The ZX-6 can claim one thing right off the bat-a fairly hectic history. Very few sportbikes have had so many versions that have also impacted the industry as heavily. Most notably was Kawasaki's vanguard move in 2003 to a 636cc engine for its street ZX-6R (the race version remained at 599cc). Not only did it boast 750-esque levels of midrange, but also featured radial mounted brake calipers-a world-first for production bikes.
Although a success for street riders, the race model was too distant for many potential buyers and Kawasaki reverted back to one standard ZX-6R in 2007 that was back at 599cc. Unfortunately, the midrange grunt of the larger motor was lost in the transition.
For the past two years the once affectionately tagged "green meanie" had become more of a green blob that couldn't find its legs until high in the rev range. Even then it was down on power to its competitors.
The solution for Kawasaki was simple-redesign the thing from the ground up. The age-old formula for sportbike design was revisited-reduce weight and add power. And that's exactly the end result we enjoyed with the 2009 ZX-6R at the picturesque Autopolis circuit in Kawasaki's backyard.
Before we were let loose on Kawi's private test track there was a briefing led by Kawasaki Product Manager Karl Edmonson. He recognized the ZX-6R's need for a stronger midrange, but emphasized that although the new model offers more power it also enables the rider to extract the performance through a more linear power delivery. In other words, the new bike should make better power throughout the rev range-obviously important for street riders and racers alike.
The big news was the obvious Big Piston Fork (BPF)-another first in the production sportbike world. It's actually a much simpler design than traditional cartridge forks and, in a nutshell, offers more power from a larger piston inside the fork. The claim was that there would be less dive under initial braking, which would in turn offer better feedback and more stable corner entry.
Yet another dramatic improvement over the outgoing model is an astonishing 22-pound reduction in overall weight. The breakdown of where they found all of this extra fat to hack began with explanations of a couple hundred grams here and a few hundred there. It seemed this would take all day if the breakdown was to be from multiple parts with mere ounces of reduced weight. But then the big ticket items were listed: a 6.6-pound lighter motor with another 15.4-pounds hacked from the redesigned frame and swingarm. Even the new bodywork helped shed weight.
Now it was all coming together, and on paper the new ZX-6R was adding up to be a real belter. With 22 fewer pounds to muscle around, eight more ponies from the motor, an upgraded suspension and a steeper steering head angle (don't worry-an Ohlins damper comes standard) this bike seemed ready for battle.
After a session sussing out which direction the track went it was time to tear into the throttle. Track testing isn't typically indicative of the bike's street characteristics, but the sighting laps and warm up session allowed time to experiment with low rev drive as well as button fidgeting and gauge familiarization. The stronger engine does indeed remedy the previous model's midrange issues, and though we'd still opt for lower gearing (add a tooth or two to the rear sprocket) much of the lower rev lag has been dialed out.
As the laps picked up another improvement was obvious from the BPFs. Standard streetbike forks tend not to cope with heavy riders grabbing a handful of front brakes from 155 mph, but the BPF arrangement suffered far less initial dive and allowed the brakes to bite while the chassis remained composed. In fact, the combination of higher spec suspension and impeccable slipper clutch wouldn't let the ZX-6R lose its tracking, even while dropping four gears at a pop.
Autopolis's front straight allowed for some wide open time on the throttle, and power does noticeably taper off after 15,000 rpm. There's not much need to wind the thing through to the 16,500 rpm redline anymore, and speed is actually gained by kicking the next gear about 1,000 rpm shy of the redline.
Styling is definitely down to individual taste, and while I wasn't a ZX-10 fan to begin with I didn't think I'd find much to lust over on the strikingly similar Six. There are a few improvements though-one being the cool vents molded into the side panels. Another improvement over the previous ZX-6R is the redesigned exhaust. Sure, underseat pipes were cool for a minute, but all of that heat and weight under the seat was ridiculous. In its place is a traditional side mounted pipe that we imagine will look dead sexy with an aftermarket can tagged on in its stead.
Autopolis
Tucked neatly away like a racer's Nirvana in the mountains outside of Kumamoto, the Autopolis circuit has been owned and operated by Kawasaki since 2005. Not only has it served as the exclusive development and proving grounds for Kawasaki motorcycles, but also hosts numerous car and motorcycle racing championship series.
First Ride
2009 Kawasaki ZX-6R
Kawi doesn't actually offer this "extra light" version.
ExhaustThe new side mounted exhaust replaces the underseat unit on previous models. Not only is the overall weight reduced, but the center of gravity is also lowered for better handling.
Gauges
The new and easier to read dash includes a large gear position indicator that comes in very handy.