What do you get if you mix an aggressive design language with a lightweight frame, a strong 636 cc engine, sporty suspensions and a Kawasaki badge?
The answer is the Kawasaki Ninja ZX-6R ABS, one of the most desirable sport motorcycles in its class.
A the core of this bike lies a four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four engine with a displacement of 636 cc. This unit is fed by a 4.5 gal. fuel tank and is linked to a six speed transmission.
The motorcycle’s backbone is a lightweight twin-spar aluminum frame that was especially developed to place the engine in the perfect position to maximize the handling performances. The sub-frame is a narrow lightweight two-piece aluminum die-casting which further enhances the motorcycle’s stability at high speeds.
The Kawasaki Ninja ZX-6R ABS can be yours for not less than $12,699.
Hit the jump for more information on the Kawasaki Ninja ZX-6R ABS.
The Middleweight King Returns to Rule the Streets
The new 2013 Ninja® ZX™-6R marks the return of a middleweight sportbike legend, three numbers that strike fear into the heart of the competition: six...three...six. It is a tradition born of street cred and racetrack domination, a performance boost offered at the same price as the competition’s regular six hundreds, and it’s a machine that screams Performance Counts! The new ZX-6R honors a dominating family tradition – started ten years ago with the first 636, a revolutionary machine that blew-away the competition’s 600’s on the street and won races against factory 750’s on the track.
That category shattering DNA begins with the 16-valve, long-stroke DOHC 636cc inline-four that’s everything a top-shelf middleweight powerplant should be: torque rich, happy to rev, supremely powerful and smooth enough for everyday use. Its impressive broad-spectrum performance is ideal for everyone from stunters and street riders, to canyon carvers and racetrack junkies.
It all starts with that 636cc long-stroke engine, that 37cc displacement increase makes a significant impact on real world riding. Increased performance throughout the rpm range is always welcome when racing or sport riding, but increased low- and mid-range torque also significantly enhances everyday usability. Thanks to this engine’s larger displacement, performance is boosted throughout the entire powerband. Low-mid range torque is significantly stronger and the engine’s total “area under the power curve” grows substantially when compared to the previous 600cc model.
New intake and exhaust port shapes were optimized to suit the extra displacement and help deliver increased performance and improved throttle response. The intake ports are wider near the throttle bodies and now split further upstream from the intake valves. The exhaust ports are wider near the valves and taper on their way to the new exhaust header. New lightweight chromoly steel intake and exhaust camshafts feature increased intake duration, plus increased intake and exhaust lift to compliment the new engine’s extra displacement. Revised piston crowns increase piston strength and accommodate the increased valve lift. A molybdenum coating on the piston skirts fights friction and helps with engine break-in. New straight piston pins are more rigid to help preserve high-rpm durability. New 1.5mm shorter connecting rods are also stronger to suit the increased kinetic energy of the longer-stroke, their stems are now 2mm thicker and the small ends feature a 1mm larger-radius fillet to add even more strength.
A new larger airbox features 11% more internal volume and contributes to both increased power and a smoother power delivery. New longer single-bore intake funnels contribute to low-mid range torque and feature unique designs for the inner and outer cylinder pairs to help enhance the engine’s character. Ultra-fine atomizing injectors deliver a sub-60 micron fuel droplet size, for more effective air-fuel mixing and maximum combustion efficiency. Those new injectors are also capable of delivering a greater total volume of fuel to accommodate the demands of the larger engine. More precise Digital Fuel Injection (DFI®) tuning also enhances throttle response and contributes to reduced emissions.
The result is that 636cc engine not only delivers class-leading drive out of corners, it also offers superior flexibility and precise throttle control that pays big dividends when making mid-corner power adjustments or stringing a set of curves together on a racetrack or twisting backroad.
