KAWASAKI NINJA ZX-6R 2011 HIGHLIGHTS
Price : $10,699.00
Bodystyle : Super Sports Bike
Warranty : 12 months
Manufacturer Country : Japan
Model Year : 2011
Displacement (cc) : 599
Engine Type : Horizontal In-line
2011 Kawasaki Ninja ZX-6R
Pound for Pound, the Mightiest Middleweight Sportbike in History. Apparently, some things never change.
The 2011 ZX™-6R carries that tradition of middleweight dominance to a staggering level (one that would’ve blown minds in 1985). And in today’s ultra-competitive 600 supersport market, where technology, racetrack success and streetbike acumen can change dramatically year by year, that’s saying a lot. Don’t believe us? Then ask the many top-level magazines and web sites that picked the current-spec ZX-6R as Best Middleweight. It was an absolutely dominating 600 shootout performance – and one sure to be replicated in 2011 due to the ZX-6R’s track-honed DNA and seamless all-around capability. That DNA begins with a 16-valve, DOHC inline-four engine that’s everything a top-shelf middleweight powerplant should be: supremely powerful, smooth, and blessed with hammer-like reliability. Critics everywhere agree the ZX-6R runs and performs like a larger-displacement motorcycle, and one that packs a rolling chassis that out-handles and out-suspends all others. It’s a perfect combination for street riders, track day junkies and racers alike, a flexibility that helps explain its many 600 comparo victories. It all starts with the ZX-6R’s jewel-like engine, a 599cc assemblage of everything Kawasaki knows about powerplant building, and the result of untold hours of testing and refinement garnered from dyno room to racetrack and back again. Squeezing big power from small displacement has been a Kawasaki forte for many years, from the 350cc A7 Avenger to the 500cc H1, and from that first Ninja 600 to this latest ZX-6R, class leading power is a Kawasaki sportbike birthright.
And there’s more than peaky top-end power, too. The engine’s dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce the sort of smooth low-end and mid-range power that make dealing with traffic, surface streets and everyday riding a much more agreeable affair. Add to that superb throttle response and liquid-smooth control feel and you have a supersport motorcycle with commuting manners that easily match its phenomenal racetrack prowess. Much of this smooth, rheostat-like power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels directly to reduce buffeting and improve cylinder filling. Advanced cylinder head porting slams the air/fuel charge into and out of the combustion chamber post-haste, while high-current secondaries in the ignition coils provide hot, consistent spark at all rpm for maximum combustion impact. The engine’s mid-range performance also benefits from double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for the highest degree of cam-chain stabilization.
This ultra-strong midrange power not only provides arm-stretching drive out of corners. It also offers unparalleled controllability and the sort of precise throttle control that pays big dividends when making mid-corner power adjustments while stringing a set of corners together on a snaky backroad or while negotiating that tricky set of turns at your favorite racetrack. In keeping with its racing heritage, the ZX-6R employs a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A high-tech slipper clutch – hardware usually found only on high-end racebikes – allows quick, effortless downshifts when diving into slower corners from big speed without upsetting the chassis. Chassis control, of course, is the other half of the 600 supersport equation, and the ZX-6R once again dominates the field with its class-exclusive Big Piston Front fork, fully adjustable shock, ideal engine placement, optimum frame rigidity and the very latest in mass centralization. The Ninja ZX-6R’s lean physique is fundamental to its superior handling, with every component carefully scrutinized for minimal weight. For instance, the intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged – to optimize intake volume – ram air duct, both of which contribute to weight savings and improved rigidity. Camshafts are made of lightweight chrome-moly steel, while magnesium engine covers also help shed pounds. Internal engine parts such as transmission, oil pump and starter gears are carefully engineered for maximum strength and minimal weight. If less weight is great, top-shelf suspension technology to control it is even better, and the ZX-6R packs plenty. A perfect example is the ZX-6R’s revolutionary Showa-built BPF (Big Piston Front fork) front suspension, which is one large technological step beyond the cartridge-type fork used on other 600s. The magic behind the Big Piston fork is its larger-diameter internal piston, which allows a reduction in damping pressure for smoother action and better front end feedback – especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight. The result is more control and better feedback, just what you need while ripping through your favorite right-hander during a track day, or tip-toeing along that rain-slicked backroad on your way home from work. Suspension out back is just as advanced, and includes a gas-charged shock with dual-range (high- and low-speed) stepless compression damping, 25-way adjustable rebound damping and fully adjustable spring preload mated to a bottom-link Uni-Trak® system. Kawasaki’s acclaimed triple petal disc brake package – with radial-mount calipers up front – is as refined and powerful as ever. Highly rigid four-piston calipers and 300mm petal-type rotors provide awesome power and excellent feel at the front wheel. The 220mm rear petal-type disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum pedal feedback. Its master cylinder reservoir mounts forward of the swingarm, freeing space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows supersport racers to enter corners harder – and everyday riders to slow things down comfortably and controllably.
