2010 Kawasaki Ninja ZX-6R
Scalpel like precision and cutting edge
engineering combine in the Ninja ZX-6R. Delivering
maximum excitement on track or road with maximum control
and feedback, this truly is the pinnacle of middleweight
Precise throttle control
Cylindrical guides added to the top
of the air box ensure more accurately sprayed fuel
mist from the secondary injectors. With fuel more
precisely directed into the intake funnels, combustion
efficiency and power delivery is improved.
The BPF is one of the great contributing
factors to the 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
Compression and rebound damping adjustment are located
at the top of each fork tube. Preload adjustment is
at the bottom.
Strong mid-range power
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.Adjustable
back-torque limiting clutch Adjustable back-torque
limiting clutch helps reduce rear-wheel hop that may
occur when downshifting at high rpm.
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.
Large-diameter semi-floating 300 mm
stainless-steel front petal 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.
Mass centralisation and frame
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 CofG is 16 mm higher and the head
pipe is situated 10 mm higher. The result is improved
turning performance and easier turn-in.
Even professions racers occasionally
lose track of what gear they’re in. The large
numerical gear position sensor gives instant information
to the rider — especially useful should a mis-shift