TRACK TIME

I rocked up to the inaugural Eastern Creek Racer Day on OZ Day to throw a leg over the bike for the first time. Sitting on the ZX-6R revealed a new riding position – the 'bars are further back and slightly angled in a more old-school style, and the seat is narrower. The position feels roomy enough, however the 'pegs seem a bit close to the seat and my legs are cramped on the bike.
I gear up and fire up the Kwaka. The revised engine idles completely differently to the 2007/2008 model. With a whopping 13.3:1 compression ratio it’s no wonder. The old bike also had the high comp, however, it idled like a worn-out two-stroke motocross bike. You could almost stall the old motor by grabbing the flywheel!
A few blips on the throttle reveals a punchy, eager engine that sounds much more ballsy than before… The clutch is light and as I select first gear there is no harshness in the action.
I roll out of pit lane and immediately feel the improved bottom-end and mid-range. The old bike would have needed 8000rpm to get off the line. This bike needs 4000rpm.
First impressions as I warm up (with a full tank of fuel) are good. That heavy off-centre feeling is almost eliminated. The brakes, although the same, feel much better on this particular bike. The slipper clutch is the best out there – smooth and with just the right drag. The riding position is fine although I would like more room between my bum and my feet. And the forks are ‘weird’ at first.
A few laps later and I have some heat in the fantastic tyres. These Bridgestone BT-016s really are something else and I rate them highly and combined with the new geometry of the bike I feel comfortable and confident already – immediate signs that Kawasaki are on the right track. Off turns there is just so much drive and the new engine characteristics are shining through. Out of turns four and five (uphill) the bike pulls hard from as low as 9000rpm with almost GSX-R750 grunt. I can hold third through these two corners and carry really good speed for road tyres, with very little movement. From 10,000rpm the top-end kicks in and the bike really screams – there is also plenty of overrev and I don’t hit the limiter at all as power tails off around 14,500rpm. The gearbox feels slick and precise during clutchless upshifts and also nice and accurate on quick downshifts. The slipper clutch settings are great but as I approach turn 11, a fast left with a quick right leading to it, the back steps out after I shift from fourth to third. I keep this in mind and give the engine a good rev there for the rest of the day during that shift.
Onto the chute the new Kwaka pulls third gear and as I come around for another lap and with a clear track ahead I really put my head down. The bike pulls hard onto the straight and I try to tuck in tight. I’m too big for a 600, really, but I can generally get my chin on the tank. Not on this bike though!
Top-end power is good and top speed as I prepare to tip into turn one is an indicated 260km/h. A quick downshift and I tip in to the quick corner. The 6R tracks like it is on rails and drives hard off the turn in fifth gear. Braking hard for turn two reveals the fantastic BPF forks. Sitting up at my marker, I grab a handful of Nissin’s finest and start turn-in. The forks dive so progressively that the bike remains totally composed and tracking true. Turn-in is pinpoint accurate and before I know it I’m cracking the throttle mid-corner, with no unsettling from the brakes/throttle transition. A quick change of direction for turn three reveals that this suspension is the most composed, fastest settling road bike suspension on the planet. Hands down…
Running into turn four on road tyres with the aggression and ferocity of a bike on full race rubber is a new experience. But as I push a little harder into turns, throttle on a little earlier, and search for that limit of traction, the ZX-6R just starts to feel better and better. To my surprise I was already lapping in the 1:43s, my normal testing time on 600s I am familiar with. Later in the day I go on to do a PB on a street-tyred 600 – a 1:41. This has really surprised me. The bike is obviously pretty damn good on the track. For me it is all about confidence and the 2009 ZX-6R gave me the confidence to push and, more importantly as a result, enjoy every lap. In the end I rode all day – and I wasn’t tired – another sign of good things from the revised chassis.
I’ve just had the most fun I’ve ever had on Australia Day!

STREET TALK

I left Eastern Creek completely in love with the ZX-6R. In fact, the words ‘best ever’ were uttered at one stage. But what would the bike be like on the road? Kawasaki have designed and developed this machine on a racetrack (Autopolis, Japan) with race wins in mind. As I geared up for my first road ride on the ZX-6R (I had trailered it to EC) and bumped the tyre pressures back up to street pressure I started to get pretty excited. Not only was it Friday arvo and a great way to end the week – I was going to be on my current fave machine… I took the pillion seat cowl off and just managed to squeeze my phone, wallet and notepad under the seat. Luckily my wallet is so thin since I built Project RSX550!
Minutes later I’m fuelling up at a local servo and already copping a few compliments about the Monster graphics (and my matching Hopkins Arai).

The torque of the 6R between 2000 and 4000rpm is a standout feature around town and the bike can be short-shifted through traffic. The seat feels hard as though. It’s a hot day and the temp gauge is stable at 89ฐC. But as I hit the local twisties and start to chase Pom down (he’s testing the 1125CR) that mid-range suddenly doesn’t seem so strong. In isolation at the track I felt it was equal to if not over the GSX-R600 and CBR600RR mid-range, however, the smooth Kawasaki delivery may have been masking things a little. There is a flat spot just after 4000rpm and then a step in power from 6000 or 7000rpm, then a spike to 12,000rpm (see comparo graph comparing 2008 and 2009 bikes).
It is clear that the 6R has a lot more torque from 6000rpm but I am struggling to keep it in the sweet spot without riding absolutely flat out! A series of fast, smooth turns followed by bumpy downhill stuff comes up next.
I increase my pace and Pom and I start to have a good ride together. The throttle on the ZX-6R is silky smooth in application and the bike feels refined. However, Kawasaki may have gone too far in the racetrack-oriented set-up of the bike. The stability and tracking on the road of the 2007/2008 model is gone and the new bike is more performance focussed. Over bumps and corrugations I’m struggling to feel the confidence I felt on the track.
The compression damping is harsh at both ends and the rebound fast, so I’m getting kicked in the arse by the seat off every bump and the Kwaka is sitting up abruptly at the front and making me run wide – opposite to the way the bike behaved on track… The Kwaka pitches and yaws much less than most bikes due to the BPF so that takes time to get used to into turns. And as such, I push harder and the bike gets better – but it is a point where I don’t feel comfortable to go on the road – almost 9/10ths. The press bike is on stock settings and backing off compression and preload and adding a few clicks of rebound settles the bike and the ride, however, Kawasaki could just have added a bit too much track spice ala Yamaha R6 from 2006 onwards. Ergonomically I love the little Ninja – the dash layout is great, as it is on the ZX-10R and the bike is my pic in the looks department too. Quality of finish is up and if I were in the market for a 600, I reckon this would be top of my list –albeit with a bit in the kitty to soften up the road ride and the seat!