All that power is delivered through a new high-tech F.C.C. clutch with assist and slipper functions. It allows quick, effortless downshifts when scrubbing-off speed for a corner and helps minimize rear wheel hop caused by excess back-torque. The new F.C.C. design uses two types of cams, an assist cam and a slipper cam that were developed based on racetrack testing and rider feedback. The “assist” cam acts like a servo mechanism to pull the clutch hub and operating plate together and compress the clutch plates under load. This allows the total clutch spring count and tension to be reduced, resulting in up to a 25% overall reduction in effort at the clutch lever. The assist cam also increases the clutch’s maximum torque capacity, to help it cope with the extra power from the new 636cc engine, without gaining any weight. Whenever back-torque is present, the clutch’s “slipper” cam reduces clamping force on the hub and operating plate to help prevent rear wheel hop on trailing-throttle and when down-shifting. A new spring plate assembly offers smoother engagement and helps minimize vibration and clutch judder, and a new aluminum clutch hub is 700-grams lighter than the previous steel unit.
In keeping with its racing DNA, the ZX-6R also employs a cassette-type transmission to simplify gearing changes at the track, help reduce the time needed for bike setup and allow more time for riding. A new shorter first gear, stronger alloys and revised gear thicknesses boost gearbox durability and help it cope with the extra torque produced by the new 636cc engine.
The Ninja ZX-6R features the newest sportbike and racetrack technology offered by Kawasaki. Its three-mode Kawasaki TRaction Control system is similar to the KTRC unit found on the flagship Ninja ZX-14R, and features even more advanced programming than the S-KTRC system used on the ZX-10R superbike! And its new selectable power modes offer increased tuning options and more flexibility compared to its middleweight competition.
“Full” or “Low” engine power modes can be selected by a switch on the left clip-on. The new power modes allow riders to adjust the engine’s power delivery to help suit road conditions or their personal preference. Full mode offers the full range of the engine’s performance potential. Low mode offers the same low-rpm power output, but begins to limit power as the rpm rises into the midrange and will only offer 80% of the engine’s maximum power. Low mode also delivers a softer throttle response which is handy when conditions are slippery or the rider wants to relax.
The KTRC traction control system on the new Ninja ZX-6R combines the best elements of the S-KTRC and KTRC traction control systems on Kawasaki’s two flagship sportbikes. Three different KTRC modes are selectable via a switch on the left clip-on. Mode 1 offers maximum racetrack performance, mode 2 offers sporty street performance, and mode 3 is tuned to help eliminate wheelspin and reduce rider anxiety on slippery surfaces. Riders may also elect to turn the system completely off.
KTRC Modes 1 and 2 both prioritize maximum forward acceleration –like the S-KTRC system on a ZX-10R superbike– by using complex analysis to predict when available traction is about to be compromised, and then intervening before slippage exceeds the optimum acceleration range. This minimizes how much power must be reduced to improve or restore rear wheel traction and helps to provide maximum forward drive. Operating parameters are monitored and confirmed 200 times per second, and the system only uses ignition timing to regulate the engine’s power output, allowing extremely quick response. KTRC Mode 3 features similar tuning to a Concours™14 ABS sport tourer’s traction control system. During normal operation, it uses the same logic and control method as Modes 1-and-2, but immediately switches to three-way intervention –using ignition timing, fuel delivery, and the intake tract’s sub-throttles– if excessive rear wheel spin is detected. This allows Mode 3 to reduce engine output all the way down to a level that will allow the rear wheel to regain grip, even on very slippery surfaces. The fine control provided by the sub-throttles also results in a very natural feeling and smooth on/off transitions to help maintain traction even during extended operation in unfavorable conditions. This highly effective system uses minimal hardware paired with very advanced software programming that monitors various parameters and rider inputs. The only additional hardware required by the KTRC system is a set of front and rear wheel-speed sensors so it can calculate rear wheel slippage, yet the overall effects of Modes 1, 2 and 3 are easy to distinguish from each other and effectively cover a wide range of riding conditions.
