Esok gi Mok sign je la warna hitam tu...
Slrupppp...!
MO Editor-in-Chief Kevin Duke recently returned from the Far East where he put the all-new 2009 Kawasaki ZX-6R through its paces at Japans famed Autopolis Raceway. Check out the footage and you can get in on the action too!
"Tell you the old bike, really like it, but it was more of a nice bike. this bike, steers incredibly, much better than the old bike, more power always appreciated..."
"The R6 on the race track, great bike on the street not so good... CBR600 our class winner last year, but aa.. this gonna really give it runs for it's money..."
"Tell you it couldn't be a better bike, had a mechanic here trying to set it up the best they can for me, at the end of the day i couldn't ask for any other improvement."
- Kevin Duke
Showing posts with label ZX6R. Show all posts
Showing posts with label ZX6R. Show all posts
Friday, January 30, 2009
Saturday, January 24, 2009
2009 Kawasaki ZX-6R Arrived!
This post is dedicated specially to our Bro Barongan. Hehehe...
This bike is awesome. Of course I haven't yet to ride on one but the appearance already caught my attention. The sitting positing is like getting on the Suzuki GSX-R1000 K7, but the handles feel likes a Kawi. It feels and is much lighter that the previous version. Kawasaki uses lighter materials like magnesium case covers, lighter camshafts, lighter starter and some more stuff to shave up few more kilos on this bike. As claim by Kawi, it's almost 10kg lighter than it's predecessor.
Exhaust goes back to the right side. I like this setup more than the under seat exhaust. And Kawi takes advantages of using less material due to the shortcut.
Rear hugger as equip as standard. A little bit paint would make this hugger look more awesome.
Bridgestone Battlax BT-016 as standard OEM fit.
Rear brake reservoir been located near the engine.
Same Ohlins damper on the ZX-10R fitted to the bike.
Showa's new BPF (Big Oiston Fork) 41mm fork. It features large diameter internal piston. Same system found on the new GSX-R1000 K9. Rebound and compression damping adjuster located on the top end. So you can adjust them easily while you're riding. Yeah! Hehehe... The preload adjuster are located on the bottom.
New meter design. No battery fitted to the bike yet. So no no turn on for me. This one idle at 3,000rpm without starting the engine. Haha.
Pojie's eying on this side mirror for his ZX-10R. Looks cool. And it's very light.
ZX-10R gen. Doesn't have enough fierce looking face like his bigger brother, but still looks good enough for me.
Swingarm looks more solid than the previous year. But I think it's just as good as the ZX-10R. I mean, really like the '08/09 ZX-10R
Lovely in black.
Rear end. Different tail light than the other 09 Kawi sports bike, but looks almost the same.
Immobilizer as standard starts from the 08 model. You get the key when you pay for the bike.
Side air collector for the 599cc turbine jet.
Wanna some piece of me?
Revised RAM air intake.
Lawanya 250 ni...!!
Color options of lime green, metallic diablo black as shown, and candy surf blue.
2 years warranty. Cheers to Kawasaki Malaysia awesome job on parts and warranty. Don't worry about thrashing this bike on the track.
New triple clam. Light saving as on the CBRs.
Again, ain't that weird looking as the ZX-10R.
Footpegs.
Easy access H9 & H11 bulb. A great advantages if something goes wrong to the bulb during the night. Then again, these superbikes are damn realible machine.
Same old ergonomic design button and switches. Did it has a pass light? I didn't notice.
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 / 5.2 in.
300mm petal rotors disc. Dual piston and dual pad on each side.
Making way for the ground clearance. My my... this bike are well design to be lean.
Clean undertail when you remove the mudguard & tail.
The price increase RM2,000.00 from the previous model.
Net selling price : RM 66,900.00
1 year Insurance : RM 2,087.50 (All rider)
1 year road tax : RM 200.00
1 year PA insurance : RM 130.00
Registration fee : RM 5.00
Number plates : RM 40.00
Hak Milik Fee : RM 20.00
Freight Charges : Rm 200.00
Admission fee : RM 300.00
On the road price altogether : RM 69,882.50
Sum insured : RM 67,000.00
I was THIIISSSSS close on taking one back home for the next track day. Arggghhh!! Apa susah, sign je.. kan?
