X'TREME BIKE'S: March 2009

Kawasaki Ninja ZX-6R 2009

The new Kawasaki Ninja ZX-6R has been updated. Looking at the overall package of changes, it's clear Kawasaki is serious about putting its sponsored racers on the box and giving its customers a hard-edge middleweight sportbike. The passel of improvements is aimed at centralizing mass, improving handling and making fresh-from-the-crate throttle response better than ever before.

Aside from the new looks and 10kg (20lb) lopped off the weight, the headline feature is the first use of Showa’s Big Piston Front fork technology. Eliminating most of the internals associated with traditional cartridge forks, the BPF is simpler and lighter while providing better feedback and smoother action.

The main frame was stiffened, the engine rotated a bit to adjust both stress-mount points and the overall center of gravity, and additional stiffness was built into the swingarm mounting points. The swingarm itself is longer, lighter and more rigid than before.

Revised chassis balance and mass centralization

Revised frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
Engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s CG is 16mm higher
New exhaust layout with a short side muffler lowers weight previously located under the seat
An exhaust pre-chamber further contributes to mass centralization

Ergonomics and chassis feedback

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
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
Slim, waist on 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 shift his body farther back on the rear seat step, helping to reduce rider fatigue
Steeper rake angle quickens steering response and enhances communication from the front tire
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

Lower seat height

New rear sub-frame is narrower, making it easier to reach the ground
Front of seat is narrower and seat height is approximately 10mm lower, for a slimmer riding position and a shorter reach to the pavement

Advanced suspension

ZX-6R features the first production-use of Showa’s new Big Piston Front fork (BPF) design
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
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
Greatly improves braking and initial corner turn-in

Brakes

New 220mm rear petal disc is 10mm larger
Revised rear brake lever is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and improved feeling

Race-quality steering damper

A race quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features

New fairing offers better wind protection and was designed to minimize the effects of cross winds
Position lamps are now integral with the projector beam headlights; the new Ninja ZX-6R now features dual position lamps like the ZX-10R
New one-piece fender (previously a three-piece construction) offers improved aerodynamics
New inner fender above the swingarm helps to reduce turbulence and keep the undertail clean
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 ZX-10R, the new instrument panel gives at-a-glance information to the rider

Specifications

Engine Type Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement 599 cc
Bore x Stroke 67.0 x 42.5mm
Compression Ratio 13.3:1
Fuel Injection DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition TCBI with digital advance
Transmission 6-Speed
Final Drive X-Ring Chain
Rake/Trail 24 deg / 4.0 in.
Frame type Aluminum perimeter
Front Tire Size 120/70-ZR17
Rear Tire Size 180/55-ZR17
Wheelbase 55.1 in.
Front Suspension / wheel travel 41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.
Rear Suspension / wheel travel 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.
Front Brake Type Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear Brake Type Single 220mm petal rotor with single-piston caliper
Fuel Tank Capacity 4.5 gal.
Seat Height 32.3 in.
Curb Weight 421.2 lbs.
Color Lime Green, Metallic Diablo Black / Flat Super Black, Candy Surf Blue / Flat Super Black

Yamaha R1 2009

After providing as much speculation, information and product renderings to readers as possible, we can finally spill the beans on the much anticipated R1. Yamaha has pulled out all the stops with a ground-up re-do of its iconic literbike. New bits abound, including its styling, chassis and, most intriguingly, a MotoGP-derived firing order of its innovative engine.

In the top class of roadracing, engineers have battled with harnessing the huge amounts of power and getting it to the ground efficiently. In 2004, Yamaha’s GP engineers introduced an uneven firing interval for its inline four-cylinder M1 with what’s called a cross-plane crankshaft. Instead of the two outer and two inner pistons rising and falling together, the R1’s engine has individual cylinders firing 90 degrees apart from each other. This eliminates the torque fluctuation of a typical four-cylinder mill, plus it gives the Yamamotor a very distinctive exhaust note similar to that of Valentino Rossi’s racebike.

“It gives a much more precise feeling in the throttle action,” says Yamaha’s product planner Derek Brooks. “You feel like you can sense that edge of traction.”

The engine still displaces 998cc, but it does so with a bigger bore and a shorter stroke; its rev limit remains at 13,750 rpm. Its architecture appears to be even more compact than previous. It inhales through Mikuni throttle bodies with secondary injectors and Yamaha’s electronic throttle and variable length intakes (crossing over at 9400 rpm). New for ’09 is addition of three throttle control maps selectable via a switch on the right handlebar. The default setting is a typical setup, while the “A” mode delivers extra midrange power. Softer response is available from the “B” setting.

“Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version”

Internally, the engine has several high-tech bits. Aluminum pistons are forged for strength, squeezing the intake mixture at a high 12.7:1 ratio. Connecting rods are fracture-split for added durability, while titanium intake valves are light in weight. A coupling-type balancer rotates opposite to the crankshaft to quell vibration. A ramp-type slipper clutch eases high-rpm downshifts.

The R1’s chassis is also slathered with the New Brush. The frame consists of a cast-aluminum forward section mated to Controlled-Fill die-cast outside rails and extruded inside rails. Like the’08 R6, the subframe is made from magnesium for reduced weight from the outer edges of the bike. The aluminum swingarm is also new. Rake, trail and wheelbase are unchanged from 24.0 degrees, 4.0 inches, and 55.7 inches, respectively.

The 43mm inverted fork is by Yamaha subsidiary Soqi, and it’s notable for having separate circuits for rebound and compression damping in each fork leg, said to be like the M1 GP bike. The Soqi shock has provisions for high- and low-speed compression damping, rebound damping, and in a nice surprise, a hydraulic preload adjuster.

Another user-friendly addition to the R1 is adjustable footpegs. Those needing extra cornering clearance can relocate them 15mm higher and 3mm further rearward. Instrumentation now includes a handy gear-position indicator, something frequently requested by consumers.

Attention-getting style has been an integral part of the R1’s desirability since its debut in 1998, and it continues with this latest version. It’s led by a pair of projector-beam headlights flanked by ram-air intakes. An abbreviated side fairing features what Yamaha calls a layered body design that is said to better dissipate heat from the engine and radiators. Surprisingly, the The One continues with undertail exhaust pipes, which is part of the reason why it has a lofty 32.8-inch seat height that might annoy Tom Cruise.

Interestingly, Yamaha has quoted a wet-weight figure for the R1 rather than the usual dry weight. If the quoted figure of 454 lbs is to be believed, the bike has lost about 10 lbs compared to the previous version.

If you want one of these for your own, you have a choice of four color schemes. The Team Yamaha Blue and Cadmium Yellow versions retail for $12,390, which is a sizable bump of nearly $700 compared to the ’08 models. An extra $100 will buy a Raven (black) model with red accents or a white/red combo reminiscent of the original R1. Coming to a dealer near you this January.

Kawasaki KLR650

Power - Revised cam-timing, new intake porting, a one-piece exhaust system and a fully transistorised ignition adds up to thumping power across the big 651cc four stroke's rev-range.

Upgraded Chassis - Revised suspension settings, stiffer spokes, lightweight petal disc brakes, a new D-section swingarm and forged axle holders are just some of the improvements to the KLR's chassis that contribute to its improved handling and all-round road holding.

Greater Carrying Capacity - The 2008 KLR650 offers more carrying capacity than ever before with a new, larger rear rack (90mm longer and 130mm wider) enhanced by a slimmer, redesigned tail section enabling easier fitment of saddle bags.

Power to the Ground - Thanks to the big single's broad power delivery, a five-speed transmission is more than sufficient to provide excellent gearing to suit everything from low-speed trail riding to high-speed highway cruising. Final drive is through a long-lasting O-Ring chain.

Improved Suspension - New, beefier 41mm forks offer greater rigidity up front while a redesigned linkage provides greater compliance at the rear. Re-calibrated all-round, the KLR's suspension offers a smooth, controlled ride perfect for hours in the saddle.

Equipped to Go-Anywhere - Firmer seat foam, greater weather protection, a powerful dual-bulb headlight and increased generator output make for greater long-distance touring capabilities and are complemented by a new, easy-to-read frame-mounted instrument panel that enables lighter steering and features a large speedometer, tachometer, odometer, trip meter and water temp gauge.

Long-Range Touring - Thanks to a massive 22.1 Litre fuel capacity, the KLR650 has the long-distance touring range to ride off into the sunset and back again. And if it's commuting you're planning, then you won't be planning on visiting the petrol station too often!

Improved Liquid Cooling - The KLR's sophisticated liquid cooling system employs an automatic cooling fan to maintain airflow at low speeds. Cooler engine temperatures allow tighter internal tolerances for quieter operation and longer engine life.

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Kawasaki Ninja ZX-6R 2009

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