zx6r-cbr6 .....face to face

[nakedorange]

Sorry για τα αγγλικα κειμενα ομως η μεταφραση...

1)θελει χρονο ( βαριεμαι αφανταστα!!)

2)πιθανον "αφαιρει" απο την αυθεντικοτητα των κειμενων.

..εχουν αφαιρεθει καποια κομματια για οικονομια χωρου.

ΔΙΑΒΑΣΤΕ ΛΟΙΠΟΝ ΚΑΙ ΚΑΤΑΘΕΣΤΕ ΤΗΝ ΑΠΟΨΗ ΣΑΣ!

2007 Kawasaki ZX-6R
By Kevin Duke

It all started where they all do: the engine. In this case it's new from the cases up, the first total redesign for Kawi's middleweight in 10 years. For starters, it was left in the dryer a really long time, shrinking 40mm in both length and width; that's getting on close to 2 inches for those not good with the metric system. Its narrowness was made possible by snuggling its four cylinders closer together, while it was shortened by placing its crankshaft, primary drive and countershaft gears in a tight triangular arrangement like its classmates.

Inside this new architecture reside some reminders of last year's ZX-6RR motor, the 599cc one built for racing. They share the same bore and stroke (67.0mm x 42.5mm), as do the rest of the class challengers. There will be no more cries of "cheater bike!" because Kawasaki will no longer build the 636cc version it's had in the lineup since 2003.

Like before, a set of oval 38mm throttle bodies mix air and fuel, but they are now 8mm shorter which might offer a high-rpm benefit. Like the 6RR, the intake ports are polished for cleaner, faster flow to the 1.5mm larger intake valves (26.5mm) operated by new cam profiles. The forged, short-skirt pistons are lighter, and even the piston pins weigh less, as do the forged- and sintered-aluminum valve spring retainers that reduce weight by half compared to steel pieces. The intake mixture is squeezed at a lofty 13.3:1 compression ratio, which seemed high until I noticed the 13.9:1 ratio of the old 6RR. Exhaust is routed though header pipes that curve sexily before routed into the under-engine pre-muffler/catalyzer; this allows the undertail muffler to be smaller for a tidier tailsection.

So, smaller engine, smaller bike, right? Er, no actually. It's taller and wider, though just fractionally, and it's longer by 1.6 inch. And the new bike must've been born shortly after Thanksgiving, as the specs say it weighs 6 lbs more than last year. If true, it would put the ZX's weight at about 402 lbs with its tank empty. That's still lighter than Suzuki's Gixxer 600, but it might be as much as 19 lbs more than the radically slimmed down '07 Honda CBR600RR.

So let's fire it up, then. Hopefully your first experience on the Zixxer isn't in the 23-degree weather that greeted me for my debut session on a track I hadn't seen before. Nevertheless, I had a job to do. Thankfully our bikes had tire warmers ("Uh, could I stick one of those in my pants.?"), and the Bridgestone BT002 Pros proved to have surprisingly good grip even in these cold conditions. The "Pro" version of the 002s debuted earlier this year, and the medium-compounds we rode on at 28 psi received rosy comments from the assembled scribblers.

Kawasaki's PR literature claims the new 6R "churns out way more midrange torque than its predecessors," but whoever wrote that must not have ridden the burly ZX-636. Perhaps they were referring to the old 6RR that was quite wimpy at lower revs. Still, this new bike doesn't feel especially grunty halfway around the tachometer. It sings up top, though, pulling strongly from 10,000 rpm to its 12,500-rpm peak but with room to spare to its 16,500 redline, again same as the old 6RR.

A glance at the spec charts offers what might be seen as a worrying sign to number crunchers. This '07 ZX is rated at 116.4 hp. Not only is that down from the 124-pony claim of the 636cc 6R, it's also virtually identical to last year's 599cc ZX-6RR.

(As with the previous gen ZX-6R, ECU tuning on U.S. and Canadian models has strangled the top-end power by closing the exhaust powervalve at high revs to meet noise regulations. The European model makes a claimed 123.3 ponies, a healthy boost of almost 7, plus it allows the engine to pull stronger up top, making its peak power 1500 rpm higher. This might be sad, but only if we didn't know how to trick the ECU to default to the Euro spec settings with a free 5-minute mod you can read about here.)

