2005 Kawasaki Ninja ZX6R Stats

2005 kawasaki ninja zx6r

GENERAL INFORMATION    
 
 Manufacturer          Kawasaki     
 Model Year          2005     
 Model          Ninja® ZX-6R     
 Color          Two Tone Metallic Raw Titanium / Flat Stoic Black         
 Engine          Four-stroke inline four-cylinder, DOHC, 16 valves, Liquid cooled     
 Displacement          636cc     
 Bore x Stroke          68 x 43.8mm     
 Compression Ratio          12.9:1     
 Fuel System          Fuel injection with (4) 38mm throttle bodies     
 Ignition          Digital     
 DIMENSIONS    
 Length          81.3 in.     
 Width          28.1 in.     
 Height          43.7 in.     
 Weight          361.6 lbs.     
 Frame          Twin spar aluminum     
 Wheelbase          54.7 in.     
 Fuel Capacity          4.5 gal.     
 Seat Height          32.3 in.     
 DRIVETRAIN    
 Transmission          Six-speed with multi-disc with back torque limiter     
 Final Drive          n/a     
 Suspension          Front: 41mm inverted cartridge fork w/rebound & compression damping; 4.7 in. travel
Rear: Bottom-link UNI-TRAK® w/gas-charged shock, stepless compression & rebound damping, spring preload adj. & top-out spring; 5.2 in. travel     
 BRAKES/WHEELS/TIRES    
 Brakes          Front: Dual semi-floating 300mm petal discs with dual radial-mounted, four-piston calipers
Rear: Single 220mm petal disc with single-caliper piston     
 Tires          Front: 120/65ZR17
Rear: 180/55ZR17

2008 Kawasaki Ninja ZX6R Stats

2008 Kawasaki Ninja ZX 6R Specs

 

Engine Type      Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement     599 cc
Bore x Stroke     67.0 x 42.5mm
Maximum Torque     TBD
Compression Ratio     13.9:1
Fuel Injection     DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition     TCBI with digital advance
Transmission     6-Speed
Final Drive     X-Ring Chain
Rake/Trail     TBD
Frame type     Aluminum perimeter
Front Tire Size     120/65-ZR17
Rear Tire Size     180/55-ZR17
Wheelbase     TBD
Front Suspension / wheel travel     41 mm inverted cartridge fork with top-out springs, stepless rebound damping, stepless compression damping, fully-adjustable spring preload / TBD
Rear Suspension / wheel travel     Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way Adjustable rebound damping, fully-adjustable spring preload / TBD
Front Brake Type     Dual 300mm petal-type rotors with four-piston, four-pad calipers
Rear Brake Type     Single 210mm petal-type rotor with single-piston caliper
Fuel Tank Capacity     4.5 gal.
Seat Height     TBD
Dry Weight     TBD
Color     Lime Green, Atomic Silver, Ebony, Passion Red
Warranty     12 months

2007 Kawasaki Ninja ZX6R Stats

2007 Kawasaki Ninja ZX6R Specs

Engine Type     Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement     599 cc
Bore x Stroke     67.0 x 42.5mm
Maximum Torque     40 lb ft @ 11,500 rpm
Compression Ratio     13.3:1
Fuel Injection     DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition     TCBI with digital advance
Transmission     6-Speed
Final Drive     X-Ring Chain
Rake/Trail     25 deg / 4.3 in.
Frame type     Aluminum perimeter
Front Tire Size     120/70-ZR17
Rear Tire Size     180/55-ZR17
Wheelbase     55.3 in.
Front Suspension / wheel travel     41 mm inverted cartridge fork with top-out springs, stepless rebound damping, stepless compression damping, fully-adjustable spring preload / 4.7 in.
Rear Suspension / wheel travel     Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.2 in.
Front Brake Type     Dual 300mm petal-type rotors with four-piston, four-pad calipers
Rear Brake Type     Single 210mm petal-type rotor with single-piston caliper
Fuel Tank Capacity     4.5 gal.
Seat Height     32.3 in.
Dry Weight     368.2 lbs.
Color     Lime Green, Candy Plasma Blue, Vivid Yellow, Special Edition: Ebony
Warranty     12 months
Good Times™ Protection Plan     12, 24, 36 or 48 months

