The 3rd installment in the History of Most Iconic Modern Day Motorcycles..........
KAWASAKI ZX-6R
There are some bike genres that a manufacturer can almost certainly claim as its own. Honda is the firm that made the V-4 sportbike work, Ducati is the 90-degree V-twin and Triumph rules with its triples.
And there's a strong case to say Kawasaki invented the 600cc-sportbike class. Back in the mists of time, its KZ550 air-cooled sportsters began evolving into something more exciting; the GPz550 of 1983 was a stepping-stone to the GPz600R of 1985. Its 900cc big brother gets most of the kudos now, but the GPz600R was the first proper supersport 600. By "proper" we mean 16-valve water cooled engine, full fairing, sporty chassis and aluminum swingarm (the frames were still steel tubes for the moment). The GPz made about 85 hp, weighed in a touch over 400 pounds, and started off a long line of 600cc supersport bikes that ends up today in the form of the ZX-6R.
Today's ZX-6R is a pretty evolved creature. The first one appeared in 1995, a sportier version of the fast-but-flabby ZZR600 sport tourer, and while it didn't quite get the better of Honda's class-topping CBR600, it made a very worthy competitor to the likes of Yamaha's YZF600R and Suzuki's GSX-R600. Its main strength was a classic big K attribute: a wildy fast engine with a screaming top-end and bulletproof engineering. Kawasaki incorporated the ram-air technology from its ZZ-R range; as the ZX-6R went faster its airbox was filled with even more cool, dense air.
But lots of peak power and top speed dominance isn't the only measure of a bike, and the ZX-6R lost out a little in terms of chassis performance. It was still a little overweight, and while updates in 1998 and 2000 made it a much better bike, it was left behind by ever more radical improvements to the CBR600 and GSX-R600, as well as the appearance of Yamaha's R6 in 1999.
The first signs of a Kawi comeback came in-where else-the 600 class. For 2002 the firm pulled off an audacious coup in the form of a big-bore 636cc version of the ZX. The simple step of replacing the old cast-iron cylinder liners with linerless aluminum bores offered a lot more space in the block, and Kawasaki bored the motor out like some deranged drag-strip nitro-head. All it had to do then was drop in some high-compression pistons to instantly turn the ZX-6R from the class clown to the class ass-kicker. Honda, Yamaha and Suzuki cried foul into their sake, but the lateral thinking (or was it desperation?) of the big K had them on the ropes.
And there was no let up a year later either when Kawasaki revealed it had been doing more than just buying up mail order big-bore kits. For 2003, we were treated to an incredible revamp of the midweight Ninja. Kawasaki just about threw the kitchen sink at the middleweight class, adding USD forks, radial brake calipers, ram-air and fuel-injection, then dressed it in a razor-sharp new suit of aerodynamic bodywork. Launched at the Sepang GP circuit in Malaysia, it was the first salvo from a newly serious Kawasaki, which was followed up by the ZX-10R a year later, then further refinements to the 600 Ninja.
Kawasaki dropped the 636cc capacity a few years back, and we think that's a shame. In the same way as Suzuki's GSX-R750 has something special, the extra 37cc on the Ninja made a real difference, lifting it ahead of the pack in terms of day-to-day usability and sheer grunt. For 2007, the Ninja was a plain 599cc machine again, and while it was damned good, it fell behind the crazy-assed R6 and the super-capable CBR600RR. The 2009 ZX-6R went back to basics: a strong engine and competent chassis with excellent suspension. These traits helped slot the Kawi right back in at the top of the 600cc pack.
1995
It's only 15 years old, but looking at the original ZX-6R now is a bit like watching an episode of Cheers from the 1980s. It's still good stuff, but much more dated than you'd expect.
It was a blast at the time though. Ram-air was pretty much unique to Kawasaki, and it seemed like NASA-spec technology. The full-fairing was much sharper than the more rounded bodywork of the earlier ZZR, and its chassis had a sportier variant of the aluminum frame of the ZZR too. The engine had a similar layout to the ZZR: 16-valve, DOHC, but with a shorter stroke and wider bore for more peak power. It was the fastest, most thrilling 600 around. Period.
Sleeker, faster, and better-handling, the 1998 Ninja 600 was a serious update over the old bike. New six-piston brake calipers gave good stopping power, while detailed engine and chassis mods tidied up a few loose ends.
A stiffer, hexagonal-section swingarm together with fork and shock mods improved handling. Bodywork was racier, with a tweaked ram-air intake under the headlight.
Last of the old-style bikes kept carbs but gained 37cc. The engineers updated the cylinders by dropping the thick cast iron liners previously used in the bores. New ceramic-coated aluminum bores were the latest tech, and applying them to the old engine design freed up a load of space between the bores. That let Kawasaki add 2mm to each piston, increasing capacity to 636cc, and giving an amazing boost to the midrange drive. Nothing in the class could match it.
All new: the 2003 model kept the basic 636cc engine, but added dual-valve fuel injection, a ram-air snout leading between the headlights into the airbox, USD forks, radial-mount brake calipers, petal discs and a super-sharp fairing. It also went on a crash diet: down nearly 30 pounds over the older model.
2005 is a real golden era in bike design, before the emissions regs meant we all had 30-pound catalysts slung under the exhaust and a giant hole in the midrange. And the '05 ZX-6R is a real golden goose. It grew a little in stature over the first 636 model, but peak power output grew too. Styling was more grown-up too, but where it mattered - flat-out at 14,000rpm, the '05 ZX-6 was a dream.
A return to 600cc and a strange lack of power was a disappointment for fans of the 636 models. New styling was cutting edge, but looks alone weren't enough to cut it against the likes of the R6 and CBR600rr. US versions did have a "jumper mod" that could add as much as 7 HP, but that power only showed at peak RPM.