Combining the KTRC and Power Mode options, riders have a total of eight combinations from which to choose, and each system can be independently set to match rider skill/preference, riding location and surface conditions. An experienced rider on dry pavement might choose “Full Power” and “KTRC Mode 1” for a trackday or club race, but in wet and/or slippery conditions, that same rider might choose “Low Power” and “KTRC Mode 3”. The various modes are easily selectable from a convenient switch on the left clip-on.
An all-new Showa Separate Function - Big Piston Fork (SFF-BP) combines the innovative concepts of an SFF and BPF, to produce this new next generation suspension unit. The fork features springs on both sides, with adjustable spring preload in the left tube and adjustable Big Piston compression and rebound damping in the right tube. .3mm thinner fork tube walls save 220-grams per set. Smooth initial stroke action is a one BPF strength that this new fork benefits from, excellent composure under braking is another. The large-diameter (Big) damping piston in the right fork leg is much larger than the dampers that are used in traditional “cartridge” forks with the same external dimensions. Since oil inside the fork leg acts against a much larger surface area, the damping pressure can be reduced without compromising the overall damping effectiveness. Reducing the damping pressure allows the inner fork tube to move more smoothly, which is especially noticeable during the initial part of the stroke. The result is greater composure as the fork begins to compress and a less severe change in chassis attitude as the bike’s weight shifts forward while braking. The new SFF-BP fork is tuned for use on twisty roads. This tuning still allows a high level of performance at the racetrack, with significantly better response in the city and on the highway. The SFF-BP offers much easier adjustability, with all spring preload setting and damper adjustments dedicated to separate fork legs: the spring preload adjuster is on the left fork; the compression and rebound damping adjusters are on the right fork. All adjusters are located on the upper fork caps and easily accessed from above.
The bottom-link Uni-Trak® rear suspension features a new 25mm longer shock spring with a lower rate, and a revised linkage with higher lever ratios for an improved ride in the city or on the highway. Rear shock adjustability includes spring preload, 25-position rebound damping and stepless compression damping.
The lightweight twin-spar aluminum frame places the engine in the optimum position for superb handling and rider feedback. It features a new steeper 23.5-degree rake angle that helps quicken steering response, enhance maneuverability and promote clear communication from the front tire. It also uses new steering stem seals that produce less friction for easier steering inputs and noticeably improved handling at low speeds.
New one-piece “monobloc” radial-mount Nissin brake calipers are highly rigid and offer excellent heat dissipation, they are also 45-grams lighter than a comparable two-piece caliper. The new monobloc calipers are paired with new 310mm petal-type front rotors to help provide superb braking power, with great feel at the lever. A new lighter rear brake caliper from the ZX-10R superbike helps offer good fade-resistance and optimum rear brake performance and squeezes a 220mm petal-type rotor. The rear master cylinder reservoir mounts forward of the swingarm pivot, to maximize free space around the footpeg. The rear brake pedal is coaxially-mounted with the footpeg, for excellent mid-stroke braking efficiency and optimum feel.
The 2013 Ninja ZX-6R features new bodywork with a sharp design that communicates a new, more-aggressive image. New larger fairing openings provide increased airflow and enhanced heat dissipation. The new fairing lowers, rear cowl, and assorted blacked-out body panels contribute to the bike’s compact and lightweight appearance. A sleek one-piece front fender offers excellent aerodynamics. New projector beam headlights are encased in a sharp looking new housing that features integrated position lamps. New semi-flush front turn signals are built into the new bodywork, and compact rear turn signals complement the minimalist design of the tail section. A new compact LED taillight is lightweight, very bright and offers a modern high-tech appearance. A “hugger” fender above the swingarm helps to reduce aerodynamic turbulence and helps keep the undertail area clean.
The ergonomic seat-peg-bar layout places the handlebars close to the rider and at an angle that promotes a highly intuitive and comfortable riding position. The fuel tank cover is flared around its top edge to provide a large contact patch and contribute to excellent chassis feedback. A narrow lightweight aluminum rear sub-frame and seat leading edge provide a slender and effective high-performance sportbike riding position, as well as a shorter reach to the pavement.
