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22nd photos
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1/22
The Kawasaki ZX-6R 636 wins the group test ahead of the Suzuki GSX-R 750.
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Super sports car under 1000 cubic in the test. The Kwasaki ZX-6R (2012), Suzuki GSX-R 750 and Kawasaki ZX-6R 636 compete!
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Kawasaki ZX-6R 636.
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The sensor rim is used by the ABS to determine the front wheel speed.
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Traction control switch: There are three control modes to choose from. Stunt drivers choose the “OFF” position.
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The spring preload is adjusted on the new Big Piston fork at the top of the left leg.
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Kawasaki ZX-6R (2012).
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Still life of the Kawasakian manufacturing art: perforated brake disc in wave design on a filigree six-spoke cast rim in the backlight.
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It can also be nicer: The ZX-6R rear light is encased in cheap-looking plastic.
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Kawasaki ZX-6R (2012).
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The headlights of the Gixxer.
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Suzuki GSX-R 750 – accessories for 2430 euros pimp this test gixxer.
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The rests are very slippery in the wet.
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Kawasaki ZX-6R 636.
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Suzuki GSX-R 750, Kawasaki ZX-6R 636 and the 2012 model from Kawa.
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Suzuki GSX-R 750.
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European brakes on a Japanese burner. The snappy and well-dosed stoppers from Gixxer are the best in the test field.
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Old and proven, the classic Bowden cable to operate the clutch.
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The face of the new Kawasaki ZX-6R 636.
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Aggressive Kawasaki ZX-6R.
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The sheet metal cover of the muffler looks really cheap.
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Kawasaki ZX-6R 636, Suzuki GSX-R 750 and Kawasaki ZX-6R.
Comparison test of super athletes under 1000 cubic meters
Kawasaki ZX-6R 636, Suzuki GSX-R 750 and Kawasaki ZX-6R 600
Content of
The reign of terror of the powerful 1000s has been going on for far too long. PS rebels and rehearses an uprising with three subjugated people.
We are all to blame. Yes, we all do. You, dear reader. We from the press. The importers and manufacturers. In addition, the global economic crisis, the unfavorable yen exchange rate, the euro crisis, the corrosive high fuel price and the hateful BMW S 1000 RR join the long list of those responsible. You mean violent tobacco? No, it is a very sober survey of a steadily declining sports motorcycle market, in which only superbikes with 1,000 cubic meters and more have been sold for several years. Everything else is like lead in the shops because it’s uncool, doesn’t have 200 hp or simply doesn’t seem cheap enough in relation to the super burners. And if we are not very careful, we can watch the extinction of athletes below the magical one-liter mark live. And with them part of our hobby, our scene and the diversity.
Not only to save the 600, 750 or 848 from the exodus, we ride out today with the supposed underdogs, the “pussy bikes” or “pocket racers”. No, we want to pay homage to the new Kawasaki ZX-6R with 636 cubic meters, which brings a breath of fresh air to this dusty market segment and stirs it up violently! Finally a Japanese brand is daring something again and breaking norms and rules. Taataa, a flourish for the Kawa, which is now fully in the spotlight.
D.och PS would not be PS if we hadn’t put the new, classless burner into an exciting test field right away. On the left a new ZX-6R of the last expansion stage – so to speak as a benchmark and witness of progress – and on the right the evergreen of the outlaws, the Suzuki GSX-R 750, which has been the flag of three-quarter-liter athletes for over 25 years despite the strong headwind holds up. But first see what the new one can do. Technically, it is definitely up to date. A sporty ABS, a traction control that can be set in three modes (both can be turned off) and two selectable mappings that influence the response of the injection system are also on board. But that’s not too much of a good thing?
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Comparison test of super athletes under 1000 cubic meters
Kawasaki ZX-6R 636, Suzuki GSX-R 750 and Kawasaki ZX-6R 600
Jahn
Kawasaki ZX-6R 636.
Full throttle
When you first sit down on the new Kawa in the southern French test area, these disgusting doubts arise again: Are 636 cubic meters enough to … “Shut up!”, The Ratio commands, while the right thumb presses the starter button. The long-stroke four-cylinder engine eagerly takes up its work. Click, first gear is sitting. It starts! From the very first meter, confidence in the 636 builds up, the seating position, throttle response and the comfortable suspension setting are right. Despite the winter temperatures, the three aspirants quickly find a relaxed rhythm that quickly brings us to the asphalt strip of truth, the Col de l’Espigoulier. This winding road, which culminates at a height of 725 meters, becomes a relentlessly sober and objective test arena. The tour starts on the fly, everyone kneads the tires warm for himself, looks for rocks or dirt on the ideal line and looks for braking points. The 636 already makes one thing clear during this crawl: It has nothing to do with its toothless 600 sister in strolling mode. A twist on the gas and it pulls away confidently even from tight corners – even the 750 makes big eyes. Back in the valley, then the battle plan: full bottle uphill, collect up and down again. Below is the swap and the next round celebrated. Colleague Volkmar, the horsepower country road crack, makes the rabbit, the author and stunt driver Jo Bauer play the bloodhounds behind it.
