If you want an agile, yet powerful, street and track bike, the Kawasaki Ninja ZX-6R with its “cheater” displacement of 636cc is a good choice. For 2019, Kawasaki offers several refinements, and improvements to this model.
New styling and LED lighting, combined with a standard quick shifter and revised engine tuning (now Euro4 compliant) might be the headline changes, but there are several others. For example, we note that the 2019 ZX-6R will come stock with the recently announced Bridgestone Battlax S22 tires, which promise awesome performance for both street and track.
Here is the full press release from Kawasaki:
Kawasaki is no stranger to leading the way in performance and handling in the middleweight motorcycle category, with the Ninja ZX-6R continually winning awards and championships throughout the years. For 2019, Kawasaki has raised the bar yet again with the new Ninja® ZX™-6R sportbike. The latest “636” has a potent, 636cc liquid cooled 4-stroke in-line four-cylinder engine and advanced rider support features. The improved engine performance and components create a more versatile motorcycle for good times everywhere.
The Ninja ZX-6R “636” utilizes race proven engine and chassis performance that has been optimized for the street; it offers the opportunities for exhilarating experiences in a wide range of riding situations. While its lineage gives it a high potential for track-riding fun, its street-riding focus makes it the middleweight motorcycle of choice for a day out on the winding roads.
Developed to suit a wide range of riders, the Ninja ZX-6R “636” sportbike provides riders a platform that allows for plenty of excitement. The Ninja ZX-6R features optimized engine performance across the entire RPM range, idealized suspension components and design, along with increased advanced rider support technology. Complementing the increased performance and handling features is all-new, unique Ninja® styling, which signals the next step in the evolution of Ninja design and development.
The Ninja ZX-6R is packed with premium class leading components and advanced technology, such as the Kawasaki Quick Shifter (KQS) to speed upshifts, twin LED headlights and taillights, and new Bridgestone BATTLAX HYPERSPORT S22 tires.
Highlights of the 2019 Ninja ZX-6R “636”
- NEW Kawasaki Quick Shifter (KQS) standard
- NEW Styling with twin LED headlights and taillight
- NEW High-grade Instrumentation
- NEW Euro4 Emissions Compliant Engine tuning
- NEW Optimized Gear Ratio, improves useable low-end power
Engine
The Ninja ZX-6R features an efficient and powerful 636cc liquid-cooled in-line four-cylinder DOHC four-stroke engine. The additional 37cc over typical 599cc sport bikes is thanks to the 67.0 x 45.1 mm bore and stroke. New engine updates for 2019 enable the engine emissions to pass Euro4 regulation standards, without sacrificing the exciting performance that sport riders enjoy both on track, and on the roads.
To meet the Euro4 emissions regulations standards without compromising the engine’s performance, ultra-fine atomizing injectors were utilized. They operate by injecting a droplet size of less than 60 microns to ensure efficient air-fuel mixing contributing to combustion efficiency. Precise settings contribute to a reduction in engine emissions, while ensuring that power and torque feeling are improved for riders who have come to know and love the Ninja ZX-6R power plant.
Feeding the Ninja ZX-6R “636” power plant is a large-volume 5.09-liter air box, which helps to create peak power and smooth power delivery. The intake funnel design contributes to powerful low-mid range focused engine performance. The intake funnels have two different shapes with funnels one and four being shorter, while funnels two and three are taller. This design helps deliver the optimized power feeling.
In order to protect the heart of the power plant, the piston skirts feature a molybdenum coating, which reduces friction. To maximize engine performance and reduce pumping loss, the engine features connecting passages between the each of the cylinders.
The Ninja ZX-6R “636” exhaust design ensures optimal engine performance. All four-header pipes are connected using joint pipes, which contribute to the low-mid range torque. An exhaust pre-chamber helps minimize silencer volume, contributing to mass centralization while the silencer’s triangular cross-section enables the requisite volume while ensuring a high lean angle and a compact image.
Transmission
The Ninja ZX-6R uses a cassette style transmission, which makes it easy to change gear ratios quickly, reducing necessary set-up time for track days. It also has an all-new shorter final gear ratio (15/43) which further emphasises the engine’s strong low-end; meaning it is well suited to have more fun on the street and on winding roads. New for 2019 is the Kawasaki Quick Shifter (KQS).
Assist & Slipper Clutch
Complementing the transmission is an Assist & Slipper clutch, race-inspired technology that offers both a back-torque limiting function as well as a light feel at the lever.
