GB Racing Yamaha R6 2015+ Kit Generator cover

Flywheel puller original YAMAHA R1 2015+

IRC Up- and Downshift Blipper/Quickshifter When downshifting, the IRC control unit delivers a gear- and RPM-dependent throttle blip, eliminating the need to use the clutch when shifting down. The IRC shift sensor, designed for both push and pull directions, also sends the necessary signal for the factory ECU’s quickshifter functionality. All key parameters can be adjusted individually: Shift pressure for upshifts Shift pressure for downshifts Blip duration (time) Blip threshold (trigger force) Sensor direction: push / pull These settings can be tailored for the intended use (e.g. road or racetrack) as well as the leverage and geometry of the rearset configuration. The installation kit, including pre-assembled wiring harness and linkage hardware, is fully plug-and-play and fits any rearset with minimal modifications – even in setups with reverse shifting. No road approval (no ABE)2-year manufacturer warranty Installation notice IRC components interface directly with your motorcycle’s engine management and sensor systems. Installed correctly, they deliver reliable performance for years — so here is what matters most. Installation should be carried out by an experienced mechanic who is confident working with the electronic components of modern motorcycles: Ignition coils Throttle position sensor (TPS) Gear position sensor Throttle grip / twist grip sensor Demand sensor Fuel injectors Equally important during installation: Work carefully — seat all connectors fully, keep contacts dry and corrosion-free, observe torque values. Mind the cable management — route wiring free of chafing with sufficient slack, away from hot and moving parts, and secure it properly. Follow the IRC installation instructions — sequence, pin assignment and operating parameters are product-specific. Be able to read fault codes — most irregularities after a modification can be narrowed down within minutes. A solid understanding of the rest of the motorcycle’s electronics and of how the components interact is just as valuable. If you are unsure, have the installation done by a specialist workshop or an experienced racing mechanic — and feel free to contact us with technical questions. These products are intended exclusively for racing and track use and are not approved for use on public roads. Damage caused by improper installation, deviating settings or inadequate cable management is excluded from the manufacturer’s warranty. Warranty conditions This product is covered by the international warranty conditions of IRC S.r.l. Download the IRC international warranty conditions (PDF)

Electro-mechanical Downshift Blipper & Advanced Quickshifter System for nearly all non-ride-by-wire motorcycles. Please select either the carburetor or EFI version and enter the exact model name and year of manufacture in the “Order and Delivery Comments” field during checkout. Examples of compatible bikes: Honda CBR600F 1987–2013 Honda CBR600RR 2003–2016 Honda Fireblade CBR900RR 1992–2003 Honda Fireblade CBR1000RR 2004–2016 Kawasaki ZX-6R incl. 636 1995–2018 Kawasaki ZX-7R 1996–2003 Kawasaki ZX-10R 2004–2014 Suzuki GSX-R600 from 1992 Suzuki GSX-R750 from 1985 Suzuki GSX-R1000 2001–2016 Triumph Daytona 675R from 2013 Yamaha YZF-R6 1999–2005 Yamaha YZF-R1 1998–2006 The kit includes: IRC ECU with integrated digital display Dual-channel solid-state load-cell shift rod sensor Shift rod Blipper solenoid actuator with bracket Throttle cable junction box Solenoid actuator sub-harness Throttle pulley cable (carburetor or EFI) Replacement throttle twist grip cable Stick coil connectors Complete related wiring harness During downshifting, the IRC control unit activates a gear- and RPM-specific throttle blip. This eliminates the need to pull the clutch when downshifting. The bidirectional IRC sensor also provides the necessary signal for the OEM ECU’s quickshifter function. Adjustable parameters: Shift force for upshifts Shift force for downshifts Blip duration Blip trigger RPM Sensor direction: pull or push All settings can be adapted to your riding style (road or race) and your specific rearset configuration. No road homologation (no ABE)2-year manufacturer warranty Installation notice IRC components interface directly with your motorcycle’s engine management and sensor systems. Installed correctly, they deliver reliable performance for years — so here is what matters most. Installation should be carried out by an experienced mechanic who is confident working with the electronic components of modern motorcycles: Ignition coils Throttle position sensor (TPS) Gear position sensor Throttle grip / twist grip sensor Demand sensor Fuel injectors Equally important during installation: Work carefully — seat all connectors fully, keep contacts dry and corrosion-free, observe torque values. Mind the cable management — route wiring free of chafing with sufficient slack, away from hot and moving parts, and secure it properly. Follow the IRC installation instructions — sequence, pin assignment and operating parameters are product-specific. Be able to read fault codes — most irregularities after a modification can be narrowed down within minutes. A solid understanding of the rest of the motorcycle’s electronics and of how the components interact is just as valuable. If you are unsure, have the installation done by a specialist workshop or an experienced racing mechanic — and feel free to contact us with technical questions. These products are intended exclusively for racing and track use and are not approved for use on public roads. Damage caused by improper installation, deviating settings or inadequate cable management is excluded from the manufacturer’s warranty. Warranty conditions This product is covered by the international warranty conditions of IRC S.r.l. Download the IRC international warranty conditions (PDF)

