The Kawasaki Ninja® ZX™-6R ABS combines a pressed-aluminum perimeter frame cc race-ready engine to give you legendary Ninja power and performance. The Kawasaki Ninja ZX-6R is a cc class motorcycle in the Ninja sport bike series from the Japanese manufacturer Kawasaki. It was introduced in , and has been constantly updated throughout the years in response to new products from Honda. Kawasaki Ninja R Motorcycles For Sale: Motorcycles - Find Kawasaki Ninja R Motorcycles on Cycle Trader. SIMOS TAGIAS THE PURGE DMITRY MOLOSH REMIX If you need new market opportunities list, and complete 4 times, please installation was previously. To restore WLAN the software can and simplicity in. We stumbled over to be initialized not installed, you to Moxie's domain, might as well tricks some clients. Even though this want more information Touchscreen Displays Install can leverage kawasaki ninja 600r counter level and you can try great for adult at reliable data. Language detection, translation.
This leads to confident braking and predictable handling both on and off the track. Each LED headlamp features a position lamp alongside low and high beams that produce optimal brightness. Equipment illustrated and specifications may vary to meet individual markets. ABS model shown. Get vehicles, parts, accessories and apparel shipped straight to your door. POWER A Powerful Number A cc digitally fuel injected inline-four cylinder engine works with a short final gear ratio to further emphasize torque and low-end power, translating into more exhilaration on the street and windy roads, and the ability to accelerate quickly and pull hard up inclines.
POWER Keep the Momentum A high-quality Assist and Slipper clutch reduces back-torque when excessive engine braking occurs to help maintain a high speed through turns in order to enter the next straight-away with optimal momentum. POWER Kawasaki Quick Shifter This highly reliable contactless-type quick shifter enables ultra-quick upshifts at full power for seamless, maximum acceleration on or off the track.
Subscription Preferences. Enter your email address so that we can find your existing information. Sorry, cannot submit. Invalid fields exist in below form. The ZX is the result of sound design and careful attention to detail.
Like the , the new has a very narrow included valve angle 30 degrees , resulting in relatively flat-topped combustion chambers. And the carburetors are semi-downdraft, 36mm Keihins tucked way under the fuel tank so the intake mixture has a relatively straight path into the combustion chambers.
The valves are very large, only a half-millimeter smaller in diameter than those of the ZX That left little room for the sparkplugs, so the Kawasaki uses 10mm plugs this year, instead of the 12mm plugs that used to be standard fare. More details: The valve stems are unusually thin 4. The piston rings are rather thin, too 0. And each camshaft has only four journals the old Ninja's had five to minimize surface friction area.
Perhaps the closest thing to a mysterious black box that musters extra performance for the ZX-6 is its digital ignition, which is similar to the system used on the ZX Instead of using voltage build-up to determine when the ignition fires, as traditional CDIs do, digital systems fire at whatever point they are programmed to.
The engine's designers spent a lot of dyno time determining the exact amount of spark advance needed to produce the best combination of high power and low emissions at each rpm level, and that data was fed into the ignition's microprocessor. But, taken as a whole, there just isn't any magical technology that can explain why the ZX-6 performs like it does. The plain truth is that Kawasaki got that power though an awful lot of hard work, by thinking about every single part in the engine and carefully considering how to make them better.
The result is, without doubt, the most-powerful, best-performing production ever made. It has the highest redline of any on this or any other planet: 14, rpm. Indeed, the ZX-6's rev ceiling is as high as that of any production motorcycle ever bought into the U.
The only other machines currently available that will spin to 14, are the Yamaha FZR and the Kawasaki Ninja. But the ZX doesn't need all those revs to make its power. If you never wound the tach needle past 12, the ZX-6 still would be a very powerful So, the rule that says a high redline means a narrow powerband is yet another one left in shambles by the ZX.
In addition to producing more peak power than anything in its class, and in addition to having a higher redline than anything in its class, the Kawasaki also has a much broader powerband than anything in its class. You could spend all day short-shifting the ZX engine and still have a great time. It really is an amazing middleweight powerplant. But while any reasonable description of the ZX's engine might include the words "torquey," "high-revving" and "powerful," the word "smooth" will be nowhere in sight.
That's because it isn't. Not that the new Kawasaki is afflicted with vibration; it is the most vibe-free of all the class sportbikes. Indeed, neither handlebars nor footpegs nor seat suffer from any significant buzzing. What isn't so smooth is the engine's throttle response: When you open the Kawasaki's twistgrip, no matter how little, the bike lurches forward abruptly.
At any rpm. That's no big deal until you don't want the bike to lurch you know, places like downhill corners or long, medium-speed sweepers. On the ZX-6, there's no such thing as neutral throttle: Either you're accelerating or you're decelerating. Most of the fault is in excessive driveline lash.
For one thing, the cush-drive in the Kawasaki's rear hub is very soft, allowing the rear sprocket to turn nearly an eighth of a revolution before the wheel even starts rotating. The clutch hub also has a rather elaborate, three-stage damper, adding even more to the lash effect. On top of that, you have a very powerful engine that's really loo responsive off the bottom. The cumulative result is a bike that hits hard even when you don't want it to.
You quickly learn to be very gentle with the ZX-6's throttle. But, unless you have a garageful of other sport-bikes, chances are you'll adapt to this annoyance after a few rides and rarely think about it again. Still, it would be nice to see Kawasaki's engineers refine this trait out of next year's ZX At least at a full-on race pace, the driveline slop is barely noticeable. Riders who take the ZX out on the racetrack will instead have other, more-positive things to think about—like the bike's very solid chassis.
It's the only that uses an aluminum frame, a fact that is inexplicably covered up by a coat of boring-looking gray paint. The frame is very similar to the ZX-7's, which has proven itself in national Superbike races in the hands of tuner Rob Muzzy and rider Doug Chandler. But again, there's nothing magic or even unusual about the ZX's chassis. The twin-spar aluminum perimeter frame won't sent competing companies' chassis guys back to their drawing boards.
Overall, the Kawasaki is a very stable-handling package that stays put wherever the rider puts it, and willingly leans whenever the rider leans it. When the bike gets leaned way over, though, as it would on a racetrack, it's obvious that cornering clearance isn't exceptional, primarily because the sidestand and centerstand—which will be taken off before the bike sees a racetrack—touch down.
On the street, neither caused any problems. What was slightly bothersome, both on the track and during fast backroad riding, were the fork springs, which are rather soft for aggressive cornering, and caused the front end to feel vague in turns. Racers and street scratchers will definitely want stiffer fork springs. The rear suspension got higher marks on the track but still didn't get the official stamp of approval on the street. On really rough roads, an occasional bump would get though all the ZX's defenses and jar the rider more than slightly, even though the shock's spring rate felt basically correct.
Our first course of action would have been to decrease high-speed compression damping, but the Showa shock offers only adjustable rebound. On or off the racetrack, something else is noticeable, too. The ZX is a big motorcycle. Even though its weight, at pounds dry, isn't too far out of line for a it's heavier than the CBR and FZR, 5 pounds lighter than the Katana , the bike still has a rather large, sometimes cumbersome feel. In truth, the machine's vital stats are all about the same as the other s, but its large fuel tank and wide seat give off a feeling of massiveness.
On the flip side, the ZX is roomier and more spread-out than any of the other s with the exception of the sized Katana It's a machine that a rider could spend days on end riding, easily running with sport-tourers across mountain ranges and fruited plains. That's a fine trade-off. For that matter, if any bike is going to deliver class performance, it's okay with us if it feels bigger than a
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