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New leaner physique with a major reduction in weight and improved power delivery offer more precise control, lighter handling and better acceleration
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Camshafts are now made of SCM - saving approximately 400 g
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Lightweight magnesium engine covers are standard and save approximately 610 g over aluminum units
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Revised top injector mounting plate saves approximately 80 g
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Narrower transmission gears and revised gear dog shape provide a 170 g weight savings, without compromising rigidity
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Oil pump and starter gears are machined to use less metal, shedding approximately 70 g
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New inlet pressure pulse monitor enables deletion of the cam angle sensor, further contributing to engine weight reduction
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Coolant reservoir relocated and redesigned, the new shape and shorter tube save approximately 150 g
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Revised and relocated heat pads contribute another 170 g to weight savings
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Reshaped secondary air passages through the cylinder head contribute to more efficient cleaning of exhaust emissions
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Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track
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New double bore velocity stacks feature inlets at 2 different heights, increasing performance in both the mid- and high-rpm ranges
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Increased durability from optimized cam nitriding and tappets enable high-load cam profiles, which improve overall performance
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Pistons have new profiles and improved crown finishing
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Molybdenum coated piston skirts reduce friction and help with engine break-in
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Piston rings with less tension reduce mechanical loss
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Revised cam chain guides stabilize chain motion, further reduce mechanical loss
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New exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance
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Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency
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Longer throttle bodies increase the distance between oval sub-throttles and round main throttles 10 mm, yielding a smoother transition, which reduces inlet turbulence and increases efficiency
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Revised cylinder porting delivers improved cylinder-filling and scavenging
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New ignition coils have 12% greater secondary coil current for improved combustion efficiency, adding to the improved performance
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The sub-frame is a 2-piece aluminum die-casting consisting of a front and rear section
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The new lightweight sub-frame is very narrow, for a compact and slim rear end
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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
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Frame brackets revised to reduce overall number of parts, which also contributes weight savings
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New throttle housing material saves approximately 30 g
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Revised frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
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Engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s CG is 16 mm higher
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New exhaust layout with a short side muffler lowers weight previously located under the seat
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An exhaust pre-chamber further contributes to mass centralization
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Seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly for a more intuitive riding position
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Fuel tank profile is more flared around its top, similar to the ZX-10R, providing a larger contact patch which contributes to improved rider feedback
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Slim, waist on fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns
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Front to back, the new seat is shorter, allowing the rider to shift his body farther back on the rear seat step, helping to reduce rider fatigue
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Steeper rake angle quickens steering response and enhances communication from the front tire
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Relocating the rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg, enabling a reduction of parts and contributing to weight savings
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New rear sub-frame is narrower, making it easier to reach the ground
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Front of seat is narrower and seat height is approximately 10 mm lower, for a slimmer riding position and a shorter reach to the pavement
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ZX-6R features the first production-use of Showa’s new Big Piston Front fork (BPF) design
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The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
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The large-diameter of the BPF’s internal piston allows a reduction in damping pressure, for better feedback and smoother action
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The ZX-6R swingarm uses many of the same parts as the ZX-10R; both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft
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Greatly improves braking and initial corner turn-in
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New 220 mm rear petal disc is 10 mm larger
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Revised rear brake lever is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and improved feeling
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A race quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment
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New fairing offers better wind protection and was designed to minimize the effects of cross winds
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Position lamps are now integral with the projector beam headlights; the new Ninja ZX-6R now features dual position lamps like the ZX-10R
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New 1-piece fender (previously a 3-piece construction) offers improved aerodynamics
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New inner fender above the swingarm helps to reduce turbulence and keep the undertail clean
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Revised front brake hose routing with a 3-way joint at the lower triple-clamp facilitates bleeding air from the brake lines
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Similar in design to that of the ZX-10R, the new instrument panel gives at-a-glance information to the rider
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