The instrument panel gives at-a-glance information to the rider, with an analog-style tachometer that is complemented by a multi-function LCD screen. New LCD functions include KTRC, Power Mode, and Economical Riding (ECO) indicators. Additional LCD functions include a digital speedometer, odometer, dual trip meters, clock, instant and average fuel consumption, coolant temperature, as well as shift indicator, traction control activity level and low-fuel warning lights. A large gear position indicator gives instant numerical gear confirmation. A new mirror design offers increased rearward visibility without increasing the overall vehicle width.
Combine all these upgrades with the power of a 636cc engine and you have the 2013 Ninja ZX-6R, a bike that is ready to prove it is the best middleweight supersport in the world!
- Genuine Supersport performance and styling with an added dose of street potency
- New 636cc inline-four is supremely powerful on the racetrack and extremely flexible on the street
- New Selectable engine power modes
- New Three-mode KTRC traction control
- New Showa Separate Function Big Piston Fork (SFF-BP) offers light weight, easy adjustability and fantastic wheel control
- New Supersport-grade KIBS ABS provides maximum stopping performance, with added peace of mind
- New one-piece “monobloc” radial-mount Nissin front brake calipers and radial-pump front brake master cylinder offer superb braking power and control
- New F.C.C. clutch with assist and slipper functions offers light clutch pull, strong clamping force and helps minimize wheel chatter caused by aggressive downshifting
- New sharp and aggressive bodywork and styling details clearly shout: “Performance Counts!”
- Revised lightweight twin-spar aluminum frame places the engine in the optimum position for superb handling and rider feedback and features a new steeper 23.5-degree rake angle that helps quicken steering response, enhance maneuverability and promote clear communication from the front tire
- New Steering stem seals produce less friction for easier steering inputs and noticeably improved handling at low speeds
NEW 636cc Engine
- New 636cc displacement uses a longer-stroke to boost engine performance throughout the rev range. Low-mid range torque is especially enhanced, making roll-on and real world performance more usable
- Digital Fuel Injection (DFI®) system features four 38mm Keihin throttle bodies with oval sub-throttles
- Revised intake and exhaust ports suit the engine’s larger displacement. The intake ports are wider near the throttle bodies and the passages to the valves split earlier. The exhaust ports are wider near the exhaust valves
- New intake cam lobes feature longer duration, intake and exhaust lobes have increased lift for additional power
- Chrome-moly steel camshafts are light, strong and durable
- New pistons feature a revised crown to enhance strength and accommodate the increased valve lift
- Revised 12.9:1 compression ratio suits longer-stroke and increased displacement
- Molybdenum coating on piston skirts reduces friction and facilitates engine break-in
- New straight piston pins have increased rigidity to help maintain high-rpm performance and reliability
- New connecting rods are shorter and stronger to suit the increased power. They also feature thicker stems and larger-radius small ends fillets or additional strength
- Modified passages connecting cylinders were revised so the longer stroke would not cause the pistons to obstruct them and increase pumping losses
- New larger airbox contributes to increased peak power and smooth power delivery
- New longer, single-bore intake funnels improve low-mid range torque. Two different funnel shapes (outer are the same, inner are the same ) help deliver optimized throttle response
- Ultra-fine atomizing injectors help ensure complete air-fuel mixing and maximum combustion efficiency. More precise tuning contributes to reduced emissions. The injectors can also flow a greater volume of fuel, to help match the new larger-displacement engine
- New exhaust features balance tubes on all four header pipes to maximize low-end torque
- Exhaust pre-chamber makes efficient use of space, reduces exhaust noise and allows a smaller muffler to be used
- New muffler features a triangular cross-section to provide sufficient internal volume while still offering good ground clearance and maximum lean angle, as well as a compact appearance
- New lighter generator with revised coils produces less heat and reduces mechanical loss
- New zero-cross control voltage regulator significantly reduces the amount of electronic noise produced when it interrupts the generator’s output
- Cassette-type transmission helps simplify ratio-swaps and reduce set-up time at the track
- New shorter first gear, stronger alloys and revised gear thicknesses improve durability and help cope with the extra torque produced by the 636cc engine
- Lightweight EK 520 RMX/3D x-ring drive chain is more compact and uses lightening holes on the inner link plates to reduce weight.