2008 Ninja Press Release

2008 Kawasaki Ninja ZX 6R news and updates
The development of the new Ninja ZX-6R started with a clean slate: pure performance offered by one 599 cm? supersport model instead of two like the years before. Born for the track, the new Ninja ZX-6R corners like bikes of half its displacement but possesses a meaty mile-wide powerband. The Ninja ZX-6R's all-new ultra-high-rpm engine with polished intake ports churns out way more mid-range torque than its predecessors. The result is a nice fat powerband with a linear power curve, for hard-hitting acceleration across the rev range. No other machine in its class offers such an impressive amount of smooth, step-free power, and no other machine revs higher than the new Ninja ZX-6R. Specially designed for ultra-low friction, the compact in-line four delivers highly responsive throttle control, making it easier for riders to adjust their speed and line while cornering. In developing the Ninja ZX-6R's chassis, the Kawasaki engineers concentrated on designing a machine that allows high corner entry speed and high mid-corner speed. Like a bike with much smaller displacement, the Ninja ZX-6R's compact, lightweight chassis allows it to maintain its cornering speed throughout the turn - this is what makes it so much quicker than the other bikes in its class. Cornering speed control is further enhanced by a perfectly balanced combination of slipper clutch and powerful radial-mounted brake calipers. Complementing this track-oriented package are fully adjustable front and rear suspension units and the best aerodynamic package ever. As a result the new Ninja ZX-6R offers the power of a high-performance 600 mated with the nimble handling characteristics of a small-displacement racer - a combination that will put this bike at the head of the pack in 2007.

Ninja ZX6R History

When presented the Kawasaki ZX-6R in 1995, he was the first medium of sport bike with an aluminum frame. He has a dry weight of 401.2 pounds (182.0 kg), wet weight of 454 pounds (206 kg) and was capable of accelerating 0-60 mph (97 kph) in just 3 , 6 seconds.
1997 Kawasaki Ninja ZX-6R
1997 Kawasaki Ninja ZX-6R

With competition from Honda CBR600F4i, Suzuki GSX-R600, and Yamaha YZF-R6 increasingly aggressive, Kawasaki decided to make a unique model for the year 2003. It has increased the capacity of the traditional 600 cc (37 ft) to 636 cc engine (38.8 ft). For riders who need a bike to travel restrictions course, Kawasaki has also made available a limited production 599 cc (36.6 ft) version called the Ninja ZX-6RR, but the 636 cc (38.8 ft.) ZX-6R would be the main mass of average production sport bike.
2002 Kawasaki Ninja ZX-6R
2002 Kawasaki Ninja ZX-6R

2003 brought many changes to the ZX-6R. The engine is now fuel-injected engine speed has been raised around 500 rpm, which led to a slight gain power. Radiaux mounted on 4-piston brakes replaced the 6 pistons brakes and front fork are now reversed. Chassis improvement has led to increased stiffness and less weight. A digital dashboard has also been established and greater dynamic air inlet moved to the centre on the lighthouse. The motorcycle carried over to the 2004 model year with only minor changes colors. The ZX-6R won the Supersport category for Masterbike 2004 and placed 3rd overall. For information on models 2003/2004 was $ 7999 USD.
2005 Kawasaki Ninja ZX-6R
2005 Kawasaki Ninja ZX-6R

In 2005, Kawasaki again revised the ZX-6R. Engine speed increased again from 1000 rpm resulting in 105 hp (78 kW) to 12250 rpm. [1] The frame and swingarm have been updated, but the main changes compared to his predecessor lies in the design. The aluminum frame is now painted flat black, fairings are more rounded and integrated turn signals have been used (model). The exhaust is now centrically under the seat (a configuration commonly called a undertail exhaust). Most of these changes are reflected in the 599 cc ZX-6RR. For the second consecutive year, the ZX-6R again won the category award for Supersport Masterbike 2005 and placed 3rd overall. The motorcycle carried over to the 2006 model year with minor modifications to the suspension and new color schemes. The 2005/2006 ZX-6Rs grew an MSRP of $ 8699 USD.
2007 Kawasaki Ninja ZX-6R Ninja 2007 Kawasaki ZX-6R
2007 Kawasaki Ninja ZX-6R

After several years of offering 636 cc ZX-6R street and use entirely separate 599 cc ZX-6RR displacement limited racing classes, offering only a Kawasaki ZX-6R in 2007, he moves and 599 cc. In previous years the ZX-6R engines are all built on the same basic design, but the brand new engine for 2007 has been redesigned crankcase. In response to what their competitors have already done so, the new engine Kawasaki has a gear stacked arrangement in which the crankshaft, primary countershaft drive and are placed in a triangular format for a shorter, more compact drive. It is now about 40 mm in both small length and width, said to give greater cornering clearance. By using an old 250 cc Grand Prix race as the ZX-6R's chief development rider, Tomomi Manako, Kawasaki claims an emphasis was placed on the rails of use. Framework, swing arm, suspension, brakes, and body are completely redesigned and the bike very few parts of the previous model. For information was raised to $ 8999 USD and the ZX-6R is expected to carry over the 2008 model year with only minor changes colors.

