The race prep 2017 R6








The carbon 1299 superleggera

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A BASIC CLUTCH
A standard motorcycle clutch does one main thing – it connects and disconnects the engine’s power from the rear wheel, facilitating gear changes in the transmission. It is the middleman between the crankshaft and gearbox. A good analogy is that it serves as a lawyer arbitrating conflict between an arguing couple - the rear wheel, drivetrain, and gearbox on one end, with the motor and crankshaft on the other. When all is well the clutch serves as the enabler, facilitating glorious horsepower from motor to rear wheel in seamless fashion. During aggressive downshifting at speed, things quickly become turbulent between the normally harmonious couple. Physically and metaphorically, the clutch is sandwiched between two hot ends of a motorcycle.

WHY A SLIPPER CLUTCH
When a motorcycle’s throttle is opened, its pistons and crankshaft are powering the rear wheel through the drivetrain via the clutch. Conversely when the throttle is closed, the motor in a four-stroke bike is overrun, the engine acts as a braking mechanism, and the power is reversed. In this state, the rear wheel is turning the pistons and crankshaft via the clutch resulting in back torque. The lower the gear and higher the RPMs, the more pronounced the back torque will be. Large displacement and high compression four-stroke motors create the most back torque. A Ducati V-twin for example, has an over square set of pistons that put a great deal of pressure back on the clutch. If a motor puts out 100 Newton meters of torque to drive itself forward, then just imagine reversing some of that power back through the clutch.

Clicking down from 4th to 1st gear at once would put a lot of stress on this system. In this scenario, the rear wheel speed will exceed the engine speed of the motorcycle. The clutch will do its best to keep up but at an expense, unless a rider uses a technique to match engine speed to each downshifting gear. By blipping the throttle during downshifts, the motor has a better chance of keeping up with the rear wheel if executed correctly. If no blipping is done, the chain, swingarm and rear sprocket take a heavy dose of stress, creating traction instability. This can create skidding, wheel hop, and even catastrophic rear tire lock up. When instability is the last thing a rider wants at corner entry or during an emergency stop, this is a problem. For a racer or track day rider, smooth and settled braking at corner entries is not only safer but also shorten lap times.

A slipper clutch allows a rider to brake and downshift at corner entry without the worry of losing stability. Out-braking the competition isn’t as labor intensive when a rider can downshift to the correct gear with less worry of upsetting the bike’s chassis. Clutch slip can also eliminate the need for throttle blipping, decreasing the mental bandwidth needed to arrive and dive into a corner. The rear shock is able to work as it should, no longer trying to keep up with a hopping wheel and allowing the shock to keep the rubber where it should be – on the ground. Of course, a slipper isn’t a magic fix. Proper installation, testing and tuning of the suspension, brankes, in addition to the clutch are required for optimum performance.

HOW IT WORKS
A standard clutch package is a series of spring-loaded steel plates coated with friction material akin to brake pads. As discussed, when engaged, the function of the clutch is to connect the crank to the transmission and transmit torque. This is the same in a slipper, but unlike a conventional clutch, it will disengage once it meets enough back torque and absorbs this load in the opposite direction. It allows a set percentage of back torque to transmit away from the gear box, just enough to a create neutrality between the opposing forces of the motor and rear wheel. With this may come a loss of engine braking, however most slipper clutch designs will allow adjustment for level of engine brake and slip sensitivity.



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The common slipper design uses a mechanical hub, that upon pressure of back torque unlocks, slides and rotates up a set of angled ramps that are mounted on the clutch back plate. The unlocked hub then pushes the pressure plate out enough to pull the clutch pack apart at a calculated distance to allow slip. If a rider does not abuse a slipper clutch, the clutch plates and basket will operate reliably without major wear or failure. Different manufactures have their own proprietary designs that include ramps of varied angles with or without ball bearings, an interchangeable diaphragm, and disk or coil springs to enable tuning the amount of slip and its sensitivity to it.

Depending on the intended use, type of machine, and available budget, there are numerous options when shopping for a slipper clutch. A low-end clutch can start at five hundred dollars, or at the high end can cost over two thousand dollars. Many newer sport bike clutches come standard with some slipper type function, so it is up to the rider to know what they need for the desired application and result.

