Characteristics of the kawasaki ninja zx 6r motorcycle

Quality indicators of the motorcycle

Judging by the reviews of kawasaki zx 6r ninja owners, the technical performance of this model, as well as its dynamics, are impressive. That is why it is necessary to provide a table of some characteristics of the motorcycle.

In addition to its impressive appearance, which is often noticed by motorcyclists, the model has a powerful engine that can accelerate the vehicle from 0 to 100 in 3 seconds. The excellent aerodynamic characteristics of the kawasaki ninja zx 6r motorcycle were achieved as a result of careful consideration of the shape.

Kawasaki Ninja ZX-6R 2007

Supersport Shootout 2009: Results of a comparative test of supersport motorcycles 2009

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Competitors: Honda CBR600RR, Kawasaki ZX-6R, Suzuki GSX-R600, Yamaha YZF-R6 Author: Kevin Duke, Pete Brissette, Photos: Alfonse Palaima, Everyone loves a tense fight. A tense match is always fun to watch. That's why our annual supersports comparison test always attracts a lot of curious people. It's a never-ending battle between Japanese motorcycle makers, where a model that was the best one year may be supplanted by updated, improved competitors the next year. Most of the changes to last year's model were made by Kawasaki designers. Will these changes give Ninja an edge over its competition this year?

• In our 2008 comparison test, the Honda CBR600RR was voted the best supersport in the 600cc class: the combination of strong power, exemplary chassis and grip, and typical Honda high attention to finishing details made the Honda our favorite among the 600s. The '09 CBR600RR isn't much different from the previous year. The motorcycle received updated turn signals, as well as an improved engine tuning system, which surprised us a lot during the test (read more below...). Honda also said it is developing a new combined ABS system, but our comparison test bike was not equipped with this option.

• Kawasaki's ZX-6R is a different matter . The 2008 model had some great features, but looks and engine weren't its strong points. This year, the Green Team unveiled a completely redesigned Ninja, featuring a significantly more powerful engine and an even more menacing appearance. Our comparison test aimed to find out how much better it was for city driving, and it won us over with its devilishly strong engine and smooth, compliant handling. Even then it became clear that ZX had no reason to find itself at the bottom of the rankings again. We found confirmation of this during a comparative test.

• Suzuki put up the GSX-R600 for comparison, the mechanics of which were virtually unchanged from the previous year's model. Last year he took second place in the test, losing only a little to the comparison leader. And this year it impressed us with confident and composed handling, a competitive engine and noticeably improved trim details.

• The Yamaha YZF-R6 enters the fray in a difficult situation. It came in last in last year's 600 test, largely due to the harsh engine and racing riding position that made the bike less than ideal for city riding. But Yamaha's designers changed a couple of engine settings that allowed them to significantly increase mid-range power, and retuned the engine control unit to optimize Electronic Controlled Throttle Control (YCC-T) and produce “best, optimum” power in every gear.

We hit the streets and canyons of Southern California to determine the true winner of our comparison test.

As for the Triumph Daytona 675 , you probably already noticed its absence from our test. This year's model was slightly improved compared to 2008, and would certainly be a good competitor to the presented motorcycles. But the additional volume of the 3-cylinder engine, which is 76 cm3 larger than the Japanese inline four-stroke engines, makes it the black sheep in this crowd.

So, you have met the main participants. Think you already know the outcome of the competition? You will be surprised. And you will begin to be surprised by carefully studying the table below.

Where does the horsepower go?

By: Kevin Duke Just as it's rare for Valentino Rossi to end up on the podium, it's also rare for an updated sportbike to produce less power than last year's model. But it was precisely this paradox that we encountered when making the comparison. So, the case of the missing horses...

Case one:
Yamaha R6 '09 .
In years past, the YZF's high-end power has been fanatically increased at the expense of mid-range power. The news that Yamaha mechanics had made some changes to the 09's engine that improved mid-range power was met with excitement. But what they didn't take into account, or didn't know, or forgot to report, is that these changes resulted in a loss of 3.5 hp in peak power. Case two:

new
Honda CBR .
Honda announced increased mid-range power during the press conference. But they didn't mention that this reduced their peak power. During the test in 2008, we squeezed 105.5 hp out of the engine; this year, at the same stand, we managed to get only 97.7 hp. We were shocked by what we found. We decided to figure it out: what happened? One of the innovations of the CBR is the exhaust valve, which was used in the past on some motorcycles. The idea is to keep the valve closed at low rpm to increase power in the low end, then open the valve to free up power and achieve maximum power in the top end. However, the use of an exhaust valve may be dictated by other considerations. By electronically closing the valve at certain speeds, the exhaust volume level can be significantly reduced. It was the requirements of American legislation regarding noise levels that forced the electronic valve closing to be adjusted several years ago at 13,000 rpm for American ZX-6R models. This costs the American Ninja model about 5 hp. and a significant drop in high-rpm power compared to European ZX models. The latest ZX models only lose about 2hp. at peak loads compared to European specification motorcycle. The updated R6 shows a surge in power at 9,000 rpm, but also a drop in power at higher revs.

