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Posts Tagged ‘Kawasaki ZX6R’

A measured 109.61bhp at the back wheel made the Kawasaki ZX-6R the most powerful 600 in our recent group test. You have to keep the Kawasaki ZX-6R motor singing to get the most out of it above 9,000rpm ideally, but revving it to its 16,000rpm redline sends shivers down your spine.

Kawasaki has never had a problem with engine reliability or build quality and the Kawasaki ZX-6R is no exception. An MCN staffer who owned one of the original high revving ZX6-RRs says it never missed a beat despite its hard life. The Kawasaki ZX-6R feels well built and solid with attention to detail in the finish.

The track-focussed Kawasaki ZX-6R is built for carving up race tracks. The brakes are outstanding, and the Kawasaki ZX-6R remains stable no matter how late you dare to brake. You can carry a stupid amount of corner speed on the Kawasaki ZX-6R, which is really confidence inspiring. The Kawasaki ZX-6R’s front will give the odd twitch over bumps and imperfection on the road.

At £7190, the Kawasaki ZX-6R is the second cheapest 600 on the market and it’s a new model for 2007, only Suzuki’s older GSX-R is cheaper. Haggle with a local dealer and you should be able to steal a Kawasaki ZX-6R for under £7,000 which for the latest, track-focussed 600 which will hold its own against almost anything on track, is a bargain.

The Kawasaki ZX-6R has fully adjustable suspension front and back, radial brakes up front… it ticks all the boxes for a 600 supersport machine. The standard slipper clutch is one of the best on the market something the Kawasaki ZX-6R has always led in term of development for the original ZX6-RR.

In terms of chassis and handling the new Kawasaki ZX-6R a big step forward over the old ZX-6R. The new big piston forks use MotoGP technology and make a huge difference. They take a little getting use to at first but enable you to brake devilishly late yet the bike remains stable. Engine wise 115bhp at the back wheel makes it the most powerful standard 600 we have ever tested.

Kawasaki build quality has really improved over recent years, not that it was poor to start with. We’ve run many Kawasaki long term bikes over the years at MCN with very high mileage and never had a problem with any of the bikes therefore there is no reason to question the reliability of the new ZX-6R

Kawasaki is claiming they have shed 10kg off last years bike, which is a huge amount for a supersports 600. It certainly feels lighter, more lively and turns in much easier. It’s easy to spot the difference between the new and old bike when riding them back to back. But the huge gain over the competition is the new big piston forks which are stunning.

On the initial launch of the 2009 Kawasaki ZX-6R the engine improvements didn’t feel too significant, more midrange but not too much at the top end. However, the Japanese test track was at altitude, and now we’ve had the bike on the Dyno in the UK its easy to see the gains. Kawasaki is claiming a significant boost in the midrange which was always a weak point of the old bike with some serious power up at the top end.

Its right in the ball park up against the competition, and considering it’s a new bike with the latest technology it seems good value for money. Kawasaki also run an attractive insurance package too. The Suzuki GSX-R600 is slightly cheaper and there are deals to be had on the Yamaha R6 but they are a few years old now.

Fully adjustable suspension front and back, designed with help from Showa using MotoGP technology for starters. Slipper clutch as standard which works excellent, radial brakes with wavy discs and there is even a lap timer incorporated into the clocks.

Kawasaki stuck with their capacity advantage over the rest of the ‘600’ pack, which means that there’s still beefy mid-range as well as a howling top end. The fuel-injection is flawless and if you can find a road or track long enough it’ll sling you towards a top speed in excess of 160mph. With a full system and a Power Commander this machine will put out a genuine 114bhp. Only a notchy gearbox stand in the way of perfection.

The paint on the tank is easily scratched, so a tank pad is a sensible idea. Thankfully a hugger comes as standard, so the shock get an easier time and isn’t pelted with road crud by the tyre.

This is a track machine without compromise and as such it begs for a steering damper. And preferably a softer spring in the shock. It’s a hard ride on British roads – the front gets frisky under power and the back end feels harsh and crudely suspended. Get it on the track and it gels beautifully. No complaints about the brakes – the four-piston radial Tokicos are simply awesome.

Excellent value, but be careful to check it for crash and wheelie damage carefully. A good number will have been on a track. Check the lock stops, head races and get the fairing off any bike before you commit to buying it.

All the toys come as standard – LED brake lights, lap timer, radial brakes, etc etc. But you don’t get an immobiliser as stock, which is poor in this day and age.

The Kawasaki ZX-6R’s DOHC, 16v motor is so close to being perfect. The exquisite fuelling, the easy mid-range, the searing power, the screaming airbox….incredible. It makes a genuine 115bhp at the back wheel, which easily makes it the most powerful middleweight motor of its time.

The Kawasaki ZX-6R is well finished and well built. There’s nothing that stands out as worth y of attention, but it’s worth checking any secondhand bike carefully for damaged lock stops, chipped wheels, under-fairing damage etc.

