2001 Ninja Review

Last year, we fell in love with the Kawasaki ZX-6R, and most fans decided publications. Winning 600cc Sportbike of the year in several exchanges of fire exits last year, the ZX-6R ergonomics combined with comfortable and convenient runway prowess. Eric Bostrom took near the ZX-6R to the AMA 600 Supersport title (losing the title by a few feet from the last race). When we rode the bike last year, we raved about this and you can read our reviews here and here.

Although largely unchanged this year (except for new paint jobs), we wanted to ride the ZX-6R with a different objective. As the most ergonomically comfortable bike in the classroom, with the biggest plus ear protection, we wanted to assess the ZX-6R street as a bicycle alone, and with an emphasis on sport touring. We wanted to test our theory that a 600 can be an excellent sport tourism, with less weight and at least equal to the performance dedicated to sport hikers (including many mid-range power – a feature of the ZX-6R Central) .

The first thing you notice on the 6R striking are the new graphics (in our situation, a combination of yellow, white and Deep Purple) and, sitting on the bike, his comfort. The ZX-6R is the right driving position of the harvest of 600, while remaining fairly athletic dedication for sport riders. The driving position comfortable, even more behind large, protective fairing – more clearly the protection of the current 600.

The scope bar is reasonable, and they are higher than most other bikes in the class. In addition, the footpegs are low enough to hold even greater sense of riders too narrow. The stakes also have a rubber surface, for less vibration and longest distance comfort purely metal dowels offer.

In addition to R6 Yamaha, Kawasaki ZX-6R is the last carbureted bike in class 600. That means you’ll have to warm up this bike more than some competitors machines. Throttle response, although very good for a carbureted bike, does suffer in comparison to the new Honda and Suzuki F4i the GSX-R600 (both with new systems, fuel injection). However, once hot and ready to go, the ZX-6R Central is smooth and supple. Arguably, at least, it is the best engine 600 of the street, with mid-range power that rivals or exceeds the competition. Kawasaki is still in full force this year, however, by some 600 others, including the powerful Suzuki GSX-R.

But this trial has highlighted the real world, where mid-range power is king. Between 6000 and 10000 rpm, the Kawasaki is strong and powerful, and delivers a soul and entertaining exhaust note (something Kawasaki Ninjas have long been known for).

On the highway, the ZX-6R engine is very good. The vibration levels are lower than most of the 600 competitors with Kawasaki, and the fairing of protection is the most popular highway at high speeds. The mid-range power makes a simple question, although, like all 600, the ZX-6R, it will demote or two to enter the meat of its power.

The ZX-6R comes with popular Dunlop D207 tires. An unusual series 65 front tire is supposed to combine the best of the series 70 largest and Shorter 60 series rubber, stability and fast turning. The steep, two-stringers aluminium chassis and beefy 46mm front fork combined with these tires create quickly, but stable handling. Indeed, this is the ZX-6R treatment in the street, as much as anything else, which led the press to Gush on this model when it was renovated last year. The bike is extremely easy to ride, and generates a high level of confidence.

The ZX-6R has perhaps still the best modulated brakes before in the company. The passage last year focused differential, six-piston calipers and a new block comprising makes a big difference both in print and power pure and simple. The brakes are still pending, and perhaps my favorite.

With a lot of adjustment, Kawasaki suspension can be made depending on the tastes of most riders. Our only complaint is a hardness at high speed compression damping in the front fork. Something that we found particularly rough crossing the road (potholes, for example). Most of the time, the suspension has worked well with the rest of the package, and contributed to the good handling around cycling.

The six-speed is well placed ratios, and gear engagement is not a problem. Finding neutral was an occasional problem, however. For some reason, it is very difficult to find neutral while coasting to a stop, for example.

The ZX-6R of the instrumentation is relatively complete, including a clock and the engine temperature gauge coolant. The analog speedometer is a bit unusual these days (other bikes in the class went to digital speedometer), but is easy to read. The only missing element of his instrumentation is a gauge of gas – a function, you miss most about travel. Fortunately, the ZX-6R has a pretty good range of reserve, if you need.

You’ve probably realized that we love Kawasaki ZX-6R. There are many reasons, but they can be summarized like this. We love the comfort of a sport Tourism, with flickability a light, hard-core sportbike thrown in. At 80 to 100 pounds lighter than sport devoted many hikers, and roughly the same level of comfort ( and at a price much lower), Kawasaki ZX-6R is a difficult fight to the streets. It also proves our theory that some 600 today have many mid-range engine performance in sport for a good hike. In the real world, 2001 ZX-6R is simply a large motorcycle in a position to satisfy a large group of riders street.

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