The first part of the ascent over, I reluctantly agreed to Rob’s request to swap, reluctant because while I could stay with him on the 636, I knew there was no way I was going to be able to perform the same feat when the bikes and roles were reversed.

By now, Rob was also waxing lyrical about the improvements to the R6, and I have to say that it felt very different to the Kawa, the first tight apex has you in no doubt that the improvements to engine delivery have been more than equalled by progress in the handling.

It seems funny to be saying this about such a cult bike, but next to the 636, the Yamaha looks and sits positively old-fashioned, a much more upright riding position, with sit-in accommodation, higher bars and a more 50/50 weight distribution stance. But that doesn’t stop it steering very sweetly in a microcosm of this year’s king of corner speed, its big bro the R1. True, it doesn’t turn in as swiftly as the Kwak, but the tendency to oversteer, to tuck and fold seems to have been completely banished. Fact is, mid corner, the R6 actually feels more planted than the 636, and you certainly couldn’t have said that ever before.

Suspension at the rear is a little cruder than the Kwak’s and the Dunlop D218s take forever to warm up compared to the tepid-from-the crate Bridgestones, but once up to speed neither Rob nor I had a moment on the Yamaha all day.

As well as the massive improvement in the geometry/suspension of the front end, the brakes have also seen further refinement and, and the overall effect is a front end ever bit as dependable as anything else’s in the class. To be fair to the R6 it probably would have done even better if the road had been a little faster, but the tight 1st and 2nd gear turns were purpose built for the lower, lighter, leaner, more flickable 636 and its confidence-inspiring boots.

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