Starting shot! The bunny on the 600 gets going and ticks one hook after the other, doing justice to its species. But the 636 sticks relentlessly in the neck of the “pure supersport rocket”. With activated ABS and the TC at level one, the feeling of imperturbability goes with you, it can be braked to the apex of the hairpin bends and then violently open the gas. The throttle response of the 636 is spontaneous and greedy in the mapping “F”, the four-cylinder implements throttle commands crisply (mapping “L” for low performer moves cautiously forward even in the rain). The thrust that the briefly translated 636 quad generates between 7000 and 13000 tours is impressive. The 600 doesn’t stand a chance. Escape? Forget it, Volkmar! Even the GSX-R tends to get smaller rather than bigger in the rearview mirror during acceleration phases. A slightly longer straight in the lower third of the pass offers the perfect opportunity to overtake. We shift up to third gear and sit next to the 600. The hare has to see that it is game now. But we join the group again and from now on use the second instead of the first gear out of the corners. Still, the 600cc Kawasaki is only gaining minimal ground.
While the Hatz impresses not only the engine, but also the handling of the 636. On the chassis side, basically a 600, it can not only be thrown effortlessly from left to right, but is also full and stable in an inclined position. The very good Bridgestone S20 initial tires have a minimal set-up moment when braking in an inclined position. The feedback from the Kawa is good despite the soft, comfortable setup.
Valley reached: motorcycle change. Volkmar remains the rabbit, but on the second run he sits on the 750, while the author takes on the chase role on the 600. And let’s go! The Gixxer dashes off, followed by the 600s. Jo forms the goalkeeper on the 636 with bared teeth. What a difference! Of course, the 599 cubic four of the ZX-6R is messy from 11,000 rpm, but below that, especially when you switch from the 636, nothing works. But stop! Rethinking, my dear, the Ratio orders exactly at the moment when Jo is about to overtake the 636. “Turn the 1 as far as it will go – speed, speed, speed! Pure supersport mode for hunting on the mountain. “
Thought and done, the 600er only switches shortly before the limiter, which minimizes the switching work, but also makes hellish noise and increases fuel consumption. It doesn’t matter, just don’t depend on Volkmar or let Jo overtake you! And lo and behold, it works! The six always makes up meters on the 750 exactly when it wants to get out of the curve in second gear. This 600 power is inimitably aggressive at five-digit speeds. We suck ourselves back to the rear light of the 750s. Mainly because the stiff Pirellis in combination with the tight set-up of the 600s create an incredibly cool and transparent driving experience. The ZX-6R sticks to the road like a crisp racer, arrows neutrally and absolutely precisely around the radii of the pass and makes the pilot cheer with joy. That is exactly the attraction of driving 600! Absolute confidence in the grip, absolute feedback from the road and this ease in changing corners. S 1000 RR, I don’t give a damn about you! The disadvantage of the brisk driving behavior can of course be found in everyday life. Despite the damping valves being wide open, the 600 is far from being a comfortable motorcycle. But who cares when one is compensated like this.
Jahn
Suzuki GSX-R 750.
ease
Back in the valley, the hare just shakes his head and swings on the Suzuki: “Men, we really have someone on the clap …”. But Volkmar does not want to avoid the last hunt, because now he can try to escape on the new one. The superior Gixxer takes on the chase. To help you handle it, we lowered the front by inserting the fork five millimeters up through the triple clamps. That is successful, but the nimbleness of the Kawas does not quite match the 750s. This is largely due to the initial tires. The Bridgestone BT 016 in special specification are not particularly handy, dilute the feedback and stand up when braking in an inclined position. A change to the S20 of the 636 or the Pirellis of the 600 would certainly be helpful.
Then the engine has to fix it. But with 139 HP on the clutch, it lacks eleven HP of nominal power, which is still 13 HP more than the 636. Why it still doesn’t work to sniff the Kawas on the straight is quickly explained. The secondary translation is too long. By the time the Gixxer gets going, the Kawas are already on the brakes in front of her.
Nevertheless, the 750 also inspires. Above all, play kid Jo, who is more into transverse driving than the last tenths, can gain a lot from the Suzuki. It has the best brakes and the best slipper clutch in the test field and thus kindles its drift fire. Black bars right up to the apex of the hairpin bends testify to the perfectly dosed braking drift and explain why he always voluntarily started last in the hunting party. But the Suzuki can do much more than transversely. Your package is fully developed and, apart from the tough load changes, at a very high level.