Should you be shopping for a slipper clutch or upgrade to a new bike with one? They’re are not for everyone, but then again no mod is. Riders have been going fast without them since the dawn of motorcycling and many will continue without them. A slipper clutch isn’t easy to engineer or manufacture, and therefore aren’t cheap. Like many modern rider-assist technologies it comes down to your riding style, performance goals and of course the thickness of your wallet. Are you a roadracing, trying to shave down your lap times? Riding a lot of supermoto lately, using back torque to help break the rear tire loose into corners? Whether a slipper clutch is for you or whether it will improve your riding can only be answered by you, but at least you’re now armed with a little more knowledge.

Thanks to our friends at Yoyodyne for contributing technical expertise

expensive and useless oem cover

2013 Yamaha YZF-R6

Quite simply, the most advanced production 600cc sportbike we’ve ever built...

The 2013 Yamaha YZF-R6 was born on the racetrack. Its MotoGP bred technology is tuned to give you the kind of outstanding engine and chassis performance usually reserved for professional racers. The 2013 Yamaha R6 is full of innovations and technology, you just won't find on the competitor's machinery.

Right out of the crate, it's out of this world.

From racing around the track in no time to conquering the urban maze in real time, the 2013 YZF-R6 turns heads as effortlessly as it does corners. And does everything to perfection. Light, powerful, and bristling with nearly every cutting-edge innovation, it features a taut, tunable chassis that lets it maneuver from upright to full lean instantly - and carve tight, perfect lines. If you're searching for the ultimate 600, look no further.

The R6 is a showcase of Yamaha's latest sport bike technologies.

From the YCC-T fly by wire throttle to the MotoGP inspired straight frame design, to Yamaha's exclusive electronically variable intake stacks, to a fully adjustable suspension package, the R6 is designed to take super sport riding to a whole new level.


2013 Yamaha YZF-R6 Key Features

US MPG Fuel Consumption: 40, Fuel Consumption ± 17kpl/48mpg(Imp)

Yamaha Chip Controlled Throttle (YCC-T)

Optimized straight frame design
Light, powerful, and bristling with knowledge gained from years of racing, the YZF-R6 is the most advanced production 600cc motorcycle Yamaha—or anybody else—has ever built.

The YZF-R6 was the first production motorcycle with YCC-T®, Yamaha Chip Controlled Throttle system—for flawless response under all conditions.

YCC-I®, Yamaha Chip Controlled Intake, is used on the R6 to vary intake tract length for excellent cylinder filling and a broader powerband.

Back torque-limiting slipper-type clutch greatly facilitates braking/downshifting from high speed. Close-ratio 6-speed transmission delivers seamless power and maximum acceleration.


2013 Yamaha YZF-R6 Features and Benefits

Engine:
•Ultra-compact, lightweight, short stroke, 599cc, DOHC, 16-valve, liquid-cooled, in-line four-cylinder engine with lightweight titanium valves produces incredible horsepower. Redline is set at an amazing 16,000rpm.

•67mm bore and 42.5mm stroke provide a fast revving powerplant. Engine width is minimized thanks to Yamaha's special casting technologies and "liner less" cylinder design.

•Compact "pent roof" cylinder head design features ultra lightweight titanium valves for both intake and exhaust. The intake valve angle is 11.5 degrees and the exhaust is 12.25 degress. The intake valves are 27mm in diameter while the exhaust valves are 23mm.

•Single intake valve springs reduce weight and "friction" for optimum high rpm performance. The valve retainers are made of lightweight aluminum.

•High flow intake and exhaust ports allow more fuel in and more exhaust out for great power delivery at all rpms.

•Lightweight magnesium cylinder head cover and case covers reduce weight.

•Separate cylinder block (the cylinder is not part of the upper crankcase) design utilizes ceramic composite plated "liner less" cylinder bores. The ceramic coating is sprayed directly on the aluminum block. The benefits are greater heat dissipation for consistent power delivery, reduced frictional power loss, reduced oil consumption and since there are no heavy liners, reduced weight too.