Is this progress? Yes, according to the ZX's engine designer, Takahiro Ono. He notes that getting around a racetrack quickly isn't just a matter of how much power you have, but how early you can dial it on and how well you can put it to the pavement. As an example, he related to me of how the new 800cc MotoGP bikes have been breaking lap records in pre-season testing despite having 24% less displacement than their 990cc forbears. Closer to home, Kawi's engineers claim the '07 bike can lap Kawi's Autopolis racetrack a good 2 seconds quicker than the old RR and at least 3 seconds quicker than the ZX-636.

Whether that's true or not is difficult to say from my seat, but I can attest to a highly cooperative machine, and it's hard to imagine a better mount for learning, then strafing, the hills of the technical BMP. Throttle response is super smooth, with none of the on/off throttle abruptness we despise. Kawi says the ZX's "modified flywheel mass contributes to increased traction," which we'll take to mean that it has more of it, and the theory seems to work.
Also aiding the rider is the ZX's clutch and transmission. First off, kudos must go to the excellent slipper clutch - it's as good as any OEM unit I've tried. Bang a quick and sloppy downshift into Turn 1 without caring about details like rpm, and the back-torque-limiting clutch simply allows revs to match wheel speed. In addition, its amount of slip can be fine-tuned by Kawi's optional race kit pieces. Also available are two optional gear sets for the cassette-style transmission that enables trackside internal gearing changes, the only middleweight with this racer-desirable component. Shift action is light on the ZX, though it can get hung up if you're not careful to let the lever drop all the way after an upshift. Gear ratios are closely spaced, which worked well at the racetrack, though it may not be as optimal for the street.

But where the new 6R really shines is in the corners. Kawasaki pumps up the fact that the bike's chief development rider, Tomomi Manako, is a former 125cc GP rider, and this has supposedly resulted in a bike that boasts higher corner-entrance and mid-corner speeds. The chassis geometry points to nothing unusual, using the same 25.0-degree rake as last year's 6R and a scant 4mm increase in trail. Its wheelbase is up 0.6 inch over the old 636 and nearly identical to the Double-R version at 55.3 inches.

In the morning I was enjoying the assuring stability of the bike, glad that a steering damper was on board to quell any headshake. It was a short while later in the pits when I confirmed that there is no such component on the 6R, a real testament to the core quality of the chassis. Still, fighting with the bars over one of Barber's many rises can induce a minor bar wag, and Kawi offers a ZX-10R-style Ohlins steering damper through its race kit catalog for those who want the insurance it offers.

The front end provides the kind of direct response that entices a rider to turn it in a little quicker and lean it in a little further. This new ZX provides communication in bigger doses than any other Kawasaki. From a strictly handling perspective, this thing is going to run at or near the sharp end of the supersport field. It takes a fair bit of prodding before pegs are dragged, and ground clearance is certainly not an issue for any street riding.

A critical role in the handling equation is the suspension. The ZX still uses a 41mm inverted fork up front, but its spring is now located at its bottom, fully ensconced by oil to reduce oil cavitation. At the rear, the shock's linkage now uses what Team Green call "pillow balls" where standard bushings are usually found (Insert lewd and juvenile joke here). Both ends are adjustable for preload and compression and rebound damping, and the shock gets the bonus of having its compression adjustments separated into high-speed and low-speed.

It seems like pillow balls are a good thing to have, as feedback from the rear end is generous. The front end is just as good. The braking bumps entering Barber's Turn 5 were sucked up so nicely that I had to be told about the ripples before I noticed them.

Let's also give praise to the Ninja's brakes. These are the same 4-piston, 4-pad radial-mount calipers actuated by a radial-pump master cylinder we've enjoyed for the past two years of ZX-6s, but its 300mm rotors are now 6mm (from 5.5) thick to better shed heat without going to a larger-diameter disc. Ample power, no fade, and best of all, plenty of feedback. Zero complaints here.

And we can't complain about the ZX's hard-to-read tach any longer, as it's now a simple white-faced analog rev counter with red numbers that take just a moment to assimilate. An unmistakable yellow shift light in the upper-left quadrant can be programmed to illuminate at whatever rpm you choose. I was happy to hear the ZX had a gear-position indicator, as it's been our experience that they're handy for riders of all talent levels, but Kawi just couldn't give us a perfect set of gauges. I couldn't believe my eyes when I saw the 6R's indicator, as it's so small that it's useless. Well, it may be readable on an open highway in Nebraska, but certainly not when you're screaming in to Barber's Turn 1 at a-buck-thirty.