NEW Selectable Power Modes
- New power mode selector on the left clip-on gives ZX-6R riders the option to choose between two different engine power delivery modes to suit their needs
- Output at low rpm is the same in both modes, but “Low” mode limits peak engine output to approximately 80% and gives a milder throttle response. “Hi” mode allows the full performance potential of the engine to be unleashed
NEW Three-Mode Kawasaki Traction Control (KTRC)
- New three-mode KTRC traction control combines the best elements of the Ninja ZX-10R S-KTRC and ZX-14R/Concours™14 KTRC systems.
- Three different modes are tuned to cover a wide-range of situations from advanced racetrack use, to normal street riding, to mixed/slippery conditions, for enhanced rider confidence
- Mode 1 is tuned to maximize acceleration, like the ZX-10R S-KTRC system
- Mode 2 is tuned to help provide a balance of performance with minimal wheel slip
- Mode 3 prioritizes slip elimination, similar to the Concours14 ABS sport touring KTRC system, for enhanced rider confidence in mixed or slippery conditions
- The KTRC system may also be turned-off completely, at the rider’s discretion
- Handy mode selector on the left clip-on makes it easy for the rider to change KTRC settings
- Using complex programming algorithms, the KTRC system is able to predict impending wheelspin and act before slippage exceeds the optimum range, allowing reductions in power to be minimized for ultra-smooth operation
- In modes 1 and 2, conditions are analyzed 200 times per second and any necessary adjustments are made through ignition timing alone, for extremely quick response from the engine and KTRC system
- In Mode 3, the system functions like mode 2 under most conditions, but when excessive rear wheel spin is detected, Mode 3 switches to complete three-way control of ignition timing, fuel delivery and intake airflow to regulate engine output to a level that allows the rear wheel to regain grip. By controlling the sub-throttles in the intake tract for precise torque management, a smooth and natural feeling can be attained: Mode 3 intervention and on/off transitions are very smooth to help maintain stability during extended operation
- The system uses minimal hardware supplemented by advanced software. In addition to the engine’s ECU, the system only requires input from front and rear wheel-speed sensors, so no additional weight is required on the ABS model, because it already has wheel-speed sensors
NEW F.C.C. Clutch with Assist and Slipper Functions
- New F.C.C. clutch with assist & slipper functions uses two types of cams, an assist cam and a slipper cam that were developed based on racetrack testing and rider feedback
- The F.C.C. clutch’s “assist” cam acts like a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates under load. This allows the total clutch spring count and pressure to be reduced, resulting in up to a 25% reduction in effort at the clutch lever
- The assist cam also increases the torque capacity of the clutch so it can cope with the extra torque produced by the new 636cc engine, without gaining any weight
- The F.C.C. clutch’s “slipper” cam reduces the clamping force on the clutch hub and operating plate when back-torque conditions are present and helps prevent rear wheel hop on trailing-throttle and when down-shifting
- New spring plate assembly provides smoother engagement and helps minimize clutch judder
- New aluminum clutch hub is 700-grams lighter than the previous steel unit
NEW Supersport-grade KIBS ABS with Monobloc Nissin Calipers
- KIBS is a multi-sensing system, using input from numerous sources. In addition to front and rear wheel speed sensors (standard for any ABS system), KIBS also monitors front caliper hydraulic pressure and data from the engine’s ECU (throttle position, engine speed, clutch actuation and gear position)
- Compact, lightweight BOSCH ABS unit was designed specifically for sportbike use and made its first mass-production appearance on the 2011 Ninja ZX-10R
- Highly-precise brake pressure control enables the system to avoid a reduction in brake performance due to excessive pressure drops, and allows good brake lever feel to be maintained during KIBS intervention by providing smaller and lighter ABS pulses than comparable systems
- Supersport models frequently encounter higher braking forces than less sporting models, so there is a greater likelihood of rear tire lift under extreme deceleration. By monitoring hydraulic pressure at the front calipers, KIBS is able to regulate pressure increases and help reduce the tendency of the rear tire to lift.
