Yamaha R6 vs R7 Performance Review

Seeing as the legendary Yamaha YZF-R6 has now been discontinued it wouldn’t be surprising for those that did not know better to assume that the YZF-R7 is the replacement for the YZF-R6.

It kind of is but not as you’d think because both motorcycles are based on very different platforms and targeted at a different demographic.

Seeing as we already have an R7 that was introduced more than 20 years ago and at the time was Yamaha’s flagship homologated World Superbike offering. It is strange why Yamaha chose the name of that exotic motorcycle for the MT-07 powered entry-level sportbike

Also, many would assume that the new Yamaha YZF-R7 (numerically) is a step up from the R6 as the R1 is but it’s not.

I think Yamaha should have named the new R7 something else, perhaps adding an S somewhere in the naming to differentiate it from Haga’s legendary 1999 OW-02 Yamaha YZF-R7

Anyway, the new YZ-R7 is here, so many of you are probably wondering how it stacks up in terms of engine, acceleration and top speed.

R7 test Here

– YZF-R7 – YZF-R6

Yamaha YZF-R7 vs Yamaha YZF-R6 on the Dyno

Th new YZF-R7 and YZF-R6 are middleweight-class motorcycles with similar engine displacements.

The R7 uses the same CP2 engine from the new MT-07 and is a 689 cc Parallel 2-cylinder engine.

We are all familiar with the engine from Yamaha’s iconic YZF-R6! 

From the crate, the YZF-R6 ships with one of the highest-revving inline-four engines ever to grace a mass-produced production motorcycle.

Yamaha R6’s 599 ccc engine was the first engine to hit the magic 200 horsepower per litre for any mass-production vehicle.

Arguably some four-cylinder Japanese 250s from the 90s may have achieved this number on paper before but they were mostly only sold in Japan and only grey imported into other territories.

Despite being similar in capacity, both of these motorcycle engines could not be more different in terms of their peak power and how they deliver it.

The Yamaha R6 is extremely high revving and makes its peak rear wheel power of 110 horsepower at 14,900 rpm and peak torque of 43 ft/lb at 11,000 rpm.

Most Supersport 600s require a lot of rpm to get moving but the R6 is especially so compared to other supersport 600s.

Many competing 600s can drive reasonably well from 6000 rpm and start to pick up strong at 8000-9000 rpm. However, with the YZF-R6 you must keep above 9000 rpm if you want to get anywhere in a hurry.

The YZF-R6 has a very ‘peaky’ engine even for a 600 Supersport.

The YZF-R6 has always been this way. In particular the very last of the YZF-R6s more so.

This is due to emissions regulations that dug in and eroded whatever bottom and midrange engine the YZF-R6 had before, which wasn’t much in the first place.

A de-cat and ECU flash or custom dyno tune tune will make a huge difference. But as stock, its engine is lacking until you get it screaming.

Once you work the engine, it goes like a missile and accelerates extremely fast.

The Yamaha YZF-R6  is arguably among the fastest of all 600s. It will even stuff up some 750s and litre bikes from the 90s.

In contrast, the new Yamaha YZF-R7 produces only 70 horsepower at the wheels.  Just like the MT-07 which it shares its engine with. So no surprises there.

While the YZF-R7 is around 40 horsepower down on the Yamaha R6, it betters it for torque producing around 48 ft/lb albeit much lower down the rpm at only 6500 rpm.

The new Yamaha R7 completely dominates the short-stroke and highly strung R6 anywhere below and up to 9500 rpm.

At its peak, the Yamaha YZF-R7 is producing 20 horsepower more than the YZF-R6 at 7000 rpm. This is extremely significant and noticeable if riding back to back.

Also, between 3000 and 4000 rpm, the YZF-R7 produces twice the torque of the YZF-R6.

It’s very impressive no doubt.

Of course,  once you give the YZF-R6 some space and allow it to use its extremely long rev range, its engine soon takes off once we bridge the 9500 rpm point.

To illustrate the difference between these two engines, 9500 rpm is about where you’d change gear if riding the YZF-R7 yet the YZF-R6 has barely awoken.

Yamaha R6 vs R7 in-gear acceleration comparison

– YZF-R7 – YZF-R6

The Yamaha YZF-R7 uses longer gearing than the YZF-R6. There are two main technical reasons for this.

First: the YZF-R7 revs much lower than the YZF-R6 and is required to have longer gearing so its top speed in each gear is not limited by its lower (comparatively) rev ceiling.