With its $8999 MSRP, the ZX is $200-$300 cheaper than the R6 and $500 less than the CBR (the GSX-R is just $8899). It was only a few years ago that middleweights crossed the $8000 threshold, and now they're approaching $10K!

[nakedorange]

2007 Honda CBR600RR
By Ken Hutchison

Just take a look at the new bike and tell me it doesn't ooze Honda from tip to tail. Starting with the RC51-inspired centrally located ram-air intake duct nestled between the line-beam headlamps, the open-air look of the Formula One inspired bodywork that exposes the engine and its stylized covers. Matte-black frame spars draw attention from discerning eyes, then across the faux fuel tank to the svelte pillion perch and rear cowling. The lighter center-up underseat exhaust features titanium internals. A black Unit Pro-Link swingarm and black three-spoke wheels ensure this bike stays true to the CBR600RR heritage. Add into the equation a wicked new motor and even better chassis supplemented with a healthy dose of MotoGP technology, and it's easy to understand why Honda is so excited about this bike.

Hell, I was excited too. The introduction was being held at the technical Barber Motorsports circuit, a track I have always wanted to experience, so I was barely able to sleep the night before. I had attended the introduction of the 600RR in Vegas some four years ago and have been a fan of the bike ever since, so the opportunity to sample the CBR goods once again had me giddy with anticipation. Unfortunately, the weather was not very accommodating so our test ride took place on a wet track. The slippery surface did put an emphasis on the new bike's surprising stability and near-seamless power delivery, although full-tilt lean angles and late-braking heroics were not really an option.

Honda was thoughtful enough to provide a trio of '06 models for us to compare on back-to-back rides which made detecting improvements rather straightforward. As soon as you tip the bike off the stand it feels smaller and significantly lighter than the last 600RR. Width has been slimmed down, pegs are slightly closer together, bars are raised 10mm, the seat is a bit more-supple and it retains a 32.3-inch seat height. By comparison, the '06 feels downright dated with its wider girth, lower bars and harder seat. The ergonomic changes are geared directly at enhancing the commuter experience which, according to Honda, comprises a significant percentage of CBR owners.

Full of fuel, Honda claims the '07 CBR600RR weighs in at 412 lbs compared to 430 lb for the '06, revealing a significant 18-lb loss. If these figures are correct then, sans fuel, the '07 should tip the scales at a petite 383 lbs, making it easily the lightest in class. (The flyweight of last year's Supersport Shootout IV was the Triumph Daytona 675 that scaled in at 390 lbs.) On the track, the new bike feels light and responsive despite batting through the precipitation while trying to tap into this bike's potential.

Getting up to speed on the 2007 CBR600RR is not a problem because of its all new 599cc four-cylinder motor that is smaller, lighter and more powerful. It sets the tone for the whole light and compact theme of the new bike. Overall engine length is reduced by 28mm, while the new crankcases, magnesium valve cover and internal components combine to purge 3.7 pounds from the engine alone. As impressive as these diminished digits look on paper, they are merely a sidebar to the story once the motor is uncorked. If you prefer on-demand muscle to a peaky power delivery, then you are going to love this motor.

It makes competitive supersport class power from the moment you twist the throttle, coming into its own at 7000 rpm, then continues to pull harder and harder as the revs climb to the 15,000-rpm redline. Peak power is reached at 13,500 rpm, according to Honda literature, but by then this baby is really moving. Power is readily available in the often-used mid-range; just row up and down the slick-shifting 6-speed gearbox and you will be hard-pressed to find anything to whine about. If you do, it will be the only sound you hear because the bike is very quiet compared to the raspy note emanating from the '06.

It's important to know that the CBR does not have a top-end-biased power curve like the R6 it will do battle with over the next few years. It offers up a much broader curve that should make it both a better street bike and a more competent race bike. Working on a wet surface should've accentuated any power delivery shortcomings, but it stayed composed under acceleration. The CBR easily pulls as hard as any of the bikes from Supersport Shootout III, and the power delivery is so rider-friendly that it should easily give the entire field a run for its money.