The Assist function is noticed by the lighter pull at the clutch lever, helping to reduce rider fatigue especially in stop and go traffic situations.
The Slipper function is noticed when excessive engine braking occurs as a result of quick or accidental downshifts. The slipper cam comes into play, forcing the clutch hub and operating plate apart, which relieves pressure on the clutch plates to reduce back-torque and help prevent the rear tire from hopping and skidding.
Chassis
The Ninja ZX-6R sportbike features a pressed-aluminium perimeter frame design. The two-piece sub‑frame is made from aluminium die-cast pieces, consisting of a front and rear section. This layout enables a very precise, lightweight construction. It is also very narrow, allowing the rear of the bike to be very compact and slim. The base frame components offer a superb balance of flickable handling, mid-corner composure with the ability to change lines on command, coupled with excellent chassis feedback.
Complementing the chassis design, the Ninja ZX-6R “636” is equipped with the Showa SFF-BP (Separate Function Fork – Big Piston) fork. Combining the concepts of Showa SFF and BPF, this advanced fork offers both racetrack performance and everyday usability.
The Showa SFF-BP offers smooth action at the beginning of the stroke that contributes to excellent composure under braking. The large-diameter damping piston is much larger than what is found in a cartridge-type fork of the same size. The result is greater control as the fork begins to compress and a very calm attitude change as vehicle weight shifts forward when reducing speed, offering greater chassis stability on corner entry.
The fork settings are designed to handle winding roads as well as delivering a high level of performance for the track, while also accommodating highway and city riding. SFF-BP offers easy adjustability. All the adjusters are located at the top of the fork caps: preload on the left, compression and rebound damping on the right. Each component only needs to be adjusted once.
The Showa rear shock and suspension design contribute to rear ride comfort, offering a more plush feeling when riding in town or on the highway. The shock offers riders the ability to adjust preload, rebound damping and compression damping.
Brakes & Wheels
The Ninja ZX-6R “636” comes equipped stock with the BATTLAX HYPERSPORT S22 tires. The BATTALAX tire contributes to lighter handling, which offers superior grip in a variety of conditions, that translates to greater rider confidence and enjoyment. The front wheel is equipped with a 120/70ZR17M/C (58W) tire; the rear wheel is equipped with a 180/55ZR17M/C (73W) tire.
Handling the stopping duties upfront for the Ninja ZX-6R “636” motorcycle is a pair of powerful, highly rigid, radial-mount opposed four piston monobloc calipers, which grip a pair of large-diameter semi-floating 310 mm stainless-steel petal discs, offering superb control and a firm feel at the lever and contribute to strong braking. In the rear, the radial-pump master cylinder ensures excellent touch and offers superb control. The radial-pump master cylinder has been paired with a 220 mm petal disc and a lightweight rear brake caliper, the same found on the Ninja® ZX™-10R sportbike, which offers good anti-fade performance.
Electronics
KQS (Kawasaki Quick Shifter)
New for 2019, on the Ninja ZX-6R is a highly reliable contactless-type quick shifter that allows for ultra quick, full power upshifts and seamless acceleration. The system detects that the shift lever has been actuated, and sends a signal to the ECU to cut ignition so that the next gear can be engaged for clutchless shifting.
Kawasaki TRaction Control (KTRC)
The Ninja ZX-6R “636” is equipped with Kawasaki TRaction Control (KTRC), which has three performance settings riders can choose from: Modes 1 and 2 prioritize maximum forward acceleration, while Mode 3 provides rider reassurance by facilitating smooth riding on low traction surfaces. The three modes of KTRC offer options for a wide variety of riding conditions. Riders also have the option to elect to turn the system off.
Supersport-grade High-precision Brake Management:
KIBS (Kawasaki Intelligent anti-lock Brake System)
Kawasaki’s supersport-grade ABS is available on the Ninja ZX-6R motorcycle. KIBS is a multi-sensing system that collects data from a number of sources, including front and rear wheel speed sensors, monitors front caliper hydraulic pressure, along with information from the engine ECU to do its job. High-precision brake pressure control enables the system to avoid reduced brake performance due to excessive pressure drops, allows lever feel to be maintained when KIBS is active, and helps ensure smooth braking feel.