- By accounting for back-torque, KIBS is able to offer increased rear brake control during downshifts. KIBS parameters include throttle position, clutch actuation and gear position, allowing the system to predict back-torque caused by trailing-throttle at high-rpm, or down-shifting. Rear wheel slip due to engine braking often triggers ABS action on standard systems, but by preventing unnecessary ABS intervention in these situations, KIBS helps enhance rear brake control
- Thanks to the compact size and light weight of the ABS unit, the entire system adds only 4.4 pounds compared to non-ABS models
- New highly rigid, radial-mount “monobloc” Nissin brake calipers offer superb control and a firmer feel at the front brake lever. They are a total of 90-grams lighter and offer increased heat dissipation compared to the previous model
- New larger-diameter semi-floating 310mm stainless-steel petal-type front rotors contribute to stronger braking performance
- Radial-pump master cylinder gives excellent lever feel and helps offer superb brake modulation
- Front brake hose routing features a three-way joint at the lower triple clamp that facilitates effective brake line bleeding to help maintain a firm feel at the front brake lever
- New lighter rear brake caliper from the ZX-10R superbike helps offer good anti-fade performance and squeezes a 220mm petal-type rotor
- Rear brake pedal is mounted coaxially with the footpeg for good braking efficiency mid-stroke and excellent response to lever inputs
- Rear brake master cylinder reservoir is mounted forward of the swingarm pivot, to maximize space around the footpeg
NEW Separate Function - Big Piston (SFF-BP)
- New SFF-BP fork combines the features of Showa’s big piston and separate function forks, featuring springs on both sides, with dedicated preload adjustability in the left tube and dedicated damping pistons and adjustability in the right tube
- New .3mm thinner fork tube walls provide a 220-gram weight reduction
- Big Piston design provides smooth action during the initial part of the stroke and contributes to excellent feel during heavy braking. The large-diameter damper piston is much bigger than those used in traditional “cartridge” forks
- Big Piston design allows the fork oil to act on a much larger surface area, so the damping pressure can be reduced without compromising effectiveness. Reducing the damping pressure allows the slider to react more smoothly, which is especially noticeable during the initial part of the stroke. The result is greater control as the fork begins to compress and very calm response during braking-induced weight-transfer, for greater chassis stability on corner entry
- Fork settings were tuned for maximum effectiveness on twisty roads, allowing a high level of performance for the racetrack, with a much better ride in the city and on the highway
- SFF-BP design offers much easier adjustability, by locating all adjusters in the caps at the top of the two fork tubes: preload on the left; compression and rebound damping on the right.
