In 2009, the Kawasaki ZX-6R follows the trajectory of the previous year’s ZX-10R model, refining the engine and chassis, the first for more power and torque and the second for sharper handling around the corners. Also, the bike is designed like its bigger sibling, leaving no clear difference between the two Kawasaki models.
Introduction
This bike has plenty of features to start with, but probably the most interesting among them is the new Showa Big Piston Front Fork. The system makes use of a large-diameter internal piston which is more effective under hard braking, especially before a corner, reducing damping pressure and improving front end feedback. Another strong point of the BPF is that it reduces the fork’s weight as it simplifies construction.
Having seen that it can break, we’re now more interested in ZX-6R’s performance. The manufacturer claims greater mid-range torque after adding new double bore velocity stacks, high-load cam profiles as well as new piston profiles, coated piston skirts and new piston rings. We’re also sure that the revisions to the cam chain and the new exhaust collector layout have much to do with achieving the low-and mid-range performance without affecting the top end of the powerband.
But Kawasaki didn’t just declared themselves satisfied with that, it needed to bring that power and torque to the rider’s right hand without this involving jerks, only smooth and instant throttle response and control. In order to achieve that, engineers added cylindrical guides to the top of the air cleaner box, bringing chirurgical precision to air intake systems and getting the maximum bang from every fuel load going into the cylinders. The throttle bodies were lengthened, increasing distance between oval sub-throttle and round main throttles 10mm, something that results in smoother transition, reduced inlet turbulence and increased efficiency. Also, the cylinder porting and ignition coils were revised in the quest for performance.
2009 Kawasaki ZX-6R Energy Version
As weight is a key factor, the making of this inline-four involved finding solutions for reducing it. And if that meant making the camshafts from SCM, revising the top injector mounting plate, narrowing the transmission gears, revising and relocating coolant reservoir and heat pads, Kawasaki engineers didn’t boggle in doing it.
There was nothing to stop them at the chassis chapter either and the recipe was pretty much the same. They aimed at lighter weight so they’ve made the subframe from a two-piece aluminum die-casting, revised the frame brackets and brought a new throttle housing material on the scene. Chassis balance and mass centralization are achieved by revising the frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance. Strangely, the engine’s center of gravity is 16mm higher as it gets mount with a stepper cylinder bank angle. Like on all modern super sport motorcycles, the new ZX-6R offers a short side muffler, which lowers the weight and an exhaust pre-chamber for the same purpose.
Practically built around the rider, the chassis offers a 10mm lower seating position, making it easier for riders to flatfoot the ground, but the sports riding position is enhanced by the handlebars which have been brought closer to the rider. Also, the new design of the gas tank (flat on top, narrow on the sides) reveals more space for the rider to tuck into the fairing and keep its knees close to the tank. The rake angle is now stepper for sharper cornering.
At the front, all that braking power is applied on a pair of 220mm rear petal disc (10mm larger than on the 2008 model year) while the rear brakes feature a revised brake lever now mounted coaxially with the footpeg, increasing that way mid-stroke braking efficiency and feel.
If after reading the 2009 changes and additions, you still feel like checking out even more evolutionary steps, the history link I’ve further added will surely get you familiarized with the way that Kawasaki ended up at this level of development.
Kawasaki is among the last of the four Japanese manufacturers to introduce the 2009 lineup so it has who to fight against with in the middleweight super sport class.
For starters, the 2009 Honda CBR 600RR ABS is a highly evolved model which now features the electronically controlled Combined ABS system, a feature which, like ZX-6R’s Big Piston Front Fork, is aimed at improving speed around the corners. The difference is that Honda does it by helping the rider brake in the very last moment before engaging in a high-speed corner while Kawasaki makes sure that the corner is being successfully negotiated.
Yamaha hasn’t revised the YZF-R6 for 2009 as 2008 was a big year for this model so they simply added new attractive colors in order for fans to develop soft spots for this model year too.
Suzuki does the very same thing with the 2009 GSX-R 600.
Exterior
2009 Kawasaki ZX-6R
While the mechanical and chassis features are top notch and a comparison between it and the previously mentioned 600cc bikes in its class will position the Kawasaki ZX-6R on a more than decent position, it seems that designers haven’t had the best idea when inspiring on the ZX-10R for a 2009 design of the smaller sibling.