Secondly: the YZF-R7 produces much more power and torque lower in the rpm. This ensures that acceleration is not negatively affected by running longer gearing.

The YZF-R7’s first gear is only around 4.5% longer than the YZF-R6’s first gear, so they are very similar despite the former producing considerably more power and torque in the mid and bottom end.

You can see the effect of this lower gearing plus the gruntier engine if you compare the thrust the YZF-R7 produces.

In first gear, It provides more (in terms of) peak thrust/acceleration than the YZF-R6 despite having a 40 horsepower deficit.

Also, anywhere in first gear below 45 mph, the YZF-R7 destroys the YZF-R6 for thrust/acceleration equating to the YZF_R7 offering instant wheelie-inducing acceleration.

The YZF-R6 on the other hand takes a little while to spool up, but when it does at around 50 mph (in first gear) it takes off aggressively with the front wheel wanting to lift aggressively!

It’s at 50 mph where the YZF-R7 would be looking to change up to second gear while the YZF-R6 would still be screaming and accelerating hard in first gear.

Testament the YZF-R7’s grunt, if you look you can see that in second gear, thrust matches the YZF-R6’s first gear thrust/acceleration to around 40 mph.

After that point, the YZF-R6 finally takes off and lays down some thrust.

It’s the same story if we compare the YZF-R7s third gear thrust with the YZF-R6’s second gear thrust curve. It’s very similar up to around 50 mph.

Yamaha R7 vs R6 Speeds in each gear at 5000 rpm

What this means on the road is that the YZF-R7 can run a gear higher than the YZF-R6 below in the first four gears if speeds are below 90 mph and provide similar/better acceleration.

To further iterate the strength of the YZF-R7 engine compared to the YZF-R6, in terms of roll-on acceleration from below 90 mph if in the same gear, and the YZF-R6 is below 9000 rpm, the YZF-R7 has it beat comprehensively.

 It’s only in fifth and sixth gears below 90-100 mph both machines provide similar drive.

On the flip side, it does not matter what gear you are using if piloting the YZF-R7, because if the YZF-R6 has its rpm at anywhere above 9000rpm it will gap the YZF-R7 without much effort.

The YZF-R7’s key strengths would be on slow sub-50 mph corners such as very twisty roads with hairpins or very low-speed corners.

Here it can provide good/better drive from its thrust/acceleration advantage in the lower gears.

To have a chance at out-grunting the YZF-R7, the YZF-R6 rider would have to be using first gear more often.

The rider would only drive out of any corner harder than the YZF-R7 if above 50 mph because at this point is where the YZF-R7 loses its thrust and acceleration advantage if both motorcycles are using the same gear..

The twisties of roads, such as those with double switchbacks are often sub 50 mph. 

The only hope for the YZF-R6 to match the corner exit acceleration of the YZF-R7 below 50 mph, would be for the rider to aggressively slip the clutch.

This advantage the YZF-R7 has would be very short-lived though.

One out of the corner, if the straight leading to the next corner is long enough, the YZF-R6 would quickly claw back its initial disadvantage powering from the corner. It would catch the YZF-R7 and pass.

As the roads open up the advantage swings in the YZF-R6’s favour. This is because with faster roads the YZF-R6 can use more rpm.

For example, if accelerating from a fast sweeping 80 mph corner the YZF-R6 could use second, third or fourth gear and provide more acceleration than the YZF-R7 regardless of what gear the rider used.

And then of course, once the road opens up the YZF-R6 will disappear as demonstrated by the acceleration data.

Yamaha R6 vs R7 Acceleration and top speed

– YZF-R7 – YZF-R6

In an outright acceleration dash, it’s a foregone conclusion that the YZF-R6 is significantly faster than the YZF-R7. Sorry ruin your hopes if you were rooting for the YZF-R7!

From a dig, they are very similar though, with the difference coming down to skill predominantly.

From 0-30 mph, the YZF-R7 has the YZF-R6 beaten by a few tenths.

This is because the YZF-R7 is much easier and consistent to launch hard and will not bog down so effortlessly.

The YZF-R6 on the other hand if you do not provide enough rpm and good throttle and clutch control will bog.

As seen in the thrust curve, the YZF-R7 produces more peak thrust in first gear, so one would assume that it would be more accelerative, and it is through first gear, but only up to 50 mph.

