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2007/2008 ZX-6R

For the 2007 and 2008 model years, Kawasaki dropped the 636 and built an all new 599 cc ZX-6R.

This bike really was all new. The engine, frame, swingarm, suspension, brakes, and body were completely redesigned. The 2007 model shares very few parts from the previous year. 2007 marked the year that Kawasaki started using what's commonly referred to as a "stacked gear" arrangement. This is a design where the crankshaft, primary drive, and countershaft are placed in a triangular arrangement. Kawasaki refers to this as a "tri-axis crankshaft and transmission shaft layout". The benefit of this design is a shorter, more compact powerplant. Using this configuration shaved about 40 mm off both the length and width of the engine - resulting in greater cornering clearance. That makes sense as the ZX-6R's chief development rider, Tomomi Manako (an ex 125cc Gran Prix racer), says Kawasaki's focus was on track usage.

That focus appears to have paid off. In the 2007 Daytona 200, 58 bikes qualified. Seven were Kawasaki 600's. They qualified 1st, 2nd, 4th, 7th, 25th (RR), 47th (RR), and 57th. In the race itself, the Attack Kawasaki team finished 1-2. The Daytona 200 is a 68 lap race. With the exception of pitting, Steve Rapp of Attack Kawasaki lead from the 20th lap through the finish.

According to Source Interlink Media, the new for 2007 ZX-6R made 109+ HP on the dyno and was the most powerful 600 in it's class. Before I go any further I'm going to go out on a limb and say that Source Interlink Media either tested a European spec bike, or someone has performed the jumper mod. For those that don't know, the U.S. spec ZX-6R ECU has programming that retards the ignition timing and closes a valve in the exhaust at high revs. This kills the top-end. The programming can be changed to the European specifications by unplugging the cap on the four-pin electrical connection under the seat, and making a jumper from the black/yellow wire to the green/dark green wire in the connector. Doing that will cause the power valve in the exhaust to stay open and advance the timing at high higher RPMs. Without the jumper, the other 600's will walk a ZX. Even with the jumper trick, the motor needs revs to make power, but between 9K and redline (16K), it's obvious this bike makes serious horsepower. The radial brakes are outstanding and won't be overwhelmed by the engine. The fully adjustable front and rear suspension is good, and will remain stable while late braking on smooth surfaces. However, a bumpy surface can result in some odd twitches.

The only difference between the 2007 and 2008 models are color schemes.

Prior years

The 2007 model was a better overall bike than the ZX-6RR (599cc) offered in 2005/2006, but not better than the ZX-6R (636). With it's larger engine (636 versus 599) the '05/'06 model had more torque at lower revs and made 5 more horsepower. With 114 horsepower on tap, the 2005/2006 ZX-6R's were real 165+ MPH bikes. The 2005/2006 ZX-6R's were the best middleweight bikes ever offerred.

2005/2006:

2002 through 2004:

When introduced in 2002, the 636 was the most powerful 600 available. Radial brakes, upside down forks, and fully digital FI, made this the bike to have. Unfortunately, that only lasted through the 2004 model year because the 2005 engine revision made a lot more power.

2000/2001:

The 2000 and 2001 models were good bikes in their day. In 2000 the ZX-6R got a new swingarm, a reworked rear shock, new bodywork, and some motor work. That said, the R6 and CBR of that time were better bikes.

1998/1999:

The 1998/1999 models can't be compared with today's modern bikes. They're ancient technology. The best thing I can say about the 1998/1999 models is IF you're considering an original ZX-6R (1995 through 1997 model), you might want to give serious consideration to a 1998/99 model. There's nothing wrong with the 1995 through 1997's, but as a sportbike, they're antiques. The 1998/1999's are only semi-archaic. On second thought, let me also add, the 600's from the late 1990's are why there is only one 750 today - yes, they were that good.

1995 through 1997 - The original ZX-6R:

I don't dislike the early ZX-6r's, but like every sportbike ever built, they've been replaced by better bikes. Compare the specs in this section, with the ones in the next.

Back to the future - 2007/2008 Technical specifications:

Highlights from the Kawasaki press kit:

Key Features

• Incredible power-to-weight ratio
• Race-oriented performance
• Track-tuned handling
• Aggressive new aerodynamic styling

High-Revving 599cc Four-Cylinder, DOHC Engine

• New compact, narrow and lightweight design features a tri-axis crankshaft and transmission shaft layout to optimize the engine's center of gravity. This helps reduce pitch changes during heavy braking and gives the rider more-accurate feedback from the chassis
• Narrow engine design allows excellent ground clearance

Four-Valve Cylinder Head

• Compact valve train reduces cylinder head height
• Intake ports and coolant passages were developed using flow analysis for efficient cylinder filling, more power, and maximum cooling efficiency
• Forged sintered aluminum spring retainers are half the weight of steel retainers and allow higher RPM

Forged Pistons

• Forged pistons are lighter, stronger and more heat resistant than cast versions.