The fairing is completely new and it features an aerodynamic shape that offers improved wind protection for the rider and also minimizes the effect of crosswind. Even though completely redesigned, the front end gives the impression that things could have gone much better as the headlights are practically masked into the fairing and the windscreen looks completely separated from it. The mirrors are a high point though as they offer good rear end visibility so at least the bike is practical if not beautiful. Also up front, the one-piece fender annihilates any form of attraction that this bike might still have exerted on a Kawi fan.
At the rear end, the new inner fairing is being mounted above the swingarm and reduces turbulence while keeping the tail clean. The massive exhaust muffler looks perfectly integrated even though it isn’t as discrete as the one of the Honda (underseat exhaust) and Yamaha.
Wheels are 17-inch five-spoke aluminum and they are black-painted no matter the color of choice for your 2009 Kawasaki ZX-6R. This can be Lime Green, Metallic Diablo Black / Flat Super Black, Candy Surf Blue / Flat Super Black.
Kawasaki’s goal was to remain a strong contender in the middleweight class so while their Ninja ZX-6R didn’t lack any power, the most simple and efficient way to improve the bike was to reduce weight and sharpen those handling capabilities, which is also what stands out first when riding the 09 model.
Now 22 lbs lighter, significantly more aggressive and skillful in going around the corners, Kawi’s 600cc super sport model represents refinement itself. Properly accommodated onto the 32.3 inches high seat, the rider feels well in control over the apparently imposing, but in fact nimble motorcycle and aggressive riding eventually ends up feeling almost natural.
The 09 model year features upgraded brakes which allow the rider to hit the levers later before entering a corner as he knows that they work more efficiently. This improves lap times and allows for quick strategic passes during races. The bike was definitely built to compete and that’s where it unveils the racing character. While on the streets it remains an enormously capable piece of motoring which will most likely never be exploited to its limits, the track is where all the pluses and minuses show up.
The engine is definitely a plus. The 600cc unit delivers the maximum output at around 13,500, but it will easily go as high as 15,500. Most likely the best of it is throttle response and the explication is simple: the thing with middleweight super sport engines is that they like and must be revved seriously in order to deliver, but the key factor is to exclude any jerks and the middleweight Ninja excels from this point of view. It is pure pleasure to go out of corners and gently lift that front wheel from the ground without even using the clutch.
2009 Kawasaki ZX-6R
There’s a smooth shifting six-speed gearbox backing up the already impressive feeling and sounding engine so that’s how the overall engine and tranny package ends up being so highly effective. The clutch pulls in easy and as long as the right gear is always selected, the engine will deliver. We kept the high revver at around 10-11.000 rpm (but not during corners, of course) so that it would only need a twist of the throttle to reach its best and sound crazy once again.
Much to do with the bike’s great overall performance and with the fact that it remains stable around the corners has to do the fully adjustable suspensions equipment. The 41mm inverted Showa Big Piston Front fork and the Bottom-Link Uni-Trak with gas-charged shock work both well on this bike. Even when corners happen to be approached too fast, the rear end stays in control, the only thing that the rider needs to be doing being to lean more.
The bike is amazingly maneuverable and the lighter weight unveils an even sportier character with the engine being tuned up at the highest performance level yet. The best of Kawasaki is that it returns to 599cc and leaves those bigger displacement supersport models in their impressive history.
Price
There are two models available as next year’s Kawasaki ZX-6R: first, there’s the simple one priced at $9,799 and second, the Monster Energy Version which ads $200 on the MSRP. The difference consists in the Monster Energy graphics added on the Metallic Diablo Black paint.
Conclusion
2009 Kawasaki ZX-6R
Kawasaki managed to pull it through decently with this one even though stylistically it isn’t quite the definition of success the refinements suffered are surely expected to bring it on top of the favorites again. For the moment, it stands right next to the Honda CBR and we have a small hunch that it won’t drift any further away.
Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
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: Six speed
Final drive: X-ring chain
Chassis and Dimensions
2009 Kawasaki ZX-6R Energy Version
Rake / trail: 24 deg / 4.0 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 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 brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear brake: Single 220mm petal rotor with single-piston caliper
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
Picture Gallery
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