To better capitalize on this advanced level of light weight and precise control response, the 6R’s ergonomics have been fine tuned to enhance feedback from bike to rider and vice versa. The seat-peg-bar relationship places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback – similar to the new ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement. A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with superb wind protection for the rider and minimal crosswind buffeting. An inner rear fender mounted above the swingarm also reduces turbulence and helps keep the back of the motorcycle aerodynamically clean. The ZX-6R’s instrument panel provides plenty of at-a-glance information, while a race-spec adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package. All the power, handling, light weight, advanced technology and typical Kawasaki reliability is here – exactly what you need to tame the racetrack, the mean streets – or both.
Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.
Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.
Increased mid-range performance
New double bore intake funnels ("velocity stacks") feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
Pistons with new profiles and improved crown finishing contribute to the gain in performance.
Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
Piston rings with less tension reduce mechanical loss.
Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.
Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.
One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better "fit" and to enhance the high level feedback that communicates to the rider what the bike is doing.
Revised chassis balance and mass centralisation
While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.
The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine's C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.
New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.
The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
Resonator box and stays for the instrument panel and mirrors are unitised with the Ram Air duct, contributing to weight savings and increased rigidity.
Frame brackets revised to reduce overall number of parts, which also contributes weight savings.
New throttle case material contribute a weight savings of approximately 30 g.
While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.
Ergonomics and chassis feedback
Kawasaki's Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike's naturally intuitive riding position.
Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.
Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.
Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved "fit" also contributes to the excellent feedback the rider gets from the chassis.
Steeper caster angle (25o >> 24o) enhances communication from the front tire.
Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.
Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.
Lower seat height
The narrow width of the new rear sub-frame helps make it easier to reach the ground.
The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
Seat height is approximately 5 mm lower than that of the ZX600P.
Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.
In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.
New cowling offers the rider better wind protection and was designed to better withstand side winds.
Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.
New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.
An inner fender added above the swingarm helps keep the undertail clean.
Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.
Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.
Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines.
Similar in design to that of the ZX1000E, the new instrument panel gives at-a-glance information to the rider.
The new BPF is one of the great contributing factors to the new Ninja ZX-6R's great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (?37 mm vs ?20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.
BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.
Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.
Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.
Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.
A 220 mm petal disc slows the rear.
Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.
The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa's BPF (Big Piston Front fork), Kawasaki's acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.
Camshafts are now made of SCM for a weight savings of approximately 400 g.
Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.
For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).
Revised top injector mounting plate saves approximately 80 g.
While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.
Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.
Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.
Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.
Revised and relocated heat pads contribute approximately 170 g to weight savings.
