Tuesday, April 13, 2010

2010 Kawasaki Ninja ZX-6R

 Kawasaki Ninja ZX-6R
Kawasaki Ninja ZX-6R

 Kawasaki Ninja ZX-6R
Kawasaki Ninja ZX-6R

 Kawasaki Ninja ZX-6R
Kawasaki Ninja ZX-6R

 Kawasaki Ninja ZX-6R
Kawasaki Ninja ZX-6R

 Kawasaki Ninja ZX-6R

Kawasaki Ninja ZX-6R

2010 Kawasaki Ninja ZX-6R Sport

The Middleweight Sportbike That Won Just About Every Magazine Comparo!

When it comes to performance, no class is more competitive than middleweight sportbikes. To stand out in this crowd, a motorcycle needs to do everything better than well — it needs to kick serious tail in every department. Hats off to the Kawasaki Ninja® ZX™-6R then, winner of 600cc comparison tests in just about every publication and website of note on the planet. With an engine the critics agree feels bigger than 599cc, and a chassis that out handles all others, the ZX-6R returns as the bike to beat in 2010.

With a fine-tuned chassis including a class-exclusive Big Piston Fork and fully adjustable shock out back, razor-sharp handling sets the ZX-6R apart. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the ZX-6R’s mass centralization.

The Ninja Kawasaki ZX-6R’s lean physique is fundamental to its light handling, with every component on the bike carefully scrutinized for minimal weight. The intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged —to optimize intake volume — Ram Air duct, contributing to weight savings and improving rigidity. Camshafts are made of lightweight chrome-moly steel, and light, magnesium engine covers all add up to big weight savings, along with transmission, oil pump and starter gears carefully engineered for maximum strength and minimal weight.

Along with its light weight and compact design, the NinjaZX-6R engine is packed with details to give it precise throttle control and amazing performance, particularly in the mid-range. Smooth power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels to reduce buffeting and improve cylinder filling, along with advanced cylinder porting techniques. High-current secondaries in the ignition coils provide hot, consistent sparks at all rpm.

In addition to its more than healthy bottom-end torque and smooth throttle response, the engine’s mid-range performance benefits from a similar number of refinements, including double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for excellent cam-chain stabilization.

That strong mid-range provides great drive out of corners and is harmonized with the engine’s silky smooth high-rpm performance. This linear throttle torque delivery results in unparalleled controllability and offers the rider precise throttle control at all rpm. This predictability pays dividends when making mid-corner power adjustments. When combined with the reduced need to downshift provided by its healthy mid-range performance, the predictable throttle response makes it easier for riders to maintain their rhythm when stringing corners together.

In keeping with its racing heritage, the Kawasaki Ninja ZX-6R employs a cassette-type transmission that simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A slipper clutch allows quick downshifts without upsetting the rest of the chassis when reducing speed on corner entry.

Corner-entry controllability is yet another Motor ZX-6R strong suit, thanks to the use of Showa’s revolutionary BPF (Big Piston Front fork). The BPF utilizes a large-diameter internal piston, which permits a reduction in damping pressure, for smoother action and better front end feedback — especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight.

Having already designed a lighter and more rigid swingarm for the Ninja ZX-10R sportbike, the Kawasaki engineers utilized many of the same design components for the ZX-6R’s swingarm. Shared swingarm parts include both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft.

The response from Kawasaki’s acclaimed triple petal disc brake package with radial calipers is as refined and powerful as ever. Radial-mounted four-piston calipers and 300mm petal rotors up front provide awesome power and excellent feel. The 220mm rear petal disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum feel. Its master cylinder reservoir mounts forward of the swingarm — freeing up space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows Supersport racers to enter corners harder.

To better capitalize on this lighter machine and its precise control response, the rider interface is appropriately fine-tuned to enhance feedback from bike to rider and vice versa. The relationship of the seat-to-pegs-to-bar “rider triangle” places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback — similar to the ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement.

2010 Kawasaki Ninja ZX-6R Technology


Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.

Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.

Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.

Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.

New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.

Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.

Increased mid-range performance
New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.

Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.

Pistons with new profiles and improved crown finishing contribute to the gain in performance.

Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.

Piston rings with less tension reduce mechanical loss.

Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.

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

Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.


One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better “fit” and to enhance the high level feedback that communicates to the rider what the bike is doing.

Revised chassis balance and mass centralisation
While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.

The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.

New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.

Ergonomics and chassis feedback
Kawasaki’s Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike’s naturally intuitive riding position.

Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.

Slim, waisted 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 rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the chassis.

Steeper caster angle (25o >> 24o) enhances communication from the front tire.

Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.

Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.

Lower seat height
The narrow width of the new rear sub-frame helps make it easier to reach the ground.

The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.

Seat height is approximately 5 mm lower than that of the ZX600P.

Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.

Lighter Weight
In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.

Additional Features
New cowling offers the rider better wind protection and was designed to better withstand side winds.

Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.

New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.

An inner fender added above the swingarm helps keep the undertail clean.

Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.

A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.

Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.

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 ZX1000E, the new instrument panel gives at-a-glance information to the rider.


The new BPF is one of the great contributing factors to the new Ninja ZX-6R’s great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (f37 mm vs f20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.

Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.

Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.


Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.

Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.

A 220 mm petal disc slows the rear.

Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.

Corner-Entry Controllability

The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa’s BPF (Big Piston Front fork), Kawasaki’s acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.

Weight Savings

Camshafts are now made of SCM for a weight savings of approximately 400 g.

Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.

For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).

Revised top injector mounting plate saves approximately 80 g.

While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.

Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.

Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.

Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.

Revised and relocated heat pads contribute approximately 170 g to weight savings.

Lightweight chassis
The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.

Resonator box and stays for the instrument panel and mirrors are unitised 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 case material contribute a weight savings of approximately 30 g.

While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.


Metallic Spark Black

Passion Red

Special Edition Lime Green / Metallic Spark Black

2010 Kawasaki Ninja ZX-6R - USA Specifications
MSRP $10,499 USD
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