Jahn
Kawasaki ZX-6R (2012).
fun
The three vital bandits of the “Under 1000 League” prove impressively: There is an athlete’s life under 1000 cubic meters, a very nice one even! Above all, the Kawasaki ZX-6R 636 is a brilliant motorcycle. The only knockout criterion for this bike is the price. A ZX-6R 636 for a peculiar 13,195 euros – guys, that’s not possible! If you really want to save money, you should use a previous year’s 600. They are available for around 7500 euros and cannot be shaken off.
PS assessment / judgment
Jahn
Kawasaki ZX-6R 636, Suzuki GSX-R 750 and Kawasaki ZX-6R.
PS rating
| Max. Points | Kawasaki ZX-6R 636 | Kawasaki ZX-6R (2012) | Suzuki GSX-R 750 | drive | 100 | 74 | 61 | 63 |
| landing gear | 100 | 82 | 71 | 70 | Everyday life and driving fun | 50 | 36 | 32 | 33 | Total | 250 | 192 | 164 | 166 | placement | 1. | 3. | 2. |
PS judgment
1. Kawasaki ZX-6R 636
A sovereign victory against the more powerful 750 indicates that the 636 has what it takes to do more. Only the price moves in a sphere that is incomprehensible. It’s a shame, so many will have to do without the good 636.
2. Suzuki GSX-R 750
The 750 would collect significantly more points with other tires. Although it’s a well-engineered bike, it needs a makeover, especially the old-fashioned design makes you shiver.
3. Kawasaki ZX-6R
A great burner for the hunt on the country road. The representative of the “howler monkey” faction inspires me completely and really makes me want more.
Jahn
Kawasaki ZX-6R 636.
Kawasaki ZX-6R 636
drive
Four-cylinder in-line engine, four valves / cylinder, 96 kW (131 PS) at 13,500 / min *, 71 Nm at 11,500 / min *, 636 cm³, bore / stroke: 67.0 / 45.1 mm, compression ratio: 12 , 9: 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control
landing gear
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 101 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/134 mm
Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone S20 “J”, 310 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear, ABS
measurements and weight
Length / width / height: 2080/830/1100 mm, seat / handlebar height: 820/840 mm, handlebar width: 655 mm, 196 kg fully fueled, v./h .: 50.6 / 49.4%
Rear wheel power in last gear
87 kW (118 PS) at 221 km / h
consumption
Fuel type: Super unleaded. Average test consumption: 7.1 liters / 100 km, tank capacity 17 liters, range: 239 km
Base price
13 195 euros (plus additional costs)
Jahn
Kawasaki ZX-6R (2012).
Kawasaki ZX-6R (2012)
drive
Four-cylinder in-line engine, four valves / cylinder, 94 kW (128 PS) at 14,000 / min *, 67 Nm at 11,800 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio: 13 , 3: 1, ignition / injection system, 38 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain
landing gear
Light alloy bridge frame, steering head angle: 66.0 degrees, caster: 103 mm, wheelbase: 1400 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/134 mm
Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, test tires: Pirelli Diablo Rosso Corsa, 300 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 -mm single disc with single-piston floating caliper at the rear
measurements and weight
Length / width / height: 2120/830/1120 mm, seat / handlebar height: 810/850 mm, handlebar width: 655 mm, 193 kg fully fueled, v./h .: 50.5 / 49.5%
Rear wheel power in last gear
83 kW (113 PS) at 234 km / h
consumption
Fuel type: Super unleaded. Average test consumption: 7.9 liters / 100 km, tank capacity 17 liters, range: 215 km
Base price
11,995 euros (plus additional costs)
Jahn
Suzuki GSX-R 750 – accessories for 2430 euros pimp this test gixxer.
Suzuki GSX-R 750
drive
Four-cylinder in-line engine, four valves / cylinder, 110 kW (150 PS) at 13,200 / min *, 86 Nm at 11,200 / min *, 750 cm³, bore / stroke: 70.0 / 48.7 mm, compression ratio: 12 , 5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain
landing gear
Light metal bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm
Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 “G”, 310 mm double disc brakes with radially attached four-piston fixed calipers at the front , 220 mm single disc with single-piston floating caliper at the rear
measurements and weight
Length / width / height: 2040/820/1140 mm, seat / handlebar height: 805/845 mm, handlebar width: 635 mm, 194 kg fully fueled, v./h .: 52.6 / 47.4%
Rear wheel power in last gear
95 kW (129 PS) at 251 km / h
consumption
Fuel type: Super unleaded. Average test consumption: 7.4 liters / 100 km, tank capacity 17 liters, range: 230 km
Base price
13 140 euros (plus additional costs and accessories for 2430 euros)
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