Driving report Kawasaki ZX-6R-RR

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Driving report Kawasaki ZX-6R / RR

Two is Better

Two new 600s from Kawasaki, the wonderful circuit in Sepang, Malaysia and the realization that Kawasaki wants to kick the buttocks of the rest of the supersport establishment in the next season.

A crisis holds opportunities. Kawasaki knows that. The Greens have regrouped. And entrusted a young development team with the design of the ZX-6R series. On average, the guys don’t count 40 Lenze presenting their two machines and themselves in Sepang. In unison with a friendly, proud look, which, however, by no means shows complacency or even arrogance. No “we build the best 600 ever. ?? Just: “Hello, here is the ignition key, watch out, the course is tricky and doesn’t have a lot of grip.”

He’s really tricky. The thing about grip, that will be clarified later. First of all, get used to it, come to terms with it. Goes fast. No comparison to the old ZX-6R ?? popular because it is expansive, almost a touring athlete. The new one is completely different. Already documented by the handlebar halves that are mounted under the fork bridge, that it belongs to the attack department. Smaller, more compact, with higher footrests, a narrow tank and a slightly thinly padded bench. But despite the driver’s position being strongly oriented towards the front wheel, anything but uncomfortable. And thus following the trend of many modern racing motorcycles: A pilot who crouches on his machine like the much-quoted monkey on the grindstone cannot drive fast all the time. It’s that simple. Which is why the two 6 Series are sure to be a lot of fun on the ordinary country road, not just because of the first Michelin Pilot Sport tires, which apart from a noticeable pull-up moment when braking, nothing to complain about.

The R version in particular puts you in a good mood, and thanks to its 36 cm³ displacement, it has simply injected an extra portion of performance into Kawasaki. It should deliver 118 hp, with maximum back pressure in the airbox even 125. Perhaps a little optimistic, this value. The fact is that its predecessor produced a healthy 111 hp on the dynamometer. The engine was redesigned from the foundations? to list all changes would go beyond the scope of this driving report ?? emotionally it should actually be the 115 hp that are attached to the clutch? which would correspond to an astonishing liter output of almost 180 hp.

Much more important is the fact that you can always drive the many tricky curve combinations on the GP circuit in Sepang one gear higher with the 636 than with the production racer ZX-6RR, which at 599 cm³ complies with the capacity limit of the super sports class. From 8000 rpm, the 636 delivers wonderfully convertible power to the rear wheel, not a trace of an annoying performance drop. The super sporty RR demands more concentration on the ?? difficult to read ?? digital tachometer. To make matters worse, the light-emitting diode propagated as a shift light does not deserve this name. On the other hand, the RPM’s ability to turn really demands respect: the limiter only stops shortly before reaching 15,600 rpm. With a racing kit and a correspondingly modified ignition box, the limit should be around 900 rpm higher.

So far unique in the supersport league: the standard anti-hopping clutch, exclusively for the RR. Not a fashion stunt, but a really great invention. Double-declutching when braking can be omitted, which is why the pilot can concentrate fully on braking, downshifting and then turning in, the most delicate part on the racetrack. Even in extremely wavy braking zones, the ZX-6RR remains stoically calm, while the rear wheel of the R begins to prance slightly. The Back Torque Limiter, as Kawasaki has christened this beneficial invention, can henceforth be regarded as an effective means of dropping lap times. Ambitious racers should pick up the phone quickly, as only 100 RRs will come to Germany next year.

But there are other reasons to have the two 600s on the bill: their excellent drivability. This became evident at the latest when Kawasaki changed tires to Michelin Pilot Race 2 on the second day of the presentation. The Pilot Sport had reached its limits at temperatures of over 35 degrees on the slippery track. In Race 2, however, both machines can show their full potential. Except for a swing arm pivot point that can be adjusted by a total of four millimeters, both chassis are identical. They are in good balance, and even after the installation of fantastic, non-slip tires, they do not require any cumbersome fiddling with the fully adjustable chassis and the search for the supposedly optimal set-up. The basic set-up, given by French and German Kawasaki technicians, turns out to be a successful compromise between responsiveness and feedback. Compression and rebound damping remained constant despite the intense heat and many fast laps. The ZX-6R may not be as easy to move as a Yamaha YZF-R6, but with its great stability it is similar to the previous reference in this important point, the Suzuki GSX-R 600. Even in ultra-fast and wavy corners it remains Kawasaki unmoved on course. This is followed by a particularly nice experience on both 6s: braking. Here, too, Kawasaki is breaking new ground: Radially screwed-on Tokico four-piston calipers with individual pads in combination with small 280 mm brake discs, something that has never been seen before from Japan. A real highlight in combination with the mighty 41 cm upside-down fork. The brake can be dosed incredibly well and, in combination with the Michelins’ monster grip, also enables hobby racers to brake precisely right into the corner. In addition, the gas can even be dosed in five-digit speeds from the apex of the curve, the use of a second throttle valve has taught the intake manifold injection manners. The load change shock previously feared with the 600cc Kawasaki does not occur either, and the play in the drive train is pleasantly small. All in all, a guarantee for relaxed, burned laps and long-lasting fun on the racetrack. Without wanting to anticipate the tests that will soon follow: Congratulations Kawasaki, with these 600s you have set the bar for the competition extremely high.

Technical data – Kawasaki ZX-6R

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, intake manifold injection, (38 mm, contactless transistor ignition, uncontrolled catalytic converter with secondary air system, electric starter, three-phase alternator 310 watt, battery 12 V / 8 Ah. Bore x stroke 68 x 43.8 mm (67 x 42.5 mm) Compression ratio 12.8: 1 (13.0: 1) Rated output 87 kW (118 HP) at 13000 rpm (83 kW (113 HP) at 13,200 / min Max. torque 67 Nm (6.8 kpm) at 11,000 / min (64 Nm (6.6 kpm) at 12,000 / min Power transmission: primary drive via gear wheels, multi-disc oil bath clutch, six-speed gearbox, O-ring chain : Bridge frame made of aluminum profiles, load-bearing motor, upside-down fork, (41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, floating g mounted brake discs, (280 mm, rear disc brake (220 mm, single-piston caliper, cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/65 ZR 17; 180/50 ZR 17 Chassis data *: wheelbase 1400 mm, steering head angle 65.5 degrees, caster 95 mm, spring travel 120/135 mm.Dimensions and weightsL / W / H 2025/720/1110 mmSeat height 825 mmWeight fully fueled 188 kgTank capacity 18 litersWarranty two years without Mileage limit Colors: green, black, metallic blue Price: 9,640 (10190) euros Additional costs: approx. 150 euros * Manufacturer information

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