If both motorcycles could put all their thrust to the ground without flipping the YZF-R7 would be a fair bit faster to 40 mph than the one-tenth of a second advantage it has would suggest.

Despite the differences in peak thrust and how it’s delivered in first gear, their actual  0-60 mph times are very similar.

When all is said and done, the YZF-R7 manages 0-60 mph in only 3.27 seconds but loses out slightly to YZF-R6 which takes the win at only 3.19 seconds from 0-60 mph.

The YZF-R6 is quicker to 60 mph despite having less thrust in first gear. This is possible because the YZF-R6 produces a greater average thrust over a wider speed range.

If we look at the thrust curve and observe first gear for both motorcycles, we can note that the YZF-R6 in first gear can hit more than 75 mph.

The YZF-R7 on the other hand can only manage around 50 mph right at the rpm limiter.  The YZF-R6 can easily hit 60 mph in first gear and does not require a gear change.

The YZF-R7 may produce more peak thrust in first gear but the rider needs to select second gear at around 50 mph to continue accelerating. That extra gear change does hurt the 0-60 mph time of the YZF-R7

It’s at this point that the YZF-R7 (now in second gear) is producing much less thrust than the YZF-R6, while the latter remains in first gear and is now laying down significantly more thrust above and beyond 50 mph than the YZF-R7.

It’s at the 60 mph point where the R6 starts to get comfortable very quickly, and easily drives away from the R7 with a 0-100 mph for the R6 arriving in only 6.08 seconds.

Taking the above into consideration, the YZF-R6’s 0-60 mph is a little more elastic with the YZF-R7 launching harder but petering out as it approaches 50 mph only for the YZF-R6 to wake up as it gets into its peak thrust. 

Due to that massive rpm range, the YZF-R6 can just about hit 100 mph at the limiter in a second gear but in most cases, one would normally hook third gear.

The Yamaha YZF-R7 on the other hand, despite having longer gearing requires more gear changes to hit 100 mph.

Despite needing three gear changes and fourth gear, the YZF-R7 can accelerate from 0 to 100 mph in an impressive 7.88 seconds.

But you must nail your 60ft time and launch very aggressively while ensuring your gear changes are perfect. If not you’ll be lucky to hit high 8s and low nines.

As per above, if all the stars align the YZF-R7 can dip into the 11s on the quarter mile managing a best time of 11.64 seconds at an impressive 116 mph.

Eleven second quarter mile times on a YZF-R7 are about as close to the optimum with a lightweight rider.

Most of you competent riders would be smashing low to mid 12s. That’s of course only true if you are average weight and if you know what you are doing.

The YZF-R6 on the other hand can dip into the tens all day long providing you get off the blocks well and don’t bog down.  I managed a best time of 10.89 seconds with a terminal speed of 133 mph.

The terminal speed for the YZF-R6 is about right but a few tenths could be shaved off the actual ET with some more runs.

Either way, this kind of time from the YZF-R6 would beat some late 90s 900s and 750s. Very impressive.

Most decent riders would be doing low to mid-elevens though, because the YZF-R6 is not the easiest motorcycle to launch.

Without enough revs it bogs, and once you get the clutch engaged and open her up, she wants to wheelie once in that powerband.

At the point the YZF-R7 crosses the quarter mile, the YZF-R6  is around 55 metres ahead and pulling connivingly where if you keep her pinned she’ll top 161.3 mph. 

This top speed is a little lower than many YZF-R6s are capable of. Despite the lower numbers, most YZF-R6s will top a 165 mph

While the YZF-R7 is impressively fast through the quarter mile, it’s more or less done after 130 mph. 

To get the best out of her, with a good tuck and some good conditions, you’ll see a real 139 mph top speed which is around 150 plus mph on the speedometer.

Either way, for an entry-level sportbike this is not hanging about.

Pretty much though the YZF R7 works best under 110 mph but will happily pull to an indicated 130 mph with the remainder on offer only coming to the most committed and fully tucked

The YZ-R6 is easily faster, and especially so above 100 mph.

But at legal speed and on slower roads, despite being 40 horsepower down the YZF_R7  punches above its weight and can spank the YZF-R6 if it’s sleeping or in the wrong gear.

The Yamaha YZF-R7 is not a replacement spiritually for the YZF-R6 but does take its place in the range as the Yamaha middleweight/Supersport offering now that the YZF-R6 is track-only in most markets where it is still sold.