Lean physique, low mass, forceful power, controllable power delivery and precise overall control
599cc inline-four with DFI is lightweight yet powerful
Fully adjustable front and rear suspension includes the Showa Big Piston Front fork (BPF), which offers fantastic wheel and chassis control
Lightweight aluminum chassis places the engine in the ideal location for excellent handling and rider feedback
Radial-mounted front brake calipers and radial-pump front brake master cylinder offer superb braking power and control
Race-quality adjustable Öhlins steering damper comes standard
Slipper-type back torque-limiting clutch offers quick downshifts without chassis agitation
Named one of Cycle World magazine’s 10 best bikes
Camshafts are made of chrome-moly steel
Lightweight magnesium engine covers are standard
Lightweight top injector mounting plate
Lightweight transmission gears and gear dogs
Lightweight oil pump and starter gears
Inlet pressure pulse monitor does away with cam angle sensor, further contributing to lightness
Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track
Massive Mid-range Performance
Double-bore velocity stacks feature inlets at two different heights for increased performance in both the mid- and high-rpm ranges
Cam and tappet nitriding enables high-load cam profiles for maximum performance
Molybdenum-coated piston skirts for reduced friction and engine break-in
Low-tension piston rings reduce mechanical losses
Advanced cam chain guides stabilize chain motion and further reduce mechanical losses
Exhaust collector layout contributes to superb low- and mid-range performance while maintaining high-rpm performance
Precise Throttle Control
Cylindrical guides in the top of the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency
Long throttle bodies between oval sub-throttles and round main throttles yield a smooth intake transition for reduced inlet turbulence and increased efficiency
Advanced cylinder porting delivers excellent cylinder filling and scavenging
High-current secondary coil circuitry for optimum combustion efficiency
Twin spar aluminum frame is both lightweight and rigid, and places the engine in the optimum position for superb handling and rider feedback
The sub-frame is a two-piece aluminum die-casting consisting of a front and rear section
The lightweight sub-frame is very narrow for a compact and slim rear end
Intake resonator box and supports for the instrument panel and mirrors are unitized with the ram air duct, contributing to weight savings and increased rigidity
Tuned Chassis Balance and Mass Centralization
Frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
Engine is rotated forward around the output shaft for steeper intake angle and excellent CG
Exhaust layout with a short side muffler keeps the weight low
Exhaust pre-chamber further contributes to mass centralization
Ergonomics and Chassis Feedback
Seat-peg-bar relationship places handlebars close to the rider; bars are angled for a highly intuitive and comfortable riding position
Fuel tank profile is flared around its top, similar to the ZX™-10R, providing a large contact patch for excellent rider feedback
Slim-waisted fuel tank makes it easy for the rider to grip the tank with their knees, or to hang off in turns
Sculpted seat allows the rider to shift their body far back on the rear seat step, helping to reduce rider fatigue
Steep rake angle for quick steering response and enhanced communication from the front tire
Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg for simplicity and weight savings
Low Seat Height
Narrow rear sub-frame makes it easy to reach the ground
Front of seat is narrow and low for a slim riding position and a short reach to the pavement
Advanced Suspension System
ZX-6R features Showa’s Big Piston Front fork (BPF) design for fantastic wheel and chassis control
The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
The large diameter of the BPF’s internal piston allows a reduction in damping pressure for better feedback and smoother action
Radial calipers and 300mm petal-type discs up front offer superb braking power and control
220mm rear petal-type disc
Rear brake lever is mounted coaxially with the footpeg for excellent mid-stroke braking efficiency and optimum feel
Race-quality Steering Damper
A race-quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment
Highly evolved fairing offers great wind protection and minimizes cross-wind effects
Position lamps are integral with the projector beam headlights
One-piece fender offers excellent aerodynamics
Inner fender above the swingarm helps to reduce turbulence and keeps the undertail clean
