2004 Kawasaki Ninja ZX10R Review

2004 Kawasaki Ninja zx10r

Watch the rain fall on the Homestead-Miami Speedway for the second day of the Kawasaki ZX-10′s press launch, a thousand thoughts will move into the great chasm between my ears. Reflections roamed the early years of my youth uneven, when broke pants, double shock and naked bike was 20 years to become retro. Reflections on a time when the ultimate motorcycle was on the verge of being released, the Ninja 900. Word on the Street about the wicked and 150 mph faster speeds, braking and assistance with the match. The presentation was about reliable, affordable and oozing sex appeal of all sculpted body panel. How could it get better? Twenty years later, after a day in the spotlight in 2004 Kawasaki ZX-10, all I can say is: “How can it get better?”
Without an end to rain in sight, the day was called and it is time to start toward the house. Kawasaki gave us enough track time the day before and I, for one, was not unhappy. A recent high-speed get-off has been thought of the new ZX-10 as the proverbial horse I needed to go up a little daunting. In preparation I decided not heroism, just a regular race so I can go into a play against my conclusions. Three sessions in my day, on the phenomenal anchors more than 150 mph, I am happy to report I was right.
The day had started more slowly than even imagined in my worst nightmares. I could not make myself cycling in the corners, so I concentrated on learning the track and get acquainted with the diminutive Kawasaki. At 375 pounds dry and riding on a wheelbase 54.5inch, a very slight contact was needed on the bars negotiate tight family ownership of land is changing. With 184 ram-air assisted power available at the crank, the same treatment was necessary with the throttle. Learning a new runway and a new bike always takes a little time, it took until my third session, to start things determined. To avoid the contributions of the throttle or bars around corners, I hung my outside leg under the lip in the fuel tank and used my lower body to control the bike. It was the confidence booster I was looking, that my first rounds have been spent feeling very ham-Fisted with the throttle. With the enormous amount of power available, each fraction tower offers a large number of horses, and more difficult for a tower is not the place to accidentally feed any unwanted gas.
I was already exploring the new engine power now, and having only one problem. The ZX-10 is 2.2 miles circuit seem like a go-kart track. Bike incredibly is so fast, it annihilates simply lines. No sooner had I myself lined up the corners of the shutter release that it was time to get on the brakes. This is even more incredible when you think that I had the first report on second corners to avoid wheel spin or Wheelies. Making solid, usable power to a level as low as four miles rpms, the great engine Z never ceases to draw, make more and more powerful until it strikes red line at 13000 rpm. The move comes on a little earlier, but with the bike capable of 90 mph in first gear, there were few opportunities to study closely the rev to see exactly where.
As for the first 900 Ninja, the ZX-10 uses a line, water-cooled four-cylinder, but here the similarities end. The new engine is a fuel injection, computer controlled, and uses a tri-axis transmission / crankshaft layout. This measure aims to optimize space and keep the engine as little as possible to match the ultra narrow rails. During the briefing, we saw a video of aluminium are carried out by a mixture of hi-tech robotic and human hands is a bit beefy research kit. On screen, a model to bowl on a mirror stand permits views in the engine and body parts. You look in the head, the exhaust valve titanium would not be in its place as an object of art. Each of the eight valves is 25.5mm in diameter, while the doses are 31mm. The intake port liquid is smooth and agencies 43mm gas fuel into the cylinders. These gases have dual valves and fine atomizing them with a blast injectors, technology borrowed from the automotive world. The air is provided in large doses of the huge ram air intake which is located above two lighthouses. In passing through the frame tubes in the box cavernous air, it is good for an additional horsepower nine.
Flat-Top Pistons combustion chamber to maximize efficiency while putting pressure on the mixture. Iridium candles provide the fire. Compression ratio is a healthy 12.7:1 and plated bottles keep the heat down while the Pistons get their training. On the other side of bottles, butterfly valves are used in the exhaust pipes of titanium to keep the power smoothly through the rev range. The crankshaft is very lightweight and compact, with its position in the case plume help maintain the ZX-10 from the centre of gravity as low as possible. Taking the power to the rear wheel is a six-speed close-ratio box and a slipper clutch adjustable. I must confess I never downshifted strong enough to test it, but my bacon was recorded on another occasion a similar system, it is certainly a good thing.
