When passion and technology merge, great literbikes are born — including the
2012 Ninja® ZX™-10R. Overhauled just last year, the ZX-10R bristles with the
newest technology, including Sport-Kawasaki Traction Control, elevating it above
all others in its class. Kawasaki engineers created an engine that produces an
astounding amount of horsepower, yet maintains the realibility Kawasaki is known
for. All of this technology only enhances the already incredible speed and
intense feeling a rider gets while aboard a ZX-10R.
The highly advanced and customizable Sport-Kawsaki Traction Control lets riders
harness and capitalize on the ZX-10R’s amazing blend of power and responsive
handling. The system is called Sport-Kawasaki Traction Control, or S-KTRC.
Exclusive to the ZX-10R, it offers a level of performance that raises the ZX
above the rest of the open sport bike class.
Motorcyclists have long been challenged by traction-related issues, whether on
dirt, street or track. Riders who can keep a rear tire from spinning excessively
or sliding unpredictably are both faster and safer, a tough combination to beat
on the racetrack. And when talking about the absolute leading edge of open-class
sport bike technology, where production street bikes are actually more capable
than full-on race bikes from just a couple years ago, more consistent traction
and enhanced confidence is a major plus.
The MotoGP-derived S-KTRC system works by crunching numbers from a variety of
parameters and sensors – wheel speed and slip, engine rpm, throttle position,
acceleration, etc. There’s more data gathering and analysis going on here than
on any other Kawasaki in history, and it’s all in the name of helping racers
inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC
system relies on complex software buried in the ZX-10R’s Electronic Control Unit
(ECU); the only additional hardware is the lightweight speed sensors located on
each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which
primarily minimizes wheel slip on slick or broken surfaces as a safety feature,
the S-KTRC system is designed to maximize performance by using complex analysis
to predict when traction conditions are about to become unfavorable. By quickly
but subtly reducing power just before the amount of slippage exceeds the optimal
traction zone, the system – which processes every data point 200 times per
second – maintains the optimum level of tire grip to maximize forward motion.
The result is significantly better lap times and enhanced rider confidence –
exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of
operation, which riders can select according to surface conditions, rider
preference and skill level: Level 1 for max-grip track use, Level 2 for
intermediate use, and Level 3 for slippery conditions. An LCD graph on the
instrument cluster displays how much electronic intervention is occurring in
real time and a thumb switch on the left handlebar pod allows simple, on-the-go
mode changes.
The system also incorporates an advanced Power Mode system that allows riders to
choose the amount of power – and the character of delivery – available from the
engine. Besides the standard Full-power mode are Medium and Low settings. In
Medium mode, performance varies according to throttle position and engine rpm;
at anything less than 50 percent throttle opening, performance is essentially
the same as in Low mode; at more than 50 percent, riders can access additional
engine performance. All three S-KTRC settings are available in each of the three
Power Mode settings.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four
displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is
tuned to optimize power delivery, center of gravity and actual engine placement
within the chassis. Torque peaks at an rpm range that helps eliminate power
peaks and valleys that make it difficult for racers and track-day riders to open
the throttle with confidence. A primary goal of Kawasaki engineers was linear
power delivery and engine manageability throughout all elements of a corner: the
entry, getting back to neutral throttle at mid-corner, and heady, controllable
acceleration at the exit.
Large intake valves complemented by wide, polished intake ports allow for
controllable power delivery and engine braking, just the thing to smooth those
racetrack corner entries and exits. Camshafts built from chromoly steel further
contribute to optimized engine braking and more controllable power delivery.
Lightweight pistons mount to light and strong connecting rods. Compression is a
full 13.0:1.
A secondary engine balancer assembly allows a number
of vibration-damping parts to be simplified, contributing to weight savings.
Also contributing to weight savings are a light battery, ECU and fuel pump.
A race-style cassette transmission allows simple trackside ratio changes. An
adjustable back-torque limiting clutch assembly is fitted, which allows
worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted
fuel injection system featuring large throttle bodies (47mm) and sub-throttle
valves, a large capacity airbox (9 liters), secondary injectors that improve
top-end power characteristics, and a large ram-air intake that’s positioned
close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust
system featuring a titanium header assembly, hydroformed collectors, a
large-volume pre-chamber containing two catalyzers and a highly compact
silencer. Due to the header’s race-spec design, riders and racers looking for
more closed-course performance need only replace the slip-on muffler assembly.
With the engine producing a massive quantity of usable and controllable power,
engineers looked to the chassis to help refine handling and overall road/track
competency. The aluminum twin-spar frame is an all-cast assembly of just seven
pieces that features optimized flex characteristics for ideal rider feedback,
cornering performance and light weight. Like the frame, the alloy swingarm is an
all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front
end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows
light, quick handling and complements the engine’s controllable power and the
frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as
well. Up front is a 43mm open-class version of the Big Piston Fork (BPF).