The most appreciable difference between this and the Kawasaki ZX-6R it replaced is the quality of the ride. The swap from Kayaba to Showa means a plusher, more sophisticated suspension that, mated to a new, stiffer chassis, makes the 2005/2006 ZX-6R so much easier to push hard. There’s a new radial master cylinder for improved braking up front and new ‘petal’ discs for the all-new Tokico radial brakes to bite on, too. It all works flawlessly.

The only thing that counts against the 2005/2006 Kawasaki ZX-6R is its newness. Dealers tend to ask silly prices and a brand spanking new 600 isn’t that much of a leap away from that kind of money.

You couldn’t add more toys to the Kawasaki ZX-6R if you tried. There’s a slipper clutch to smooth out hurried downshifts, a lap timer, an underseat exhaust with a mid-range boosting exhaust valve.

The DOHC in-line four of the Kawasaki ZX-6R is the blueprint for how to build an exciting motor. The more your pour on the coals the more you’re assailed by the siren songs of the roaring airbox and shrieking exhaust note. And the ZX-6R backs this up with some serious shove, cranking out 94bhp on a dyno, making it the most powerful 600 machine of its time.

There’s so much middleweight choice for so little money these days that it’s hard to recommend this particular vintage Kawasaki ZX-6R. Go newer or go Honda.

For road use the Kawasaki ZX-6R’s suspension feels good: precise and on the firm side of sporty, though once past 15,000 miles the shock’s damping goes off quickly, wrecking the ride. On the track it’s the front end that’s the weak point – it’s simply too soft and feels vague when you up the pace. Budget for refreshing the suspension. New fork oil and springs will set you back about £80 and another £120-£150 to revitalise the shock. The four-piston caliper brakes should be sharp and positive.

Cold, damp morning can reveal carb-icing, which can cause the Kawasaki ZX-6R to choke temporarily. The best way to solve this is with Silkolene ProFST fuel additive. Brake discs warp frequently and the calipers need regular attention. The steel downpipes rot and no hugger means the shock get covered in crud and the action suffers as a result. The finish and build is generally good, though.

The Kawasaki ZX-6R’s analogue clocks date the bike badly though the tacho, speedo and temperature gauge tell you all you need to know.

The Kawasaki ZX-6R’s DOHC in-line four sounds better with each passing degree of the tacho’s sweep – all the way up to its glorious 14,000rpm redline – as the twin ram-air tubes resonate with the cold fury of quickly shovelled speed. It’s based on the older F-series engine, albeit with revised cams and new 36mm carbs. Carbs that, just like old one, suffer from icing on cold, damp mornings. Pass the Silkolene ProFST, Cyril.

With the Kawasaki ZX-6R you don’t get a hugger or centrestand. You do get a pillion seat that’s not a dirty joke, and a digital display for water temp, trips and clock, though.

If the Kawasaki ZX-6R’s motor begs to be caned, then the chassis begs you to use it. It’s sporty yet comfy, precise but not flighty and roomy but not baggy. It’s a brilliant blend of real world practicality and trackside intent. The six-piston brakes aren’t as harsh as the older ZX-6R’s fours and can be improved with pads for the ZX-9R. The suspension and brakes will need refreshing by now to get the best from the package. Budget on around £200-£300 to do the job properly.

The Kawasaki ZX-6R’s finish is good, but ride your ZX-6R through a winter or keep it outside and it quickly palls with corrosion setting in around the shock if you don’t add a hugger. Electrics can suffer, too, so be generous with the WD40. 1998: Supersedes the ZX-6R F-series. Gains cartridge forks, semi-downdraught carbs and revised frame and motor. 2000: G-series superseded by J-series ZX-6R (new singarm, revised shock, engine and gearbox improvements).

These days there is so much metal to choose from that an aging 600 might not seem like the ideal candidate for your cash. But the G-series Kawasaki ZX-6Rs are still handsome performers providing you overhaul the critical areas of suspension and brakes.

Thankfully Kawasaki introduced suspension grease nipples on the J-series ZX-6Rs, so the shock has a better chance of retaining some of its performance than previous efforts. The revised geometry makes for improved cornering and the machine feels considerably lighter than before.

Corrosion is the Kawasaki ZX-6R’s biggest bugbear. If the bike you’re looking at’s been garaged and pampered it should be fine. If left to the elements the finish quickly dulls, the paint on the brake calipers can flake off and the shock’s performance suffers as it gets shotblasted by road crud without a hugger.

The Kawasaki ZX-6R’s carb-fed, 16v four cylinder motor still sounds mega, with the gruff airbox roar that makes caning these Kawasakis so addictive. It’s fast, too, ripping to over 160mph out of the box. But the icing on the cake is its flexibility – it’s hard to believe it’s packing just 599cc. The gearbox should behave itself – if it’s less than slick and positive try another bike. In 2002 essentially the same bike was released with a 636cc motor bringing even more road-friendly performance.

No, it’s not great value. The J-series Kawasakis cost the same as their CBR and R6 rivals and yet offer a less satisfying ride and much lower spec technology.

The fuel tap (hard to find and hard to operate on the move), screen brace, and analogue clocks date the Kawasaki ZX-6R Js. On a positive note the mirrors are excellent, the pillion seat works for about 60 miles and the lights are bright.