2001 Ninja Review

Although largely unchanged this year (except for new paint jobs), we wanted to ride the ZX-6R with a different objective. As the most ergonomically comfortable bike in the classroom, with the biggest plus ear protection, we wanted to assess the ZX-6R street as a bicycle alone, and with an emphasis on sport touring. We wanted to test our theory that a 600 can be an excellent sport tourism, with less weight and at least equal to the performance dedicated to sport hikers (including many mid-range power - a feature of the ZX-6R Central) .

The first thing you notice on the 6R striking are the new graphics (in our situation, a combination of yellow, white and Deep Purple) and, sitting on the bike, his comfort. The ZX-6R is the right driving position of the harvest of 600, while remaining fairly athletic dedication for sport riders. The driving position comfortable, even more behind large, protective fairing - more clearly the protection of the current 600.

The scope bar is reasonable, and they are higher than most other bikes in the class. In addition, the footpegs are low enough to hold even greater sense of riders too narrow. The stakes also have a rubber surface, for less vibration and longest distance comfort purely metal dowels offer.

In addition to R6 Yamaha, Kawasaki ZX-6R is the last carbureted bike in class 600. That means you'll have to warm up this bike more than some competitors machines. Throttle response, although very good for a carbureted bike, does suffer in comparison to the new Honda and Suzuki F4i the GSX-R600 (both with new systems, fuel injection). However, once hot and ready to go, the ZX-6R Central is smooth and supple. Arguably, at least, it is the best engine 600 of the street, with mid-range power that rivals or exceeds the competition. Kawasaki is still in full force this year, however, by some 600 others, including the powerful Suzuki GSX-R.

But this trial has highlighted the real world, where mid-range power is king. Between 6000 and 10000 rpm, the Kawasaki is strong and powerful, and delivers a soul and entertaining exhaust note (something Kawasaki Ninjas have long been known for).

On the highway, the ZX-6R engine is very good. The vibration levels are lower than most of the 600 competitors with Kawasaki, and the fairing of protection is the most popular highway at high speeds. The mid-range power makes a simple question, although, like all 600, the ZX-6R, it will demote or two to enter the meat of its power.

The ZX-6R comes with popular Dunlop D207 tires. An unusual series 65 front tire is supposed to combine the best of the series 70 largest and Shorter 60 series rubber, stability and fast turning. The steep, two-stringers aluminium chassis and beefy 46mm front fork combined with these tires create quickly, but stable handling. Indeed, this is the ZX-6R treatment in the street, as much as anything else, which led the press to Gush on this model when it was renovated last year. The bike is extremely easy to ride, and generates a high level of confidence.

The ZX-6R has perhaps still the best modulated brakes before in the company. The passage last year focused differential, six-piston calipers and a new block comprising makes a big difference both in print and power pure and simple. The brakes are still pending, and perhaps my favorite.

With a lot of adjustment, Kawasaki suspension can be made depending on the tastes of most riders. Our only complaint is a hardness at high speed compression damping in the front fork. Something that we found particularly rough crossing the road (potholes, for example). Most of the time, the suspension has worked well with the rest of the package, and contributed to the good handling around cycling.

The six-speed is well placed ratios, and gear engagement is not a problem. Finding neutral was an occasional problem, however. For some reason, it is very difficult to find neutral while coasting to a stop, for example.

The ZX-6R of the instrumentation is relatively complete, including a clock and the engine temperature gauge coolant. The analog speedometer is a bit unusual these days (other bikes in the class went to digital speedometer), but is easy to read. The only missing element of his instrumentation is a gauge of gas - a function, you miss most about travel. Fortunately, the ZX-6R has a pretty good range of reserve, if you need.

You've probably realized that we love Kawasaki ZX-6R. There are many reasons, but they can be summarized like this. We love the comfort of a sport Tourism, with flickability a light, hard-core sportbike thrown in. At 80 to 100 pounds lighter than sport devoted many hikers, and roughly the same level of comfort ( and at a price much lower), Kawasaki ZX-6R is a difficult fight to the streets. It also proves our theory that some 600 today have many mid-range engine performance in sport for a good hike. In the real world, 2001 ZX-6R is simply a large motorcycle in a position to satisfy a large group of riders street.

