2014 Kawasaki ZX-6R
Put simply, the ZX-6R was Japan’s best 600 for what seemed like an age and matured into a class contender during its second spell in 636 form. There’s no replacement for displacement, which is exactly why Kawasaki upped the 6R’s cubes and screwed conformity in the process after an infertile period of class progression. With no involvement in MotoGP – the only major manufacturer absent from the upper echelons of the sport – Kawasaki’s focus on production-based machinery is only advantageous for us punters.
The cheaty Kawasaki’s finest trait is its bottom-end power and clear advantage over more compliant rivals, with added punch throughout the rev range and a more liberated delivery in general, spinning more freely – rarely are you left chasing revs above 6,000rpm. By stroking the orthodox 600cc lump, Big K engineers managed to maintain a healthy dose of top-end peak power while installing muchneeded usability and an injection of midrange. Midrange? On an inline-four 600? I know. Crazy.
That said, the motor still makes more sense the harder you rev it. The throttle pick-up is direct and momentum is gained in a way that only a twin or triple’s innate grunt can match. It may only be an additional 37cc, but in a class where every little smidgen counts, it feels way more, especially during everyday vibes when you’re not chasing tenths. It’s not an excuse for lazy gear selection but the spread of power is delicious after riding the R6 or CBR600RR.
Even with 115bhp, Kawasaki decided that S-KTRC traction control and rider modes were a good idea, yet neglected to fit a quickshifter – it’s a good job the gearbox issues of the previous models were resolved. BMW is currently making lots of noise about its ‘ audible’ traction control on the HP4 Race, like it’s completely new technology. Well, I got a newsflash for ya. It ain’t. Kawasaki has been furnishing sexy-sounding TC on its Ninja range since 2011’s ZX-10R before filtering down to the 6R. Sling on a full system, and you’ll have a race-spec electronics soundtrack. Some argue it’s an unnecessary feature on something that produces such little horsepower, and the system is undoubtedly more performance enhancing than safety related. No bad thing.
In general, fuelling is peachy, although the good old Kawasaki closed-to-open throttle glitch can annoy at certain rpm in urban climes and slow speed drudgery. But as a Ninja prerequisite, the ZX-6R gets better the harder you ride it and its ability becomes exponentially better with pace. Steering is sharp yet wonderfully neutral and there’s a special ability to load the front-end off the throttle.
As a whole, the Ninja brags a stiffer chassis feel than rivals of its time, which is responsible for its agility and mid-corner poise. Its corner entry ability is right up there with the best, with ample braking power and a slipper clutch that’s by far the best that Japan has to offer.
Within minutes of warm tyres and jizzy sun-drenched roads, I was soon reminded of its need for a steering damper as the ZX’s ’ bars started to jive and its front-end got lively. Nothing serious or dangerous, and far from lock-to-lock, but slightly unnerving having jumped off the über-stable Honda. Some revel in the Kawasaki’s edgy dynamics, others are deterred by a lack of fluidity against more refined Japanese rivals that are easier to ride. Somehow, the Honda carries its Showa suspension with superiority, as the ZX-6R lacks the slick damping throughout the stroke. There’s also a soupçon of fluidity missing from the whole package, but that just adds to the ZX-6R’s attitude in some respects.