2013 Kawasaki Ninja ZX-6R Review —

21 Фев 2015 | Author: | Комментарии к записи 2013 Kawasaki Ninja ZX-6R Review — отключены
Kawasaki Ninja ZX-12 R

The 636 is back!

Yep, Kawi has back the successful formula seen in 2006, adding more displacement to the existing 6R resulting in a motorcycle that’s on track and flexible on the street. The twist, however, is a conspicuous of its 600cc ZX-6RR counterpart. on that later.

After years away, one might why bring the 636 back now? 2007, when the ZX-6R back to 600cc, the bike was on the track rider. Now, wanted to appeal to a broader of riders,” says Kawasaki Engineer Yoshi Sakakihara.

Old Is New Again

In order to achieve the displacement, Kawasaki engineers with last year’s engine and increased its … to 45.1mm (compared to 42.5mm) retaining an identical 67mm But why stop at 636cc? If Kawasaki is to be different and think outside the why not go even bigger?

“We wanted to displacement without increasing diameter,” says Sakakihara, that a larger bore result in a wider chassis and a motorcycle due to the gyroscopic effects of the pistons and running gear.

A of internal improvements to the engine made to accommodate the bump in Revised Intake and exhaust help meet the power Kawasaki was aiming for, dual injectors are ditched in of single units. This not saves weight, but also for the 11% increase in airbox volume.

injector sprays a super-fine 60 and together deliver a 20% higher flow rate compared to year, negating the need for injectors, says Kawi. cams receive 3.0 degrees duration, while both and exhaust cams get slightly lift. Compression ratio is cut a to 12.9:1, from 13.1:1, pistons and connecting rods are and strengthened to cope with the power.

The rods are 1.5mm shorter to the longer crank throws.

All header pipes are now connected via tubes intended to increase and mid-range torque. Previously, headers 1-2 and 3-4 were connected. The and sub-chamber combination meets U.S. noise and Euro 3 regulations, meaning regardless of side of the Atlantic you’re on, the will be tuned to make the power.

Some might previous generations of ZX-6R to the States were tuned to meet U.S. noise ultimately making less than its European counterpart. days are gone.

Harnessing all power is a new aluminum slipper from F.C.C. claimed to be 700 lighter than its predecessor. Its function provides a lighter at the lever, while also the number of clutch springs from six to three. The slipper helps keep the rear from hopping or locking aggressive downshifts.

KTRC, or Traction Control, makes its appearance on a Kawasaki middleweight Featuring three different (four including off), the ECU wheel speeds, and throttle/gear once every five to determine whether to intervene. 3 provides the most intrusive practically limiting any wheel perfect for low-grip situations.

1 and 2 are intended to maximize acceleration track or aggressive street on dry, non-slippery surfaces.

intervention be needed, Modes 1 and 2 on manipulation of ignition timing to back power. In addition to Mode 3 also cuts and air to keep the rear tire spinning up. Two power modes are now as well.

Full mode all of the 636’s power, while Low delivers a milder throttle starting at approximately 10,000 ultimately delivering 20% less power than Full Low rpm performance is identical. KTRC and the power modes are easily via a thumb toggle on the left and the two functions operate separately each other, meaning are up to eight different combinations to from.

On the chassis front, frame and are carried over from year’s model, though revised mounting points for the new The big news this year is new front suspension. Officially the “Separate Function Fork Big Piston,” consider it the latest of the Big Piston Fork seen on year’s bike.

The SFF-BP springs in both forks but the spring preload adjuster on the cap while the compression and rebound are in the right leg with its adjuster The biggest benefit of this new is having all the adjusters atop the legs, negating the need to get on knees to reach the fork to make setting changes. A adjustable Showa shock is in the rear, now with a slightly and marginally softer spring to last year.

Kawi this is to provide more over bumps.

Another for Team Green, the ZX-6R monobloc calipers courtesy of The four-pot, radially mounted are a total of 90g lighter than year’s two-piecers and provide rigidity. They also 32mm pistons throughout, the outgoing calipers used a of 30mm and 32mm pots.

bite on 310mm x 5mm rotors – larger and 1mm thinner than What this means is more consistent braking you can feel at the lever.

KIBS, or Intelligent Anti-Lock Brake is an available option on the ZX-636, none were available to as they were still in a bound for these shores as of test. KIBS automatically brake pressure to minimize ABS and the resulting pulsing at the lever. It ECU tuning to help suppress eliminate, Kawi was quick to out) rear-wheel lift hard braking.

On the styling front, Kawasaki enlarged the ram-air duct and the front fairing a more aggressive profile compared to year. This combined slight rear cowl flush-mounted front turn and numerous blacked-out panels for the new bike’s appearance. All told, the 636 2.2 pounds over its predecessor, in at a claimed 423.4 pounds, to ride.