Power Mode Selection
Riders can set power delivery to suit conditions and/or preference, choosing from Full and Low. When combined with the KTRC and Power Mode options, riders have eight combinations from which to choose. Each system can be set independently to best suit rider preference, riding location and road conditions.
Styling
All new styling gives the Ninja ZX-6R a fresh new image. Combining the powerful & attractive flowing design theme of the Ninja ZX-10R with sharp, edgy lines unique to this new model. The ZX6-R creates a strong Ninja family image while maintaining its own distinct appearance, inspired by its street-focused performance.
The styling changes for the 2019 Ninja ZX6-R include a new front cowling and windscreen, LED headlamps, tail cowl, LED taillight, heel guard, as well as a new finishing process for the silencer. The all-new design of the front cowling and windscreen represent the next evolution of the iconic Ninja styling, while also offering a more open and confidence inspiring feeling from the cockpit. Each of the new LED headlamps features low and high beams as well as a position lamp. The new headlamps also offer significantly increased visibility and brightness to illuminate the way on night rides. Upswept lines of the new tail cowl were designed to give it a sharper appearance. Overlapping and interwoven sections are a key design element, contributing to the unique, attractive image of the Ninja ZX-6R. Drawing inspiration from its larger counterpart, the Ninja ZX-10R, an LED taillight was added to the new tail cowl, adding a sophisticated, high-grade touch to the rear of the bike. All-new heel guard design contributes to the bike’s dynamic stylish appearance. The silencer of the ZX6-R features a new finishing treatment and end-cap design, continuing the theme of improved aesthetics and performance.
Ergonomics
The 2019 Ninja ZX-6R features several ergonomic updates, as well as all-new styling. The rider triangle remains unchanged, utilizing Kawasaki’s Ninja supersport seat to pegs to bar orientation, which offers a naturally sporty riding position. A slim and flared fuel tank makes it easier for riders to grip the tank with their knees.
The ergonomic updates include changes to the seat, front cowl, and windscreen, as well as an adjustable clutch lever. The new seat is shorter front-to-back for improved comfort and feedback from the chassis. It is also narrower in the front section to help facilitate the slim riding position and make it easier for riders to get their feet on the ground. An all-new front cowl and windscreen design blends show-stopping good looks with real world wind protection for sport riding while also maintaining visibility during more upright street riding. Complementing the adjustable front brake lever is a new adjustable clutch lever with five available positions. This allows riders to modify both hand lever positions to suit their hand size and preference.
COLORS
Ninja ZX-6R – Pearl Storm Gray / Metallic Spark Black, Metallic Spark Black / Metallic Flat Spark Black
Ninja ZX-6R ABS – Pearl Storm Gray / Metallic Spark Black,
Ninja ZX-6R ABS KRT– Lime Green / Ebony / Metallic Graphite Gray
MSRP
Ninja ZX-6R $9,999
Ninja ZX-6R ABS $10,999
Ninja ZX-6R ABS KRT $11,299
See more of MD’s great photography:
What!? No-one says it? It’s ugly. I bet you it’s a sweet handling bike but it’s still ugly.
I like it. The price is finally reasonable for a 600 sport bike. And the bars are almost livable. Try an R6 for more than 30 minutes.
Speaking of 600cc sport bikes, I’d like to see Yamaha take the high-strung R6, which has always looked pretty cool, and put a 650 triple in it. That would be fun. If they had to homologate it for racing, they could just make a 500 of a 599 version. And I’d put higher bars on the 650. I’d buy a tourable sport bike. Oh, hell yeah. I used to tour on a 300 Ninja. It was fun.
675cc triples are homologated for SS600 racing.
completely useless motorcycle for 95% of riders, but its got a heck of a motor. Shows how out of touch sanctioning bodies and their ‘homologation’ rules are. I’d be the first in line to buy this bike if the chassis didn’t force you to do yoga.
I’m wondering if a lack of experience allows people to make suggestions that sport bikes with low bars are uncomfortable…?? For sure they are not comfy like a sofa but…. Ive got over 300,000kms road experience…and my current bikes 600rr 1000rr and RC51 are used daily I ride 20000kms a year….. The riding position allows your legs to take the weight off your butt and your grip becomes light as a feather at the controls…..is it possible that belly size is the real culprit here ?
agreed. Never had any comfort issues on my zx6-r well into my 40s. Then again, I have a <20% BMI which is increasingly rare among Americans
Go ride something like an SV650 back to back with your RC51 and tell me which one is more comfortable for regular street riding. You realize the contortionist riding position of sport bikes is for aero performance right? Who needs 200mph streamlining to go 80mph?
