2013 Kawasaki Ninja ZX-6R Review

3 Июн 2015 | Author: | Комментарии к записи 2013 Kawasaki Ninja ZX-6R Review отключены

2013 Kawasaki Ninja | Review

2013 Kawasaki ZX-6R (636) Test

or not the long-… 636cc 2013 Ninja ZX-6R is a cheater or not is beside the point. Few motorcycles are ridden in anger, as the majority of is done on the canyons and non-competitive days. It’s all about your friends and talking after the ride is done.

of the increase in displacement, the new ZX-6R a full complement of modern enhancements, as well as improved braking, steering, clutching, and Considering the flaccid sales in the market, Kawasaki’s dedication to the is laudable, and may be what is needed to up interest in the mid-size class.

time was essential to evaluating the and Thunderhill Raceway Park in Calif. was a perfect location for the I raced at Thunderhill 10 years ago and was why I had missed it so much. The track has every type of turn or of turns a road course can

It is roughly three miles and, even with a front straightaway, you are not resting a second.

Everyone will on the new motor, and with good Where most 600s flat on power at high the 636 kept pulling all the way up to the stratospheric The updates to the motor would a book, and it is not any single change makes the difference.

No doubt, the intake and exhaust ports, duration and higher lift cam larger airbox, new Keihin bodies (with oval and tube-balanced exhaust do much of the lifting. Many of the other are durability enhancers, such as camshafts, updated pistons, piston pins, plus rods with thicker and larger-radius small ends. It take a year of hard use to the results, but Kawasaki has focused on power and reliability.

Increased torque was a primary for Kawasaki engineers, as evidenced by the displacement increase coming a longer …, rather wider bores.

The result perfectly balanced, as the 636 pulls off the exit yet seems a little toward the end of the mid range power, pulling hard again at the top. I have to emphasize it was only slightly noticeable and not a deal-breaker, especially for those not the motor to its absolute limit. there is enough power the Ninja 636 pulled a wheelie on something I was not expecting on a stock

The FCC (Fuji Chemical Company) is new to the 636, though we have it on other Kawasaki sport It’s a clever design, a cam that pulls the clutch hub and plate together, compressing the plates under load. allows a surer connection lighter springs, keeping the light at the lever.

Downshifts are by a slipper cam that reduces the force on the clutch hub and operating when dropping gears preventing rear wheel hop on

Clutches are a big deal for me. I think I through a number of transmissions in one – riding every other – on my 2003 Kawasaki race so I was definitely looking forward to the new 636 had on the track.

Rapid downshifts of up to gears are necessary for T-Hill, and the FCC and Kawasaki transmission handled perfectly. I never even close to a false neutral or each gear was solidly and engaged, super deliberate, all the very quick. It is, hands the best clutch and transmission I have felt on a 600.

Imagine cresting over a hill in 4th or 5th gear. You cannot see you are going, and once you come the rise, you grab a handful of and make three downshifts.

the initial bite from the and first down shift – and downhill – the rear end gets and slides just a little. once the slipper clutch is up to speed on what is happening, it the momentum going forward. The two downshifts occur with rear end slide to the point of it unnoticeable.

The other aspect of is, of course, the brakes themselves. The 636 gets new radial-mount monoblock calipers grabbing onto petal stainless steel in the front. More importantly, the cylinder is a radial pump which has a huge impact on feel. I adjusted the lever as I like it stiff so I don’t to pull very hard on the

I like a lot of bite, and bite do ever!

Just after the brake lever, the initial is not dramatic yet the front end does slightly. Granted, this is a plush dive into the useable part of suspension, contributes to the effortless turn-in required on the 636.

After the track and getting comfortable the bike, I noticed that my markers were getting each session. I was constantly I had slowed down too much or too for the approaching corner. Having in your brakes is essential for a and even more crucial for a day enthusiast and most definitely, a

T-Hill has numerous rises the front end gets light hard acceleration; this is the rear brake comes in handy. Although some brakes have a bite as sharp as the front, I prefer to minimal rear brake because I am almost always it to keep the front end down hills, and only occasionally do I use it turns. The 636 rear brake is not abrupt – just how I like it.

the motor and brakes sorted it was time to concentrate on the handling and As I slowly came up to speed my session, it appeared as if I was finding bump on the track. The front end very soft – too soft – to the it was bouncing around on every I hit.