This bike is awesome. Of course I haven't yet to ride on one but the appearance already caught my attention. The sitting positing is like getting on the Suzuki GSX-R1000 K7, but the handles feel likes a Kawi. It feels and is much lighter that the previous version. Kawasaki uses lighter materials like magnesium case covers, lighter camshafts, lighter starter and some more stuff to shave up few more kilos on this bike. As claim by Kawi, it's almost 10kg lighter than it's predecessor.
Exhaust goes back to the right side. I like this setup more than the under seat exhaust. And Kawi takes advantages of using less material due to the shortcut.
Rear hugger as equip as standard. A little bit paint would make this hugger look more awesome.
Bridgestone Battlax BT-016 as standard OEM fit.
Rear brake reservoir been located near the engine.
Same Ohlins damper on the ZX-10R fitted to the bike.
Showa's new BPF (Big Oiston Fork) 41mm fork. It features large diameter internal piston. Same system found on the new GSX-R1000 K9. Rebound and compression damping adjuster located on the top end. So you can adjust them easily while you're riding. Yeah! Hehehe... The preload adjuster are located on the bottom.
New meter design. No battery fitted to the bike yet. So no no turn on for me. This one idle at 3,000rpm without starting the engine. Haha.
Pojie's eying on this side mirror for his ZX-10R. Looks cool. And it's very light.
ZX-10R gen. Doesn't have enough fierce looking face like his bigger brother, but still looks good enough for me.
Swingarm looks more solid than the previous year. But I think it's just as good as the ZX-10R. I mean, really like the '08/09 ZX-10R
Lovely in black.
Rear end. Different tail light than the other 09 Kawi sports bike, but looks almost the same.
Immobilizer as standard starts from the 08 model. You get the key when you pay for the bike.
Side air collector for the 599cc turbine jet.
Wanna some piece of me?
Revised RAM air intake.
Lawanya 250 ni...!!
Color options of lime green, metallic diablo black as shown, and candy surf blue.
2 years warranty. Cheers to Kawasaki Malaysia awesome job on parts and warranty. Don't worry about thrashing this bike on the track.
New triple clam. Light saving as on the CBRs.
Again, ain't that weird looking as the ZX-10R.
Footpegs.
Easy access H9 & H11 bulb. A great advantages if something goes wrong to the bulb during the night. Then again, these superbikes are damn realible machine.
Same old ergonomic design button and switches. Did it has a pass light? I didn't notice.
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 / 5.2 in.
300mm petal rotors disc. Dual piston and dual pad on each side.
Making way for the ground clearance. My my... this bike are well design to be lean.
Clean undertail when you remove the mudguard & tail.
The price increase RM2,000.00 from the previous model.
Net selling price : RM 66,900.00
1 year Insurance : RM 2,087.50 (All rider)
1 year road tax : RM 200.00
1 year PA insurance : RM 130.00
Registration fee : RM 5.00
Number plates : RM 40.00
Hak Milik Fee : RM 20.00
Freight Charges : Rm 200.00
Admission fee : RM 300.00
On the road price altogether : RM 69,882.50
Sum insured : RM 67,000.00
I was THIIISSSSS close on taking one back home for the next track day. Arggghhh!! Apa susah, sign je.. kan?
Akrapovic Racing/Evo Full System for 2009 Kawasaki ZX-6R
The Akrapovic full system exhaust saves 7.51kg for their evolution model and 6.28kg for the racing line. Akrapovic claims a massive 7.8bhp increase over the stock exhaust. That means the Kawi, produce 113.9bhp at stock, pumps out to 122.1bhp @ 14500rpm with the full system model. Imagine the whole Evo system weights 3.71kg only. Damn!
Looks good. I would prefer titanium muffler if the bike is green and blue. But for diablo black, the carbon fiber would be a fine choice. Ahh.. Who cares? You're the one who's buying, right? But I wonder if the link pipe will be exposed like that. Muffler angle match perfectly with the body line.
System diagram. More infor on the exhaust can be found at http://www.akrapovic.com
Akrapovic dynochart measured on Dynojet ATV.