•Lightweight forged pistons feature thin top rings for great high rpm power. The pistons are secured by lightweight tapered type piston pins. The lightweight design means fast engine response.

•Lightweight crankshaft features 31mm bearing journals. The inertial crank mass has been optimized for excellent throttle response and impressive acceleration. The crank journal bearings feature special oil holes that increase the supply of oil for excellent durability.

•High lift / high performance, hollow, side-driven camshafts provide arm stretching power and strong acceleration.

•Automatic semi-hydraulic type cam chain tensioner reduces mechanical noise and maintenance.

•Mikuni fuel injection system with 41mm throttle bodies features twin injectors (primary & secondary). This type of twin injector system is also found on our MotoGP M1 machine and the latest generation R1. Each of the injectors utilizes 12 spray holes to maximize the atomization process. The secondary injectors, located inside the air box, begin to function at mid rpms (6,000 to 7,000rpm) thru to redline. Special short intake tracts allow for higher rpms and improved power.

•The F.I. system features separate TPS (throttle position sensor) and APS (accelerator position sensor) sensors.

•Yamaha Chip Control Throttle (YCC-T) is another 1st for Yamaha. This system electronically controls the throttle valves for outstanding response and improved controllability at high rpms. The system features Throttle Position Sensor (TPS) and D.C. motor driven throttle valves. The YCC-T system electronically controls the throttle valves for outstanding response and improved controllability at all rpms. The YCC-T is used to provide even more control of the intake air volume for a smoother torque character. This ECU that controls the YCC-T is capable of responding to changes at a speed of 1000th of a second.

•YCC-I or Yamaha's Chip Controlled Intake system means the intake funnels / stacks vary in length between 2 pre-set positions depending on engine rpms. The transition rpm is approximately 13,700 rpms. An electronic servo motor varies the funnels. The revolutionary YCC-I provides the best of both worlds …solid low rpm torque and power combined with an amazing high rpm rush. It takes only 0.3 of a second for the funnels to move from the tall to the short position.

•Yamaha's exclusive YCC-I electric-control servo motor-driven variable intake funnel system is a world's 1st on a production motorcycle and works in conjunction with Yamaha's fly-by-wire technology and FI systems.

•7.6 litre air box utilizes a high flow viscous paper type air filter.

•Ram Air Induction System with centrally located intake duct delivers cool, high-pressure air "force-fed" into the intake tract for optimal combustion and greater horsepower at higher speeds. This design provides straight induction from the central fairing duct to the air box without a lot of bends or turns.

•Close ratio 6-speed transmission delivers seamless power delivery and maximum acceleration. Gear widths, splines and engagement dogs have been optimized to handle the R6's power. The shift drum and shifting mechanism are located on the right side of the cases for smooth shifting feel under power. The gears use flat contact-type engagement dogs for positive shifting and great durability.

•The "Tri-Axis" or stacked transmission designcreates a more compact engine front to back that allows for optimum engine placement in the "sweet spot" of the frame for optimized weight distribution and incredible handling.

•Slipper or back limiter clutch assembly reduces rear wheel hop when making hard down shifts or under hard braking. Key benefit is reduced lap times and smoother control when participating in either a race or track day. This clutch uses 9 paper based friction plates and 8 steel plates, plus 6 coil-type clutch springs.

•The oil lubrication system has been optimized to reduce frictional loses caused by "oil drag". It features a "two side" oil pump. There is a separate liquid-cooled oil cooler to ensure consistent engine temperatures for maximum performance and extended service life.

•High capacity cooling system features a curved radiator with dual ring-type fans for excellent engine cooling efficiency. The ring-type fan offers more airflow than a conventional type fan.

•Maintenance-free transistor-controlled digital ignition (TCI) ensures fast starts and great performance at all rpms.

•Direct ignition coils, iridium dual electrode spark plugs and high-output magneto deliver reliable, super strong spark. With this system, the ignition coils are integrated into the plug caps, significantly reducing weight.

