Hard Parts
Shrunken Superbike
Engine
Peak power is up to an alleged 124.4 bhp at 13,500 rpm-6.5 ponies and 1000 revs higher than the previous Ninja. Double-bore velocity stacks with dual inlets take advantage of the fluid dynamics created by the ram-air duct and airbox shape, smoothing out the power curve. Bore and stroke remain 67.0 x 42.5mm, but overall performance has been enhanced via improved cylinder porting, 12 percent stronger spark and reshaped cams. Molybdenum-treated piston skirts, new main bearing inserts, low-tension piston rings and a revised cam-chain guide reduce friction and mechanical losses. Engine weight has also been reduced, with magnesium case covers saving 610 grams and chromoly cams cutting 400 grams. Careful machining of the transmission, starter and oil-pump gears further eliminates weight.
Bodywork
The new Ninja's fuel tank is flared at the edges and concave on top for better rider contact as on the ZX-10R, and also has its big brother's pinched nose and headlight-integrated marker lights. Instrumentation has been reconfigured with a larger digital display and prominent gear indicator. The seat is narrower and 10mm lower for better balance and maneuverability, and the clip-ons have been moved back and turned in slightly for a more "intuitive" feel. Restyled bodywork and a one-piece front fender are 4 lbs. lighter and offer improved aerodynamics and more airflow to the radiator. No longer accommodating a muffler, the tail section is shorter and smaller.
Chassis
Revisions to the aluminum double-spar frame yield a better front-to-rear balance and enhance rider feedback as well as traction. More rigid front and rear engine mounts and increased flex in the main spars improve handling and serve to transmit chassis activity to the rider. Rake steepens from 25 to 24 degrees for more precise handling, with an Ohlins steering damper to address headshake. A narrower, lighter, two-piece subframe similar to that of the ZX-10R has a removable rear section for racing. A larger ram-air duct incorporates the intake resonator box, instrument supports and mirror mounts, making the front end simpler and lighter. The engine has been rotated around the countershaft to accommodate the steeper head angle and exhaust components, as well as to aid turn-in. Adoption of the ZX-10R's lighter, more rigid swingarm rounds out the chassis updates.
Exhaust
Relocated from the tail to the lower right side, the new exhaust system helps concentrate mass for sharper handling. A large under-bike pre-chamber aids in lowering the center of gravity, and houses two freer-flowing 200-cell catalyzers instead of the previous model's single 300-cell unit.
Suspension
Showa's Big Piston Fork makes its production debut on the '09 ZX-6R, providing smoother, more controlled damping action for better turn-in and front-end feedback. Brake dive is resisted by 37mm pistons with 3.4 times more surface area than those of a cartridge fork, maintaining the same hydraulic force while reducing pressure on the valve stacks. Those pistons replace the complex internals of conventional cartridge forks, simplifying tuning and reducing weight. Springs rest at the bottom of the fork, fully submerged in oil to help reduce foaming, with the preload adjusters relocated from top to bottom. The previous model's fully adjustable Showa shock remains.
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