Motorcycle specifications KawasakiZX-6R 600 2015 R&D at master's level

the appearance of the 636 doesn't eclipse the supersport ZX-6R (600 cc max). As in the early 2000s, the two models coexist, each with its own territory: the six-thirty-six for the road (with plenty of assistance to avoid pitfalls) / the 600 for the racetrack. With no traction control or ABS, it's all about pure riding, where the rider must control the whole machine and its reactions. But the 600 Ninja is no less formidable, always competing with aplomb and vigor against the benchmark Yamaha R6 and Triumph 675 Daytona.

radical! With its 2009 evocation, the ZX-6R is no half-measure. Slightly bitchy, overly provocative and completely aggressive, the 600 Ninja has quite simply taken over the dress of its big sister 1000 from 2008. A few scissors cuts to soften the shoulders, a bit of fashion with integrated sprockets and air vents on the fairing sides, the return of a side-mounted exhaust - and above all, a strong desire to offer the rider more. Forget the friendly Ninja with small eyes separated by a shy nose; the new ZX-6R pierces your gaze before its mouth swallows your brain.

a highly efficient sports machine, the 6R naturally comes with all the now-standardfittings now standard (but completely surreal just 10 years ago) on a track-oriented 600: perimeter frame, huge swingarm, inverted fork with multiple adjustments, radial (and monobloc?) brake calipers)... But the problem with this Kawa, or rather the 2007-2008 edition, was its undoubted stoutness, which relegated it to the back of the pack in the hierarchy of slender 600 sportbikes. So the green team let the designers rip out the ideas for the 10R , while the engineers played with screwdrivers and CAD at a steady pace. Wouldn't it be a shame if such a bleeding-edge silhouette was hampered by a lack of velocity? So, overall weight reduction, engine and chassis improvements, more control, more mid-range watts...

the wind blew hard in Akashi for so many kilos to fly off. The 2009 ZX-6R can now be proudly paraded at Weight Watchers. 10 kilos! Yes, almost 10 kg have been removed. That's simply enormous (take a 6-pack of Coke, 3 cans and lift it, you'll see). And that brings the dry weight down to 157 kg, just behind the CBR 600.
This mass had to be extracted from every corner. We're guessing Sherlock Holmes supervised the engineering staff. Judge for yourself: 400 grams saved on camshafts now made of special SCM metal, new magnesium crankcases to save 610 grams (or even 340 grams more by removing the soundproofing gaskets - for racing use), 80 grams saved by modifying the upper injector mounting plate, removal of one of theone of the two oxygen probes, thinner pinions and modified clutches lighten the gearbox by 170g, oil pump and starter pinions are less massive, saving a further 70g, modified coolant tank and hose: 150g, revised thermal protection gaskets - 170g, and, as intake pressure is now analysed, the cam angle sensor has been removed. A big job, seriously supported by a series of modifications to the chassis.

main area: in itself, the frame structure is virtually identical. It's mainly the rigidity at the rear, where the engine and swingarm are mounted, that has been optimized. The engine's position in the frame has changed somewhat: more inclined, it raises its center of gravity by 16 mm. At the front, the steering column has been raised by 10 mm, and the caster angle reduced from 25° to 24°. Incisive, the Kawa? More than ever. In fact, it's ditching the old under-seat pot for a more conventional side-mounted unit, to further promote mass concentration and velocity on corner entry.
As well as efficiency, we've also thought about the rider and his interaction with the machine. The saddle/footrest/handlebar triangle brings the rider closer to the bracelets, while refocusing him or her a little more inwards. A more instinctive position, more powerful when attacking, but also more restrictive for road use. A slimmer tank, offering more "contact", a shorter, lower (approx. 5 mm), narrower seat... It's perfectly clear that the 600 Ninja wants to be one with its rider, offering itself to him for the track, especially for a very close embrace. It's all about "feeling" the track in the finest possible way. The new swingarm and its pivot zone should provide a better sense of traction. What about the front end?

the front end was one of the main strengths of the previous ZX-6R. And it's getting even better. The new fork installed here has new stripes: a BPF piston fork, like on a certain GSX-R 1000. Lighter and stiffer, it is also claimed to operate more efficiently: compared to a cartridge fork of the same size, the piston diameter of this version is almost doubled (f 37 mm vs. f 20 mm on the old ZX-6R), which almost quadruples the surface area of the oil contained in the fork. This reduces damping pressure, without diminishing damping force. This lower pressure allows the tubes to slide more smoothly, particularly at the start of the stroke. As a result, the fork offers better control at the start of compression and reacts very calmly when the weight of the machine shifts to the front under braking, improving the stability of the part-cycle at the start of bends.
Perfect! We'll be able to go even harder into corners, especially as the equipment is so extensive: adjustable Öhlins steering damper, all-radial braking on 300 mm petal discs and anti-dribble clutch.
And will we be able to get to the end of the straight faster?

well, with a machine claimed to weigh 191 kg all wet, and 128 horses to set free, there may be a few to worry about. More torque, more mid-range response, improved throttle feel and a very linear response. So, even more precise control of the power you send out... at the expense of character. To be verified on track.
And Kawa really wanted this engine to respond. The engine-makers scratched and tweaked everything they could. New cylindrical guides at the top of the air filter housing for better fuel atomization, 10 mm longer injection bodies for greater progressiveness, modified cylinder ducts to improve filling and performance, + 12% current in the ignition coils for better combustion, newignition coils for improved combustion, new dual-diameter intake cones with inlets at two different heights to further boost engine performance, sharper cam profiles and...
No, stop, we realize that the B.E. has overheated. One example, again to save weight: the resonator and supports for the dashboard and mirrors are integrated into the forced-air intake. Mirrors? That's right. Even on a pistarde with a cassette gearbox, there are headlights, indicators and mirrors. The new instrument panel echoes the general ideas of the 6R: compact, efficient, informative, and always in the right rev range.

kawasaki's 600 is more Ninja than ever. Its power-to-weight ratio has become one of the best in the category, and its design is as striking as that of its big sister, the 10R. Enough to shake up the class? Champion Sofuoglu knows all about it.

CLICK ON THE IMAGE FOR A 3D VIEW OF THE KAWASAKI ZX-6R.

M.B - Manufacturer's photos