•"Mid Ship" 4-into-2-into-1 exhaust maximizes engine performance. The header pipe diameter and length have been optimized for excellent flow. There are three, 3-way honeycomb catalyziers with an oxygen sensor in the system to reduce harmful HC & CO exhaust emissions. The oxygen sensor provides feedback to the ECU so it can adjust for the optimum fuel/air mixture. The "mid ship" MotoGP style, lightweight titanium muffler is located below the engine to central mass and lower the center of gravity for great handling.

•The exhaust system also features Yamaha's EXUP System (Exhaust Ultimate Power Valve) utilizing a titanium body and butterfly valves that prevent the "blow back" phenomenon caused by "valve overlap". This design reduces weight and maximizes cornering clearance. The EXUP system eliminates "flat spots" in the power band and reduces emissions too. This is a 1st on a 600cc supersport machine.

•High powered 32 bit electronic control unit actually contains three ECUs inside the main ECU to control the FI system, the YCC-T system and the ignition mapping system.

•Air Injection System (AIS … not ram air) injects fresh air into the exhaust ports to fully burn any unburnt fuel in order to reduce harmful CO & HC exhaust emissions


Chassis and Suspension:
•Compact, lightweight aluminum Deltabox frame offers an optimized total rigidity balance for incredibly light and agile handling. This frame is a MotoGP inspired innovation that Yamaha calls a "straight frame concept". This means the top spars of the frame lie as close to possible to the frame's torsional axis (the line connecting the head pipe to the swingarm pivot point). The ram air duct passes through the frame at the head pipe for a straight ram air effect too. A mix of mold castings and pressed aluminum plates make up the frame. The engine is a fully stressed chassis member allowing for a super-light frame design.

•Lightweight, detachable magnesium rear subframe. The detachable design allows rear shock access and is less costly if the unit is "looped out".

•Lightweight, aluminum "gull wing" type swingarm uses a mix of castings and pressed plates for optimum rigidity. The swingarm pivot position has been optimized to reduce the "squat" tendencies caused by drive chain reaction to hard throttle openings.

•Key chassis geometry figures include: 1380mm wheelbase, 24 degree caster angle, 97mm of trail and a 52.5% front and 47.5% rear weight balance. The maximum lean angle is a knee scraping 57 degrees.

•Fully adjustable 41mm inverted front fork provides 115mm (4.5") of wheel travel and offers incredible suspension performance with ultra-precise feedback. Adjustments include: 5-way spring preload, 4-way high speed compression damping, 20-way low speed compression damping and 25-way rebound damping. The inverted design not only reduces unsprung weight but also increases the rigidity of the fork. The range of adjustments allows the rider to tune suspension to match riding style and conditions.

•Upper triple clamp features a 30mm offset for precise handing and great steering feel. The lightweight aluminum clip-ons are mounted below the triple clamp.

•Fully adjustable Monocross link rear suspension utilizes a piggyback-style shock providing 120mm (4.7") of wheel travel. Shock adjustments include: 9-steps of spring preload adjustability, 4-way high speed compression damping, 20-way low speed compression damping and 18-way rebound damping adjustability. The piggy back design helps to keep the shock oil cool for more consistent damping.

•Radial mount, monoblock, 4-piston calipers squeeze large 310mm dual front discs. The radial mounting design helps to reduce caliper distortion for improved braking performance with excellent control and good lever feedback. The disc carriers are made from aluminium for reduced weight while the sinter metal pads provide incredible stopping power.

•Brembo radial pump master cylinder features a 16mm piston. The radial design allows for more powerful braking and improved lever feedback. The lever is adjustable for various hand sizes.

•Light weight 220mm rear disc brake is squeezed by a single-piston caliper

•Lightweight five-spoke 17" wheels reduce unsprung weight by making hub and spokes a single structural unit. A special casting technique makes the rim section substantially lighter and stronger.

•Ultra-sleek "new edge form" bodywork features a sharp front profile with centrally located Ram Air duct, engine-revealing side cowlings and ultra-sleek tail section. There are special side fairing intake ducts to allow cool air to circulate around the engine, fuel tank and frame areas. "Minimalism" and "mass forward" movement are two words that best describe this design body.

