Kawasaki Ninja ZX-6R (2003+)

Introduction
This bike has plenty of features to start with, but probably the most interesting among them is the Showa Big Piston Front Fork. The system makes use of a large-diameter internal piston which is more effective under hard braking, especially before a corner, reducing damping pressure and improving front end feedback. Another strong point of the BPF is that it reduces the fork’s weight as it simplifies construction.
Having seen that it can break, we’re now more interested in ZX-6R’s engine performance. The manufacturer claims greater mid-range torque after adding new double bore velocity stacks, high-load cam profiles as well as new piston profiles, coated piston skirts and piston rings. We’re also sure that the revisions to the cam chain and the light, cool exhaust collector layout have much to do with achieving the low-and mid-range performance without affecting the top end of the powerband.

But Kawasaki didn’t just declared themselves satisfied with that, it needed to bring that power and torque to the rider’s right hand without this involving jerks, only smooth and instant throttle response and control. In order to achieve that, engineers added cylindrical guides to the top of the air cleaner box, bringing chirurgical precision to air intake systems and getting the maximum bang from every fuel load going into the cylinders. The throttle bodies were lengthened, increasing distance between oval sub-throttle and round main throttles 10mm, resulting in a much smoother transition, reducing inlet turbulence and increasing efficiency. Also, the cylinder porting and ignition coils were revised in the quest for performance.

As weight is a key factor, the making of this inline-four involved finding solutions for reducing it. And if that meant making the camshafts from SCM, revising the top injector mounting plate, narrowing the transmission gears, revising and relocating coolant reservoir and heat pads, Kawasaki engineers didn’t boggle in doing it
.
There was nothing to stop them at the chassis chapter either and the recipe was pretty much the same. They aimed at lighter weight so they’ve made the subframe from a two-piece aluminum die-casting, revised the frame brackets and brought a new throttle housing material on the scene. Chassis balance and mass centralization are achieved by revising the frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance. Strangely, the engine’s center of gravity is 16mm higher as it gets mount with a stepper cylinder bank angle. Like on all modern super sport motorcycles, the new ZX-6R offers a short side muffler, which lowers the weight and an exhaust pre-chamber for the same purpose.

Practically built around the rider, the chassis offers a 10mm lower seating position, making it easier for riders to flatfoot the ground, but the sport riding position is enhanced by the handlebars, which have been brought closer to the rider. Also, the design of the gas tank (flat on top, narrow on the sides) reveals more space for the rider to tuck into the fairing and keep its knees close to the tank. The rake angle is now stepper for sharper cornering.

At the front, all that braking power is applied on a pair of 220mm rear petal disc (10mm larger than on the previous generation model) while the rear brakes feature a revised brake lever mounted coaxially with the footpeg, increasing that way mid-stroke braking efficiency and feel.

If after reading the 2010 changes and additions, you still feel like checking out even more evolutionary steps, the history link I’ve further added will surely get you familiarized with the way Kawasaki ended up at this level of development.

Exterior
While the mechanical and chassis features are top notch and a comparison between it and the previously mentioned 600cc bikes in its class will position the Kawasaki ZX-6R on a more than decent position, it seems that designers haven’t had the best idea when inspiring on the ZX-10R for a 2010 design of the liter bike’s smaller sibling.

The fairing is completely new and it features an aerodynamic shape that offers improved wind protection for the rider and also minimizes the effect of crosswind. Even though completely redesigned, the front end gives the impression that things could have gone much better as the headlights are practically masked into the fairing and the windscreen looks completely separated from it. The mirrors are a high point though as they offer good rear end visibility so at least the bike is practical if not beautiful. Also up front, the one-piece fender annihilates any form of attraction that this bike might still have exerted on a Kawi fan.

At the rear end, the new inner fairing is mounted above the swingarm and reduces turbulence while keeping the tail clean. The massive exhaust muffler looks perfectly integrated even though it isn’t as discrete as the one of the Honda (underseat exhaust) and Yamaha.

Wheels are 17-inch five-spoke aluminum and they are black-painted no matter the color of choice for your 2010 Kawasaki ZX-6R. By the way, this can be Passion Red, Metallic Spark Black or Lime Green/Metallic Spark Black.

Conclusion
Kawasaki managed to pull it through more than decently with this one. Even though stylistically it isn’t quite the definition of success, the refinements suffered are surely expected to bring it on top of the favorites again this year as no other manufacturer has come up with anything better than the great Kawasaki Ninja ZX-6R.


Engine and Transmission
Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six speed
Final drive: X-ring chain

Chassis and Dimensions
Rake / trail: 24 deg / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.3 in.
Front brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear brake: Single 220mm petal rotor with single-piston caliper
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 lbs.