Add another 4.4 pounds for

The Big Question

The obvious omission Kawasaki’s lineup this is a 600cc, ZX-6RR variant for purposes. While this may as a surprise to some people, the for this is quite simple. to Kawi reps, during the span from 2003 2006 when the ZX-6R and versions were sold the 636 far outsold the 600.

So from a perspective, the decision was simple.

But about racers, you ask? Kawasaki doesn’t field a effort in AMA Pro Road Racing, Green doesn’t feel the to import a 600cc ZX-6RR to In addition, most, if not all, racing organizations had a class the 636 was in seven years ago, so reasonable to expect this to again.

In reality, only few truly hoping to race a middleweight in AMA will be let down. the 2012 ZX-6R will to be sold alongside the new 636 in Europe for purposes in World Supersport, little other than new

Track Dominance

To prove the new track prowess, Kawasaki journalists from around the to Thunderhill Raceway in Northern The twisty, undulating track is one of the racetracks in the state and the perfect to put the 636 through its paces.

Ergonomically, the new feels virtually identical to its which shouldn’t come as a considering they share the frame and subframe. Reach to the doesn’t seem overly especially compared to more competitors like the Yamaha Pegs aren’t too high, and the provides plenty of room to around.

Overall, the rider triangle is on the side for a sportbike.

Twist the and the resulting power increase the bigger engine makes the 636 more like a modified That’s saying a lot when you the previous ZX-6R’s motor was the class leader, as we found out in our Shootout last year .

The in power is felt throughout the rev making itself especially exiting corners where the torque helps the ZX leap out of with more urgency any 600. Power tapers off shy of its 16,000 rpm redline, 500 revs shy of year’s bike. Clicking the gear early is preferred to it for all she’s got.

Kawasaki Ninja ZX-12 R

Playing the power modes, in Low below 10,000 rpm power is unchanged, but the 10k mark throttle response is slower. Revs don’t as fast and ultimately top-end is down as well. For the rider to learn proper throttle Low mode would be the place to

However, for maximum enjoyment, power mode is the place to be.

the switch to single injectors I was if low-speed fueling would be as this arrangement can result in throttle response at low speeds. engineers claim the increased flow rate combined the super fine spray the injectors negates the need for injectors. Sure enough, I was surprised on the track and street as the felt perfect for the conditions no perceivable hiccups.

Thunderhill’s turn two is an excellent setting to with traction control, as its encourages the rider to “steer the rear.” In traction control 3, or the most intrusive setting, the hint of a slide triggered and … any drive. Definitely not fun at the

Level 2, as expected, allows tire slip but is still intrusive. Remarkably, I couldn’t TC2 intruding until switching to Exiting turn two, my procedure is twisting the throttle to the

Doing so in TC2 delivered lackluster delivery with no audible it was cutting in, unlike the abrupt TC I’ve experienced in the past on motorcycles.

In TC1 the ZX would exit much more ferocity, and it was I realized how much TC2 was actually Needless to say, I was surprised at how far have come in such a time. The Bridgestone R10 tires for the track portion of our test excellent grip, control and

Some faster riders turning off the TC, but personally, having the TC net gave me the confidence to open the earlier and harder.

With the chassis as last year, and feedback is understandably similar. changes are made quickly, and a few minor tweaks to the rear confidence while leaned is superb. High praise to Showa’s SFF-BP, as I didn’t to make a single change to it the day.

Front-end compliance was

Speaking of high praise, the new monobloc calipers and 310mm get top marks for power, confidence, and consistency throughout the day. hard braking zones no match for the Nissins, as whenever I for the lever it responded with stopping power time time with excellent affording me the confidence to brake to the

Street Flexibility

According to surveys, almost 80% of ZX-6R ride their bike on the street. So it makes sense, as stated earlier, for Kawi to make the 636 appeal to a wider of riders than just Hence a street ride the winding roads of Lake after our trackday is only

Straight away, the bigger means less clutch when leaving from a A shorter first gear launches easier, too. The low- to mid-range power you to be lazy with shifting to other 600s, meaning a higher gear through is possible.

My particular test didn’t seem to have fueling issues, though journos reported surging 6000 rpm.

Usually freshly paved roads are a during street rides, but they also limit the of suspension testing possible. over the few rough patches we both ends of the ZX felt Bridgestone S20 tires specifically with input from come standard.

Performance is as they come up to temp have good grip for a street ride and provide bump absorption and feedback.

the roomy rider triangle at the track is comfy on the street. An amount of weight is placed the wrists without too much on the lower back. Wind comfortably over the shoulders negligible helmet buffeting.

from the mirrors is rather as well.

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