2008 ZX 6R

2008 Ninja 650R Stats

Model: Kawasaki Ninja 650R

Year:    2008

Engine and transmission

Displacement:   649.00 ccm (39.60 cubic inches)

Engine type:      In-line four

Stroke: 4

Torque:            48.50 Nm (4.9 kgf-m or 35.8 ft.lbs) @ 7000 RPM

Compression:   11.3:1

Bore x stroke:   83.0 x 60.0 mm (3.3 x 2.4 inches)

Fuel system:      Injection

Valves per cylinder:      4

Fuel control:     DOHC

Ignition:            Digital CDI

Starter: Electric

Cooling system:            Liquid

Gearbox:          6-speed

Transmission type

final drive:         Chain

More details     Consult a Kawasaki repair manual.

Physical measures

Dry weight:       178.3 kg (393.0 pounds)

Seat height:       790 mm (31.1 inches) If adjustable, lowest setting.

Overall height:   1,270 mm (50.0 inches)

Overall length:   2,106 mm (82.9 inches)

Overall width:   759 mm (29.9 inches)

Wheelbase:       1,410 mm (55.5 inches)

Chassis and dimensions

Frame type:      Semi-double cradle, high-tensile steel

Rake (fork angle):         25.0?

Trail:     107 mm (4.2 inches)

Front suspension:          41mm hydraulic telescopic fork / 4.7 in.

Rear suspension:           Single offset laydown shock with adjustable spring preload / 4.9 in.

Front tyre dimensions:   120/70-17

Rear tyre dimensions:    160/60-17

Front brakes:    Double disc

Front brakes diameter:  300 mm (11.8 inches)

Rear brakes:     Single disc

Rear brakes diameter:   220 mm (8.7 inches)

Speed and acceleration

Other specifications

Fuel capacity:   15.51 litres (4.10 gallons)

Color options:   Lime Green, Sunbeam Red, Metallic Diablo Black

07 Ninja 650R Review Pt. 1

07 ninja 650r

Where do you go when you have to design an entry level sportbike? Doing too small and light and people laugh and to excel quickly. Make it too expensive and it site on dealer showroom florrs. Seems like a difficult task, to say the least. With the 2007 Ninja 650R, Kawasaki designers have managed to find quite a balance. Starting a new search sports-design, powered by a new animated twin 649cc and assembled in a competent chassis, we believe that engineers Kawi deserve a round of applause. Team Green's target market for this machine is new riders and purchases that are for their first new bike, the riders returned back to the sport, multibike owners and finding a reasonably priced second or third motorcycle for their spouse or visiting friends to ride. But if you do not correspond to any of these demographics, I am sure they will sell you one anyway. Conservative graphics and a choice of three colours tasteful (black, red or silver) add the motorcycle grown-up face. This wind-cheating fairing effectively directs the wind is blowing away from the rider while giving 650R an aspect of himself. Windshield protection is above average for this type of bicycle can take windblast and the rider off the torso. Although your head is still in the wind, trembling helmet is almost non-existent. The driving force comes from a torquey little 649cc liquid-cooled parallel with double double camshafts and four valves per cylinder. Although similar in layout and design to EX500 engine, it is an entirely new design that Kawi said is even smaller outside than on the 500. Shim-under-bucket valve lever to allow a long interval 26000 miles of adjustment. To suppress vibrations of 180 degrees crankshaft is twinned with a single tree counterbalancer. The digital Keihin fuel-injection system gas with 38mm bodies eliminates the need for a cold start lever. Cold and hot starts are instant and the bike is ready to roll. Driving is excellent and the response of gas is free to leave the suddenness idling and smooth throughout the entire operating range. There are enough thrust available to keep most riders happy, especially in the tight, twisty things. Power began to build well in the mid-range, climbing to a peak of 62.1 horsepower at 9000 rpm, then gradual decrease until the rev limiter. Maximum torque of 41.5 lb.-ft. at 7250 occurs rpm, with a chart relatively flat. There is surprisingly little vibration at all engine and speed motorcycle. Just a minimum can be felt through the fuel tank and control when it is revved. Lever effort with the cable-operated clutch is light and moist easy modulation. Although it feels like it vibrates when engaged in a low first gear, it is actually due to the cylinder power pulses are transmitted through the transmission, rather than being a clutch defect . Rev it up a little higher when you start and the sensation disappears. The development is rapid and smooth with six trans-tooth and she never missed a shift. Neutral is sometimes a little difficult of access to a halt, but that seems to improve as the bike broke in The footpegs are high enough for good cornering clearance, which means that the greatest riders feel a little closer to the legs. Most, however, is the driving position comfortable and relaxed. Although the industry trend has been under the direction of exhausts, under-engine this year are silent in the middle, and Kawasaki engineers have jumped on the movement. This helps keep low-weight, heat away from the rider (s) and baggage, centralize mass and bicycling pointed look more symmetrical and less crowded. The exhaust note is quite muted and sounds like it is well below the maximum of EPA's noise level. A catalyst in custody also emissions within limits.