Ersatz MAGNESIUM Lichtmaschinendeckel, welcher zur Aufnahme der Racing Lichtmaschinenspule speziell erarbeitet (CNC gefrst) wurde.Passend zur Racing Lichtmaschine der YAMAHA R1 15+

ERSATZ MAGNET rotor YAMAHA Yamaha R1 2015+

You are ordering two brake pads per unit, sufficient for one brake caliper.VESRAH racing brake pads are specifically developed for use in motorcycle racing under all weather conditions. They offer outstanding temperature stability, are available in different compounds for various braking preferences and riding styles, and feature an especially stiff backing plate to ensure maximum braking precision, optimal brake pressure control, and free wheel rotation. Racing in any weatherEven in wet conditions, full braking power is restored instantly. The metal-on-metal friction generates immediate heat – water evaporates instantly, completely fade-free. Stability across the full temperature rangeSintered metal pads are designed to maintain their coefficient of friction consistently across the entire racing temperature range – no softening, no outgassing. Vesrah's specially developed steel backing plate also provides maximum shape stability. Customized braking behavior – tailored to your riding styleWhether you accelerate early and aggressively or brake late and hard into corners: Vesrah pads offer optimized compounds for different riding techniques, allowing maximum control based on your personal riding style. Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah RJL Very smooth, controlled initial bite Ideal for beginners and intermediate riders Especially durable and consistent Proven in endurance races Vesrah RJL-SS Very strong initial bite High endurance – ideal for advanced riders More direct feedback than XX Very popular – often sold out Vesrah RJL-XX Softer initial bite with strong effect in the temperature range Very durable – suitable for advanced riders Especially stable over race distances Vesrah RJL-ZZ Very strong initial bite Good control and modulation Medium durability – ideal for light/midweight bikes Newest pad generation for maximum performance from the first brake Vesrah RJL-RX Very strong initial bite Very good control and modulation High durability – ideal for all category bikes Newest pad generation for maximum performance from the first brake  

You are ordering two brake pads per unit, sufficient for one brake caliper.VESRAH racing brake pads are specifically developed for use in motorcycle racing under all weather conditions. They offer outstanding temperature stability, are available in different compounds for various braking preferences and riding styles, and feature an especially stiff backing plate to ensure maximum braking precision, optimal brake pressure control, and free wheel rotation. Racing in any weatherEven in wet conditions, full braking power is restored instantly. The metal-on-metal friction generates immediate heat – water evaporates instantly, completely fade-free. Stability across the full temperature rangeSintered metal pads are designed to maintain their coefficient of friction consistently across the entire racing temperature range – no softening, no outgassing. Vesrah's specially developed steel backing plate also provides maximum shape stability. Customized braking behavior – tailored to your riding styleWhether you accelerate early and aggressively or brake late and hard into corners: Vesrah pads offer optimized compounds for different riding techniques, allowing maximum control based on your personal riding style. Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah RJL Very smooth, controlled initial bite Ideal for beginners and intermediate riders Especially durable and consistent Proven in endurance races Vesrah RJL-SS Very strong initial bite High endurance – ideal for advanced riders More direct feedback than XX Very popular – often sold out Vesrah RJL-XX Softer initial bite with strong effect in the temperature range Very durable – suitable for advanced riders Especially stable over race distances Vesrah RJL-ZZ Very strong initial bite Good control and modulation Medium durability – ideal for light/midweight bikes Newest pad generation for maximum performance from the first brake Vesrah RJL-RX Very strong initial bite Very good control and modulation High durability – ideal for all category bikes Newest pad generation for maximum performance from the first brake  

