Kawasaki ZZ-R
600

Make Model |
Kawasaki ZZ-R 600 |
Year |
1993 - 94 |
Engine |
Four stroke, transverse four cylinder, DOHC, 4 valves per
cylinder |
Capacity |
599 cc / 42.6 cu-in |
Bore x Stroke |
64 x 46.6 mm |
Cooling System |
Liquid cooled |
Compression Ratio |
12.0:1 |
Induction |
4x Keihin CVKD
36 carburetors |
Ignition |
Digital |
Starting |
Electric |
Max Power |
98 hp / 72.9 kW @ 11.500 rpm |
Max Power Rear Tyre |
87.0 hp / 64.8 kW @ 11600 rpm |
Max Torque |
64 Nm / 47.2 lb-ft @ 9500 rpm |
Transmission |
6 Speed |
Final Drive |
Chain |
Frame |
Aluminum perimeter design |
Front Suspension |
41mm hydraulic fork with preload and 4-way rebound
damping adjustment |
Rear Suspension |
UNI-TRAC with threaded preload adjustment and 3-way
rebound damping |
Front Brakes |
2x 300mm discs 4 piston
calipers |
Rear Brakes |
Single 240mm disc 1 piston
caliper |
Front Tyre |
120/60 ZR1 7 |
Rear Tyre |
160/60 ZR17 |
Dimensions |
Length 2029 mm / 79.9 in
Width 728 mm / 28.7 in
Height 1176 mm / 46.3 in |
Wheelbase |
1399 mm / 55.1 in |
Seat Height |
780 mm / 31.0 in |
Dry Weight |
198 kg / 136.5 lbs |
Wet Weight |
216 kg / 476.1 lbs |
Fuel Capacity |
18 Litres / 4.7 US gal |
Consumption Average |
18.5 km/lit |
Braking 60 - 0 / 100 - 0 |
13.8 m / 36.3 m |
Standing
¼ Mile |
10.9 sec / 197.7 km/h |
Top Speed |
246.9 km/h / 153.4 mph |
Road Test |
Motosprint 1993 |
The Kawasaki ZZR600 (or Ninja 600 or ZX-6E) is a sport touring motorcycle
manufactured by Kawasaki. The ZZR600 series motorcycles, as sold in the
United States, are 599 cc (36.6 cu in) motorcycles designed from previous
generation sportbikes but incorporate more ergonomic seating positions and
different graphics.
In Europe, the model designation differed. The motorbike was introduced in
1990 with the ZZR600 D1, with the D2 and D3 following in subsequent years. For
1993 the ZZR600 E1 was introduced with more muted colours, slightly different
fairing, different frame construction, lighter pistons, and the model numbers
went up E2, E3 etc. until the E13 in 2005. In 2006 the model number was ZZR600
E6F. The 599 cc engine powered all of the D and E series bikes.
780 mm (31 in)

The ZZ-R600 is one of Kawasaki's
most successful sports models. First introduced in 1990, along with its 1
l00cc sibling, the ZZ-R1100, the ZZ-R600 offered an extremely fast and
powerful roadbike package. A strong inline-four liquid-cooled engine
producing nearly 75kW (lOObhp), aerodynamic bodywork and a power-boosting
ram-air intake system all conspired to produce a top speed of well over
240km/h (150mph).
But it wasn't only the ZZ-R's top
speed which made it so remarkable. Its advanced, stiff, lightweight
aluminium twin-spar frame was unknown in the Japanese 600 class at the time,
and it immediately marked the ZZ-R out as a high-quality product. Detail
styling cues like the faired-in rear indicators and aerodynamic mirrors all
suggested speed, although Kawasaki clearly hadn't forgotten about more
mundane matters like chain oiling - a centrestand is tucked neatly away
under the twin silencers.
The chassis is less sporting than
the strong engine, but is capable of handling most road-based sports riding.
Its four-piston front brake calipers give strong, progressive stopping
power. But the suspension, updated in 1995, is rather soft, and compromises
ultimate braking, as well as offering a rather vague feel when pushing hard
on the track.
Ground clearance is, again, ample
for the road, but is a limit on track. Not that this bothered John Reynolds
- the British racer won the 1990 600cc Supercup
championship on a lightning-quick
Team Green ZZ-R600.
Throughout the 1990s, the ZZ-R
was a consistently strong seller, even when Kawasaki's own ZX-6R pushed the
ZZ-R back into a sports-touring role. The ZZ-R's excellent road manners,
high equipment levels and sound build-quality made it the ideal choice for
many high-mileage riders.
Minor modifications over the
years have further refined the ZZ-R600 with a fuel gauge, clock, suspension
damping adjustment and improved power delivery.

