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Standard Features
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Precise control and abundant mid-range torque provide maximum excitement.

To truly push the envelope, a rider needs a calm, yet responsive, sportbike with precision control feel and confidence-inspiring manners. That machine is perfectly embodied by the new 2009 Ninja® ZX™-6R. Thanks to an extensive overhaul by the Kawasaki engineers; weight shaving, improving mass centralization, refining engine and chassis behavior, adding a revolutionary front fork design; the new leaner, more precise Ninja ZX-6R delivers the elusive calm and confident handling that top racers need.


Model Year
Ninja® ZX™-6R
Two-tone Candy Surf Blue / Flat Super Black


421.2 lbs.
55.1 in.
Seat Height
32.3 in.


4-stroke, DOHC, 4-valves per cylinder, inline-4
599 cc
Bore x Stroke
67 x 42.5 mm
Compression Ratio
Fuel System
DFI® with (4) 38 mm Keihin throttle bodies, oval sub-throttles, 2 injectors per throttle body
Fuel Tank Capacity
4.5 gal.
TCBI with digital advance


Final Drive
X-ring chain


Front: (2) 300 mm petal rotors with 2 radial-mounted 4-piston, 4-pad calipers
Rear: (1) 220 mm petal rotor with 1-piston caliper
Front: 120/70-ZR17
Rear: 180/55-ZR17


Type: Aluminum perimeter
Front: 41 mm inverted Showa big piston fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload; 4.7 in. travel
Rear: Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high / low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload; 5.2 in. travel
4 in.

Standard Features

Key Feature
 New leaner physique with a major reduction in weight and improved power delivery offer more precise control, lighter handling and better acceleration  
Lightweight Engine
 Camshafts are now made of SCM - saving approximately 400 g  
 Lightweight magnesium engine covers are standard and save approximately 610 g over aluminum units  
 Revised top injector mounting plate saves approximately 80 g  
 Narrower transmission gears and revised gear dog shape provide a 170 g weight savings, without compromising rigidity  
 Oil pump and starter gears are machined to use less metal, shedding approximately 70 g  
 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 150 g  
 Revised and relocated heat pads contribute another 170 g 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  
Increased Mid-range Performance
 New double bore velocity stacks feature inlets at 2 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  
More Precise Throttle Control
 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 10 mm, 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  
Lightweight Chassis
 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 30 g  
Revised Chassis Balance and Mass Centralization
 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 16 mm 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  
Ergonomics and Chassis Feedback
 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  
Lower Seat Height
 New rear sub-frame is narrower, making it easier to reach the ground  
 Front of seat is narrower and seat height is approximately 10 mm lower, for a slimmer riding position and a shorter reach to the pavement  
Advanced Suspension
 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 220 mm rear petal disc is 10 mm larger  
 Revised rear brake lever is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and improved feeling  
Race-quality Steering Damper
 A race quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment  
Additional Features
 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 1-piece fender (previously a 3-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 3-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  

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