You are ordering one brake pad per unit, sufficient for one rear brake caliper.VESRAH WIN racing brake pads have been specifically designed for controlled and safe use in rear wheel braking. They impress with outstanding control and stability. They are available in various compounds for different braking preferences and riding styles for maximum braking precision and optimal brake pressure control. VESRAH WIN RACEPACE brake pads for rear wheel braking Stable line control in corners – thanks to finely adjustable rear braking No jerking – consistent braking behavior even at high temperatures Four different compounds – choose the optimal material for your riding style Better corner exit – use the tighter line with more RPM on the straight Trust the rear brake – and take your riding skills to the next level Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah WINB-Pads (GRAY) Beginner? Don't like using the rear brake? With Vesrah XD B-Pads, rear braking is much more comfortable and safer, without risk of locking up. B-Pads are recommended for motorcycles with 250cc or smaller displacement engines Vesrah WINE-Pads (Brown) E-Pads are for experienced riders who have a lot of experience with rear braking. The brake material of the E-Pads for rear braking has transparent brake force development, giving you greater control. E-Pads are recommended for motorcycles with 600cc or larger engines. Vesrah WINP-Pads (RED) P-Pads are perfect for experienced riders who already have a lot of experience with rear brake force application. P-Pads have increased braking power compared to the E-Pads (BROWN). Vesrah WINS-Pads (BLUE) For intensive use of the rear brake and motorcycles with very powerful engines. Highest braking power of all XD-Pads.  

You are ordering one brake pad per unit, sufficient for one rear brake caliper.VESRAH WIN racing brake pads have been specifically designed for controlled and safe use in rear wheel braking. They impress with outstanding control and stability. They are available in various compounds for different braking preferences and riding styles for maximum braking precision and optimal brake pressure control. VESRAH WIN RACEPACE brake pads for rear wheel braking Stable line control in corners – thanks to finely adjustable rear braking No jerking – consistent braking behavior even at high temperatures Four different compounds – choose the optimal material for your riding style Better corner exit – use the tighter line with more RPM on the straight Trust the rear brake – and take your riding skills to the next level Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah WINB-Pads (GRAY) Beginner? Don't like using the rear brake? With Vesrah XD B-Pads, rear braking is much more comfortable and safer, without risk of locking up. B-Pads are recommended for motorcycles with 250cc or smaller displacement engines Vesrah WINE-Pads (Brown) E-Pads are for experienced riders who have a lot of experience with rear braking. The brake material of the E-Pads for rear braking has transparent brake force development, giving you greater control. E-Pads are recommended for motorcycles with 600cc or larger engines. Vesrah WINP-Pads (RED) P-Pads are perfect for experienced riders who already have a lot of experience with rear brake force application. P-Pads have increased braking power compared to the E-Pads (BROWN). Vesrah WINS-Pads (BLUE) For intensive use of the rear brake and motorcycles with very powerful engines. Highest braking power of all XD-Pads.  