Thursday, November 27, 2008
2008 ZX6-R Chassis Set Up
Kawasaki recommended chassis set up for the ZX-6R. The suspension settings are for road and track use for optimum performance. They are as follow:
Front fork
Spring preload 5 turns from fully open position. 5 turns in
Fork protrude 8.5mm above upper fork bridge
Compression damping (bottom of fork adjuster) 1.5 turns open
Rebound damping (top of fork adjuster) 1.25 turns open (1.5 for road use)
Rear suspension
Height adjustment 6mm spacer
Spring preload 178.5mm
Compression damper for high speed (hexagon screw on rear shock) 2.5 turns open
Compression damping for low speed (screw on the rear shock) 2 turns open
Rebound damping (adjuster at the lower end of shock) start with 19 clicks open and adjust to suit closing up to 17 clicks open or if really necessary close to a maximum 14 clicks open.
Settings are for an average rider of between 75 – 85kg.
Front fork
Spring preload 5 turns from fully open position. 5 turns in
Fork protrude 8.5mm above upper fork bridge
Compression damping (bottom of fork adjuster) 1.5 turns open
Rebound damping (top of fork adjuster) 1.25 turns open (1.5 for road use)
Rear suspension
Height adjustment 6mm spacer
Spring preload 178.5mm
Compression damper for high speed (hexagon screw on rear shock) 2.5 turns open
Compression damping for low speed (screw on the rear shock) 2 turns open
Rebound damping (adjuster at the lower end of shock) start with 19 clicks open and adjust to suit closing up to 17 clicks open or if really necessary close to a maximum 14 clicks open.
Settings are for an average rider of between 75 – 85kg.
Monday, September 22, 2008
2009 Kawasaki ZX-6R Monster Energy Special Edition
Huhu... Thought the '09 ZX6R looks already awesome in the standard paint.
This one looks much much more better.
http://300kmj.blogspot.com/2008/09/2009-kawasaki-zx-6r.html
This one looks much much more better.
http://300kmj.blogspot.com/2008/09/2009-kawasaki-zx-6r.html
Friday, August 15, 2008
Free Mod for 2008/2007 Kawasaki ZX6R
ZX-6R Free Horsepower!
By Kevin Duke
Pity the poor sportbike engineers who must find a way to create 599cc engines that produce 100 horsepower at the rear wheel while meeting every-stricter exhaust emissions regulations. And while spent exhaust gases must be cleaner than ever, noise emissions must also be kept in check, although that standard hasn’t been revised in decades.
Duke learns that meeting EPA regulations hampers racetrack performance.
Nowhere is that more apparent than Kawasaki’s ZX-6R. Since its 2005 iteration, the ZX’s ECU includes programming which closes a valve in the exhaust at high revs, restricting its top-end power and reducing its overrev zone past the engine’s power peak. (European ZX’s aren’t afflicted, as they have different sound-level regulations across the Pond.) This combines to make the stock Ninja feel less exciting, and its rapid power loss once past the engine’s peak forces some extra gearshifts, especially when riding in the power-hungry environment of a racetrack. Our ZX test unit was the least powerful 600 on the dyno, spinning up just 97.7 hp at its peak.
But why is the Kawi saddled with this limitation while the other OEMs don’t seem to suffer from similar programming? That’s been difficult to identify, but Kawi reps assure us their bikes adhere to the obfuscatory EPA noise regulations guidelines that are self-regulated by the OEMs.
“All Kawasaki street motorcycles, including the Kawasaki Ninja ZX-6R, sold in the United States have been designed to meet all current U.S. emissions and noise regulations for street-legal motorcycles,” is Team Green’s official statement on the subject. Since the sportbikes from other OEMs aren’t similarly affected, the implication is they aren’t meeting the same requirements.
Glenn Hansen, Suzuki’s communications manager, explained to us that the ECUs on Suzuki products bound for America are different than their Euro counterparts, and he added that all their bikes meet current regulations. He pointed out that using dual mufflers on Suzuki’s GSX-R1000 was partially the result of meeting noise edicts.
Lucky for ZX trackday riders (off-road-use only, doncha know? Nudge, nudge, wink, wink, say no more…), the party-pooping programming can quickly be defeated. Simply unplug the cap of the four-pin electrical connection under the seat and bridge the black/yellow wires to the green/dark green wires across from each other in the connector. This defaults the ECU to European spec and lets the engine breathe at high rpm by keeping the exhaust “power” valve open.