How to break in a Kawasaki Ninja zx6r

ZX6r Break In Procedure
Although there is no better engine break in the proceedings, there are generally accepted guidelines. In short, change the engine load, use short bursts of acceleration, the engine used to cool between rides, and use of conventional motor oil. Don't lug or an overheated engine or red line immediately.
In the article "Give It a Break-In" in their February 1991 issue, motorcyclist asked four top engine builders how to release a new engine peak power output optimal life. The experts were Jim Leonard and Al Ludington of Vance & Hines, Nigel Patrick of Patrick Racing, and Rob Muzzy of Muzzys. The following is a summary of their break in the recommendations.
Departure
(If the engine has worked at the factory or properly implemented by the concessionaire, skip this step)
Start the engine only to save oil and coolant temperature up with little or no charge. Stop the engine and check for oil leaks and coolant. Let the engine to cool at room temperature.
First race
Ride 10 to 15 minutes at 3,000 to 5,000 rpm. Amend the engine load and avoid a gear. Then, allow the engine to cool at room temperature.
Second round
Ride 10 to 15 minutes at 5,000 to 7,000 rpm. Amend the engine load, use short bursts of acceleration, and avoid a gear. Then, allow the engine to cool at room temperature.
Third round
Ride 10 to 15 minutes to a maximum of 8000 to 9000 rpm. Amend the engine load, use short bursts of acceleration, and avoid a gear. Although the engine is warm, change the oil and filteruse high-quality and low viscosity of conventional oil, such as SAE 30 Valvoline motor oil. Do not use synthetic motor oil.
After rides
Ride 15 to 20 minutes more and more dependent on the engine to the red line. Avoid losing rev the engine but freely, especially in the lower speeds.
After 250 to 500 km, check valve. After 500 miles, check direction. After 500 to 1500 miles from the conventional motor oil, to change the synthetic motor oil.

