2013 Kawasaki Ninja 636 - First Ride

Bigger is definitely better when it comes to engine displacement in the middleweight supersport class. Kawasaki is once again convinced that formula is the ticket to sales success in a market segment in which only European manufacturers Ducati (848 EVO), MV Agusta (F3 675) and Triumph (Daytona 675) have recently been willing to take risks. In the case of the 2013 ZX-6R, the modest bump in engine capacity from 599 to 636cc feels like all the difference in the world when you open the throttle.

This isn’t the first time that Kawasaki has broken with tradition and built an oversize 600: Between 2003 and ’06, the company also produced a 636cc ZX-6R. But unlike this latest version, the original 636 achieved its displacement increase via 2mm larger bores than its 599cc predecessor.

I got plenty of practice on both street and track during a two-day press launch in Northern California that included laps at Thunderhill Raceway and on the twisty mountain roads above Chico.

Although sales of Japanese 600cc sportbikes have recently taken a big hit, Kawasaki says the ZX-6R has been a consistent seller and is predicting that the new machine will be its second-most-popular model in 2013. To help its product stand out in a class inhabited by so many strong contenders, Kawasaki not only bumped up displacement by stroking the existing four-cylinder engine but also totally revised the twin-beam aluminum chassis and introduced the most sophisticated electronics package found on any Japanese supersport.

Superior performance is guaranteed to get you noticed, and I only needed a few seconds in the saddle of the ZX-6R at Thunderhill to appreciate the engine’s newfound torque. When learning a new racetrack, you have to figure out your shift points and the ideal gear for each corner. In most places, the 6R gave me the option of either screaming or lugging the engine. At times, carrying a taller gear out of a corner and letting the midrange torque pull me through to the next section of track was a better option than keeping the tachometer needle hovering between 15,000 rpm and the engine’s 16,000-rpm rev limit.

In fact, options are something that the ZX-6R has in abundance. The new electronics package offers four traction-control settings (including Off) and two power-output choices, plus available ABS, endowing the midsized Ninja with perhaps the best rider-aid system available on a middleweight supersport.

On the racetrack, I preferred Full power and TC 1 (least intervention), which provided exceptional drive with a bit of a security net. The following day on the street ride in the nearby mountains, I found that TC 2 was the most confidence-inspiring in the chilly conditions without taking away too much performance. Low power mode delivers identical performance up to roughly 7000 rpm, at which point output is clipped to 80 percent of Full—ideal for rainy or slick surfaces.

What makes the electronics so good? Their “stealth” presence, that’s what. At Thunderhill, I was all but unaware of TC intervention. Great grip provided by the DOT-approved Bridgestone R10 race tires (S20s are standard) definitely contributed to a planted rear end, but the system’s predictive nature kept it from being overly intrusive. On the street, both TC 2 and 3 could be easily activated under hard acceleration in now-shorter first gear. Outside of my intentional invitation, I rarely noticed TC 2 cutting ignition (or additionally, fuel and air in TC 3). I also didn’t encounter any hiccups from the revised fuel injection with its bank of 38mm throttle bodies; mapping was perfect.

A top-notch chassis with a steeper, 23.5-degree steering-head angle complements that hot-rod engine and electronics package. The Showa SFF-BP fork (Separate Function Big Piston) and revised Uni-Trak/Showa combo out back delivered excellent front-end feel while I trail-braked deep into corners, and it capably absorbed mid-corner bumps. Helping tame corner entries is a new three-spring F.C.C. clutch with slipper and assist functions, the latter allegedly reducing effort at the lever by 25 percent. Nissin monoblock front-brake calipers and larger, 310mm rotors are another significant upgrade. That combination provided great feel and power without a hint of grabbiness.

ZX-10R-like styling with a revised ram-air intake, projector-beam headlights and a restyled tailsection with Z-shaped LED taillights also deserves mention. New mirrors fitted with reshaped glass provide the best rear view of any sportbike in recent memory yet are no larger in overall size than before. Three colors will be available: Metallic Spark Black, Pearl Flat White or Lime Green. The standard model will carry a suggested retail price of $11,699; add $1000 for ABS.

My initial impression of the 2013 ZX-6R was very positive. Considering that the 599cc version of the ZX-6R has been a Ten Best award winner three of the past four years, this performance-improved, incredibly refined technological leader has a great chance of making that four out of five. It’s really that good.