• New leaner physique with a major reduction in weight and improved power delivery offer more precise control, lighter handling and better acceleration

• Camshafts are now made of SCM

• saving approximately 400g

• Lightweight magnesium engine covers are standard and save approximately 610g over aluminum units

• Revised top injector mounting plate saves approximately 80g

• Narrower transmission gears and revised gear dog shape provide a 170g weight savings, without compromising rigidity

• Oil pump and starter gears are machined to use less metal, shedding approximately 70g

• New inlet pressure pulse monitor enables deletion of the cam angle sensor, further contributing to engine weight reduction

• Coolant reservoir relocated and redesigned, the new shape and shorter tube save approximately 150g

• Revised and relocated heat pads contribute another 170g to weight savings

• Reshaped secondary air passages through the cylinder head contribute to more efficient cleaning of exhaust emissions

• Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track

• New double bore velocity stacks feature inlets at two different heights, increasing performance in both the mid

• and high-rpm ranges

• Increased durability from optimized cam nitriding and tappets enable high-load cam profiles, which improve overall performance

• Pistons have new profiles and improved crown finishing

• Molybdenum coated piston skirts reduce friction and help with engine break-in

• Piston rings with less tension reduce mechanical loss

• Revised cam chain guides stabilize chain motion, further reduce mechanical loss

• New exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance

• Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency

• Longer throttle bodies increase the distance between oval sub-throttles and round main throttles 10mm, yielding a smoother transition, which reduces inlet turbulence and increases efficiency

• Revised cylinder porting delivers improved cylinder-filling and scavenging

• New ignition coils have 12% greater secondary coil current for improved combustion efficiency, adding to the improved performance

• The sub-frame is a 2-piece aluminum die-casting consisting of a front and rear section

• The new lightweight sub-frame is very narrow, for a compact and slim rear end

• Intake resonator box and supports for the instrument panel and mirrors are unitized with the Ram Air duct, contributing to weight savings and increased rigidity

• Frame brackets revised to reduce overall number of parts, which also contributes weight savings.

• New throttle housing material saves approximately 30g

• 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

• 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

• New rear sub-frame is narrower, making it easier to reach the ground

• Front of seat is narrower and seat height is approximately 5mm lower, for a slimmer riding position and a shorter reach to the pavement

• 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

• 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

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

• 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