Whether it’s a coincidence or not, it is at 13 thousand rpm that the new R6 begins to experience some reduction in power. Then, at 14k, as the previous R6 continued to gain revs toward its peak, the '09 model's engine power quickly fades. Yamaha representatives claim that this is due to changes in the YCC-T settings. But we are still wondering whether the loss of engine power is due to the reprogramming of the exhaust valve.

CBR has a different picture. The updated motorcycle begins to pick up speed more slowly after 10 thousand rpm, but adds about 2 thousand more. But at 12.5 thousand rpm. The Honda stops making power, while the previous year's model slowly but surely continued to gain revs to its maximum of 14 thousand. Ironically, the RR's peak power this year is equal to last year's Ninja - 97.7 hp. Honda said the exhaust valve on the CBR opens at 8,000 rpm in gears 1 and 2, and at 6,000 rpm in higher gears. The answer to the question of whether the valve closes at higher speeds has not yet been received.

More research needs to be done to find out exactly what changes Honda and Yamaha made to their 2009 sportbikes and why. At the moment the only explanation we have is a reduction in noise levels. If these considerations about noise levels are not important to you, then changing the exhaust to a tuned can will allow you to squeeze full power out of this motorcycle.

So the next time someone mentions an exhaust valve, keep in mind that it can also be used as a “noise valve.”

Member Specifications:

Engine

Despite the fact that only one of the presented motorcycles was significantly improved, as can be seen from the table above, this year we received a worthy rivalry in power. However, the leader in this quartet was determined immediately. Kawasaki made significant changes to the 2009 Ninja's engine, and the investment has paid off in spades. The ZX leads in power in every, or almost every, engine speed range. Ultimately, what is also impressive is that the maximum power of 107.7 hp. at 5 hp more than its closest rival GSX-R, and by as much as 10 hp. more than CBR.

We don't need a dyno print to prove the ZX's superior engine power, but we've provided the proof in the graph anyway. The CBR was our favorite engine last year, but the new tuning drops it to last place.

Ninja engines give us a standing ovation.

Even a motorcycle with the softest mid-range speeds can rev without problems. Notice how Pete managed to lift the bike so that the Yamaha logo was parallel to the ground.

Last year the ZX stood out for its sleepy engine, this year Kawasaki introduced a class-leading powerful engine that makes the bike a distinct presence on the street. At the start, it is capable of beating anyone and does not require any additional throttle adjustment. This allows you to ride the rear wheel in second gear, which is completely absent from other motorcycles. In a motorcycle category as tightly contested as this one, the extra power across the engine's rpm spectrum makes the Ninja head and shoulders above its rivals.

Last year, the CBR beat out the Jixer in the engine category in terms of mid-range power. However, due to a sharp decrease in power delivery from the Honda engine in the upper zone, the GSX-R engine was considered the best. This engine was best in class from 5,000-6,800 rpm and was noticeably better than the CBR and R6 above 11,000 rpm.

Like the ZX, the Suzuki offers almost imperceptible throttle response, and the level and speed of throttle opening is very easy to adjust. This results in a stunning exhaust note that becomes particularly menacing when revs are in the mid-range. A slight drawback for city driving mode is the quiet sound at cruising speed, so you can only detect the motorcycle in the mirrors. The configurable engine management system combined with Suzuki's mode selector was considered outstanding for a 600cc.

Despite the CBR's obvious loss in this category, its engine remains more than attractive, especially for city driving. It's especially strong at 9,000 rpm, delivering more power than its rivals at that same rev range. Although the CBR has excellent manners, it also has two frightening flaws. Firstly, a rider who prefers aggressive riding and cornering will quickly discover the lack of a slipper clutch (this is the only bike in this class without a slipper clutch). And when exiting corners, the CBR sometimes responds with a jerky response until the throttle is engaged.