Front brake hose routing with a three-way joint at the lower triple clamp facilitates bleeding air from the brake lines
Instrument panel gives the rider plenty of information at a glance
Bore (in) : 2.64
Bore (mm) : 67
Carburetion Brand : Keihin
Compression Ratio : 13.31
Cooling : Liquid
Cylinders : 4
Displacement (cc) : 599
Displacement (ci) : 36.6
Engine Configuration : Horizontal In-line
Engine Immobilizer : Not Available
Engine Type : 4-Stroke
Fuel Injector : Yes
Fuel Injector Size (mm) : 38
Fuel System Type : Fuel Injected
Ram Air Induction : Yes
Starter : Electric
Stroke (in) : 1.67
Stroke (mm) : 42.5
Valve Configuration : DOHC
Valves : 16
Valves Per Cylinder : 4
Heel Toe Shifter : Not Available
Number Of Speeds : 6
Primary Drive (Rear Wheel) : Chain
Reverse : No
Transmission Type : Manual
Suspension & Steering
Air Adjustable : No
Front Adjustable Fork Pre-Load : Yes
Front Adjustable Rebound Damping : Yes
Front Central Suspension Strut : No
Front Fork Diameter (in) : 1.6
Front Fork Diameter (mm) : 41
Front Suspension Brand Name : Showa
Front Suspension Type : Inverted Fork
Front Travel (in) : 4.7
Front Travel (mm) : 119.4
Number Rear Shock Absorbers : 1
Rear Adjustable Rebound Damping : Yes
Rear Adjustable Shock / Spring Pre-Load : Yes
Rear Suspension Brand Name : UNI-TRAK
Rear Suspension Type : Twin Sided Swing Arm
Rear Swingarm Material : Aluminum
Rear Travel (in) : 5.3
Rear Travel (mm) : 134.6
Steering Damper : Yes
Front Wheel Diameter : 17
Rear Wheel Diameter : 17
Tube / Tubeless : Tubeless
Wheels Composition : Aluminum
Front Tyre (Full Spec) : 120/70 ZR17
Front Tyre Aspect Ratio : 70
Front Tyre Speed Rating : Z
Front Tyre Width : 120
Rear Tyre (Full Spec) : 180/55 ZR17
Rear Tyre Aspect Ratio : 55
Rear Tyre Speed Rating : Z
Rear Tyre Width : 180
Anti-Lock Brakes : Not Available
Front Brake Diameter (in) : 11.8
Front Brake Diameter (mm) : 300
Front Brake Type : Dual Hydraulic Disc
Front Caliper Pistons : 4
Linked Brake System Front to Rear : Not Available
Rear Brake Diameter (in) : 8.7
Rear Brake Diameter (mm) : 220
Rear Brake Type : Hydraulic Disc
Rear Caliper Pistons : 1
Adjustable : No
Detachable Passenger Seat : Standard
Grab Rail or Strap : Standard
Heated Seat : Not Available
Number Of Seats : 2
Seat Backrest : Not Available
Seat Height (in) : 32.1
Seat Height (mm) : 815.3
Seat Location : Driver and Passenger
Seat Material : Vinyl
Seat Rail : Not Available
Seat Specifications : Standard
Seat Type : Two-Piece
Adjustable : No
Belt Guard : No
Body Material : Plastic
Brush Guard : No
Chain Guard : Yes
Construction : Standard
Drive Shaft Cover : No
Drive Shaft Guard : No
Exterior Covers : Standard
Exterior Guards : Standard
Floor Boards : Not Available
Foot Peg Location : Driver and Passenger
Foot Peg Material : Aluminum
Fork Guards : No
Frame : Aluminum
Front Fender : Standard
Front Fender Material : Plastic
Front Fender Rail : Not Available
Front Fender Trim : Not Available
Hand Grip Material : Rubber
Hand Grips : Standard
Hand Guards : No
Heel Guards : No
License Plate : Standard
Light Guard : No
Lower Fairing : Standard
Rear Fender : Standard
Rear Fender Material : Plastic
Rear Fender Rail : Not Available
Rear Fender Trim : Not Available
Rearview Mirrors Folding : Yes
Saddle Bag Guard : No
Sidecar : Not Available
Skid Plate : Not Available
Spoiler : Standard
Stand : Standard
Stand Type : Kick
Turn Signal Visor : Not Available
Upper Fairing : Standard
Fuel Capacity (gal) : 4.5
Fuel Capacity (l) : 17
Lime Green / Ebony
Ebony / Flat Black
Candy Plasma Blue / Ebony
Adjustable Throttle : Not Available
Capacities : Standard
Cassette Player : Not Available
CB Radio : Not Available
CD Player : Not Available
Comment : Standard
Cruise Control : Not Available
Cupholder : Not Available
Dimensions : Standard
First Aid Kit : Not Available
Handlebar Lock : Standard
Handlebar Pads : Not Available
Headset : Not Available
Heated Hand Grips : Not Available
Height (in) : 43.9
Height (mm) : 1115
Intercom : Not Available
Introduction Year : 1998
Keyless Ignition : Not Available
Length (in) : 82.3
Length (mm) : 2090
Major Revision Year : 2009
Manufacturer Country : Japan
Manufacturer Type : Super Sports Bike
Map Holder : Not Available
MIC Model Segment : ON-HWY Sport Bike 501-750cc
Power Outlet : Not Available
Previous Model Year Accessories : Yes
Radio : Not Available
Rake (degrees) : 24
Revision Status : Carryover
Service Reminder : Not Available
Speakers : Not Available
Trail (in) : 4.1
Trail (mm) : 104.1
Weight : Standard
Wet Weight (kg) : 191.1
Wet Weight (lbs) : 421.2
Wheelbase (in) : 55.1
Wheelbase (mm) : 1399.5
Width (in) : 28
Width (mm) : 711.2
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