The gearbox was the only real area of complaint from this corner. I have repeatedly missed the third and fourth quarter before the law and, by the end of the day, my big toe had lost a strip of skin. This problem aggravating resulted in a beautiful four-cylinder scream would be heard reverberating on the right off the facade of the first, second and third, followed by a strong stuttering, coughing sound as the bike slammed against the rev limiter stuck in the country third. I also had some difficulties trying to short passage from seven to turn had to ensure over my start was as leverage to eliminate the problem. Do not be the only problems, the cyber space has been buzzing about the situation when I came home. Oh, the end of the world was almost, and many experts published in a single day without ever having to leave their keyboards. Thus, to get the story right, I put a call to Kawasaki Mel Moore. Well aware of the situation, KHI (Kawasaki Heavy Industries) has already made in some parts after our first day. It seems that the problem lies in the passage of relaxation spring being too rigid. A mild spring is being installed as we talked, and Mel had heard nothing negative at the time of writing. Let me take a moment to explain that we were riding so-called “pilot production” bikes. These are constructed from existing parts and, according to Mr. Moore, “Some parties will change before the bike to get the showrooms.”
Visually the bike appeals to my taste more conservative, coming to America in black, blue or green. In the absence of wild graphics on the fairing aggressive research, it is almost a little underestimated, while hunting adjustment LED taillights and a fender inside attractive contribute to the bike svelte appearance. He also shared the same 27.75-inch width as its own Kawasaki ZX-6R, which makes it really a “1000cc engine in a 600cc package.” Sitting on the bike for the first time in his opinion, nothing like a lighter bike should, and on the road by flicking the corkscrew instantly confirms the sentiment. As small as large sport-bikes are now, there is always a certain amount of muscle needed in turns with the extra weight. This is not the case with the ZX-10. Part of this was due to tires and suspension modifications. For our test, bicycles were shod with Dunlop 208 GP compounds as opposed to the objective of building D218ZRs to be on the production of bicycles. The sizes are 190/70ZR 17 for the rear and 120/19 ZR 17 for the front. Their profile triangulated, and the fact that the fork was raised 5mm triple trees, with the help of motorbikes short wheelbase and ultra-light weight that I am here without my knee effort to turn round in four five
With three main lines to the homestead of nearly equal length, Kawasaki was regularly top 150 mph jammed in the fourth, giving ample opportunity to put the brakes to the test. Tour after tour, I would like to get faster and deeper into the corners, lap after lap and I was rewarded with effort and fade without braking. I think the four-piston, four radial brake pad set up is the best I’ve ever used. Biting on two connected research 300mm petal-style rotors, I must say they are sensitive, but once my brain is composed of how much pressure to use they were as good as it is. The five senses lever gave me a little pain and only five on the position of leverage is fairly close to the bar for me.
The brakes can work to their full potential is a set of 43mm inverted fork. Adjustable for three large depreciation of the compression was set at 7 clicks from 16, with resumption grace 6 hits. Spring pre-load was set at 5 mm and others that the ongoing recovery slowed somewhat, 9 hits, these are the settings with motorcycles to be executed. The interior fork legs are covered with Diamond-Like Carbon (DLC) to reduce stiction and will be more resistant to debris from the road under normal riding. The big test was braking for the first round eight gears. Turn seven is a long, fast right-hander that cycling has the right to enter the upper end of the second or mid-range in third countries, depending on how brave you feel the soul. Stop at the upper end of the fourth, it’s time to lose more than 100 mph fast. The rear wheel is a little light and the bike weaving slightly left to right, but I had no need to add more pre-load. Coming out of turn eight, I used second gear to avoid wheel spinning. Here, entering the gas disk, the bike a little unstable passage on the Nascar banking. He also gave some headshake, making the transition from second to third and again underway in the fourth maximum rpms, a damper direction could be a good investment if you are going to do a lot of track days.
In return, the rear shock gave me no problems, doing everything he was supposed to drive without squat under acceleration. As with the fork, we were neighbours exposure parameters. In addition to the usual adjustments, the rear of the vehicle is adjustable by the move and adding holds. It also has a high spring as the front fork, and is attached to the swingarm lightweight aluminum a link. The swing arm itself is very committed and very long as is the norm these days. Built to be very rigid, it seems more than capable of coping with the extra power of these bikes will be taken in the base course.

white kawasaki ninja zx10r

white kawasaki ninja zx10r

While the end of the first day drew to a close, I sat in my last session. No return to full fitness again, I feeing is good to have obtained all day without incident. The bike has been remarkably well behaved for such a fire-breathing monster, and with a restraint of gas, surprisingly easy to ride. A word of warning to the unwary: This bike will not tolerate fools easily, so please make sure your riding skills are really what you think they are.
Chat few days later with the former AMA Superbike champion Jamie James on the bike, he let a long, low whistle when I gave him the statistics. Just think, when it was the fight against the world’s top riders in the early nineties, a veritable factory Super bikes are not numbers anywhere close to this baby. All you have to do is head to you local dealer, plop a $ 10999 machine and Jamie could not dream a decade ago. “How can it get better?”

© Copyright Kawasaki Ninja ZX10R 2008-2010. All rights reserved.