When we performed this trick on our ZX, we found a 5-hp increase (102.8 hp) in peak power, making it competitive with its rivals, but the biggest improvement was in the overrev zone above 13,000 rpm where the stock ECU programming strangles the Ninja. There is nearly a 10-hp gap at 14,000 rpm, with the stock bike wheezing out 93.4 ponies to the modified ECU’s 102.7.
It should be noted that the Ninja doesn’t feel particularly down on power during street rides, as it’s only when screaming up near maximum revs that this shortcoming becomes apparent. But it’s too bad that the stock bike needs an excuse, because in race trim the ZX-6Rs are formidable foes in the Supersport and Formula Xtreme race classes.
In stock form, the ZX-6R runs out of breath at high revs, but the ECU jumper mod lets it run like it should. In modified form, it posted a 5-horse boost in horsepower and a much more usable overrev zone.
Full article is here :
http://www.motorcycle.com/shoot-outs/2008-supersport-shootout-cbr600rr-vs-daytona-675-vs-zx6r-vs-r6-vs-gsxr600-82371.html
By Kevin Duke
Pity the poor sportbike engineers who must find a way to create 599cc engines that produce 100 horsepower at the rear wheel while meeting every-stricter exhaust emissions regulations. And while spent exhaust gases must be cleaner than ever, noise emissions must also be kept in check, although that standard hasn’t been revised in decades.
Duke learns that meeting EPA regulations hampers racetrack performance.
Nowhere is that more apparent than Kawasaki’s ZX-6R. Since its 2005 iteration, the ZX’s ECU includes programming which closes a valve in the exhaust at high revs, restricting its top-end power and reducing its overrev zone past the engine’s power peak. (European ZX’s aren’t afflicted, as they have different sound-level regulations across the Pond.) This combines to make the stock Ninja feel less exciting, and its rapid power loss once past the engine’s peak forces some extra gearshifts, especially when riding in the power-hungry environment of a racetrack. Our ZX test unit was the least powerful 600 on the dyno, spinning up just 97.7 hp at its peak.
But why is the Kawi saddled with this limitation while the other OEMs don’t seem to suffer from similar programming? That’s been difficult to identify, but Kawi reps assure us their bikes adhere to the obfuscatory EPA noise regulations guidelines that are self-regulated by the OEMs.
“All Kawasaki street motorcycles, including the Kawasaki Ninja ZX-6R, sold in the United States have been designed to meet all current U.S. emissions and noise regulations for street-legal motorcycles,” is Team Green’s official statement on the subject. Since the sportbikes from other OEMs aren’t similarly affected, the implication is they aren’t meeting the same requirements.
Glenn Hansen, Suzuki’s communications manager, explained to us that the ECUs on Suzuki products bound for America are different than their Euro counterparts, and he added that all their bikes meet current regulations. He pointed out that using dual mufflers on Suzuki’s GSX-R1000 was partially the result of meeting noise edicts.
Lucky for ZX trackday riders (off-road-use only, doncha know? Nudge, nudge, wink, wink, say no more…), the party-pooping programming can quickly be defeated. Simply unplug the cap of the four-pin electrical connection under the seat and bridge the black/yellow wires to the green/dark green wires across from each other in the connector. This defaults the ECU to European spec and lets the engine breathe at high rpm by keeping the exhaust “power” valve open.
When we performed this trick on our ZX, we found a 5-hp increase (102.8 hp) in peak power, making it competitive with its rivals, but the biggest improvement was in the overrev zone above 13,000 rpm where the stock ECU programming strangles the Ninja. There is nearly a 10-hp gap at 14,000 rpm, with the stock bike wheezing out 93.4 ponies to the modified ECU’s 102.7.
It should be noted that the Ninja doesn’t feel particularly down on power during street rides, as it’s only when screaming up near maximum revs that this shortcoming becomes apparent. But it’s too bad that the stock bike needs an excuse, because in race trim the ZX-6Rs are formidable foes in the Supersport and Formula Xtreme race classes.
In stock form, the ZX-6R runs out of breath at high revs, but the ECU jumper mod lets it run like it should. In modified form, it posted a 5-horse boost in horsepower and a much more usable overrev zone.
Full article is here :
http://www.motorcycle.com/shoot-outs/2008-supersport-shootout-cbr600rr-vs-daytona-675-vs-zx6r-vs-r6-vs-gsxr600-82371.html
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