The R6 ECU settings unfortunately changed the engine sound from screaming to complaining. Yamaha says the revised settings are designed to optimize power output in each gear to achieve a "smooth and linear power delivery." The R6 actually does a good job through the mid-range, feeling a bit firmer between 8,000 and 11,000 rpm, but it proved its engine to be exceptionally smooth under acceleration. However, when the engine revs beyond 13,000 rpm, you may wish you were driving a 2008 model.

Control

(Chassis, suspension, frame, etc.)

Despite the considerable similarity of the chassis, frames and suspensions of motorcycles of this class, significant modifications and differences were found here too.

All four motorcycles house their engines on a double aluminum alloy frame. The R6 is slightly different from the rest in that it uses a magnesium alloy subframe, while the others use aluminum alloys.

There's nothing to complain about when it comes to handling the GXR-R600.

New Showa's Big Piston Fork allows for excellent control and comfortable handling of the new ZX-6R

With the most aggressive steering design yet, limited by a class-leading damper, the CBR600RR maintains its position at the top for light, responsive handling and remains noticeably more controllable and stable.

As for the chassis, the most striking differences from the rest can be found in the Honda, while it is necessary to keep in mind the most aggressive geometry of this motorcycle. The CBR has the shortest wheelbase at 1.37 m; the closest to it in this indicator is the R6 - 1.38 m. The Honda also boasts the steepest lean angle, ahead of the Jixer with its 23.5 ° by 0.3 °, but its tail is 2 mm longer than the Suzuki's tail - 96 mm, the shortest in this class.

This year, the CBR also competes with the ZX-6R in terms of handling and ride quality. With a shorter tail, a 1-degree increase in rake angle and a new Showa Big Piston Fork, the Ninja achieved better results this time around. But the most significant change is Kawasaki's frame update, which improves steering feel, feedback, and stability. Finally, there's a claimed weight reduction of 9,979 kg, 0,907 kg of which is due to a new lightweight exhaust system that is located under the bike instead of under the tail, which significantly increases the Ninja's brisk acceleration.

When it comes to dampers, Honda's Active Steering is still the most advanced type of steering damper available in a motorcycle; Suzuki includes an electronic steering damper, but it uses much fewer control parameters than the Honda. Kawasaki has updated its package with the introduction of an Öhlins adjustable damper. The R6 was left without a damper this year as well.

The RR and Ninja are very similar to each other in terms of front suspension setup; both provide a soft, bump-absorbing ride while still providing good feedback. Another advantage of the Kawasaki fork is that both compression and damping are conveniently located on its upper parts. As for the performance of the rear suspension, when driving over rough terrain there was an occasional feeling of too much bounce.

Some might describe the Suzuki's ride quality as too soft, but we prefer to call it forgiving. Indeed, the Jixer easily absorbs road imperfections, but there is no feeling that the chassis will not provide sufficient response when driving quickly. Kevin claims that jumping on the Jixer was a breeze because the bike's simplicity and ease of handling made him feel instantly confident on it. And Mark referred to the Suzuki as an “old friend” in the sense that the control of this motorcycle is intuitive.

The R6's 41mm fork is very similar to the GSX-R's and therefore offers similar ride quality. Its steering is even slightly more relaxed than the Suzuki's, but the Yamaha's wheelbase is almost 2.5 cm shorter. With no chassis upgrades on any of the bikes this year, the Yamaha retained its position as the least responsive bike. In fact, none of these bikes can be described as "unresponsive". I hope this statement helps you understand just how small the differences are between bikes in this class.

All bikes use the same tire sizes: 120/70 x 17 and 180/55 x 17, with Honda and Yamaha using Dunlop's Qualifiers and Kawasaki and Suzuki using Bridgestone's BT-016. The sports tire industry has come so far forward in recent years that every time we have to repeat the truisms that both types of tires have excellent grip, are stable and responsive. Duke thinks Bridgestone is slightly better, but that's a matter of taste.

It looks like the real battle for the top step of the podium will take place between last year's champion, CBR, and the seriously updated Ninja. “I think Kawasaki has taken a huge step forward this year with the ZX-6R update. That’s why I rate it a little higher than the Honda,” Mark said. Notice he said “a little higher.”

And yet, to sum it all up, the CBR remains the easiest and most responsive to drive, outperforming its rivals in terms of a confident and stable ride. At the same time, this motorcycle is lighter than its rivals, almost 2 kg - not bad either!

Brakes

Even before the start of the comparison test, we assumed that Honda would become the leader in the “brake system” category this year. We thought Honda had upgraded the brakes on its 600cc bike similar to the mono-block brakes found on the CBR1000RR. We then assembled all four bikes and tried out the Ninja brakes... Kawasaki hasn't given an inch this year!