•17-litre fuel tank provides excellent rider ergonomics and an aggressive riding position. The reserve portion of the tank is 3.5 liters. The tank features a front tank cover like the R1 and an internal electric fuel pump.

•Separate rider and passenger seats. An optional rear seat cowl is available.

•Dual 55 watt H7 "cat eye" headlights. These lights not only cast a bright beam of light, but also feature a sleek profile for superb aerodynamics.

•Compact race inspired multi-function digital and analog instrumentation with adjustable back lighting. Features: analog tach, digital speedometer, dual tripmeters, low fuel warning light, fuel tripmeter, and clock. There is also a programmable shift light and stop watch/lap timer that is controlled by the LHS handlebar mounted switch gear.

•Single lens LED taillight provides excellent visibility, extended service life and uses less power than conventional bulbs.

•Immobilizer ignition system is designed to reduce the possibility of "ride away" theft. This system must recognize the "coded ignition key" in order for the unit to start. If the immobilizer ignition does not recognize the key (or a theft's screwdriver or other type of "jimmy tool") the bike will not start even if the ignition is turned or forced into the on position. If the system does not recognize the correct coded ignition key, the ignition system and starter will not function.


Additional Features:
•Adjustable front brake lever

•Special 525 lightweight O-ring chain is used to reduce weight

•Steering lock

•Lightweight aluminum side stand and chain adjusters

•Lightweight low maintenance sealed gel-type battery
The YZF-R6 offers a significant level of power and performance. It is not intended for novice or inexperienced riders.


2013 Yamaha YZF-R6 - USA Specifications/Technical Details
US MSRP Price: $11,190 (Team Yamaha Blue/White); $10,990 (Matte Gray); $10,990 (Rapid Red/Pearl White)
Engine
Type 599cc liquid-cooled inline 4-cylinder; DOHC, 16 titanium valves
Bore x Stroke 67.0 x 42.5mm
Compression Ratio 13.1:1
Fuel Delivery Fuel Injection with YCC-T and YCC-I
Ignition TCI: Transistor Controlled Ignition
Transmission 6-speed w/multiplate slipper clutch
Final Drive O-ring chain
Chassis
Suspension / Front 41mm inverted fork; 4-way adjustable, 4.5-in travel
Suspension / Rear Single shock; 4-way adjustable, 4.7-in travel
Brakes / Front Dual 310mm floating disc; radial-mount 4-piston calipers
Brakes / Rear 220mm disc; single-piston caliper
Tires / Front 120/70-ZR17 58W
Tires / Rear 180/55-ZR17 73W
Dimensions
Length 80.3 in
Width 27.8 in
Height 43.1 in
Seat Height 33.5 in
Wheelbase 54.1 in
Rake (Caster Angle) 24°
Trail 3.8 in
Oil Capacity (with oil filter change) 2.75 qt
Fuel Capacity 4.5 gal
Fuel Economy** 40 mpg
Wet Weight*** 417 lb
Other
Primary Reduction Ratio 85/41 (2.073)
Secondary Reduction Ratio 45/16 (2.813)
Gear Ratio - 1st Gear 31/12 (2.583)
Gear Ratio - 2nd Gear 32/16 (2.000)
Gear Ratio - 3rd Gear 30/18 (1.667)
Gear Ratio - 4th Gear 26/18 (1.444)
Gear Ratio - 5th Gear 27/21 (1.286)
Gear Ratio - 6th Gear 23/20 (1.150)
Warranty 1 Year (Limited Factory Warranty)

2011 Kawasaki Ninja ZX-6R

Pound for Pound, the Mightiest Middleweight Sportbike in History

Technological tour de force. That’s the only way to describe the original Ninja® 600 sportbike of 1985. Packing a liquid-cooled 16-valve inline-four (the first ever in a middleweight streetbike), wraparound twin-spar frame, anti-dive fork and aesthetics snatched right from the Grand Prix circuit, the original ZX600-A1 was a dominant, bigger-than-life middleweight.

Apparently, some things never change.