Kawasaki Ninja ZX6R Sportbike Wallpapers

KAWASAKI NINJA ZX6R WALLPAPERS

07 Ninja 650R Review Pt. 2

In addition to the already strong engine, Kawasaki engineers have designed a simple but effective compensate single-shock rear suspension and relocated the battery to cycle even closer. These changes, with a thin contour saddle, it is easier for riders to put their legs to bring the motorcycle. This allows short riders to feel more comfortable on it despite its 31.1-inch seat height. On the road to the 650R feels light and flexible, with a tight turning radius, but it is stable and secure high speed. The swing arm steel tubular was actually more typical for a motorcycle of this type to add stability. -- Turn the effort feels a bit higher than other bikes in its class, but the high, wide handlebars compensates for the difference and most riders will not race unless they quickly Director bicycles back to back. Leverage is well suited to the 650R. Firstly it allows long putt when traffic is heavy at a brisk walking steadily slipping clutch, close-ratio intermediaries are well spaced cogs, gears and the sixth is a moderate 4250 rpm to 60 mph Even at a speed of 80 mph and there is still enough reserve power on tap passing or ribs. Instead of a clip-ons, a handlebar treaty provides the rider interface. This allows a comfortable sitting upright and can also change the owner of the bar for a custom fit without incurring much cost. The mirrors are stable, except that most sports and provide a reasonable view rearward. A pair of conventional analog gauges hosts the base runner, but functional. To the left is 140 mph speedometer, while 11,000-a tachometer redlined fills the right side. The rider can switch between the choices of the digital odometer, dual tripmeters and a clock. A light in the face Tie warns you when you start having too much air in the fuel tank. This usually occurs at 130-140 km, based on our fuel economy, which ranged from 42.6 to 47.8, with an average of 43.4 mpg. During this average, you should be able to capitalize on 178 miles of the bike before having to start walking. The controls are similar to other sports Kawasaki, with a nice touch. Both clutch and brake levers are adjustable, and there is also a four-way flashing at risk. The lighting is strong and effective. The twin-headlamp assembly kicked a lot of each beam of light, the gauges are easy to see after nightfall, and flashing are pleasantly redesigned after years of Kawasaki uses the same style through the model. Passengers rooms are a bit cramped, with quite high and rear-mounted footpegs that can cause passengers feet touching the rider, along with a thin, tapered seat that is difficult to hang on because & # 39; there is no appeal to the rail. Once you figure in which the lock is hidden, you will find a toolbox and a place for the owner's manual and documents under the seat. We love two-tone colors, which gives him a seat solo appearance with a tail piece. Cool-looking, slightly shaped petal brake discs are used, two forward and one back. Twin-piston front calipers sliding are equipped with a simple drag-pot caliper is used at the rear. We found braking to be strong, easy to modulate and consistent with light effort leverage. The sharp compression of two cylinders also provides compression braking considerable, what you are missing should never stop. Bridgestone Battlax BT020 tires were spooned on our motorcycle test at the factory. They are a good match for the 650R, providing a nice balance of handling and braking grip and the wear characteristics reasonable. They also provide good feedback, dry and wet traction, and not to hunt seals pavement and rain grooves. The ride quality is one area where price plays a role. Amortization of rate of non-adjustable at both ends, and we found the bike to be a little tougher sharp-edged bumps, roads and repetitive seams send jump. However, handling is quick and inspiring confidence for beginners and experienced riders as well. The 650R holds a line through a corner and feel good stable at high speed. Mounting flexible luggage can be a challenge because of the shortage of tie-down points. The passenger footpegs have holes brackets, but they are far from headquarters. However, the installation of baggage can be done with a little creativity. With the gas tank of steel, a magnetic tankbag can easily add cargo capacity. Our motorcycle test was smoothly, very well finished and has done everything that was asked of it with aplomb. There is enough power and handling ability to keep most enthusiastic runners, but it is lightweight and easy enough for most beginners to handle with confidence. In all, Kawi the new Ninja 650R is a practical choice for beginners or re-entry riders, commuters or experienced veterans who want a sensitive, fun to ride street sized machine that cheap buy and use.

2009 Kawasaki Ninja ZX6R Stats

2009 Kawasaki Ninja ZX6R Specs

Engine Type     Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four

Displacement    599 cc

Bore x Stroke   67.0 x 42.5mm

Compression Ratio       13.3:1

Fuel Injection    DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body

Ignition             TCBI with digital advance

Transmission     6-Speed

Final Drive        X-Ring Chain

Rake/Trail        24 deg / 4.0 in.

Frame type       Aluminum perimeter

Front Tire Size 120/70-ZR17

Rear Tire Size   180/55-ZR17

Wheelbase       55.1 in.

Front Suspension / wheel travel             41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.

Rear Suspension / wheel travel Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.2 in.

Front Brake Type         Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers

Rear Brake Type          Single 220mm petal rotor with single-piston caliper

Fuel Tank Capacity      4.5 gal.

Seat Height       32.3 in.

Curb Weight     421.2 lbs.

Color   Lime Green, Metallic Diablo Black / Flat Super Black, Candy Surf Blue / Flat Super Black

Warranty          12 months

Good Times™ Protection Plan             12, 24, 36 or 48 months

2009 Kawasaki Ninja ZX6R Features

2009 Kawi Ninja ZX6R Features

Key Feature

- New leaner physique with a major reduction in weight and improved power delivery offer more precise control, lighter handling and better acceleration

 
Lightweight engine

- Camshafts are now made of SCM - saving approximately 400g

- Lightweight magnesium engine covers are standard and save approximately 610g over aluminum units

- Revised top injector mounting plate saves approximately 80g

- Narrower transmission gears and revised gear dog shape provide a 170g weight savings, without compromising rigidity

- Oil pump and starter gears are machined to use less metal, shedding approximately 70g

- New inlet pressure pulse monitor enables deletion of the cam angle sensor, further contributing to engine weight reduction

- Coolant reservoir relocated and redesigned, the new shape and shorter tube save approximately 150g

- Revised and relocated heat pads contribute another 170g to weight savings

- Reshaped secondary air passages through the cylinder head contribute to more efficient cleaning of exhaust emissions

- Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track

Increased mid-range performance

- New double bore velocity stacks feature inlets at two different heights, increasing performance in both the mid- and high-rpm ranges

- Increased durability from optimized cam nitriding and tappets enable high-load cam profiles, which improve overall performance

- Pistons have new profiles and improved crown finishing

- Molybdenum coated piston skirts reduce friction and help with engine break-in

- Piston rings with less tension reduce mechanical loss

- Revised cam chain guides stabilize chain motion, further reduce mechanical loss

- New exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance

More precise throttle control

- Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency

- Longer throttle bodies increase the distance between oval sub-throttles and round main throttles 10mm, yielding a smoother transition, which reduces inlet turbulence and increases efficiency

- Revised cylinder porting delivers improved cylinder-filling and scavenging

- New ignition coils have 12% greater secondary coil current for improved combustion efficiency, adding to the improved performance

Lightweight chassis

- The sub-frame is a 2-piece aluminum die-casting consisting of a front and rear section

- The new lightweight sub-frame is very narrow, for a compact and slim rear end

- Intake resonator box and supports for the instrument panel and mirrors are unitized with the Ram Air duct, contributing to weight savings and increased rigidity

- Frame brackets revised to reduce overall number of parts, which also contributes weight savings.

- New throttle housing material saves approximately 30g

Revised chassis balance and mass centralization

- Revised frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance

- Engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s CG is 16mm higher

- New exhaust layout with a short side muffler lowers weight previously located under the seat

- An exhaust pre-chamber further contributes to mass centralization

Ergonomics and chassis feedback

- Seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly for a more intuitive riding position

- Fuel tank profile is more flared around its top, similar to the ZX-10R, providing a larger contact patch which contributes to improved rider feedback

- Slim, waist on fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns

- Front to back, the new seat is shorter, allowing the rider to shift his body farther back on the rear seat step, helping to reduce rider fatigue

- Steeper rake angle quickens steering response and enhances communication from the front tire

- Relocating the rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg, enabling a reduction of parts and contributing to weight savings

Lower seat height

- New rear sub-frame is narrower, making it easier to reach the ground

- Front of seat is narrower and seat height is approximately 10mm lower, for a slimmer riding position and a shorter reach to the pavement

Advanced suspension

- ZX-6R features the first production-use of Showa’s new Big Piston Front fork (BPF) design

- The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight

- The large-diameter of the BPF’s internal piston allows a reduction in damping pressure, for better feedback and smoother action

- The ZX-6R swingarm uses many of the same parts as the ZX-10R; both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft

- Greatly improves braking and initial corner turn-in

Brakes

- New 220mm rear petal disc is 10mm larger

- Revised rear brake lever is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and improved feeling

Race-quality steering damper

- A race quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features

- New fairing offers better wind protection and was designed to minimize the effects of cross winds

- Position lamps are now integral with the projector beam headlights; the new Ninja ZX-6R now features dual position lamps like the ZX-10R

- New one-piece fender (previously a three-piece construction) offers improved aerodynamics

- New inner fender above the swingarm helps to reduce turbulence and keep the undertail clean

- Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines

- Similar in design to that of the ZX-10R, the new instrument panel gives at-a-glance information to the rider

2009 Kawasaki Ninja ZX6R Review

2009 Kawasaki Ninja zx6r Review

Ninja ® ZX ™-6R

Precise control and abundant midrange torque provide maximum excitement

To really push the envelope, a driver needs a calm but reagents sports precisely the feeling of control and confidence-inspiring ways. This machine is perfectly embodied by the new 2009 Ninja ® ZX ™-6R. Thank you for a broad review of the Kawasaki engineers to shave weight, improved centralized mass, refining the engine and chassis problem, adding a revolutionary front fork design, the new lighter, more accurate Ninja ZX -6R offers the elusive calm and confident that manipulation top riders need.

Fine-tuning the chassis and strengthening of its mass centralization resulted in handling light to make it easier for the edge of the ZX-6R in a corner. To optimize front-rear rigidity balance, the revised framework rigidity of engineers around the cover pivot and rear engine. The engine was rotated around the output shaft to provide a high angle of cylinder and raise its turnover by 16 mm. A new layout exhaust short side with a silencer reduces the weight previously located under the seat and a pre-chamber exhaust also contributes to the new ZX-6R centralize mass.

