Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128601
2000 KAWASAKI ZX-6R Jl GOOD TO Go feeling Suzuki and arguably even the Honda: this is defmitely the most comfortable street bike out of the four, as well as the best outfitted. Everything's in the right place, and you get the feeling that the riding position has been very carefully thought out to produce a bike that is responsive without being twitchy, stable without being tiring you don't need to work too hard to Kawasaki's World Supersport star, 31·year·old lain MacPherson of Scotland almost upset the status quo in 1999 by coming from nowhere to win in his first time out at Kyalami on the unconsidered ZX·6R. He then went on to clinch a decisive second place in the final World Championship points standings on the solo effort, which was run by Harald Eckl as an adjunct of the factory World Superbike team. MacPherson also won more races than any other rider, but a quartet of DNFs - two crashes, two mechanical - dented his title hopes with the old model. But after three days in Valencia, Spain, testing the new bike, which is fitted with the extensive factory Super· sport race kit and prepared by green-is-good guru Martin GoPP. MacPherson is convinced he can go one better in the coming sea· son. "Even though we're at an early stage of development, the 2000· spec racer already feels better than my last year's bike," MacPherson said. "We asked Kawasaki for a broader spread of power, and chuck it around a twisty track like Valencia. And there's better rider protection than before, thanks to the Smm taller screen. Okay, the ZX-6R isn't as nimble as that's what they've delivered· midrange power is really important for helping me get out of the turns faster, especially since you can't tailor the gearbox for a particular track. like you can with a Superbike or GP racer. On a track like this one at Valencia, with so many slow corners, the extra drive out of a tum is really important, and the new bike's engine is definitely stronger there. But I also get the feeling it's better on top end, too - though the engine isn't fully tuned yet, so we don't know how good it's really going to be 'til we've developed it more. "Handling is a bit better too," MacPherson said. "The new swingarm is stiffer, which also helps the drive out of corners, as well as keeping the bike stable under power. And I'm really impressed how much better it is under braking· it's definitely more stable, and stays on line better when you're. stopping really hard. We've been concentrating here this week on sorting the chassis and deciding what suspension we'll use, and one thing that stands out is the way the new bike turns better. Last year the R6 could turn in quicker and hold a tighter line, but now I reckon we're up there with them. 'Course, the other teams will be spending time improving their bikes. so we've got to put in a serious effort to keep up and get ahead. But I feel with this new package, I'm definitely in with a good chance of the title. I proved my speed last year, with more wins and front· row starts than anyone else, as well as three lap records . but though I lost the title by only 23 points, I gave away 100 points with the four retirements. If I can just be more consistent this year, I feel the new Kawasaki has everything I need to become World Champion. It's that much better than the old bike." stopping power the Kawasaki already possessed, even with its smaller 300mm discs. Perhaps the biggest challenge of all in the 600 Supersport class is the frantic pace of development because, of course, you have two separate arenas driving it on, road and track. To come up with a new model which trounces all its rivals in both forms of endeavour takes some doing - but on the basis of my day's ride in sunny Spain, I have to say I think Kawasaki has done just that. Green is for go - to the top of the class. eN the Yamaha in slow turns, but it may feel more planted in faster ones, and is definitely more stable on the brakes than before - like braking hard in the downhill approach to Valencia's second-gear final bend, which on the old ZX-6R would have been a Lightened engine internals save 7.7 Ibs. from the weight of the engine· combining with a 2.6 lb. reduction in the chassis to deliver a claimed 376 lb. dry weight for the new bike (10.3 Ibs. less than the old one. if your arithmetic isn't so hotl) . by adopting not only magnesium cylinder head and clutch covers but also a c1osed·deck cylinder block with electroplated bores such as on the new ZX·9R. This does away with the previous iron liners, and results in a stiffer-but· lighter block. Even more importantly, almost a full kilo has been shaved off the crank eight, which together with a 7-percent lighter flywheel mass (including the rotor), results in much less bottom-end inertia. This explains the brisker throttle response and quicker pickup from low revs of the new bike. Lots of other com· ponents, like the camshafts, clutch. cam gears and ignition have all been lightened as well, including the new ram-air ducting to the airbox, which has thinner walls and is also much more direct thanks to the single intake in the nose, for better flow. However, Kawasaki has also focused on improving reliability by addressing the problems most frequently encountered by ZX·6R Supersport teams. So among the many detail improvements. the con-rod bolts which used to stretch and eventually break have been redesigned. Also, the rods themselves are stronger, fifth gear is beefier. the crank joumals are individually examined at production stage, the inlet valve has been hardened, and the stainless-steel exhaust manifold has thicker walls to prevent it cracking (all bikes come fitted with a catalyst exhaust as standard). recipe for the bike to start squirming around under the excessive weight transfer from the hefty stopping power of those six· piston Tokico calipers. Here, on the new bike, there are two major improvements: One, the 46mm inverted fork, which has increased pitch (i.e. distance between the legs), stiffer springs, revised damping, reduced offset (for more trail), shorter length, and the c1ip-ons now mounted under the top triple clamp (shoving more of the rider's weight forward onto the wheel). All of this results in a stiffer front-end package, which makes the Kawasaki much more stable under heavy braking or high suspension loads - so more compliant under hard cornering. Two, the Tokico calipers now have differentially-sized pistons, a racetrack-derived trick which enhances initial response and gives a more progressive feel to the lever without sacrificing the balls-out 26 FEBRUARY 23. 2000' cue LIGHTNESS VS. STRENGTH • • n &: 'IV S 2000 KAWASAKI IX-6ft SPECIFICATIONS 599cc Uquid·cooled. 16·valve in·line four·cyIinder. DOHC four·stroke Bore x stroke 66 x 43.8mm Displacement Engine type Compression ratio Carburetion .. . 36mm Mikuni BDSR36R x4 Ignition Digital with Kawasaki Throttle·Responsive Ignition Control Frame Aluminum perimeter design Transmission 6-speed Starting system Electric Fuel capacity 4.8 gal. Wheelbase 55.1 in. Overall length 79.7 in. Overall width 28.1 in. Overall height 45.7 in. Ground clearance 5.5 in. Rake/trail 23.5"/91 mm Seat height 32.1 in. Fronttire 120/65·17 tubeless radial Rear tire 180/55·17 tubeless radial Front suspension .... 46mm cartridge fork w/ adj. preload. compression, rebound Rear suspension . .... Uni·Trak system w/ adj. preload, compression. rebound, ride-height Front·wheel travel 4.7 in. Rear·wheel travel 5.3 in. Front brake. . . .. dual hydraulic discs Rear brake. . . . hydraulic disc Final drive chain Colors , lime green/ebony firecracker red Claimed dry weight 379 Ibs. List price $8099