The 2011 ZX™-6R carries that tradition of middleweight dominance to a staggering level (one that would’ve blown minds in 1985). And in today’s ultra-competitive 600 supersport market, where technology, racetrack success and streetbike acumen can change dramatically year by year, that’s saying a lot. Don’t believe us? Then ask the many top-level magazines and web sites that picked the current-spec ZX-6R as Best Middleweight. It was an absolutely dominating 600 shootout performance – and one sure to be replicated in 2011 due to the ZX-6R’s track-honed DNA and seamless all-around capability.

That DNA begins with a 16-valve, DOHC inline-four engine that’s everything a top-shelf middleweight powerplant should be: supremely powerful, smooth, and blessed with hammer-like reliability. Critics everywhere agree the ZX-6R runs and performs like a larger-displacement motorcycle, and one that packs a rolling chassis that out-handles and out-suspends all others. It’s a perfect combination for street riders, track day junkies and racers alike, a flexibility that helps explain its many 600 comparo victories.

It all starts with the ZX-6R’s jewel-like engine, a 599cc assemblage of everything Kawasaki knows about powerplant building, and the result of untold hours of testing and refinement garnered from dyno room to racetrack and back again. Squeezing big power from small displacement has been a Kawasaki forte for many years, from the 350cc A7 Avenger to the 500cc H1, and from that first Ninja 600 to this latest ZX-6R, class leading power is a Kawasaki sportbike birthright.

And there’s more than peaky top-end power, too. The engine’s dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce the sort of smooth low-end and mid-range power that make dealing with traffic, surface streets and everyday riding a much more agreeable affair. Add to that superb throttle response and liquid-smooth control feel and you have a supersport motorcycle with commuting manners that easily match its phenomenal racetrack prowess.

Much of this smooth, rheostat-like power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels directly to reduce buffeting and improve cylinder filling. Advanced cylinder head porting slams the air/fuel charge into and out of the combustion chamber post-haste, while high-current secondaries in the ignition coils provide hot, consistent spark at all rpm for maximum combustion impact. The engine’s mid-range performance also benefits from double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for the highest degree of cam-chain stabilization.

This ultra-strong midrange power not only provides arm-stretching drive out of corners. It also offers unparalleled controllability and the sort of precise throttle control that pays big dividends when making mid-corner power adjustments while stringing a set of corners together on a snaky backroad or while negotiating that tricky set of turns at your favorite racetrack.

In keeping with its racing heritage, the ZX-6R employs a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A high-tech slipper clutch – hardware usually found only on high-end racebikes – allows quick, effortless downshifts when diving into slower corners from big speed without upsetting the chassis.

Chassis control, of course, is the other half of the 600 supersport equation, and the ZX-6R once again dominates the field with its class-exclusive Big Piston Front fork, fully adjustable shock, ideal engine placement, optimum frame rigidity and the very latest in mass centralization.

The Ninja ZX-6R’s lean physique is fundamental to its superior handling, with every component carefully scrutinized for minimal weight. For instance, the intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged – to optimize intake volume – ram air duct, both of which contribute to weight savings and improved rigidity. Camshafts are made of lightweight chrome-moly steel, while magnesium engine covers also help shed pounds. Internal engine parts such as transmission, oil pump and starter gears are carefully engineered for maximum strength and minimal weight.

If less weight is great, top-shelf suspension technology to control it is even better, and the ZX-6R packs plenty. A perfect example is the ZX-6R’s revolutionary Showa-built BPF (Big Piston Front fork) front suspension, which is one large technological step beyond the cartridge-type fork used on other 600s. The magic behind the Big Piston fork is its larger-diameter internal piston, which allows a reduction in damping pressure for smoother action and better front end feedback – especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight. The result is more control and better feedback, just what you need while ripping through your favorite right-hander during a track day, or tip-toeing along that rain-slicked backroad on your way home from work.

Suspension out back is just as advanced, and includes a gas-charged shock with dual-range (high- and low-speed) stepless compression damping, 25-way adjustable rebound damping and fully adjustable spring preload mated to a bottom-link Uni-Trak® system.

