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- Kawasakis “smaller” Sportsmen as used Buy used Kawasaki ZX-6R properly
- 2003-2004
- 2005 – 2006
- 2007 – 2008
- From 2009 on
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Buy used Kawasaki ZX-6R properly
Kawasakis “smaller” Sportsmen as used
Buy used Kawasaki ZX-6R properly
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Supersport, 600 cubic meters, top revs – Kawasaki’s ZX-6R models build on this explosive mixture. The screams remain stuck in the suction throat of the well-bred bikes as used ones?
Volkmar Jacob
December 20, 2011
Pointed tongues mock you Kawasaki sometimes as “Klappersaki”. Harmless teasing or allusion with a real core? -Both, because the engine of a Kawa sometimes runs a bit rougher and more noise-intensive than the often more moderate competition. But these properties tend to strengthen the reputation of the brand “wild bikes for tough guys”.
But even a pedestal with a nasty image should run reliably for daily fights on the street. Second-hand advice on the ZX-10 R (PS 2/2011) and Z 1000 (PS 6/2011) confirmed that the thousands of vehicles were of solid quality. Does that also apply to the ZX-6R built between 2003 and today? Basically yes, but the tapping of insiders and further research brought one or the other ailment to light. You can find out what it is in the respective sections of the bikes.
All used offers: Kawasaki Ninja ZX-6R
Shouts of abuse like “mess” or “fraud, that’s not a real six hundred” have accompanied the ZX-6R since its displacement from 37 to 636 cubic centimeters in 2002. Only slowly did the calls fall silent, fans of other brands took Kawasaki the displacement cheat for a long time bad. Of course, the 636 was not allowed to compete in races in the 600 class because of its cubic capacity. For spinning for points and trophies, Kawasaki had a second iron in the fire, the ZX-6RR. It started with a regulation-compliant 599 cubic centimeters. However, in this consultation we only deal with the civilian variants. It was not until 2007 that the Greens overturned their two-pronged strategy and since then have only brought one version with a uniform 599 cubic to the people.
2003-2004
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After just one year of construction, Kawasaki modified the 636 extensively and in 2003 donated a completely new engine with injection. The only recall action concerned this series – a welded connection on the exhaust bracket could come loose. Other minor flaws: timing chain tensioner, high cooling water temperature, transmission too weakly designed for racing.
In this series, the drivers benefit from the increased displacement of the 636s. “The grenade among the 600s” or “absolutely awesome motorcycle” rave about experts. In fact, thanks to its powerful drive, the ZX-6R won all victories in comparison tests in 2003. It even won a battle against the Suzuki GSX-R 750 (PS 5/2003). The Lower Saxon -Kawasaki dealer Lohmann (www.mct-lohmann.de) puts it in a nutshell: “The years 2003 and 2004 are clearly the most popular models with 636 cubic meters.” They represent the first injectors of the ZX-6R series and are technically identical except for a different suspension strut setup. Ailments? Just little things. For example, Kawasaki called individual bikes of these years of construction back to the workshop because of a comparatively minor defect: A possible defective welded connection between the exhaust clamp and the muffler could cause the pot to come loose and fall off. If the exhaust was cracked, it was easily replaced. Regardless of this, -Kawasaki put a rubber damper between the mounting bracket and the muffler on all of the affected machines.
If the timing chain tensioner is too weak, the drive sometimes rattles on the right-hand side of the engine, where the chain is running. “The noise is harmless,” assures Dieter Briese, workshop manager of Motorrad Holy from Schriesheim in Baden-Wurttemberg (www.hoely.de). “If it bothers you, lift the tank with the engine running, unscrew the cover of the chain tensioner, take out the spring and press the tensioner one notch further with a long, blunt object. Put everything back together, then it’s quiet. ”For the successor models, -Kawasaki built in improved tensioners.
Some ZX-6R drivers complain that the water temperature is too high before the fan switches on. “That’s right,” says Lohmann, “the fan starts running quite late. But that’s not a problem, at least off the racetrack. The motors do not boil over during normal use. ”Lohmann recommends a more powerful cooler for increased spinning on the slopes.