Review
Middleweights In Real Life
Kawasaki ZX-6E and Yamaha YZF600R: A step back from the cutting edge
From the June, 2010 issue of Sport Rider
By Andrew Trevitt
Illustrators: Kevin Wing
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It's easy to cursorily dismiss these bikes as also-rans in the middleweight
sportbike world: Why pick the has-been diva when the nubile starlet is calling
your name? But the fact is the ZX-6E and YZF600R can still carry a sporting
tune-- although they have a little trouble hitting those high notes--and both
can boast certain traits absent in their younger counterparts.
The Yamaha YZF600R made its debut in 1994 (with Jamie James taking it to the 600
Supersport Champion-ship), received new suspension in '96, and had a major
makeover in 1997 with new brakes, bodywork, upgraded engine internals along with
bigger carbs and ram air. Kawasaki's E-model ZX-6 has been around since 1993
(when it won the AMA 600 Supersport championship with Miguel DuHamel aboard) and
has remained unchanged since. The little Kawasaki was quite advanced for its
time, sporting an aluminum frame and using ram air with big carburetors to
dominate the performance testing of SR's 1993 middleweight comparison test.
Enough history, on to the ride. In the age of fuel injection and automatic
choke, it's a nice surprise that both of these bikes start immediately hot or
cold, allowing you to ride away as soon as you please. The Kawasaki runs cleanly
right from idle, and its light clutch pull (the lever has a 5-position adjuster,
a nice touch) makes pulling away a no-brainer. The Yamaha has the tiniest of
hesitations off idle, which never seems to completely go away as the motor warms
up, and the engine will stutter a moment--and almost stall with a passenger
aboard-- unless a good deal of clutch slip is used.
Both the YZF and the ZX-E weigh in at just over 490 lbs. with full tanks of
fuel, but couldn't carry their weight more differently around town. The
Kawasaki's seat is quite low, the bars narrow and the pegs forward. While
steering is light, the narrow bars make the ZX feel a bit bulbous at low speeds,
and the forward and high-set footpegs give you no leverage to help steer the
bike either. Bottom-end power is ample, and the Kawi's short gearing and
rev-happy engine make outrunning even the most aggressive SUVs no problem. The
mirrors--a bit stiff to adjust--are wide-spaced and provide an excellent view.
It's the bike's amenities (clock, fuel gauge, good bungee hooks, neutral finder)
that make the daily commute easier yet. Passenger accommodations are excellent
with a spacious, flat seat and large grab handle.
The Yamaha has more of a VFR800-ish seating position, sporty but
somewhat relaxed from even the R6, and hides its weight well in the city. The
YZF does feel a bit larger than the current middle-weights--almost
750-sized--but seems to shed a few dozen pounds above walking speed all the
same. The Yamaha lacks the amenities of the Kawasaki, with no clock or fuel
gauge, but its analog gauges are large and easily read. The mirrors provide a
good view if you move your elbows in just a tad. Low-end power is surprisingly
stout, and little transmission work is required in town. Coming to a stop from
slow speeds can be a bit dodgy at times though, as the Yamaha's front brake pads
need some heat in them in order to work to their full potential--and you won't
generate that heat puttering around town. A good pull on the lever is all that's
needed to get decent stopping power, but that first stop of the day catches you
out. The ZX-6's binders, with a sharp initial bite and good consistent power,
are somewhat nicer in the city, although their long lever travel (both front and
back) takes a bit of getting used to.
Getting up to cruising speeds, both bikes are, as you'd expect, considerably
more comfortable than most of the current roadburners. The Kawasaki's upright
riding position is great for short-to-medium hauls, say a couple of hours, until
you find that the high pegs and scalloped seat limit you to a single position.
Wind protection is quite good, and there is only a slight vibration in the
footpegs--none in the handlebars, even at triple-digit speeds. It's the ZX-6's
suspension that can cause the most trouble on the freeway, though. Smooth roads
are fine, as the Kawi's boingers are soft and quite plush. Expansion joints,
however, will have your kidneys feeling like they're being tenderized as the
damping-rod fork simply locks up over the sharp-edged bumps. No, there's not a
lot of adjustment either--preload both ends, rebound damping up front, and
rebound (also affecting compression) out back. Bring on the cartridge emulators,
please.
Suspension Settings: Kawasaki... read full caption
Suspension Settings: Kawasaki ZX-6E
FRONT: Spring preload: 2 lines showing; Rebound damping: full stiff. REAR:
Spring preload: 4 turns stiffer than stock; Rebound damping: full soft
Having undergone a suspension upgrade in its 1997 Thunder Cat transformation,
the YZF has the advantage of a cartridge fork and remote-reservoir shock, and
the bike rides smoothly on the highway. The tall windscreen does an excellent
job, and there is very little buffeting. The wide, flat seat does allow some
room for moving around over the course of a long trip, although its forward
slant will force you up against the tank soon enough--ditto for the passenger
seat, which is heaps better than say, the R6 even so. There is some vibration in
the pegs and clip-ons at various resonances, and if you can find a speed at
which they smooth out it is possible to cruise for quite a distance--good thing
too, as the Yamaha's five-gallon tank and excellent fuel mileage let it go over
200 miles on a tankfull easily.