I could ride a sportbike if I wanted to, but I just feel like such a tool sitting there doing the speed limit on a bike that’s set up for 200mph.
The riding position of a sport bike has more to do with weight distribution, posture for heavy acceleration (forward lean) and ground clearance (high foot-pegs). Aero is part of it, but a guy can tuck whether or not his handlebars are low.
I personally find a sport bike position more comfortable than anything that sits me bolt upright, placing 100% of my weight on my butt/lower back. Foot-forward is the worst.
This post really hits the nail on the head keys in on the main reason for the riding position on sporting motorcycles. They are designed to be ridden aggressively.
Leaving aside the effects of low bars on wrist and back, being able to keep your head up to be able to see far enough down the road and through traffic is tough on your neck. Additionally you’re looking from a lower vantage point than a more upright position provides. Clip-ons are meant for the track.
Just speaking for me personally, I’ve never felt pressure to my back or wrists from sport bikes. I don’t feel like I’m craning my neck either. I always seem to be looking down the road just fine.
People tend to talk about sport bikes in the same breath as torture racks and caning, but I’ve always found the riding position to be pretty comfortable. In fact, if were to desire a sport touring bike, it would probably be this bikes with some aftermarket panniers tacked on.
I think, like most motorcycles, it’s highly variable from bike to bike and rider to rider.
The TT600 and ZX-6R seemed almost built for me. I can throw down a couple hundred miles on the TT without any real issues. The R6, SV650S, and anything with a really long tank and resultant long reach to the bars is terrible for me. But tens of thousands of people ride/rode all over creation on those types of bikes, too.
Does it run well on E15 fuel?
Great price…great super sport. (one of the things killing sales of these bikes is very high insurance premiums. Young guys want them but can’t afford the one third, or one forth of the otd costs more for coverage).
That’s very true. So they end up buying a model with a few years on it. They’re out of the new bike game.
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Even at 50 years old and a spotless record, the insurance co still want’s $1000/year for full coverage for my 2011 Ninja 1000. Unbelievable for a full paid for bike in my age group. It’s all about that “Ninja” name and all that plastic.
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It’s also why I’ve never bought a Ducati. Perhaps 5 years ago I was looking at a 1198 and insurance wanted about $2200/year. I ride every day but that commute is only 12 miles round trip. It’s difficult to justify that insurance premium. Over 5 years at that price, I could have bought a whole ‘nutha motorcycle to keep the Ducati company in the garage.
the problem is those plastic shrouded bikes are fragile as butterfly wings and a simple tipover can cost $1000s. Hence the high insurance rates for full coverage. Plain liability insurance costs much less
If you finance, you have to get full coverage.
I feel like Kawasaki is absolutely killing it in the value game right now. Almost every one of their products is better on paper and cheaper than the competition. Compare Versys and VStrom, the Ninja 400 to anything in its class, the Z900 to the other nakeds, this to the other 600’s…
Ask your favorite motorcycle dealer how many sport bikes they sold last year, that weren’t left overs at a big discount.
The big surprise for me is that the engine isn’t 599cc.
These bikes aren’t selling in big numbers, but there’s still a sizable amount of Supersport racing the world over. You’ll be digging around for 6 year old bikes to race if you want to race Kawasaki.
That Yamaha have been closing out national and world titles seemingly unopposed in the last 2 years meant I was hoping for some competition.
Sales are sales, and you could be pretty sure that any sales lost to the difference between 599cc and 636cc would be more than made up with sales to racers.
Strange.
Good post.
Sales to racers? How many units would that be, 100 worldwide maybe? I don’t think that people buy middleweights for racing anymore to make up anything.
I’m sure Kawasaki did the analysis on this. They once offered 599cc along side the 636. Apparently, the 636 was fittest for survival. Or maybe we’ll see a completely updated 599 sometime in the near future?
Spot on
A look at the British (one country’s worth) had more 20 2017/18 Yamaha R6s racing at Brands Hatch yesterday (across Supersport and Superstock 600 classes). It’s easy to see how many there are at world level.
There are lots of smaller UK championships in progress. Who knows how many other are on sale in the UK alone, across privateer and road racing disciplines. So your ‘100 world wide’ is well wide of an educated guess.
