Browse Categories

2007 Kawasaki Ninja ZX10R Key Features

Key Features -- Incredible power-weight -- Race Performance-Oriented -- Track-Tuned Handling -- Aerodynamics aggressive style 998cc four-cylinder, DOHC engine -- Very compact, light and narrow design -- The upper part of the casing and a cylinder are a casting, which is more than two pounds lighter than using a cylinder and provide more rigidity. A casting process tilted alternately during the casting to eliminate defects and excess material molding -- Channels in the case of road surfaces mounting oil to various parts of the engine, thereby eliminating oil and economic weight -- Crank axis, tree and the output shaft to create a layout stacked triangular which reduces the length of the engine and lowers the center of gravity -- Close engine design provides excellent ground clearance of 52 degrees angle weld -- Tour (no cam-platform) gas block gas provides low resistance and combines with revised ECU mapping to provide linear power characteristics of transition when the cyclist is back on gas from a tower. Ultra-fine atomizing them with a blast fuel injectors aid combustion efficiency and power output -- Lightweight Denso radiator has tightly packed cores for optimal cooling -- A high performance, liquid-cooled oil cooler specially designed aluminum uses internal fins to dissipate heat and cool oil   Four-valve cylinder head -- Compact-valve cylinder head height reduced -- Acquisition of ports and passages coolant developed using an analysis of the effective flow of filling bottles and more power and maximum efficiency cooling -- Camshafts are carved of chromoly counterfeit banknote, which is more than a half-pound lighter than cast cams. The cams and pushers are treated with nitriding fresh to avoid capture and exasperating with aggressiveness, profiles High Lift -- For a valve spring oval sections are lighter and less to reduce overall breech arrivals -- Fritté forged aluminum spring restraint are half the weight of steel restraint and allow more rpm   Forged Pistons -- Pistons forged are lighter, stronger and more resistant to heat than versions cast. Flat-top compact design corresponds to the combustion chamber and improves the combustion efficiency   Ram Air induction -- Central ram air duct produced a straighter path to the AirBox for maximum efficiency and admission provides the mounting surface for the dashboard, eliminating brackets and weight -- Flow analysis used to design effective conduits to the AirBox also prevent water from reaching the air filter -- Compact AirBox and air cleaner are very effective and contribute to the driving position compact   TCBI digital ignition advance -- At high speed 32-bit ECU processor provides precise engine management -- Spark plug mounted ignition coils are compact and help reduce weight   Titanium exhaust with butterfly valve -- All-titanium system provides the ultimate lightweight exhaust -- Butterfly valve, located before the exhaust divides the mufflers, is controlled by rpm, position and position of the process of improving low-end response and facilitate the total power. Optimum tuning exhaust is reached at all engine speeds to prevent Blowback which can occur at high speed duplication of valves   Six-speed transmission -- The grooves on the shafts are a common ground for a barrel, the gearbox slide smoothly for a better shift action -- Close transmission rate increases circuit performance -- A look back torque limiting clutch-disengage automatically under the clutch and braking deceleration to prevent rear wheel hop during corner entry. Optional springs, spring and maintenance of holds are available to refine the clutch for specific conditions   Double spar aluminum frame backbone -- A combination of pressure cast aluminum and components are welded to form the double-stringer base frame. By combining distribution and pressure pieces frame weight is kept to a minimum while offering high strength and stability with handling -- Twin-stringer basic design provides for the 600cc class width -- Moulded, a piece subframe is strong and light -- CHASSIS optimal center of gravity to facilitate the deployment of reply, which is particularly important when riding through a series of Esses or return to the vertical as a rider exits corner   Uni-Trak ® Rear Suspension -- Short, compact frame swingarm allows to be longer, which makes it easier to control rear wheel powerslides -- Shock rear is fully adjustable for preload, compression and rebound damping. Ride height can be adjusted by adding / removing shims 1 mm option in the upper shock mount -- Equipped with high-source that allows the rear wheel to better monitor the surface of the road when the back is due to the light of braking -- Small piggyback shock reservoir is designed to save weight   43mm inverted front fork cartridge -- Inverted Kayaba 43mm cartridge fork provides exceptional rigidity -- Equipped with high-sources that allow the front wheel to better monitor the road surface when the front is light due to a sharp acceleration -- Stiff appropriate parameters for track use -- Everything is adjustable for preload, compression and rebound damping   Aluminum Wheels -- Six wheel spokes cast aluminum are almost as light as race wheels. The six-rays requires much less material between the rays so that the rim thickness is thinner and lighter
French   » English   Translate

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.
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?"

Part 1- The 08 ZX10R Superbike

There are few things that remain constant in this world, but the fact that monster power is an integral part of Kawasaki Superbikes is one of them. After two days of surpassing the 2008 Kawasaki Ninja ZX-10R around the 16-turn, 3.6 km long Losail International Circuit in Doha, Qatar, there is no doubt that this bike can give the rest of the opening a class pack term for the money. This is not a question of how fast the ZX-10, but how fast you're ready to roll.