The Ninja is equipped with a Nissin braking system that includes a pair of 300mm petal-shaped rotors with surprisingly soft compression. The structure - one gasket per valve - makes it feel like the pilot is directly connected to the brakes. The Honda's braking system produces similar stopping power, but doesn't have the same perfect braking feel as the Kawasaki. Kevin put it simply about Kawasaki brakes: “they are unbeatable”

The Ninja's excellent engine is complemented by superb, efficient Nissin brakes. They are undoubtedly the best in this group.

The GSX-R 600's brakes - while adequate for 99% of riders who buy 600cc bikes - are not up to Kawasaki standards. The R6's brakes lack some feel, but they have more than enough power to get the job done.

Instrument panel / control systems

This year, only the Ninja boasts an updated instrument panel. The white-painted tachometer and adjacent LCD display are the best because they make every indicator easy to see even with a brief glance at the instrument panel at speeds over 160 km/h.

Honda remains the only motorcycle that displays fuel consumption on the dashboard; The GSX-R and ZX now have a gear engaged indicator. The Yamaha's attractive display is long and elongated, but the tachometer is dark in color, making it difficult to read at high speeds.

All motorcycles offer the ability to adjust the brake position, and Suzuki also offers adjustable footpegs that can be set in three positions. Unlike all the others, the Jixer does not have a built-in lap timer, although the Suzuki is equipped with a riding mode selector S-DMS (Suzuki-Drive Mode Selector), unique for this class of motorcycles. In Kevin's opinion, the CBR gearbox is far behind its competitors.

Suzuki and Kawasaki are very close in the set and quality of the instrument panel and control and regulation instruments. In addition, only they have a gear indicator. The ZX also impressed us with its white tachometer and adjacent LCD display, while the Jixer is the only bike to offer adjustable footpegs.

Ergonomics / Comfort

We often lose the sense of need for comfort when we sit on a motorcycle at speeds over 180+, but in the city riding mode in which most motorcycle owners ride, little things in fit and comfort make a big difference.

In this category, Jixer ranks at the top of the charts. With adjustable footrests and an excellent protective windshield, this is the best motorcycle for long-distance riding.

For Mark, the Suzuki is “a bike that I become one with rather than just sit on,” adding that riding the R6 feels like he’s “perched on a perch.” Indeed, the ergonomics of the R6 were very much influenced by the racing style - the placement of the footpegs and seat, the low-set and forward clip-ons. In addition, with a leg length of less than 81 cm, the pilot simply will not reach the ground during a stop.

The Ninja set its ride height to the same level as last year's winner CBR. Both motorcycles have a high seating position, especially compared to the Jixer (81 cm), and both have fairly wide clip-ons. Both Kawasaki and Honda offer a fairly neutral riding position, with the rider only needing to lean forward slightly to achieve a racing position.

The CBR offers a comfortable enough riding position for daily use without compromising track performance.

In order to take our photos, we often had to turn around on a two-lane road. And during these turns, we noticed that when the steering wheel is turned completely, the steering wheel rests against the fairing and practically rests against the tank. We haven't found this problem with other motorcycles.

Appearance/Style

Sports motorcycles are focused on engine performance, speed, acceleration efficiency, and external aesthetics do not play as important a role for them as, for example, for cruisers. But still, the supersport look is of great importance to the owners of these motorcycles.

The Jixer's appearance varies little from year to year, but we still think the 2009 model is the most attractive of all years of the Jixer. The motorcycle for testing came to us in a standard and fairly simple color scheme that will suit most of us, but with this simple color scheme, the motorcycle has accents on the details: deliberately clearly defined corners, sharp bends and fractures are emphasized. Kevin, who rated last year's ZX as looking "too rounded and just so-so," noted that the '09 Ninja was more angular, sharper, and edgier, and considered the styling change a major improvement.

Yamaha continues to lead in terms of appearance and attention to detail. (That’s the author’s subjective opinion! Sorry, I couldn’t resist (c) Motogad)

Honda designers continue to polish its appearance: this year the CBR has updated the appearance of the turn signals. These seemingly insignificant changes in details allow Honda to continue to occupy the top lines in style.

But there is something in the red-and-black color, sharp lines of the R6 that attracts even the most picky glances like a magnet, and the well-thought-out details leave no doubt about the winner in the “style” category even among the greatest aesthetes.

