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Why then 636 cm3? It doesn’t fit into any category. And then, impossible to engage the machine in a Supersport championship (600 cm3 maximum authorized on the 4 cylinders). And above all, what interest ?
In fact the idea of Kawasaki is very ingenious. Let’s start by reassuring the trackers: the 600 is not going away. The 2 machines will coexist – one to engage in competition, the other for a more versatile use.
“Versatile?!? But the ZX-6R already is …” For a sportswoman, it’s true. The green is already one of the most efficient but also one of the most user-friendly 600 sports on the market. This 636 version is intended to deliver an ounce of extra torque and power in less extreme use. Most rider owners spend 95% of their kilometers on the road. So, we might as well offer a more complete model. Besides, it’s not that complicated to do for Kawa. No need to create a new engine; it suffices to increase the bore by 2 mm. The current block makes it possible to cut back on the edge of the cylinders, something that the competition cannot do on the R6 or the CBR 600. It was even technically possible to go up to 680 cm3, audacity that the Greens did not attempt. Maybe next time…
We skip the restricted version, because there is almost no difference. But if we free the whole herd, the scenery is not the same. The first progression in the towers is done with good will in a very pleasant hoarse music. In mid-revs up to 10,000 rpm, the engine offers more generous times. Convenient to overtake without making the mill roar. But where the difference is most obvious, it is after the 5-figure mark. Handle in the corner – The ZX-600R pushes copiously from 10 to 12,000 and then shoots like a bomb up to 14,000, as if a mini turbo were going. On the 636, this boost effect seems regulated, while the boiler spits out watts without restraint from 10 to 14,000 rpm. The 280 meter frontier was a slight effort for the 600, almost a formality for the 636.
Nothing to reproach this block, it polishes the Ninja, which loses none of its qualities. Very honorable protection, reasonable driving position, top cycle chassis combining agility, liveliness and stability. 2 or 3 small adjustments and here it is ready to do battle on the circuit. Definitely, the ZX-6R never ceases to please us. It is a pity that the market is not so enthusiastic. And yet she deserves.
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Opinion
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Model marketed in
2002
Performances
-
Max speed:
255 km / h
The technical aspect
2002 Kawasaki ZX-6R 636
- Frame
- Frame: perimeter aluminum
- Tank: 18 liters
- Seat height: 820 mm
- Length: 2,020 mm
- Width: 730 mm
- Height: 1160 mm
- Wheelbase: 1,400 mm
- Dry weight: 171 kg
- Operating weight: 199 kg
- Train before
- Telehydraulic fork Ø 46 mm, deb: 120 mm
- 2 discs Ø 300 mm, 6 piston calipers
- Front wheel:
120/65
– 17
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 135 mm
- 1 disc Ø 230 mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- 4 carbs Ø 36 mm
- 2 ACT
- 4 valves per cylinder
-
636 cc
(68 x 43.8 mm) -
118
ch
at 12,500 rpm -
6.50 mkg
at 10,000 rpm - Weight ratio /
power
: 1.45
kg / hp - Compression: 12.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 600 F 2002
Suzuki 600 GSX-R 2002
Triumph TT 600 2002
Ducati 748 2002
Yamaha YZF-R6 600 2002
Gallery
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