It makes good sense to sell to racers, as they tend to crash them and need to replace bits too, with spare engines and even frames.
Nothing educated about my guess at all, I assure you.
So for fun, how many current-year 600s would you speculate were purchased new and are dedicated race bikes right now? 1000? Seems like a lot to me, but I mean, we are just guessing at numbers here for the fun of it. What would Kawasaki’s market share be of that number? 20%? As popular as the R6 is and with the knowledge now behind that platform, 20% share from Kawasaki would be quite a feat. That would only be 200 bikes in this admittedly totally fabricated example. But my point is that I believe we are only playing with pretty small numbers.
My guess would be that they would try to get 636 waivered. But regardless, Kawasaki either knows that they won’t sell enough to racers to make the effort worth it, or they are developing a more dedicated 599cc right now and just have not released it yet.
I understand the 100 unit estimate was low but I think Jeremy’s point is that its not enough to affect the manufacturer’s decision to make a 599 vs 636, for the larger manufacturers anyway.
My question would be how much of a difference those 37cc make at the seat of the pants? If you’re not going to adhere to the racing class why not go larger with a bigger stroke? That is what a street rider wants. I assume alot of the decision was based on the fact that the 636 was already available. It seems the Japanese manufacturers are in save mode, and making the most of their parts bins.
It would be interesting to pit this bike vs the base 765 Street Triple. The Kawasaki is not for the track, can it win on the street?
The extra cc’s made a very noticeable and welcome difference on those original models from the mid-2Ks, but I haven’t ridden the later versions of the bike to say one way or the other.
It is a good point though. Why not just ignore any relation to the root 599cc engine completely and stuff something else in there, like the 900 for example. As you say, the 636 platform already exists complete which is likely the reason IMO. Maybe they also want to keep the platform warm in case the the middleweights heat up again. Who knows?
I would like to see a shootout between this, the base Street Triple, and the base Ducati SS. Yeah the SS is pricier, but it would still be a good reference. Also, I think the base (it maybe the middle model) Street Triple makes more torque/is more streetable.
The mid size market is a beautiful mess. Everyone trying to skin the cat their own way.
Kawasaki says they have optimized the performance of the engine across the RPM range and changed gear ratios for street use. Does this mean that they could successfully put this engine into a lightweight naked bike without retuning/detuning it?
Why whine about emissions? Have you consider what you might given up to comply with new emission standards? Maybe 10hp? Maybe a much more smoother and torquey engine? Maybe better suspension? Maybe 20lbs less of weight? Maybe $500 cheaper price tag? Ever consider that, buddy?
Seems a small price to pay IMO.
Minimal IMO too
In answer to the first question, because I think we owe it to future generations to take care of the planet that sustains us…. (this coming from 58 year old atheist without kids, go figure)
You have to remember the difference between toxic gasses emissions and CO2. Emissions regulations restrict toxic emissions, which are really bad for cities but we can argue it’s already minimum in EURO 2 or 3. The increase in weight for restricting toxic emissions further increases weight a lot, and it doesn’t help with fuel economy and ultimately in CO2 emissions (which the greenhouse effect is really all about).
Have you ever thought about how much better today’s bikes are in nearly every conceivable way than those of the past?
Meh. These bikes all look the same to me. Always disliked the Kawasaki green. My last two bikes were Kawasakis. One was Ok, the other was a POS. In spite of the modern day whizbangs, these things are boring.
So what does the $300 KRT buy you?
Man, that’s actually a lot of bike for the money.
If you can hack the riding position, I doubt there is a better sporty street bike available from anyone. It’s almost magical how good it is, at virtually everything a street going sport bike should be good at.
In this day and age, it’s a stupidly amazing bike for the money. No junk forks and shock. No junk brakes from the mid ’90s. A real chassis. A ridiculously well-engineered engine. The ABS buy-in is pretty steep, but I’m guessing that would leave a prospective buyer a bit more room for haggling with the dealer.
I had a 2011 model, before they went back to the 636 displacement. It was a superb sport motorcycle. The seating position wasn’t even that uncomfortable. Certainly a LOT more tolerable than my V11 LeMans or Falco were. Ran like a scalded cat, managed 40MPG over the time I had the bike, and assembly quality was actually extremely good, too. All for about $8200 out the door (purchased NOS).