Kawasaki’s acclaimed triple petal disc brake package – with radial-mount calipers up front – is as refined and powerful as ever. Highly rigid four-piston calipers and 300mm petal-type rotors provide awesome power and excellent feel at the front wheel. The 220mm rear petal-type disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum pedal feedback. Its master cylinder reservoir mounts forward of the swingarm, freeing space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows supersport racers to enter corners harder – and everyday riders to slow things down comfortably and controllably.

To better capitalize on this advanced level of light weight and precise control response, the 6R’s ergonomics have been fine tuned to enhance feedback from bike to rider and vice versa. The seat-peg-bar relationship places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback – similar to the new ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement.

A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with superb wind protection for the rider and minimal crosswind buffeting. An inner rear fender mounted above the swingarm also reduces turbulence and helps keep the back of the motorcycle aerodynamically clean. The ZX-6R’s instrument panel provides plenty of at-a-glance information, while a race-spec adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package.

It’s all here: power, handling, light weight, advanced technology and typical Kawasaki reliability – exactly what you need to tame the racetrack, the mean streets – or both.

Authentic Kawasaki Accessories are available through Kawasaki dealers.


2011 Kawasaki Ninja ZX-6R motorcycle model Features

Key Features
- Lean physique, low mass, forceful power, controllable power delivery and precise overall control
- 599cc inline-four with DFI is lightweight yet powerful
- Fully adjustable front and rear suspension includes the Showa Big Piston Front fork (BPF), which offers fantastic wheel and chassis control
- Lightweight aluminum chassis places the engine in the ideal location for excellent handling and rider feedback
- Radial-mounted front brake calipers and radial-pump front brake master cylinder offer superb braking power and control
- Race-quality adjustable Öhlins steering damper comes standard
- Slipper-type back torque-limiting clutch offers quick downshifts without chassis agitation
- Named one of Cycle World magazine’s 10 best bikes

Lightweight Engine
- Camshafts are made of chrome-moly steel
- Lightweight magnesium engine covers are standard
- Lightweight top injector mounting plate
- Lightweight transmission gears and gear dogs
- Lightweight oil pump and starter gears
- Inlet pressure pulse monitor does away with cam angle sensor, further contributing to lightness
- Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track

Massive Mid-range Performance
- Double-bore velocity stacks feature inlets at two different heights for increased performance in both the mid- and high-rpm ranges
- Cam and tappet nitriding enables high-load cam profiles for maximum performance
- Crown-finished pistons
- Molybdenum-coated piston skirts for reduced friction and engine break-in
- Low-tension piston rings reduce mechanical losses
- Advanced cam chain guides stabilize chain motion and further reduce mechanical losses
- Exhaust collector layout contributes to superb low- and mid-range performance while maintaining high-rpm performance

Precise Throttle Control
- Cylindrical guides in the top of the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency
- Long throttle bodies between oval sub-throttles and round main throttles yield a smooth intake transition for reduced inlet turbulence and increased efficiency
- Advanced cylinder porting delivers excellent cylinder filling and scavenging
- High-current secondary coil circuitry for optimum combustion efficiency

Lightweight Chassis
- Twin spar aluminum frame is both lightweight and rigid, and places the engine in the optimum position for superb handling and rider feedback
- The sub-frame is a two-piece aluminum die-casting consisting of a front and rear section
- The lightweight sub-frame is very narrow for a compact and slim rear end
- Intake resonator box and supports for the instrument panel and mirrors are unitized with the ram air duct, contributing to weight savings and increased rigidity


Tuned Chassis Balance and Mass Centralization
- Frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
- Engine is rotated forward around the output shaft for steeper intake angle and excellent CG
- Exhaust layout with a short side muffler keeps the weight low
- Exhaust pre-chamber further contributes to mass centralization

Ergonomics and Chassis Feedback
- Seat-peg-bar relationship places handlebars close to the rider; bars are angled for a highly intuitive and comfortable riding position
- Fuel tank profile is flared around its top, similar to the ZX™-10R, providing a large contact patch for excellent rider feedback
- Slim-waisted fuel tank makes it easy for the rider to grip the tank with their knees, or to hang off in turns
- Sculpted seat allows the rider to shift their body far back on the rear seat step, helping to reduce rider fatigue
- Steep rake angle for quick steering response and enhanced communication from the front tire
- Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg for simplicity and weight savings