As if the newfound chutzpah isn't impressive enough, it's my pleasure to report that the motor is unbelievably smooth, a notable improvement over the buzzy '06 mill. Throttle response is much improved, too, thanks to a trio of race-proven components. A centrally located ram-air intake on the front cowling allows for a more direct flow of cool, dense air to funnel through the steering head into the redesigned 0.7 liter larger airbox where a new air-intake control valve (IACV) works in conjunction with the latest version of Honda's two-stage fuel injection (PGM-DSFI) system to offer up seamless on-off throttle response. The IACV purportedly smoothes out throttle response by moderating incoming air flow at the moment the throttle is opened or closed. This helps to alleviate the tendency of many FI systems to be abrupt when getting on or off the gas.

Complimenting Honda's most powerful and compact CBR600 motor to date are some first-rate chassis components. The Fine Die Cast (FDC) frame design features four hollow 2.5mm-thick pieces versus the 11 pieces necessary to create the frame of the '06. It starts at the new steering-head casting with integrated ram-air port, relocated 10mm further away from the crankshaft than the '06 bike. Then there's the two main frame spars and the one-piece U-shaped rear swingarm pivot and motor mount. The entire frame weighs in 1.1-lb less than the '06, and when combined with the smaller motor, aids in the effectiveness of the mass centralization concepts applied to the entire redesign.

Suspension components include an inverted 41mm Honda Multi-Action System (HMAS) fork with spring preload, rebound- and compression-damping adjustability. The outer fork tubes are anodized black so they look as good as they work. The fork is complimented by the latest rendition of the Unit Pro-Link rear suspension and now longer swingarm that continues to provide one of the greatest rides of any production sportbike on the market. At the 15-turn Barber circuit, the CBR had me feeling much more confident than I had anticipated despite the adverse weather conditions, which allowed me to push the Dunlop rain tires harder than I ever thought was possible. Sure, the tires were great, but they weren't the sole reason for surviving hours of soggy track time.

Even in the wet it was easy to tell the bike was very responsive to rider input. Although it has seriously aggressive chassis geometry numbers, it feels particularly stable. (Again, this comes with the caveat that I couldn't push the limits like it deserves to be on a dry surface.) Its stubby 53.8-inch wheelbase (reduced from the 54.7-inch '06 version), more-acute 23.7-degree steering head angle (reduced from 24.0) and decreased 95mm of trail (down from 98mm) points towards toward a potentially nervous chassis, but that's not the way it feels. Credit the new, more compact HESD (Honda Electronic Steering Damper) and repositioned steering head point combine to keep the handling characteristics from feeling sketchy. Steering is very neutral in feel.

Hauling this new CBR down from speed is the responsibility of a slough of radial technology braking components. Up front, a pair of 310mm discs and four-piston radial-mount Tokico calipers actuated by a new vertical-piston radial-mount master cylinder performed flawlessly in the wet. I am sure there is more to learn about them, but they offer excellent feel and power without being too abrupt initially, making them a perfect set-up for riding hard in a variety of conditions. A single-piston rear caliper and 220mm disc keeps the rear of the bike in shape when pulling off wheelies during photo shoots.

You have to be committed to being tucked in if you want to maximize the improved aerodynamics of the bike, and if you do then you are more flexible than I am. Outright wind protection when riding around in the standard street rider's perpendicular riding position is typical for a contemporary sportbike. The forward field of vision is unobstructed, which I prefer in a sportbike.

The rest of the bodywork follows suit. The gap between the upper and lower cowling has a very Honda-like explanation. Having two separate surfaces, the two smaller areas thus allow for easier side-to-side transitions in fast-moving air. You might recall a similar explanation of the perforated bodywork of the venerable CBR900RR when it was released. I found the new bodywork to be very appealing in person. Take a look at the profile images and note that you can see light peeking through everywhere, helping make the bike appear lighter.

The slim instrument cluster features a central black-faced analog tach with large, easy-to-read numbers. To the right of the tach is an LCD display for speed, temperature, tripmeters, odometer and a clock. To the left is the fuel gauge. The entire cockpit is very clean and it even has a small cover between the top clamp and the tank that keeps the HESD unit concealed.