I have so many bikes on my radar now that I’ve almost lost track. I have the money… so I can buy leftovers from the middle-tier bikes in the near future. Or I can save my pennies for another 6-8 months and load up on something like this or the Katana next year. So spoiled for choice…
Unlike some others, I absolutely dig the black/silver/blue paint scheme. I’d rock that all day.
Was thinking the same thing, especially the non-abs version.
That black looks nice, but I’m not feeling the baby blue accents.
NEW Euro4 Emissions Compliant Engine tuning – Thank goodness it’s finally here. This is the feature I’ve been wishing for most. Wait..this is a feature? I guess if big government forces you to do something you might as well try to say it’s a “feature”.
Europe’s people don’t want to live in smog filled cities. Some governments enact the will of their people. This is why in consecutive administrations this emissions plan has not been repealed.
Right, all the pre-Euro4 bikes were choking the planet in smog. I forgot there for a couple of seconds.
I think his point is that it wasn’t “big government” forcing the manufacturers to clean the bikes up but the citizens who prefer it that way (enacted by the govt)
Like “the citizens” prefer banking bailouts, Gitmo, NSA spying and the like in the USA, and Bolivarian revolutions in Venezuela….
Not saying Euro 4 is good or bad (I have a 2013 636, and the darned thing burns my eyes idling in the garage. Still the greatest streetbike ever built if you can hack the riding position..), but the days of “citizens” being any more than than an easily duped mass of well indoctrinated cheerleaders for whatever they are being told to cheer for, ended a century or two ago, with the demise of the quaint notion of limited government. Sufficiently Limited that the average citizen could stay on top of all that they were doing, so that he could have an informed opinion on the matter.
“Like “the citizens” prefer banking bailouts, Gitmo, NSA spying and the like in the USA, and Bolivarian revolutions in Venezuela….”
I don’t think American citizens “like” these things, but I guarantee that every one of them prefers these things to the alternatives that exist if they don’t happen – complete economic collapse especially comes to mind.
“..complete economic collapse especially comes to mind.”
From NOT stealing money from productive people in order to hand it to incompetents???
As people used to learn before being considered grownups: Hobgoblins, while scary, are all imaginary.
“From NOT stealing money from productive people in order to hand it to incompetents???”
Remember when it was suggested that Obama make it illegal for them to earn bonuses until it was all paid back and the banking firms said, “but we’ll lose our best and brightest!”? The best and brightest that got us into that mess?
The banksters weren’t incompetent. They knew they could fleece us, and they’re about to do it again.
No, you didn’t forget, you just never knew that the world doesn’t revolve around motorcycles (they used to sell 900k units/yr. of 2t scooters in Europe, now it’s 300k…), and that euro4 applies to all vehicles, and that motorcycles are just a part of the broader spectrum. They’re working towards ending I.c.e. car production and use in Europe, too.
We need Euro4 compliant tanker and cargo ships. Not against cleaner cars and bikes, but the focus is all wrong.
Tanker ships are extremely efficient in terms of freight by weight vs. fuel burned. I suppose with prevailing winds blowing from west to east, they could employ sails. The average large tanker burns something like $1.5m in fuel per trip…
They are also burning very dirty fuels (asphalt basically) in very dirty way. Only on some smaller seas do you have some sort of emissions regulations. I doesn’t matter much that there are no scooters or cars in Venice when dozen cruise ships spew out soot and sulphur. It is a big problem.
https://inews.co.uk/news/long-reads/cargo-container-shipping-carbon-pollution/
The good thing about the heavy fuel oil that the tankers burn is that it isn’t refined, it’s pretty much right out of the ground. So there is no extra energy consumed or pollution created in the non-existent refining. I’m not saying that the pollution either created by the ship or by the refining process is a wash, but there’s definitely no free lunch when burning fossil fuels. At best, there is a low sulfur fuel they use for land locked bodies of water like the Med and Baltics.
As you can see his one really gets my panties in a bunch. This is a quote from the article that I linked to.
“The emissions from 15 of these mega-ships match those from all the cars in the world.”
Do you really consider lower emissions that much of a burden? As long as it runs well, why whine about being environmentally responsible?
If you allow me to answer it for him, I think EURO 2 or 3 were already perfectly fine and we are now carrying giant cat boxes and exhausts in poor fueling bikes. Imagine the effects of not carrying half a passenger in fuel economy or manufacturers tuning the engine for smooth response instead of increasingly stringent (and not necessarily distinguishably better) emissions.
THIS
BAD AZZ..