The appearance of the 636 does not eclipse the ZX-6R with supersport cubic capacity (600 cc max). As in the early 2000s, they coexist, each with its own territory: the six-thirty-six for the road (with a lot of assistance to overcome the traps) / the 600 for the circuit. Without traction control or ABS, it favors pure piloting, where the pilot must master all of his machine and its reactions.. The 600 Ninja remains no less formidable, always sintering with aplomb and vigor against the references Yamaha R6 and triumph 675 Daytona.
Radical ! With its evolution in 2009, the ZX-6R does not take half measures. Barely bitchy, a max provocative, and completely aggressive, the 600 Ninja quite simply grabbed the dress of the big sister 1000 of 2008. A few scissors to soften the shoulders, a little fashion with integrated clignons and whereïThere is ventilation on the fairing sides, the return of a pot to the lateral position – and above all, a great desire to offer the rider more. Forget the sweet Ninja with small eyes parted with a shy nose; the new ZX-6R pierces your gaze before its mouth swallows your scallop.
Sporty oh so efficient, the 6R obviously receives all the now standard fittings (but completely surrealist barely 10 years ago) on a 600 with a pistarde tendency: perimeter frame, huge swingarm, inverted fork with multiple settings, calipers of radial brakes (and monoblocks?)…. But the problem with this Kawa, or rather the 2007-2008 edition, is its certain overweight, which relegated it to the back of the pack in the hierarchy of slender 600 sports. So at the Greens, we let the designers wrestle the idea on the 10R while the engineers played fast-paced screwdrivers and CAD. It would be annoying for such a bleeding silhouette to be served by a lack of velocity, wouldn’t it … So, general lightening, engine and part-cycle improvements, more control, more watts at mid-speed ….
The wind blew seriously in Akashi so that so many pounds were blown away. Previously pointed out by the scales, the 2009 ZX-6R can now proudly parade at Weight Watchers. 10 kilos! Yes, almost 10 kg has been removed. It’s just huge (take a pack of 6 bottles of Coke, 3 cans and lift it up, you’ll see). And that brings the machine back to 157 kg dry, just behind the CBR 600.
This mass had to be extracted in all corners. It is speculated that Sherlock Holmes supervised the engineering staff. Judge for yourself: 400 g gained on the camshafts now made of special SCM metal, new magnesium engine housings to gain 610 g (see 340 g more by removing the soundproofing linings – competition use), 80 g by modifying the upper injector mounting plate, removal of one of the two oxygen sensors, thinner gears and modified dogs lighten the gearbox by 170 g, oil pump and less massive starter gears save another 70 g, tank and modified coolant hose: 150 gr, thermal protection linings revised with – 170 gr, And even worse, as the intake pressure is now analyzed, we could remove the cam angle sensor. Big job, seriously supported by a series of modifications to the chassis.
Main zone: in itself, the structure of the frame is almost identical. It is especially the rigidity at the rear, engine mount and swingarm, which has been optimized. The engine has changed its place in the frame: more inclined, it allows its center of gravity to be raised by 16 mm. In front, the steering column rises 10 mm, and the caster angle is reduced from 25 to 24 °. Incisor the Kawa? More than ever. Moreover, it abandons the formerly essential pot under the saddle for a more classic lateral element, in order to further promote the refocusing of the masses and the velocity at the entry of the curves.
Along with efficiency, it was the driver that came to mind, and his interaction with the machine. The saddle / footrest / handlebar triangle brings the tracker closer to the bracelets while refocusing him a little more inward. A more instinctive position, more impactful in the attack, more restrictive also for road use. A thinner tank, offering more “contact”, a shorter, lower (approx. 5 mm), narrower saddle…. It’s perfectly clear, the 600 Ninja wants to be one with its driver, offering itself to him for the circuit, especially for a very close embrace. What “feel” the track as finely as possible. The new swing arm and its pivot area should allow better perception of traction. And for the front ?
The front axle was one of the main strengths of the previous ZX-6R. And it’s still getting better. The new fork installed here has new trims: a BPF piston fork, as on a certain GSX-R 1000. Lighter, more rigid, its operation is also touted more efficient: compared to a cartridge fork of the same size, the piston diameter which equips this version is almost double (f 37 mm against f 20 mm on the old ZX-6R), which almost quadruples the surface of action of the oil contained in the fork. The damping pressure is thus reduced, without reducing the damping force. This lower pressure allows more progressive sliding of the tubes, especially at the start of the race. The fork thus offers better control at the start of compression and reacts very calmly when the weight of the machine is on the front during braking, which improves the stability of the chassis when entering a turn..
Perfect ! We will be able to enter even stronger in the bends, especially as the equipment is planned to be wide: steering damper Öadjustable hlins, fully radial braking on 300 mm petal discs and anti-dribble clutch.
And we will be able to arrive faster at the end of the straight line ?
Ben, with a machine advertised at 191 kg all wet, and 128 cannons to release, there may be a few that need to be worried. More torque, more mid-range response, improved throttle feel, and very linear response. So even more precise control of the potato we send…. at the expense of character. To check on track.
And this engine, Kawa really wanted it to respond. Engine manufacturers scavenged or modified everything they could. New cylindrical guides at the top of the air filter housing to better atomize the fuel, extension of the injection bodies by 10 mm for more progressiveness, modification of the cylinder ducts to improve filling and performance, + 12% current in the ignition coils for better combustion, new intake horns with two diameters and their inlets are located at two different heights to further boost the engine, more pointed cam profile, and also….
No, stop, we realize that the E.E. has overheated. One example, again to save weight: the resonator and the dashboard and mirror supports are integrated into the forced air intake. Retro? Eh yes. Even on a tracker with a cassette gearbox, there are headlights, indicators and mirrors. Its new dashboard also takes the general ideas of the 6R: compactness, efficiency, info, and always stay in the right rev range.
Kawasaki has there a 600 more Ninja than ever. The power-to-weight ratio has become one of the best in the class, and its design slams as bloody as the big sister 10R. What to shake up the category? The Sofuoglu champion knows something about it.
CLICK ON THE IMAGE FOR A 3D VIEW OF THE KAWASAKI ZX-6R.
What you must remember
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ZX-6R 600 2012
Model marketed in
about 270 km / h
The technical aspect
Kawasaki ZX-6R 600 2013
- Tank: 17 liters
- Width: 705 mm
- Height: 1115 mm
- Wheelbase: 1,400 mm
- Dry weight: 157 kg
- Weight in running order: 191 kg
- Train before
- by chain
- Rear axle
(67 x 42.5 mm mm)
at 14,000 rpm
at 11,800 rpm