The new Ninja is smaller and more powerful, handles and is usually much easier to assemble than any before 10R. The new ZX-10 is like a supersport compared to his predecessor in that it gives the power fast, but does not seem to fear. This feature is even more surprising by the fact that it is eight pounds heavier than ses'07 forbearer and is claimed to be good for more than 190 ponies crank without the added effect of ram-air.

Credit a change of philosophy of engineering for the improvement. If previous ZX-10Rs were designed as streetbikes turned racebikes of the runway, the newest member of the clan Ninja is a way of weapons first and foremost. It feels like a blade cut quickly around corners rather than a club bludgeoning submission to the runway as the ZX old. After a couple of years sorting out the best and worst features of the latest ZX-10R in the AMA Superbike series factory riders Jamie Hacking and Roger Hayden might have helped the children of Kobe come with a bike that will put them on a more level playing field.

At the heart of this new and improved Ninja is a chassis that addresses problems adjustment of the race technicians with the previous bike. He needs more feeling and feedback so riders have a better connection with the front which is necessary to get the confidence to hang with the best in the world - a "feel" which was absent from the front door in the race trim. The Twin-tube basic framework has received much attention of WADA duo, Superbike Japanese Akira Yanagawa ace and a home test Kawasaki riders intention of any sort. Although this new framework is similar, he received further revisions to key elements, including the most convex stamp-aluminum frame replacing concave components can be found in the sections on previous design. Gros pivot plate walls with streaks internal and strategically placed welds in the framework itself are designed to refine the rigidity while a subframe transferred mounting and shock, which mates to the top between stringers mass rather than stringers themselves, help the rear suspension provide better feedback to the rider.

Pressed aluminum beams are a key element of any new layout oscillating which has a top-mounted shock. This is another element that changes the way cycling is reflected comments rider in the endless search for the perfect bike set up and configuration. The rear Uni-Trak rear suspension incorporates a new fully adjustable shock that now the two functions to low-and high-speed compression damping. If ever there was a good way to present a bicycle stability, it is Losail, horseback riding and mountain biking hard enough to begin to understand how a chassis, then deflects effects handling is quite difficult on a bicycle slow, and yet least as fast as this. But the fact remains that the ZX feels so good to speed and is so sensitive to the rider of entry it is impossible not to consider this chassis is anything other than a leap forward in development the ZX-10R platform.

2008 Ninja ZX10R Technical Stats

Engine Type      Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement     998cc
Bore x Stroke     76.0 x 55.0 mm
Maximum Torque     83.2 lb-ft @ 8,700 rpm
Compression Ratio     12.9:1
Fuel Injection     DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition     TCBI with digital advance and Kawasaki Ignition Management System (KIMS)
Transmission     Six-speed
Final Drive     Chain
Rake/Trail     25.5deg / 4.3 in.
Front Tire Size     120/70 ZR17
Rear Tire Size     190/55 ZR17
Wheelbase     55.7 in.
Front Suspension / wheel travel     43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs / 4.7 in.
Rear Suspension / wheel travel     Uni-Trak® with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in.
Front Brake Type     Dual semi-floating 310 mm petal discs with dual four-piston radial-mount calipers
Rear Brake Type     Single 220mm petal disc with single-piston aluminum caliper
Fuel Tank Capacity     4.5 gal.
Seat Height     32.7 in.
Dry Weight     394.7 lbs.
Overall length     83.1 in.
Overall width     28.0 in.
Overall height     44.7 in.
Color     Lime Green / Flat Super Black, Metallic Diablo Black, Candy Plasma Blue / Flat Super Black
Warranty     12 Months
Good Times™ Protection Plan     12, 24, 36, 48 months

2007 Ninja ZX10R Technical Stats

Engine Type      Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement     998 cc
Bore x Stroke     76.0 x 55.0 mm
Maximum Torque     84.6 lb-ft @9500 rpm
Compression Ratio     12.7:1
Fuel Injection     DFI with Mikuni 43mm Throttle Bodies (4)
Ignition     TCBI with Digital Advance
Transmission     6-Speed
Final Drive     X-Ring Chain
Rake/Trail     24 degrees/4.0 in.
Front Tire Size     120/70 ZR17
Rear Tire Size     190/55 ZR17
Wheelbase     54.7
Front Suspension / wheel travel     43mm inverted cartridge fork with adjustable preload, stepless rebound and compression damping adjustments / 4.7 in.
Rear Suspension / wheel travel     Uni-Trak® with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.9 in.
Front Brake Type     Dual floating 300mm petal discs with four-piston radial-mount calipers
Rear Brake Type     Single 220mm petal disc
Fuel Tank Capacity     4.5 gal
Seat Height     32.5
Dry Weight     386 lbs.
Overall length     81.3 in.
Overall width     27.8 in.
Overall height     44.5 in.
Color     Lime Green, Passion Red, Candy Plasma Blue, Ebony
Warranty     12 months
Good Times™ Protection Plan     12, 24, 36 or 48 months