COLDPLAY
CW RIDING IMPRESSION:
2007 KAWASAKI ZX-6R
Hot laps and freezing fun
BLAKE CONNER
By December, most of you have given in to the fact that riding days are numbered, unless of course you are lucky enough to live in the sunny Southwest or Florida. Sure, there are those amazing winter days when busting out your not-yet-mothballed steed allows one last blast before putting it into hibernation. Unfortunately, the motorcycle biz likes to launch next year’s rides just as ice starts to envelope most of our country. The search for warm locations has taken us to Qatar, Australia, Malaysia and Spain to sample new models. Our much-anticipated first ride on the all-new Kawasaki ZX-6R took place on December 8-9. The forecast that day for Anchorage, Alaska, predicted a high of 43 degrees Fahrenheit, with 31 for the lowno, we weren’t actually going to ride the latest middleweight repli-racer from Team Green in our fine 49th state. But we might as well have, because it was warmer there than at Barber Motorsports Park, just outside of Birmingham, Alabama!
Unseasonably cold temperatures meant that our group of American journalists participating in the launch were faced with arctic-like 17-degree conditions as we headed out onto the track for our first session of the day. Did we bitch and moan more than usual? Damn right we did. Concern overtires and grip raised a red flag and unfortunately the snowboarding apparel had been left at home.
Apprehension turned to excitement as the tire-warmers were yanked off the stickiest Type-4 compound BT-002 buns that Bridgestone had on the truck. Without a doubt, these were the coldest conditions most of us had ever ridden in on a racetrack. The wind chill at 130 mph was unbearable; roadrace gloves offered little if any protection from the elements, rendering hands useless within five laps. A few tentative circuits behind Kawasaki’s development rider and six-time 125cc Grand Prix winner Tomomi Manako quickly answered a few questions. Amazingly, the tires almost stole the show; their performance was so impressive early in the day that’s almost all anyone was talking about.
Temperatures soared to a balmy 40 degrees by the third session, and with riders warmed up both literally and figuratively,, the new Ninja started delivering on its promises. Kawasaki’s overriding theme for the new bike is “Stay on the Gas.” The new engine-which hadn’t been changed this dramatically in 10 years-achieves this by delivering better power across the rpm range and better over-rev characteristics. A revised chassis, with an emphasis on nimble handling and a more forgiving feel, was the other focus of the theme.
Engineers made no bones about the intent of this motorcycle. In the press kit, the section on the engine is highlighted by the phrase: “All-New Racing Engine Specially Designed For The Track.” No hidden messages there. The 599cc inlineFour is significantly smaller than its predecessor and replaces both the former 636 and RR mills. The crankcases are more compact and rigid, while internal parts such as the connecting rods and pistons are much lighter for less reciprocating mass. New 8mm-shorter oval throttle bodies, different cams, a revised exhaust-valve angle, polished intake ports, and new fuel-injection and ignition mapping are all aimed at improved midrange-to-top-end performance. The new exhaust system features an under-engine prechamber with catalyzer, which keeps weight down low, while a lighter underseat silencer improves mass centralization.
Redlined at an indicated 16,000 rpm, the 6R might fool you into thinking it lacks punch in the middle of the rev range. But that sky-high 13.3:1 compression ratio helps maintain torque for strong corners exits.
Having sampled the new Honda CBR600RR at the same track a week prior, it was interesting to compare the two. Exiting Barber’s tight Turn 5 hairpin, the Honda felt like it had better initial drive off the apex, but as revs build the Kawi easily matches it in the upper stratosphere of spin. On track, the Kawi’s fuel-injection response was very smooth, but there was a slight stutter down around 4000 rpm when leaving the pits; most likely a lean spot related to strict new emissions. We’ll have to wait until we actually ride the bikes back-to-back on the street to see if the Ninja’s racetrack focus is a disadvantage in everyday conditions.
Handling is the ZX-6R’s forte. A close look at the spec sheet suggests that the chassis geometry is more conservative than the finalgeneration 636. Wheelbase is lengthened to 55.3 inches compared to 54.7, rake is the same 25 degrees, trail is increased from 4.2 inches to 4.3 and dry weight is up 6 pounds. But at speed, the new Ninja feels considerably more nimble, while giving up none of the stability middleweight ZXs are known for. The manner in which the bike could be flicked from side-to-side through Barber’s ultra-fast, 100-plusmph Turn 9/10 chicane was impressive. The new CBR required more input to change direction, while the ZX-6R snapped left-right with ease and remained steadfast in its composure despite not having a steering damper. More impressive is how well the Kawi held its line around the front-end-taxing Turns 2 and 3 without running wide. Midcorner corrections were easier, as well.
Another design goal was to make the new chassis more forgiving over mid-corner surface imperfections. The combination of the frame’s increased lateral flex, new front and rear suspension, and better cornering clearance made the 6R very poised over the few mid-turn undulations at Barber. This allowed the rider to run more speed at the apex and get on the gas earlier exiting corners. So, there isn’t always truth in numbers: Manako-san and Kawasaki’s crew of engineers has achieved improved handling through careful redistribution of weight and improved mass centralization, despite what the specs would lead you to believe.
Getting the bike slowed is a study in composure. Not only do the Nissin radial-mount, fourpiston, four-pad calipers offer excellent feel and power, but the 6R’s slipper clutch keeps the bike settled and straight before leaning in. Rowing through the close-ratio cassette transmission was precise and trouble free; nicely spaced gearing complements the powerband.
Creature comforts and visual appeal were addressed. The view from the cockpit is much improved, with a redesigned dash that features not only a gear-position indicator but an easy-to-see shift light. The seating position is aggressive without being torturous, while protection from the windscreen makes tucking in quite easy.
A fresh new face with projector-beam headlights, redesigned ramair intake and flush-mount front signals update the front, while a clutter-free tailsection has an LED taillight bar and integrated indicators. The bike will be offered in four colors including: lime, ebony, red and silver with a suggested retail price of $8999. The ZX-6R looks poised to show its Supersport supremacy, but are its capabilities broad enough for the real world? Only a shootout can answer that question, and believe us, it can’t come soon enough-well, as long as we’re back in sunny Southern California. □