Suspension Settings: Yamaha... read full caption
Suspension Settings: Yamaha YZF600R
FRONT: Spring preload: 5 lines showing; Rebound damping: 3 clicks out from full
stiff; Compression damping: 11 clicks out from full stiff. REAR: Spring preload:
position 4; Rebound damping: 8 clicks out from full stiff; Compression damping:
position 2
As you would expect, the Kawasaki is a sporting notch behind the more
technically current YZF600R, although the gap--and the difference to recent
middleweights--is less than you would think. The ZX-6E's steering--even with the
narrow bars and little leverage from the forward footpegs--is very light and
quick, especially after we correctly set front and rear sag, significantly
steepening the geometry in the process. We quickly found the Kawi's tires to be
a limiting factor, however. Its Bridgestone BT50s are several generations old,
and seemed simply too hard and stiff for serious canyon work. Less of a factor,
but still a concern, is the bike's suspension. While its initial compliance is
good, the fork is still on the soft side with full rebound dialed in, and the
rear shock's damping adjuster is buckboard stiff on even its softest setting.
Sharp-edged bumps will have the bike bouncing off-line and running wide, a
situation made worse when you realize you can't just bank the bike in a bit more
on those tires.
The ZX's engine is quite willing to take whatever you throw at it, enduring
extended twisty sections without the tach once reading below 10K rpm--a
necessity if you want to make good time. You'll be rowing on the shift lever
quite a bit doing that, and the Kawi's tranny, with a long, light throw, plays
along nicely. In the upper reaches of the powerband, however, a deft touch is
required with the throttle as there is some hesitation on corner exits, almost
as though you are pulling against the vacuum of the engine. The brakes, fine in
the city, require some finesse also. "Strong initial bite" quickly turns into
"grabby" with peg-scraping lean angles, and our test unit's front brakes began
squealing and grinding partway through the test.
Test Notes: KAWASAKI ZX-6E... read full caption
Test Notes: KAWASAKI ZX-6E
+ User-friendly power
+ All the conveniences
- Archaic suspension
- Outdated rubber
x Excellent introductory sportbike
Still, the Kawasaki's basic chassis feels quite solid, and its long wheelbase
gives it some stability in the faster, rough sections that you think would tie
the bike in knots. Some simple upgrades--tires and some suspension work--would
go a long way in improving its sporting prowess.
Yamaha's YZF, while no R6 in the handling department, acquits itself quite well
in the canyons. Its steel-framed chassis is solid, and the tall/thin layout
helps hide its extra heft. The front suspension is on the plush side, although
the combination of the 60-series front tire and stiff high-speed compression
damping in the fork have the front end feeling flighty in rougher turns and
chattering when turned in hard on the brakes. Steering is light and neutral at
speed, and mid-corner corrections are a light push on the bar away. The
brakes--not our favorites in town--become outstanding for power and feel when
used in anger, displaying the typical monoblock progressiveness.
Test Notes: YAMAHA YZF600R... read full caption
Test Notes: YAMAHA YZF600R
+ Strong motor and chassis
+ Awesome brakes
- Suspension could be better
- A bit porky
x Great budget sportbike
The engine's excellent midrange and revvy nature help tremendously in tighter
twisty bits, although at higher revs the light throttle can be unexpectedly
abrupt--especially after coming off the Kawasaki and its somewhat sticky action.
Transmission action is very R6-like, with a short, slightly stiff throw clicking
each gear positively. Overall, you won't be that far behind your buddies on
their new bikes after a canyon sortie, but you'll definitely have had to work a
bit harder at it.
As a first sportbike, the Kawasaki has a lot to offer: a low seat height and
unintimidating ergos, light handling, and the potential for easy performance
upgrades to match growing skills. The Yamaha is more for the budget-minded
sportbiker. Yes, it's a newer design than the ZX-6E, and definitely more
sporting. But it also has a harder edge, with ergos and fewer niceties to match.
Both make good jack-of-all-trades bikes, providing enough sport for most riders,
and quite capable of a weekend getaway complete with luggage and a
passenger.Truth be told, we had grins inside our helmets during the whole test,
even when bombarded with snide comments from the weekend riding buddies. How
does it go? "Old age and treachery..."