Leftovers:

what we liked and what we didn’t

Most of the features of each motorcycle (identical engine displacement, bore/stroke, double aluminum frame, wheels, tires, etc.) are practically the same. However, each manufacturer has spent considerable time incorporating or excluding certain features from the motorcycle's design that are often not given much importance, and are sometimes simply ignored in marketing brochures and specifications.

For example, Suzuki included a stylish, color-matched rear seat cover. The plugs for the other three motorcycles are a paid option. In addition to the plug, Suzuki also provided a helmet hook; Kawasaki has a pair of hooks located on the rear of the subframe, accessible when the passenger seat or lid is open.

The Honda can also accommodate two helmets, but only when the passenger seat is installed, and not a plug. On the R6, there is a helmet loop under the passenger seat.

Hidden behind Kawasaki's stylish rear seat cover are not one, but two helmet hooks. This is the only bike of the four tested that provides this option regardless of whether it is equipped with a passenger seat or a plug.

Conclusion

Trying to evaluate motorcycles in this class is like trying to separate thin threads. The motorcycle that finished at the bottom remains a stunning, stunning motorcycle, worthy of love and admiration. Choosing any of these motorcycles will be absolutely the right decision, no matter what you rely on when choosing it: appearance, price, technical characteristics, additional dealer services. But our job is to criticize motorcycles, so although the difference is small, we placed motorcycles on the pedestal as follows:

Yamaha YZF-R6

At the bottom of our podium is the Yamaha YZF-R6, but it's still a more than impressive bike. If you want a sporty-looking 600cc motorcycle and are willing to embrace racing ergonomics, then the stunningly good-looking R6 is your choice. However, be prepared for quiet, even slightly sleepy engine operation in the middle zone, a high seat, and the most difficult to modulate clutch, which was the reason for classifying it as the least convenient motorcycle for city riding. Yamaha's time will surely come when we compare this group of bikes on the track.

Even though the R6 failed to score as many points as the other bikes, it is by no means a failure. No 600 cc motorcycle can compare with the R6 in terms of appearance and refinement of details.

Honda CBR600RR

Among all motorcycles, the strongest rivalry has always been in the supersports class. And this was again confirmed by the fact that last year's winner slipped to third place this year. It has retained excellent handling, which gives confidence when performing any maneuvers, and its clearly tuned suspension allows you to remain calm and balanced in any situation. While the shape and design of the bike is familiar to us, the RR remains the most attractive motorcycle in its class, especially given its attention to detailing. But its engine is no longer a model and example to follow, and the lack of a slipper clutch is also a significant drawback.

The king is dead! surprising loss of power this year and ongoing clutch issues kept it from remaining on top of the podium.

Suzuki GSX-R600

Although the GSX-R suffers somewhat from its own immutability from our point of view - the 2009 model is not too different from the 2006 - 2007 models. – it impresses with intuitive controls; you can just sit on it and ride – quickly and confidently. Suzuki has proven its competitiveness in all categories - suspension, power delivery, ergonomics, poise, steering, clutch and gearbox, as well as overall rider comfort. And now he is also the owner of an engine that is superior in power to the CBR, Jixer achieved this thanks to this second place in our competition. A slight increase in the recommended retail price in the United States - up to $10,399 - is the only obvious disadvantage of this motorcycle.

The GSX-R600 impressed us with its versatility and capabilities. The engine is also very good!

Kawasaki ZX-6R

We tried twice to predict the Ninja's shortcomings (on the track and in the city), but the ZX proved that it is the best among 600cc. The combination of best-in-class engine power and a reliable, handling chassis has been the key to the formula for success among motorcycles in this class. And although it cannot be called beautiful, it clearly left the category of sleepy engines.

Take a closer look, Kawasaki dealt a fatal blow to his opponents! Undeniable engine performance, class-leading brakes and a high-quality chassis propelled the Ninja to the top of the podium in the 2009 Supersports Comparison Test.

What is he missing? Not much. A slightly higher tank and a slightly higher windshield would make it even more convenient for both city driving and highway use. But the 6R is close to what can be called the ideal in the class of 4-cylinder medium-heavy sports bikes.

Translation by Radio Operator Kat based on materials from Motorcycle-Com

Advantages and Weaknesses

The ZX 6R, like many other creations of the company, has a number of advantages, thanks to which many motorcyclists choose this particular model:

• Reliability of the design and “filling”.
• Amazing dynamic performance.
• Increased engine life and subframe rigidity allow you to perform various tricks.

The motorcycle also has some disadvantages. For example, older models often have problems with the motor due to the fact that it was made with high speeds in mind.

In general, the equipment makes a positive impression with an acceptable price for its class - about 520 thousand rubles .