Low Seat Height
- Narrow rear sub-frame makes it easy to reach the ground
- Front of seat is narrow and low for a slim riding position and a short reach to the pavement

Advanced Suspension
- ZX-6R features Showa’s Big Piston Front fork (BPF) design for fantastic wheel and chassis control
- The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
- The large diameter of the BPF’s internal piston allows a reduction in damping pressure for better feedback and smoother action

Brakes
- Radial calipers and 300mm petal-type discs up front offer superb braking power and control
- 220mm rear petal-type disc
- Rear brake lever is mounted coaxially with the footpeg for excellent mid-stroke braking efficiency and optimum feel

Race-quality Steering Damper
- A race-quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features
- Highly evolved fairing offers great wind protection and minimizes cross-wind effects
- Position lamps are integral with the projector beam headlights
- One-piece fender offers excellent aerodynamics
- Inner fender above the swingarm helps to reduce turbulence and keeps the undertail clean
- Front brake hose routing with a three-way joint at the lower triple clamp facilitates bleeding air from the brake lines
- Instrument panel gives the rider plenty of information at a glance


2011 Kawasaki Ninja ZX-6R motorcycle model Technology

Engine

Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.


Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.

Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.

Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.

New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.


Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.

Increased mid-range performance
New double bore intake funnels ("velocity stacks") feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.

Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.

Pistons with new profiles and improved crown finishing contribute to the gain in performance.

Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.

Piston rings with less tension reduce mechanical loss.

Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.

Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.

Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.


Chassis

One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better "fit" and to enhance the high level feedback that communicates to the rider what the bike is doing.

Revised chassis balance and mass centralisation
While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.

The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine's C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.

New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.


Ergonomics and chassis feedback

Kawasaki's Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike's naturally intuitive riding position.

Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.

Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.

Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved "fit" also contributes to the excellent feedback the rider gets from the chassis.

Steeper caster angle (25o >> 24o) enhances communication from the front tire.

Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.

Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.


Lower seat height

The narrow width of the new rear sub-frame helps make it easier to reach the ground.

The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.

Seat height is approximately 5 mm lower than that of the ZX600P.


Race-quality steering damper

An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.


Lighter Weight

In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.


Additional Features

New cowling offers the rider better wind protection and was designed to better withstand side winds.

Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.

New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.

An inner fender added above the swingarm helps keep the undertail clean.

Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.

A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.

Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.

Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines.

Similar in design to that of the ZX1000E, the new instrument panel gives at-a-glance information to the rider.

Suspension

The new BPF is one of the great contributing factors to the new Ninja ZX-6R's great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (?37 mm vs ?20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.

Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.

Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.


Brakes

Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.

Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.

A 220 mm petal disc slows the rear.

Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.


Corner-Entry Controllability
The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa's BPF (Big Piston Front fork), Kawasaki's acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.


Weight Savings

Camshafts are now made of SCM for a weight savings of approximately 400 g.

Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.

For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).

Revised top injector mounting plate saves approximately 80 g.

While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.

Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.

Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.

Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.

Revised and relocated heat pads contribute approximately 170 g to weight savings.


Lightweight chassis

The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.

Resonator box and stays for the instrument panel and mirrors are unitised with the Ram Air duct, contributing to weight savings and increased rigidity.

Frame brackets revised to reduce overall number of parts, which also contributes weight savings.

New throttle case material contribute a weight savings of approximately 30 g.

While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.

2011 Kawasaki Ninja ZX-6R - USA Specifications
MSRP: $10,699 USD

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: X-ring chain
Rake / trail: 24 degrees / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston fork with top-out springs, stepless compression and rebound damping, fully adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high-/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully adjustable spring preload / 5.3 in.
Front brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear brake: Single 220mm petal rotor with single-piston caliper
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 lbs.
Color choices: Lime Green / Ebony, Ebony / Flat Black,
Candy Plasma Blue / Ebony
Warranty: 12 Months