2021 Kawasaki Ninja ZX-6R

Even though the MSRP has gone up $200, the Kawasaki ZX-6R remains the bargain performance deal in the middleweight sportbike category. The middleweight Ninja is equally at home on the street or the racetrack, with a very flexible engine and good chassis/suspension.

Debuting in 1995, the Kawasaki ZX-6R has seen numerous iterations since then, with the biggest change coming in 2013 when Kawasaki enlarged the ZX-6R’s engine size from 599cc to 636cc in addition to suspension, chassis, and other upgrades. The end result was a much more versatile and civilized middleweight sportbike that could still hold its own when the pace was ramped up. The 2019 model saw the addition of Kawasaki’s KTRC traction control, electronic quickshifter, LED headlights, and other detail changes that further solidified the ZX-6R’s position as the best performance-per-dollar deal in the middleweight sportbike class.

There are no updates to the Ninja ZX-6R for 2021, except that the ABS model has been dropped from stock trim. If ABS is desired, paying the premium for the racing-inspired KRT Edition is required.

Other colorways include: Pearl Nightshade Teal/Metallic Spark Black and Pearl Crystal White/Pearl Storm Gray/Ebony.

The 2021 Kawasaki ZX-6R retails for $10,199, but the up-spec ABS KRT Edition sits at $11,499.

The Kawasaki ZX-6R’s direct competition now only consists of the Honda CBR600RR and Suzuki GSX-R600, though other comparable bikes include the Yamaha R7, Ducati Supersport 950/S, Triumph Daytona Moto2 765 (see MC’s Adam Waheed talk about his ride on the Triumph), Aprilia RS 660, and MV Agusta F3 800.

Unlike the 2003-06 Kawasaki ZX636 engine that was basically just a 2mm overbore of the previous 599cc inline-four powerplant, the latest version is an all-new construction with numerous changes throughout its design. When we dynoed the 2020 ZX-6R prior to Road Test Editor Michael Gilbert’s MC Commute, we saw 109.7 hp at 13,400 rpm with a peak torque of 45.4 pound-feet at 11,000 rpm. There’s much more power available from 8,000 rpm on up compared to the previous 600, and it builds in a strong, linear fashion, rather than its predecessor that required revs be kept above 10,000 rpm for decent acceleration. The Kawasaki KQS quickshifter was added in 2020, though its action isn’t as smooth as other OEM setups we’ve tried.

Chassis tweaks in the 2013 included steeper steering geometry, a Showa SFF-BP fork (Big Piston Fork with Separate Function technology, spring preload adjustment is on the left tube, damping adjustments on the right), and revised rear suspension settings. All this results in a middleweight sportbike that is much friendlier on the street while also being even more capable on the racetrack, according to Motorcyclist’s Adam Waheed in his First Ride Review of the 2019 model.

Nissin four-piston Monoblock calipers and 310mm discs provide outstanding braking performance, with an initial bite that thankfully isn’t overwhelming coupled with impressive feel throughout the lever travel. No ABS, so wet pavement safety is all up to the rider in sketchy conditions.

Kawasaki claims an average of 55 mpg for the ZX-6R.

Like any supersport class motorcycle biased toward performance, the Kawasaki ZX-6R’s rider triangle is fairly aggressive, with high rearset footpegs and low clip-on bars along with a thinly padded saddle. While this is optimal for high-performance riding, any less aggressive riding will become uncomfortable after 30 minutes.

The 2013 upgrade included the addition of Kawasaki’s KTRC traction control, with the ZX-6R getting three levels (plus off). There are also three power modes, with Full giving maximum power and throttle response, and 1 or 2 providing less power and milder throttle response.

The 2021 ZX-6R comes with Kawasaki’s usual 12-month limited warranty. Extended warranty options are available for 12, 24, 36, and 48 months.

The latest ZX-6R has a ton of high-quality components (suspension, LED lights, electronics) that would usually result in a much higher price tag. For $10,199, you’d be hard-pressed to come up with a better bang-for-the-buck performance motorcycle deal than this.