The new Ninja ZX-6R is scarce basic physical treatment for his light. Both the engine and chassis have been evaluated to reduce weight. The contribution box resonator and support for the dashboard and mirrors are now with the expansion unit to maximize the contribution of volume - Ram Air, which helps save weight and improve rigidity. Camshafts are lighter SCM, lightweight magnesium and aluminum to replace the engine covers. Internal review gear - transmission, oil pump and boot - are lighter without compromising the resistance. Setting several mounting plates and the tank coolant places helped shave more weight.

Treatment is not the only area of improvement on the new Ninja ZX-6R, its engine light received a host of changes aimed at providing precise control of gas and increased performance, particularly in the midrange . Facilitate power delivery was achieved through improved combustion efficiency. The changes include the addition of guides barrel at the beginning of the AIRBOXE better guide the fuel load in the admission of conversion funnels, increasing the distance between the main and sub-10mm gas to reduce turbulence d entry, revised cylinder to improve the portability of filling bottles and increasingly secondary coil into the ignition coils.

In addition, to improve the health of low-end torque and facilitate the response of gas, the engine of mid-range, performance was enhanced by a number of improvements, including the new double-speed bore entries air batteries to two different heights, with pistons and new profiles improving the Crown finishing, and reducing mechanical losses by reducing tension piston rings and revision of the cam chain guides better stabilizer for the motion of the chain. A new exhaust manifold layout made the rounds of major changes.
The highest mid-range torque offers more car corners and is aligned with the engine of silky high-performance rpm. This couple linear gas delivery results in improving the control and the pilot offers more precise control of gas at all rpm. This predictability pays dividends at mid-corner power adjustments. When combined with the reduced need to downgrade provided by healthy mid-range, performance, the predictable reaction of gas, it is easier for riders to maintain their pace when ropeholding corners together.

True to its heritage of course, the ZX-6R uses a cassette type of transmission that simplifies the direction of change to the runway, reducing the development time and allow more time for riding. A slipper clutch allows rapid bottom without disturbing the rest of the chassis when reducing the speed of entry into the corner.

Coin-controllability entry receives a large performance boost, thanks to the first generation of revolutionary use of new Showa GMP (Grand Forks piston). The GMP uses a large diameter internal pistons, allowing a reduction in depreciation pressure, flexibility and better feedback before the end - especially in the braking effect of initial and corner tower. In addition, GMP eliminates many internal components used in a cartridge-type fork, to simplify the building and causing a slight overall weight range.

Having already designed a lighter and more rigid arm for the Ninja ZX-10R sport, Kawasaki engineers used many of the same design components for the new ZX-6R's arm. Shared oscillating parties include both left and right plates indoor, outdoor left of the back plate stand boss, stopper caliper brake, the chain of custody and swing arm pivot shaft.
The response of the famous Kawasaki triple petal disc brake calipers with radial package has been improved as well. The 220mm rear petal disc is now 10 mm wider and has a revised brake lever is now mounted coaxially with the footpeg increased for the mid-braking time and improving efficiency sentiment. His master cylinder has been transferred from the tank before the cover - free space around the footpeg, the reduction of the parties and contribute to weight gain. Along the way is easier maintenance also, through the revised front brake hose routing with a three-way joint below the triple clamp to simplify the bleeding brake lines.

All these revisions to the Ninja ZX-6R unflappable blood as a result of braking and to help provide precise control and feel that the Supersport riders can enter the corners difficult. To better capitalize on this machine light and precise control of its response, the driver interface has been properly adjusted to improve the feedback from the bicycle rider.

The relationship of the seat-to-ankle-to-bar "jumper triangle" was adjusted slightly, with the handlebars closer to the addendum and transformed in just over a driving position intuitive. The fuel tank cover is more erupted around its upper edge, providing a larger contact patch and help improve rider feedback - similar to the ZX-10R. A new sub-close rear frame and the seat edge, plus one seat less than 10 mm in height provide easy driving position and a shorter range to the road.

A new fairing and less complex one-piece front fender - previously a three-piece unit - provide better aerodynamics and air flow to the radiator, better protection against wind and help minimize the effect of crosswinds. The new interior rear wing mounted above the arm, reduces the turbulence and helps keep the tail clean. Like its big brother ZX-10R, the ZX-6R received a new dashboard that provides information at a glance and a race quality adjustable Öhlins steering damper with relief valve and bi -tube design.

Very inspiring confidence, the engine and chassis precision offered by the new Ninja ZX-6R allows riders to push harder and to maximize the excitement that comes from actively monitor such a high performance-oriented track machine.

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