ZX-6E vs. ZX-6R and YZF600R vs. R6: The real-life/performance trade-off
While the ZX-6E and YZF600R certainly lag behind their current-day counterparts
in all-out performance, the differences are smaller than you'd expect. And, in
some respects, the "older" bikes are actually superior to the ZX-6R and R6.One
of the more important considerations for purchasing either the E-model Kawasaki
or the R-model YZF is price. You'd save 700 bones between the Kawasakis, and
there's a one grand difference between the Yamahas. Not a whole bunch at first
glance, but consider this: you can expect to pay full pop for the 6R or R6 (if
you can even find one...) but your local dealer will be more willing to bargain
for the 6E or YZF. Effectively, you'll save more than what the difference in
MSRP suggests.
The scalloped seat of the... read full caption
The scalloped seat of the ZX-6E makes the bars seem higher and closer than they
actually are. The seat-to-peg distance is similar to the ZX-6R, and a bit tight
given the upright riding position.What about a used F4 or the like for the same
price, you say? Certainly that's an option, but there's a lot to be said for a
new bike complete with warranty, easier financing, and a helpful dealer as
opposed to the unknowns of buying used.
Both the ZX-6E and YZF-R have more comfortable ergos than their newer brethren,
although we'd say the YZF is about equal to the ZX-6R in that respect. Passenger
accommodations are vastly better on both of the older bikes, however. Comparing
details, the two Yamahas are similarly equipped--that is to say, there's not
much extra on either bike aside from the clock on the R6 (none on the YZF).
Between the Kawasakis, the ZX-6E has some features lacking in even the 6R, such
as the centerstand and fuel gauge. Both bikes have LED clocks.
Slightly more relaxed than... read full caption
Slightly more relaxed than the R6 in every ergonomic measurement, the YZF600R is
comfortable enough for an all-day ride, yet the seating position is aggressive
enough in the twisties.Think the latest and greatest bikes have way more power?
In one way, you're right. The R6 has about 9 peak ponies on the YZF, and there's
more than a 10 horsepower difference between the two Kawasakis, but check out
those dyno charts. In the lower rev range, the two ZXs make virtually identical
power, and the YZF has even more midrange than the R6. Isn't technology great?
One of the biggest differences between the sportbikes of today and yesterday is
their weight: More than 60 pounds separate the old from the new in this case,
and it's quite noticeable, offsetting even the YZF's midrange horsepower
advantage over the R6. It's the mass of the ZX-E and YZF--along with their
suspension, to a lesser extent--that most affects their sporting prowess. If
performance is what you crave, the newer bikes are a definite step ahead of the
6E and YZF. But it's only on the outer edges, where 10 percent of us ride 10
percent of the time, that the extra performance is useable.
Sport Rider Opinions
Totally bummed that Steve Mikolas wasn't around for this test so that he could
be roasted like last time.Everyone looked at me strangely when I showed up for
our Sunday ride on the YZF600R--well OK, I get strange looks all the time--but
just this once it was because of the bike. Why take the YZF when there are all
those cool bikes waiting in the shop? Because I had all the fun of the newer
bikes, didn't fall behind any further than usual, and at the end of the day I
could have gone another tankfull, easy. Same deal with the Kawasaki, although
it's a bit of a chore to keep the others in sight with that bike.It's tough to
keep the ZX-6E out of the YZF's shadow, but for a newbie sport rider the
Kawasaki's got a lot to offer, and I've been recommending it to people as a
first sportbike.
It's just some tires and suspension work away from serious
sportiness too, easy upgrades that don't cost a whole bunch. As an experienced
rider, I could see buying the YZF over the R6--the money saved would be worth
the sacrifice in performance. But I'd have to find an awfully good deal on a
ZX-6E before I'd choose it over the ZX-6R--which is almost as comfortable to
boot.-A.T.
Angry that this test took him away from riding his precious GSX-R1000. Also
bummed about Mikolas.I can remember when these two were the cream of the crop
for 600cc sportbikes. The Kawasaki ZX-6E was the horsepower king of the class; a
little heavy, perhaps, but the engine and chassis pretty much made up for it.
And I'll always remember Jamie James pulling seemingly impossible braking passes
into turn one at Daytona on his Yamaha YZF600R supersport bike back in
'94.Nowadays, everyone is caught up in the razzle-dazzle 100-plus
horsepower/near-400-pound wet weight/55-inch-wheelbase hysteria of the
middleweight class. Neither the ZX-6E or the YZF600R would garner even a cursory
glance in the headlong rush for the ZX-6Rs and R6s.
But many riders out there would go far better on the former
machines, especially the Yamaha. The YZF doesn't require you to tap dance on the
shift lever or maintain 100 percent concentration during aggressive cornering to
generate speed. And its chassis is far more forgiving as the speed rises than
the experts-only R6.Do an honest assessment of your riding skills. If you've
been riding for a year or less (or if you're a beginner, but you've got your
heart set on a new 600cc sportbike), I can almost guarantee that you will learn
more about riding fast in less time on the YZF600R than on the R6.-K.K
Source
Sport Rider |