Menus
- On the finger and on the eye
- Discovery
- In the saddle
- Contact
- City
- Highway
- Departmental
- Circuit
- Comfort
- Braking
- Convenient
- Consumption
- Conclusion
On the finger and on the eye
The Kawasaki ZX-6 RR is the competition version of the ZX-6R
636 … and the basis of the model present in 600 Supersport. TO
priori, everything here is more exclusive than on version 636 … unusable
on open road ?
Discovery
Nothing
at first glance distinguishes the ZX6RR from the ZX6R 636, except for the signature
ZX-6 RR side of the fairing: same taut lines,
same triangle optics and rear diode lights,
same exhaust… only the color of the frame changes, here
painted black instead of the bare aluminum of the ZX6R 636. And the
experienced biker will also distinguish the arm adjustment
oscillating in height on the RR.
Apart from the difference in displacement (599 instead of 636 cm3),
the RR mainly benefits from the racing kit (optional in 2003
and fitted as standard on the 2004 model). Others
differences relate to an injection rail with double injectors
as well as shorter gear ratios.
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In the saddle
The 600 cm3 is as small as its cousin 636. One has the impression of climbing
on a reduced model … except the seat height with
feet barely touching the ground for the 1.70m pilot. Oddly,
I found a less tilted position on the front than the 636.
The position is sporty certainly, typical, exclusive but less the nose
in the bubble.
We find the traditional Kawasaki digital counter: a single dial
indicating the digital speed in the center framed by the tachometer
around with a red zone at 15,500 rpm. On the right, we find
the indicators for indicators, full headlight, neutral, oil and shift
reserved. The shift light – allowing to signal the change
gear – is located to the left of the counter with the gear buttons.
zeroing of totalizers. The lap stopwatch, allowing
to record 99 laps. On the other hand, only one partial trip.
The mirrors, fixed on the upper part of the screen,
are easily adjusted and provide good visibility,
whatever the driving position.
Contact
The four-cylinder roars upon ignition. Clutch, start…
The bike confirms its featherweight of 161 kilos. The knees fit perfectly
the reservoir and the position is almost natural … for
an athlete.
The first turns out to be short, like the second,
while the motorcycle naturally follows each gear shift.
We expect something usable only at the top but
it pushes from 2500 rpm, even if the torque
maximum feels past the 9000 rpm.
City
The
ZX6RR accepts all plans. She purrs at 2500 revolutions
in sixth, begins to chomp on the brakes from the four
thousand laps, sets off after six thousand laps and does not stop
more then until the red zone. Inevitably, the engine
heats up quickly in town and in traffic jams and enjoys
get out of this urban ghetto quickly. Conversely, the lightness
of the bike and the riding position still offer the maneuverability
necessary to sneak in without problem.
The gearbox is smooth and precise on the whole
reports. The only downside is the difficulty in
find neutral when stationary.
Highway
The ZX6RR enjoys going out of town to take its turns.
Behind the bubble, the position becomes perfect and protects
efficiently from the wind, regardless of the speed.
Departmental
It is impossible to exploit the ZX-6RR, so its limits seem
far and never reached on open road.
Circuit
Impossible
to really test on the open road, it’s on the track
of Magny-Cours that the trial ended and over 3 days, during a
K Days session. The weather was ideal since
the circuit benefited from both full
sun and torrential rain the next day.
The ZX6RR confirms here its ease of handling and its behavior
exemplary on each section of the circuit.
The balance allows to take a 250 km / h at the end of the straight line
and descend to 40 km / h in a few meters without flinching.
The front axle then turns out to be exemplary rigor.,
whatever the turn and how to enter it. The motorcycle is placed
without forcing and follows the eye perfectly without having to
to correct the trajectory. We could speak of ideal neutrality,
but in fact it goes further by also forgiving mistakes
of the pilot and putting him in confidence very easily. The Dunlops
D 208 mounted for the occasion also hang on the track and seem
leave a margin that my driving never seems to reach, while
the tread wears out over its entire width.
Despite its lightness, the ZX-6RR seems
riveted to the ground, regardless of the way
turns, hairpins and long straight line in full acceleration,
with a stability that is difficult to fault.
It even seems more docile and easier than the 636, on the track then
that you have to play the selector on this circuit…
The saddle seems ideal and allows you to wiggle without difficulty
by switching easily from left to right to chain the
bends.
Comfort
It is firm, conforms to the Kawasaki standard. The duo is unthinkable,
unless you settle for a pate de maison or a passenger
complacent. In return, the course is perfect and imperturbable.
Braking
Biting
almost violent, braking is ideal on the track and requires
little more fingering on the open road … but driving on the road
open being quieter, this is no problem.
Kawasaki incorporates radial calipers here, for the first
times on a production motorcycle. In short, the feeling is excellent and the
dosage a permanent treat.
Convenient
There is barely room for the tool kit under the saddle,
and a possible disk block. There is of course no crutch
central or handles.
Consumption
With more than nine liters per hundred on average on the circuit, fuel consumption
drops to 7 liters on open road, benefiting
injection.
Conclusion
The
Kawasaki ZX-6RR is a pleasure on the road, an immeasurable treat
on circuit for the lover of 600 sports. Even though the machine
is exclusive, it remains nonetheless exploitable and playful, with
a very neutral cycle part. Responsive, lively … it provides
unforgettable sensations and driving pleasure by an engine and
braking responding to the hundredth of a second at the
least stress, even the lightest.
It will be reserved for experienced pilots,
intending to play regularly on the circuit. the
fairing can then be replaced by polys
and the engine possibly benefit from the engine kit…
reserved for competition.
Sports users on the open road will prefer
the 636 for its additional torque at low revs and its use
easier on a daily basis.
Strong points
- ease of use
- motor
- braking
Weak points
- comfort
Competitors: Honda CBR 600,
Suzuki GSX-R 600, Triumph
Daytona 600, Yamaha R6
Datasheet
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