Martin Child•21 Nov 2012

REVIEW

Launch: 2013 Kawasaki ZX-6R

Name: Launch: 2013 Kawasaki ZX-6R
Brand: Kawasaki

Eleven years on and Kawasaki's repeated history with a 636cc ZX-6R – one that is destined to appeal to a much wider audience than the 599cc variant

It’s been over a decade since Kawasaki last had the 636 stickers made up, but they’ve been dusted off and are in use again for 2013. And, like in 2002 when the 636cc ZX-6R was first released alongside the 600 variant, Kawasaki Australia will continue with the current 600 version alongside this new 636 model. Or models, as the bike comes in either ABS or non form. Spoilt for choice or what?

With the current 600 taking the 2012 world supersport crown, its focus on racing is plain to see. And, truth be told, its narrow-mindedness has affected sales. Not everyone wants such a pure-breed racer between their legs on a Sunday arvo jaunt. Hence the new bike’s release and hopeful appeal to a wider audience.

It doesn’t take long in the saddle to feel the wider performance of the longer stroke -- as opposed to the 2001’s bigger bore -- engine and changes to inlet, exhaust and fuel injection. The power is broader without sacrificing too much of that top-end hit.

But it’s not just a case of engine tweaks that separate this bike from its smaller brother. There’s a host of changes that subtly change the character of the new bike and add to its more generic appeal. Even though it may appear so at first glance, the Showa forks aren’t the latest separate function items as they have a spring in each leg and inherent damping in both, although the individual adjusters (preload on the left leg, compression on the right) might make you think differently.

The new tank and side filler panels (ala ZX-10R) hide the single fuel injector per cylinder layout, a greatly simplified system compared to the 600’s dual injectors, while modified cams and intake and exhaust port tracts help broaden the output. Add a new muffler, seat unit and revised spring rates front and rear and you’ve the basic DNA of the 2013 ZX6-R. But enough tech, let’s ride…

EARLY START

Although the engine’s expanded, the bike’s physical dimension remain supersport 600. The new assisted slipper clutch’s action is extremely light and the midrange boost can be felt from not much more than a gnat’s testie over tickover revs – the power builds purposefully from around 4000rpm right up to the 15k redline. Complementing the clutch’s action, the cassette-type gearbox is as sweet as honey, shifting with a fluid but positive action whenever asked upon. Clicking all the way through the gearbox to an indicated digital 100km/h has the tacho’s needle hardly bothering 8000rpm. Roll-on acceleration from here would show the top-endy 600 a clean set of hoops.

The reshaping of the front fairing has allowed a revised ram air intake, dominating the front of the bike’s “face” like an unsuccessful boxer wears his nose. This intake literally screams at full throttle – enough for me to rue misplacing my earplugs – and can trick you into thinking that once you lose this banshee wailing, that you must be out of the power. Not so, as a quick glance at the tacho sees the needle still in the play zone and a twist of the throttle confirms that the lack of noise isn’t an indication of a lack of go.

The suspension feels fast road/track day suited as opposed to championship-winning, shown by the gradual adjusting and firming of the units throughout the day as the speeds increased. Most of the assembled media weigh over the bike’s design of an 80-85kg rider -- though that’s entirely because we’re ‘big boned’ and not in the slightest fat. If you’ve no intentions on racing (and there’s the 600cc bike for that if you have), the range of adjustment on the Showa components will keep you smiling, while avoiding the all-or-nothing feel of race-focused suspension on the road.

With three levels of traction control and two power settings (full and 80 per cent power) operated via the left-hand switchblock, there’s a multitude of settings you can call on in adverse conditions, though the dry and grippy nature of the test location meant that traction was never an issue and full power was the only plate on the table. Again, if you’re looking to be pushing harder, you’d gravitate towards the “race” bike.

With the new model comes new pricing. The base model (non-ABS) will retail at $15,199, while the ABS-model will set you back $16,199. There’s an introductory reduction to $15,999 for a limited time and the non-ABS model is still a few weeks away from hitting the dealer floors.

So are the tweaks enough to put a ZX-6R 636 in your garage? A decade ago I bought the older version because of the midrange advantage over the other 600’s of that era. And from what a brief test can show, I’d say that reason is as relevant today as it was back then.

Visit the 2013 Kawasaki ZX-6R in Bike Showroom

SPECS: 2013 KAWASAKI ZX-6R

ENGINE

Type: Liquid-cooled, DOHC four-stroke inline four

Capacity: 636cc

Bore x stroke: 67.0mm x 45.1mm

Compression ratio: 12.9:1

Fuel system: Keihin fuel injection (38mm)

PERFORMANCE

Claimed maximum power: 131hp at 13,500rpm (Ram air: 137hp)

Claimed maximum torque: 71Nm at 11,500rpm

TRANSMISSION

Type: Six-speed cassette

Final drive: Chain

Clutch: Wet multi-disc

CHASSIS AND RUNNING GEAR

Frame: Perimeter, pressed-aluminium

Front suspension: 41mm inverted fork, full adjustable, 120mm travel

Rear suspension: Uni-Trak, full adjustable, 134mm travel

Front brakes: 310mm discs with radial-mount Nissin four-piston calipers

Rear brake: 220mm disc with Nissin single-piston caliper

Tyres: Front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES

Rake: 23.5 degrees

Trail: 101mm

Claimed kerb weight: 194kg

Seat height: 830mm

Wheelbase: 1395mm

Fuel capacity: 17 litres

OTHER STUFF

Price: $15,199 ($16,199 with ABS)

Colours: Lime Green/ metallic Spark Black

Pearl Flat White/Flat Ebony

Test bike supplied by: Kawasaki Motors Australia, www.kawasaki.com.au

Warranty, 24 months, unlimited kilometres

Launch: 2013 Kawasaki ZX-6R

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