The Big Piston Fork made its debut, and most haven't found a negative word to say about the new forks. Styling mimicked the awkward ZX-10R, which could be a good or bad attribute depending on personal taste. The revised engine was significantly up on power compared to the previous model, and the little Kawi now had a noticeable midrange punch, a la 636.
What's the Best Model?
Like all supersport bikes, the ZX-6R has gotten better each year, so going for a later model generally means getting a better bike. Having said that, the first model to drop the 636cc capacity back in 2007 was a little disappointing, so we'd avoid that. The current model is a sweet ride on street or track, but we've got a real soft spot for the first fuel-injected 636: the 2003. This was the first sign that Kawasaki was making a break with the tired old designs of the past, and was throwing everything at its sportbikes. It got radial brakes, USD forks-the whole nine yards. It still looks razor sharp after all these years too. Get a mint one in blue and you'll have little to complain about.
 |  The 2002 model introduced the 636cc engine, but it still utilized carbs. |
Obviously, the race authorities couldn't just ignore the extra 37cc on the ZX-636R, so it was ineligible for 600 Supersport racing worldwide. Kawasaki's answer was to make a 599cc version-the ZX-6RR. Sadly, unlike the earlier 'RR' versions of the ZX-7, the 600 was a bit of a disappointment. Sure, it had a slipper clutch, higher-spec suspension, adjustable swingarm pivot and dual-injector EFI, but while all that helped race teams with setup, on the road the RR felt limp next to the 636cc version.
were a pretty BFD and performed
exceptionally well.
To be honest, the 600 Ninja was, for a long time, a rather dull bike. Up until the earthquake of the 2003 ZX-636 model, you had a 16-valve inline-four in an aluminum frame with conventional forks, monoshock rear, standard forks and tame styling (lurid paint schemes aside). Six-piston calipers appeared in 1998, and were pretty exotic for the time, even though their performance was nothing to get too worked up about (especially nowadays).
as demonstrated on the
color-coded joy-o-meter.
Nowadays, every sportbike has a forward-facing ram-air intake that feeds the cool, dense air from the front of the fairing into the airbox. But it was Kawasaki who first started the ram-air trend in the 600 class.
What Breaks?
If you're looking at a fifteen-year-old machine there's likely to be a heap of troubles. Warped brake rotors, seized calipers and blown suspension seals are all very likely, and things like the rear shock will probably be in sad shape. Early bikes had steel exhaust headers, and if they're kept in a damp climate or near the sea, expect them to be rusted by now.
 |  |  |
Apart from that, there are no real concerns. Alloy parts, plated fasteners and plastics should stay in good shape. The engines are all very strong, and despite their high power outputs will easily last well over 50,000 miles if properly maintained.
1995
Engine: l/c, 16v, DOHC inline-four, 599cc CV carburetors
Power: 95hp@10,000rpm
Torque: 48ft-lb@8,500rpm
Chassis:
Front: 41mm forks
Rear: adjustable monoshock
Brakes:
Front: twin 300mm discs, four-piston calipers
Rear: 230mm disc, twin-piston caliper
Weight: 400lb
1998
Engine: l/c, 16v, DOHC inline-four, 599cc CV carburetors
Power: 98hp@10,000rpm
Torque: 48ft-lb@8,500rpm
Chassis:
Front: 46mm adjustable forks
Rear: adjustable monoshock
Brakes:
Front: twin 300mm discs, six-piston calipers
Rear: 220mm disc, twin-piston caliper
Weight: 387lb
2000
Engine: l/c, 16v, DOHC inline-four, 599cc CV carburetors
Power: 100hp@10,500rpm
Torque: 49ft-lb@8,500rpm
Chassis:
Front: 46mm fully adjustable cartridge forks
Rear: adjustable monoshock
Brakes:
Front: twin 300mm discs, six-piston calipers
Rear: 220mm disc, twin-piston caliper
Weight: 378lb
2003
Engine: l/c, 16v, DOHC inline-four, 636cc Dual-valve fuel injection
Power: 109hp@13,000rpm
Torque: 47ft-lb@11,000rpm
Chassis:
Front: 41mm USD fully adjustable forks
Rear: fully adjustable monoshock
Brakes:
Front: twin 280mm petal discs, four-piston radial calipers
Rear: 220mm disc, twin-piston caliper
Weight: 350lb
2005
Engine: l/c, 16v, DOHC inline-four, 636 Dual-valve fuel injection
Power: 110hp@14,000rpm
Torque: 48ft-lb@11,500rpm
Chassis:
Front: 41mm USD fully adjustable forks
Rear: fully adjustable monoshock
Brakes:
Front: twin 300mm petal discs, four-piston radial calipers
Rear: 220mm disc, twin-piston caliper
Weight: 360lb
2007
Engine: l/c, 16v, DOHC inline-four, 599cc
Dual-valve dual injector fuel injection
Power: 100hp@14,000rpm
Torque: 47ft-lb@11,000rpm
Chassis:
Front: 41mm USD fully adjustable forks
Rear: fully adjustable monoshock
Brakes:
Front: twin 300mm petal discs, four-piston radial calipers
Rear: 210mm disc, single-piston caliper
Weight: 368lb
2009
Engine: l/c, 16v, DOHC inline-four, 599cc Dual-valve dual injector fuel injection
Power: 108hp@14,200rpm
Torque: 47ft-lb@11,000rpm
Chassis:
Front: BPF 41mm fully adjustable forks
Rear: fully adjustable monoshock
Brakes
Front: twin 300mm petal discs, four-piston radial calipers
Rear: 210mm disc, single-piston caliper
Weight: 368lb
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