna Seca racetrack is a wild ride, and heading into turn one can certainly get the adrenaline pumping if you leave the braking too late. Here, the R6 performed like a champ, and with the only change to the brake system being slightly thicker rotors, there was nothing radical to report. These remain sized at 310mm for those interested. The system provides good, strong, predictable braking from the radial calipers, and as usual more stopping power than I could exploit. There is a rear brake pedal somewhere, but as is usual for me on the track, I never used it.

Styling changes for the new 2008 Yamaha R6 are minimal, and starting at the front, the headlight cowling has undergone some minor revision. The side fairing has also been lightly tweaked, but it is hard to notice the difference without studying the two side by side. The same goes for the tailpiece, which is actually wider and thinner, and for me it loses nothing of its awesome minimalist look. And, with the license plate bracket and turn signals unbolting quickly for dedicated track work, it looks even better. Coming this year in a choice of Team Yamaha Blue and White, Raven, or liquid silver, you can also get it in Cadmium Yellow with flames, although I am not too sure about that idea. This last color combo will set you back $9,799, while the other three are priced slightly lower at $9,599.

Looking behind the fairing, it was nice to see Yamaha has retained the large, easy to read tachometer with its large, white analog numbers. Speed is still measured on a smaller digital display, and there is an adjustable shift light. The usual niceties exist with the lap timer, various warning lights, etc, and as expected, the rest of the cockpit is pure minimalist. The top triple clamp is nicely finished in a satin black and the switchgear holds no surprises.

Closing in on the ten grand mark, on first glance this seems like a lot of money. But, when you consider the level of racetrack performance you are buying, that comes with Yamaha’s legendary reliability, it is actually still an incredible bargain. Closer to a Moto GP bike in the way it feels this year, and for most of us humans coming with a level of power we can exploit, the new Yamaha R6 is yet another step forward for the evolution of motorcycle performance, and still one of the most exciting supersport’s on the market.