The transmission could also weaken over time on the race. In its basic form it comes from the nineties and is designed quite filigree. A revision (relief grinding of the shift claws) is advisable in any case for permanent use on the racetrack. Costs: depending on the effort, between 1000 and 1500 euros. Even if the seller of a second-hand six claims the bike has never seen a racetrack, there is no harm in control. Interested parties unmask a battered gearbox on jumping gears during a test drive. Is the control box playing crazy: hands off!
2005 – 2006
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For many contemporaries, the shapes of this series got a little too bombastic. The reliability of the engine, however, is beyond any doubt, it comes from its direct predecessors. Kawasaki only modified the cylinder head and valve train and donated new pistons. The nominal power increased from 118 to 130 hp. An overly optimistic statement, as performance measurements showed – the six always owed a few ponies.
The basic engine of these years comes from the direct predecessors. Kawasaki only donated the four-cylinder – a different cylinder head with a new valve train and new pistons. There are no known problems with the engine. The exhaust throttle valve / servomotor unit causes problems in some cases, but this is usually not due to the technology itself. Hobby screwdrivers are often to blame for replacing the original muffler with an accessory part and thereby damaging the servomotor or failing to re-assemble the mechanics correctly. As a result, an error message appears in the cockpit (FI light). If the servomotor is damaged, a special module (“SRM”, Lohmann, 70 euros) can help, which replaces the mechanics and electronically simulates the correct position of the exhaust throttle valve. The catch: the part is not StVZO-compliant. Some ZX-6R drivers complain of a loss of power, jerking or even stalling of the drive when the engine is warm. Possibly an indication of a damaged throttle valve potentiometer of the injection system. Heavy smoke formation when accelerating also indicates this defect. Replacement costs between 70 and 110 euros.
2007 – 2008
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After five years with 636 cubic centimeters of displacement, Kawasaki switched back to the 599 cubic that is common for this class. Opinions differ when it comes to reliability. Some certify it is very robust. Others speak of susceptible bucket tappets in the valve train. The fact is: never before has a ZX-6R turned so high as this model. It is also clear that the valve cover gasket leaked on certain machines.
Since those years of construction there have been no more excuses for opponents – the six got 599 cubic again. Some bikes lost oil in the cylinder head / valve cover area. The reason was leaky valve cover seals, which Kawasaki replaced during a conversion campaign. A look behind the side panel shows whether the engine of the used baby is tight. Another shortcoming is of course more serious: some machines suffer from defective bucket tappets, apparently. In extreme cases, they form small depressions at the points of contact with the camshaft. This increases the valve clearance, which makes it necessary to replace the camshaft together with it. A clearly audible clacking of the engine could be an indication of this defect.
A racing ZX-6R built by Bike Shop Luchow in Lower Saxony (www.bikeshop-luechow.de) shows that there is another way. “The machine has only caught fire for years and still runs without any problems,” enthuses owner Karsten Bartschat. Almost a declaration of love. Lohmann takes the same line and describes this series as “the most popular used ZX-6R ever”.
From 2009 on
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As before, the Japanese completely turned the ZX-6R inside out after two years of construction. They took a big step in weight: At 190 kilograms with a full tank, the new one weighs a whopping 13 kilograms less than its predecessor. Visually, the voluminous exhaust is immediately noticeable, which no longer peeks out from under the rear, but is led back to the side. Since 2009 the Greens have not changed anything in the technology of the six except for a new ignition box. That will remain the case for the 2012 model year. Technical defects are not known. Those in the know see this series as a perfect basis for a racing bike.
The latest expansion stage has remained technically almost unchanged since it was launched in 2009. For 2011 it only got a new ignition box, as it now works without the so-called master key – a specially programmed ignition key for the immobilizer. Only with him is it possible to have replacement keys made. Anyone interested in a six from 2009 or 2010 should insist on the “red key” (color of the shaft).
There are no known defects in this still young model. Possibly also because it has not sold particularly well to this day. In just under three years, only 1344 buyers opted for the super sports car. Not an isolated case, the competition also had to give up in this segment.
In general, future six drivers should ensure that they are in a neat, untampered condition and have a complete checkbook. An extensive test drive is also a must. Workshop man Briese has a tip: “Drive with around 30 things and let go of the handlebars. If the machine pulls strongly to one side, something is wrong. ”If you take these things into account, you can choose a sharp six and point the famous finger to blasphemers: nothing there!
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