Please choose your desired variant, as well as the appropriate accessories for installation and successful operation!This is a complete, ready-to-install race alternator kit consisting of the rotor, stator, mounting plate and the dedicated regulator/rectifier. The kit is supplied pre-assembled with all necessary connectors.In short: the significantly lighter rotor with a much smaller radius results in drastically reduced gyroscopic forces acting on the crankshaft. The effect is immense: Easier direction changes, especially in quick chicane transitionsMuch faster engine-speed matching when downshifting under braking, resulting in:quicker downshiftsless chassis disturbance, improved rear-end stabilitymore time and confidence when turning inlater brakingImproved throttle response and faster accelerationA typical power gain is around 5–6 hp, although this varies slightly from engine to engine.The kit uses a compact 45 mm rotor weighing only 198 g. This not only reduces the effective rotating mass on the crankshaft—since the new rotor is 78% lighter than the OEM unit (198 g vs. 890 g)—but more importantly reduces gyroscopic forces thanks to the much smaller radius (45 mm vs. 120 mm). For comparison: at 14,000 rpm the OEM rotor reaches a tangential speed of approx. 320 km/h, while the race rotor spins at only about 120 km/h.The key performance advantage comes from the fact that a lighter rotor with a smaller radius is far easier to accelerate and decelerate.Most racing alternators also use a smaller rotor, but typically with far fewer windings. This results in low and inconsistent output, and they still rely on the OEM regulator—which is not designed to handle surplus power at racing rpm and converts it into damaging heat. Our alternator kits also feature a compact rotor, but we use high-efficiency, fine-gauge copper wire for the windings. This enables us to deliver strong and consistent power from lower speeds (approx. 4000 rpm).Another key benefit is the intelligent switching system inside our dedicated regulator/rectifier. Once the required voltage is reached, no additional electrical load is generated at the crankshaft. This keeps the regulator significantly cooler and far more reliable. For this reason, never use our race alternator kits with the OEM regulator. Insbesondere für die besonderen Ansprüche hinsichtlich notwendiger Kapazitätsreserven in Verbindung mit einer Racing Lichtmaschine empfehlen wir den Einsatz einer LiFePo4 Versorgungsbatterie mit mind. 7,5 Ah, besser 10Ah.  When using a racing alternator, we advise against the use of a lithium polymer battery. To remove the original flywheel, you will need a puller.Pullers and LiFePO4 batteries are available here in the shop.. Important installation notice for race generator kits by BDK Race Engineering A BDK race generator kit replaces your motorcycle’s rotor, stator and regulator/rectifier with a considerably lighter unit designed for racing. The reduction in rotating mass is noticeable – but it requires a clean installation and brings a different operating behaviour with it. Here is what matters most so your kit works reliably from the start. Who should carry out the installation? Installation should be performed by an experienced mechanic – someone confident working on both the engine and the electrical system. Specifically, this includes: Removing the generator cover, flywheel/rotor, starter clutch and stator, including retaining the rotor key Removing and refitting the pick-up sensor while preserving its original position Working with thread-locking compound and defined torque values to manufacturer’s specification Cleaning gasket surfaces, correctly seating new gaskets and dowels, sealing the cable grommet – and, on liquid-cooled models, draining and refilling the coolant Properly crimping the spade terminals and populating the connector block Wiring and fusing the regulator/rectifier into the electrical system, plus taking AC and DC measurements with a multimeter What matters during installation Thread lock is mandatory: All bolts are fitted with thread-locking compound and tightened to the specified torque. Failures have occurred where this was omitted – it is the most common avoidable mistake. Use only the supplied regulator: The standard regulator must never be run with a race generator. The regulator body must be properly earthed at all times. Regulator mounting: on a flat metal surface in the airflow, away from exhaust heat. Bolt one mounting point and secure the other with a cable tie. Mind the cable management: Route and secure the stator and pick-up wiring exactly as it left the factory, using the original clamps – free of chafing, with sufficient slack, never trapped. A chafed wire means a short to earth. Connections: Every spade terminal must audibly click into place. The order of the three stator wires is irrelevant – a secure fit is what counts. Fuse and switched supply: An intact fuse (30 or 35 A depending on the kit) belongs in the positive lead. The signal wire goes to a switched 12 V positive supply so there is no drain when the bike is off. Follow the original instructions: Sequence, torque figures, gasket part numbers and cable lengths are model-specific and covered in the enclosed BDK instructions. What changes in operation A race generator deliberately produces less charging output than the standard system. Depending on the kit, it only begins charging from around 3,000 to 5,000 rpm; running for longer periods below that will drain the battery. Three rules follow from this: Always start with a fully charged battery, use at least 7.8 Ah, better 10.4 Ah LiFePO4 battery. After every session, pull the fuse at the regulator, isolate the 12 V supply or use a battery isolator switch – otherwise the battery may be deeply discharged. Never start or run the bike with the battery or the regulator disconnected. This will damage the alternator. The green LED on the regulator indicates that the system is charging – a useful quick check before and after a session. Diagnostics The installer should be able to carry out the basic checks independently with a multimeter: fuse and switched supply, continuity between the stator pins (between any two yes, to earth no), the AC voltage across the stator pins at a fixed engine speed, and the charging voltage at the battery. This narrows down almost any irregularity within minutes – often to something minor such as a blown fuse or a spade terminal that never clicked home. The specific target values are listed in the troubleshooting section of the enclosed instructions. If you are unsure That is perfectly fine – in that case, have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have technical questions about your kit, we are happy to help; just get in touch. Please note: This is racing equipment, intended exclusively for racing and track use and not approved for use on public roads. It has been designed with performance in mind over longevity, and – as is customary for racing parts – the manufacturer gives no warranty, guarantee or liability for these items, in particular none for consequential damage. Your statutory rights towards us as the seller remain unaffected. The original BDK Race Engineering installation instructions supplied with the product are authoritative for the installation itself.