It’s something that still just doesn’t seem right to me after all the years I’ve lived here in the States. How on any given day I choose to ride it’s more likely I’ll see an expensive cruiser than a more budget conscious motorcycle on the road. Growing up in Europe, high gas prices, high unemployment, and low wages made the proposition of economic, fuel-efficient two-wheeled transportation more appealing. Here in America this thought process never seems to have really caught on.

The predominant cultural thinking is bigger must be better, and a plethora of budget minded motorcycles have become extinct long before their time. With the rest of the world embracing the concept, the streets of first world countries as far apart as Japan and England proving this need exists, thankfully Yamaha hasn’t given up on the US market. For 2009 they are offering their latest “do it all” motorcycle, the FZ6R.

Having brought us everything from Secas, Maxims, and Diversions since the early ‘80s, you can’t fault the tuning fork boys’ persistence. Giving birth to the FZ6 in 2004, the practical, functional middleweight has stepped up it’s game for ‘09.

Immediately looking more sporting than it’s predecessor, it didn’t take too many miles to discover this trait is more than skin deep. Feeling stronger off the bottom end when the throttle is applied, the FZR also felt a little more taught and agile as we twisted our way inland from Santa Rosa in California. This more powerful feeling from the 599c in line water-cooled four-cylinder engine is the result of some subtle re-tuning from Yamaha.

With the original FZ6 engine coming as essentially a detuned R6, the new bike uses revised valve timing and camshaft profiles to reduce valve lift. These changes are responsible for the improved low and mid range power, although there are no changes to the 12.2:1 compression ratio or the bore and stroke. The FZ6R also uses new crankcases with the cylinders formed into the upper crankcase, and light weigh pistons run in ceramic composite cylinder liners for better heat dissipation. Power is still taken to the rear wheel via a six-speed close ratio transmission, and shifting is as light and precise as anything I’ve ridden. The non-adjustable cable clutch is also very light and precise and the lever is not too far out for people with smaller hands.

On the exhaust side, there are significant changes with a new muffler located under the engine for mass centralization. This mimics the new R6, and many new bikes these days, and the FZ6R system comes with a three-way catalytic converter. What’s nice about this design is the simplicity of adding an aftermarket slip on muffler with out losing the catalytic converter. I added a GYTR muffler to my long term R6 and it is not much louder than stock, while looking very trick.

In an interesting move, the new machine gets a tubular steel frame this year. Made from aluminum CF die-cast, instead of last year’s high tensile steel version, the new frame has a slightly more relaxed geometry with 26 degrees of rake and 103.5mm of trail, compared to 25 degrees of rake and 97.5mm of trail. Wheelbase remains the same at 56.7 inches and the seat height comes in lower this year at 30.9 inches compared to 31.3 inches. The seat can be raised up 20mm for those interested. Up front there is a new SOQI 41mm conventional fork. Down two millimeters in size it is non adjustable. During our ride, which involved a little bit of as many riding scenarios as possible, I thought the fork did an excellent job. It’s a little vague when things get really moving, or a tad slow to respond to a lot of bumps in a short space, but Yamaha has chosen some decent damping rates for all around riding. In the rear a single SOQI rear shock comes with a seven-step pre-load adjustment and is a good match for the front end.

The rear wheel is an inch narrower this year, and this allows the bike to use a 160/60R-17 in place of the previous 180. Up front the same 120/70R-17 is used and standard fitment tires are either Bridgestone BT021s or Dunlop Sportmax Roadsmarts. With the bike using slightly more relaxed rake and trail figures, I feel the smaller rear tire gives back any handling crispness. The bike is also very easy to maneuver even though it’s actually eight pounds heavier. This is helped by the lower seat and new bar position this year, which place them lower and closer to the rider by 12mm each. All attributes that are going to make newer or returning riders more comfortable on the new FZ6R. Taller riders might also take note that the bars can be moved forward if required by 20mm.

The new machine also uses lower tech brakes this year. Coming with a pair of twin piston calipers biting 298m discs at the sharp end, there is a single piston caliper working a 245mm out back. With a Brembo master cylinder, Akebono calipers up front, and a Nissin caliper at the rear, it’s an interesting combination of parts. The good news is they all work well together, and stopping power is both predictable and strong. Nothing to shock the newer rider, and enough to keep experienced riders from feeling Yamaha has gone too budget minded.

On the road, the full fairing doesn’t really seem to provide more wind protection than the half fairing on the FZ6, but it does look sportier. It’s enough to keep the breeze off your chest, and you can tuck in at higher speeds and enjoy a calm ride. The view from the business perch is clean and functional, and the FZ1 derived instrument panel is easy to read on the move. A small digital readout gives you road speed to the left, and a larger analogue tachometer gives engine speed in a more traditional way with a red needle and white numbers. All the usual functions are either displayed on the digital panel or in the tachometer face, and the dual trip meters, fuel gauge and clock are nice features on a more budget minded machine.

During our day in the saddle of the new FZ6R, it was hard not to become quickly attached as it is so easy to ride. My feet sit firmly on the floor at traffic lights, the controls are feather light, and the seating position up right and comfortable. The bike proved it can provide decent sporting performance when a few of the faster journalists took off after lunch and I gave chase. It also worked well on the more mundane parts of the ride. As with all new Yamahas these days, there is already a bunch of cool accessories available at your local dealer, and it shouldn’t be too hard to dress your bike up with a few carefully chosen parts. Double bubble screens for a tad more wind protection, color matched seat cowls for a more sporting look, and custom looking grips and frame sliders will spice things up nicely.

There is a choice of four colors, with Yamaha’s team blue and white combination, being joined by raven, cadmium yellow and pearl white. Some of the graphics on the pearl white were too strong for this old fart, but there is no denying the bike’s sharp looks. Priced at $7,090 this year, price is up slightly, but that’s to be expected. For your money, you get a machine capable of delivering around 43mpg that does everything from commuting to sport riding, with some back road traveling in-between. Harkening me back to my early motorcycle days when motorcycles had to do a lot of things, the new FZ6R is just the bike for the job. And one that comes with a huge fun component at a very affordable price.