- Bottom-link Uni-Trak® rear suspension offers 5.3 inches of travel and features a gas-charged
- New rear spring is 25mm longer and features a softer rate than the previous model to enhance ride comfort and compliance when the road isn’t racetrack-smooth
- New rear suspension linkage has a higher leverage ratio for improved rear ride comfort
- Full adjustability includes: stepless compression and rebound damping adjustments and fully adjustable spring preload
- Lightweight twin-spar aluminum frame places the engine in the optimum position for superb handling and rider feedback
- New steeper 23.5 rake angle helps quicken steering response, enhance maneuverability and promotes clear communication from the front tire
- New lighter steering stem seals produce less friction for easier steering inputs and noticeably improved handling at low speeds
- 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
- Forward-tilted engine layout gives a steep intake angle and excellent CG
- The sub-frame is a lightweight two-piece aluminum die-casting and is very narrow for a compact and slim rear profile
- Front fairing features a sharp design that communicates a new, more-aggressive image
- New larger fairing openings provide increased airflow and enhanced heat dissipation
- New lower fairing, rear cowl, and assorted blacked-out panels contribute to the bike’s compact and lightweight appearance
- One-piece front fender offers excellent aerodynamics
- New projector beam headlights feature sharp looking housings with integrated position lamps
- New front turn signals are built into the new bodywork and compact rear turn signals complement the minimalist tail section
- New compact LED taillight is lightweight, very bright and offers modern high-tech appearance
- Inner fender above the swingarm helps to reduce turbulence and helps keep the undertail clean
- Instrument panel gives at-a-glance information to the rider. An analog-style tachometer is complemented by a multi-function LCD screen
- New LCD functions include KTRC, Power Mode, ABS and Economical Riding (ECO) indicators
- Additional LCD functions include a digital speedometer, odometer, dual trip meter, clock, instant and average fuel consumption, coolant temperature, and shift indicator, traction control activity and low-fuel warning lamps
- Large gear position indicator gives instant numerical gear confirmation
- New mirror design offers increased rearward visibility without increasing overall vehicle width
- Ergonomic seat-peg-bar layout places the handlebars close to the rider and the footpegs in a moderate rearset position for an intuitive high-performance riding position that is comfortable enough for everyday use
- Fuel tank is flared around its top, similar to the ZX-10R, providing a large contact patch for excellent rider feedback
- Slim-waisted fuel tank makes it easy for the rider to grip the tank with their knees, or to hang off in turns
- Front of seat is narrow and low for a slim riding position and a short reach to the pavement
Genuine Kawasaki Accessories
- An adjustable Öhlins twin-tube steering damper is available as an accessory, to help ensure stable damping performance and superb kickback absorption, even under race conditions.
- A taller, “bubble” windscreen is available to provide enhanced aerodynamic protection
- Frame sliders/engine guards are available to help protect the engine and chassis
- Axle sliders are available to help protect the fork legs and front brakes
- A stylish color-matched seat cowl is available and mounts in place of the rear seat to enhance the visual aggression of the new Ninja ZX-6R
|Engine||Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four|
|Bore x Stroke||67.0 x 45.1mm|
|Fuel System||DFI® with four 38mm Keihin throttle bodies and oval sub-throttles|
|Ignition||TCBI with digital advance|
|Final Drive||520 series X-ring chain|
|Rake/Trail||23.5 degrees / 4.0 in.|
|Frame type||Aluminum perimeter|
|Front Tire Size||120/70-ZR17|
|Rear Tire Size||180/55-ZR17|
|Front Suspension / wheel travel||41mm inverted Showa SFF-BP fork with top-out springs, stepless compression and rebound damping, adjustable spring preload / 4.7 in.|
|Rear Suspension / wheel travel||Bottom-link Uni-Trak® with gas-charged shock, stepless compression and rebound damping adjustments, fully adjustable spring preload / 5.3 in.|
|Front Brakes||Dual 310mm petal rotors with dual radial-mount, Nissin four-piston, monobloc calipers and KIBS ABS|
|Rear Brakes||Single 220mm petal rotor with single-piston caliper and KIBS ABS|
|Fuel Capacity||4.5 gal.|
|Seat Height||32.7 in.|
|Curb Weight||427.8 lbs.|
|Overall Length||82.1 in.|
|Overall Width||27.8 in.|
|Overall Height||43.9 in.|
|Color(s)||Pearl Flat Stardust White/Flat Ebony, Metallic Spark Black/Flat Ebony, Lime Green/Metallic Spark Black|
|Good Times™ Protection Plan||12, 24, 36 or 48 months|