Ram Air Induction

• Central ram air duct produces a straighter path to the airbox for maximum intake efficiency and provides the mounting surface for the instrument panel, eliminating brackets and weight
• Flow analysis used to design efficient ducts to the airbox that also prevent water from reaching the air filter
• Compact airbox and air cleaner are highly efficient and contribute to the compact riding position

Digital Fuel Injection

• Shorter throttle bodies deliver improved over-rev characteristics
• Smaller throttle bore diameter helps produce more torque in the mid-range
• Ultra-fine atomizing injectors improve combustion efficiency, for better power output and lower fuel consumption

TCBI Ignition with Digital Advance

• High-speed 32-bit ECU processor provides precise engine management
• Spark plug-mounted ignition coils are compact and help reduce weight

Pre-chamber Equipped Under-seat Muffler

• New exhaust pre-chamber is located below the engine and contributes to better mass centralization
• Revised under-seat silencer is significantly smaller and lighter to help mass centralization and allow for a more aerodynamic tailsection
• New exhaust header design contributes to improved exhaust efficiency

Six-Speed Transmission

• New cassette-type transmission features a racing-style gear stack to allow easier trackside ratio changes
• Close ratio transmission increases circuit performance

Racing-Style Slipper Clutch

• Racing-type slipper clutch reduces chassis disturbance when making rapid downshifts. This allows the rider dedicate more attention to braking and setting up for the corner
• Optional springs, spring retainers and shims are available to fine-tune the clutch for specific track conditions

Gear Position Sensor

• The convenient gear position sensor gives instant information to the rider, this is especially useful for improving consistency when testing new settings on the racetrack
• The system compatible with the semi-automatic shifters (legal in AMA Supersport racing) which temporarily cut ignition to facilitate clutchless shifts at full-throttle

Lightweight Twin Spar Aluminum Perimeter Frame

• Combination of pressed and cast aluminum components are welded to form the twin-spar perimeter-type frame. By combining cast and pressed pieces frame weight is kept to a minimum while still providing high strength and stability for responsive handling
• Chassis features optimum center of gravity for easy roll response, this is particularly important when riding through a series of esses or returning to vertical as the rider exits a corner

Uni-Trak® Rear Suspension

• New Uni-Trak® rear suspension system features pillow ball upper mount in place of the earlier bushings for a more direct feel and improved feedback
• Compact frame and engine allow a longer swingarm, which makes it easier to control rear wheel powerslides
• Rear shock is fully adjustable for preload, compression and rebound damping. Ride height can be adjusted by adding/removing optional 1mm shims at the upper shock mount
• Equipped with a top-out spring which improves the rear wheel's ability to follow the road surface when the rear end is light due to hard braking
• Small piggyback shock reservoir is designed to save weight

41mm Inverted Cartridge Front Fork

• New fully-adjustable 41mm inverted cartridge fork provides exceptional rigidity
• Equipped with top-out springs which allow the front wheel to better follow the road surface when the front end is light due to hard acceleration
• The main fork spring is located at the bottom of the fork. Because the spring is completely submerged in oil, cavitation is minimized, resulting in stable suspension performance even under demanding racetrack conditions
• Stiff settings are suitable for track use

Radial Mounted Front Disc Brakes

• Radial mounted four-piston, four-pad front brake calipers improve brake feel over a wider range of operation
• A separate brake pad is used for each piston. One large pad tends to deform with the heat generated by hard track style riding, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel lap after lap
• Petal design brake discs offer excellent cooling and warp resistance

Aerodynamic Bodywork

• New design is the most aerodynamically efficient of any Ninja sportbike available today
• Light and compact projector beam headlights allow a more aerodynamic fairing
• The new Ram Air duct is small but highly efficient
• The exhaust system includes an under-engine resonator which allows the use of a smaller under-seat muffler. This helps to minimize drag by allowing a cleaner tail section design
• Integrated front and rear turn signals reduce wind resistance
• Three-piece front fender designed for aero efficiency
• Different color panels create a sporty, aggressive image

Riding Position

• New ultra-compact chassis places the rider in a ideal position to take advantage of the ZX-6R's improved handling capabilities, by improving the man-machine interface
• Slimmer fuel tank design makes it easier for the rider to grip the tank and seat when hanging off in a turn

Advanced Electronic Instrumentation

• Multifunction odometer, tripmeter, clock and lap timer/stopwatch

© 2008 Marcus Blair Fitzhugh

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