I was a bit surprised, as the Ninja 636 has the new BP-SFF (Big Piston-Separate Fork), which has springs on sides, with preload in the left tube exclusively and pistons and adjustability all in the right With all the adjusters on top of the fork there is a temptation to start immediately.

Rather than all sorts of adjustments, after a slow session I decided to until the following sessions to see if adjustments were necessary. At the end of the I had not made a single suspension to the 636. I was shocked.

Kawasaki who had their watchful eye on me, admitted raised the rear ride and stiffened up the damping before me out on the track. Still, this was the track day setting used—not the sag was changed.

Of course, the Ninja could use fine-tuning for the consistent track day or racer, but for your typical or track day rider, you’re to go with the standard track day

Front end confidence is critical for corner turn-in. Most of the this happens at a very rate of speed and the front end can a little unstable. Not the 636,

It continuously and effortlessly handled high-speed approaches (such as 1) with complete stability.

Due has to go to the Bridgestone Battlax Racing R10 These are not the flagship DOT tires for Feel and response is crucial, and the delivered without fail.

I myself not using up the entire as the motorcycle held its line The initial bite of the brakes the front end low and I never experienced an rebound or pogo effect would cause the Ninja 636 to run

Kawasaki Ninja 500 R

The handling is simply outstanding; I was satisfied with stability on holding my desired line, and the turn without running up the end of the racetrack.

Further into it was time to work with the Traction Control (KTRC) Similar to, but not the same as the Ninja and ZX-14R systems, there are modes of traction control as well as the option to turn it off

I was most comfortable with power, Mode 1 (least which allows some of the rear wheel. Exiting the hard on the throttle can be a little at Thunderhill with all the elevation yet with Mode 1, the bike experience a nice, smooth, slide with no abrupt or changes.

Coming down the section, you’re in first at the top, clicking into 2nd straight up and down, and then go to lean dropping down in significantly hard on the gas. Put it is High Side City, and the rear end sliding I experienced in section was at the very exit of the once the track had already out. I felt confident and was surprised with how gracefully the 636 the section.

Mode 2 and 3 traction control and highest regulated), combined full power would be for riding in the rain, or for a very track day rider. Again the curve was smooth and steady, have changed the game!

The also has a Low power setting, I knew would not be to my liking, it may be in the rain. The low power setting is and the bike is begging to be unleashed. The is smooth, there’s no abrupt and the power curve is steady.

I use this setting to teach my Mum how to – maybe even grandma.

I did the motor with the KTRC control off on full power. The time I really noticed the of traction control was at the exit of the when I rolled on the throttle still holding significant angle. Mode 1 had exactly the amount of impact, and remained my setting.

    Kawasaki got the traction down on this bike as the Ninja ZX-10R; it is flawless.

The 636 does have lights and so a bit of time on the street is an essential of the test. The racing position for the track does not sacrifice for the street, and I wasn’t the least bit after close to 100 miles.

Everything I liked on the track was on the road. I noticed how light the felt, which is a positive for riding. The suspension had been to be street-friendly after the track and that was a plus.

I hopped on my competitive-brand supersport bike the day I home and the first thing I was how heavy and sluggish the front end in comparison to the 636.

When a gets a wholesale update as the ZX-6R did this year, is no way to predict the outcome. Yes, you improvements as technology refines the experience, yet you are still at the mercy of developers, and budgetary constraints.

that, the 2013 Kawasaki ZX-6R is an unqualified success. The motor is only part of a painted picture. With all the working in concert, the only you have on the track is yourself.

by Adam Campbell Kevin

Other articles you will

Kawasaki Ninja 500 R
Kawasaki Ninja 500 R
Kawasaki Ninja 500 R
Kawasaki Ninja 500 R

Interesting articles

Other articles of the category "Kawasaki":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.