Featuring a piston design nearly twice the size of a conventional cartridge
fork, the BPF offers smooth action, less stiction, light weight and enhanced
damping performance on the compression and rebound circuits. This compliance
results in more control and feedback for the rider – just what you need when
carving through a rippled sweeper at your local track or negotiating a
decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design
that positions the shock and linkage above the swingarm. Benefits include mass
centralization, good road holding, compliance and stability, smooth action in
the mid-stroke and good overall feedback. The fully adjustable shock features a
piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up
front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is
squeezed by a lightweight single-piston caliper in back. The result is powerful,
responsive braking for plenty of rider feedback.
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced
and stylish as anything on this side of a MotoGP grid. The curvy edges and
contrasting colored and black parts create a sharp, aggressive image. Line-beam
headlights grace the fairing while LED turn signals are integrated into the
mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for
track-day use. The rear fender assembly holding the rear signal stalks and
license plate frame is also easily removable for track days. High-visibility LED
lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set
above a multi-featured LCD info screen with numerous sections and data panels. A
wide range of information is presented, including vehicle speed, odometer, dual
trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water
temperature and much more. For track use, the LCD display can be set to “race”
mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch
saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport
bike you can actually take on an extended sport ride – and still be reasonably
comfortable doing so.
The old saying, “power is nothing without control,” is certainly apt where
open-class sport bikes are concerned. But when you factor in all the engine,
chassis and ergonomic control designed into the 2012 Ninja ZX-10R, you begin to
realize you’re looking at one very special motorcycle – one that can take you
places you’ve never been before.
Great looks, fun to ride and user-friendly
Every now and then a manufacturer builds a motorcycle that defines their brand
in the marketplace. For Kawasaki, that motorcycle is the Ninja ZX-14.
Kawasaki's most powerful motorcycle to date, the Ninja ZX-14 sets new
performance standards with the most unbelievable, absolutely-jaw-dropping
acceleration you have ever experienced. But what makes the Ninja ZX-14 even more
incredible is the absolute finesse with which it commands this power. Smooth and
linear from idle to redline, you don’t have to be a world champion to control
this machine.
But it’s not just about horsepower; the Ninja ZX-14 combines its
earth-shattering engine performance with exquisite handling and stability, sleek
aerodynamics and superbly comfortable ergonomics, creating the ultimate
long-range hyper-sports weapon.
Kawasaki Ninja ZX-10R Features and Benefits
Key Features
• Engine and chassis allow for linear power delivery
• Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed,
throttle position, engine rpm and a host of other data to help ensure the
optimal amount of traction
• Power Mode selector allows riders to select power level and power delivery
• Aluminum frame has ideal strength and rigidity
• Big Piston Fork (BPF) helps maintain composure under braking
• Horizontal back-link rear suspension helps deliver smooth suspension action
• Slipper-type back-torque limiting clutch helps corner entry handling
• Race-oriented instrumentation offers riders a wealth of information
Liquid-cooled, DOHC, 998cc, Inline-four Engine
• Design is compact, narrow and lightweight
• Camshafts, crankshaft and pistons designed to complement the engine’s
prodigious power production
• Large intake valves, camshaft profiles and port shapes help maximize power
production and smooth power delivery
• Chromoly camshafts enhance durability
• Single-shaft secondary balancer helps reduce vibration; its use allows several
vibration-damping parts to be simplified and lightened
• Strong connecting rods suit the power potential of this engine
• ECU is small enough to be tucked away in a slot in the airbox assembly
• One-piece upper crankcase and cylinder casting offers maximum rigidity
• Low-friction oil pump reduces parasitic power loss
• A lightweight radiator with tightly packed cores provides efficient engine
cooling
• A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
• Intake and exhaust valves are titanium to reduce reciprocating weight and
stress at high rpm
Dual-injector Digital Fuel Injection
• Large 47mm throttle bodies help with throttle control
• Secondary fuel injectors enhance power output and power characteristics at
high rpm; the lower injectors are always on, while upper injectors come on as
needed according to degree of throttle opening and engine rpm
• Oval-shaped throttle bodies allow precise throttle control and instant
response
• An Idle Speed Control (ISC) valve on the throttle body unit automatically
adjusts idle speed, contributing to easier starts and off-idle throttle response
Sport-Kawasaki Traction Control – S-KTRC
• A highly sophisticated electronic system based on actual Kawasaki MotoGP
experience that’s designed to maximize forward motion by allowing racers to ride
closer to the edge of traction
• The system crunches a wide range of data, including throttle position, wheel
speed, engine rpm, wheel slippage and acceleration, with help from a speed
sensor fitted to each wheel
• The quickest acceleration requires a certain amount of wheel slippage, so to
optimize traction, S-KTRC actually allows for optimum wheelspin
• Using complex analysis, the system is able to predict when traction conditions
are about to become unfavorable. By acting before slippage exceeds the range for
optimal traction, the system can quickly and smoothly reduce power slightly so
the wheel regains traction
• S-KTRC confirms conditions 200 times per second and governs ignition, which
allows extremely quick response to changing conditions
• Riders can choose between three operational modes, depending on skill level
and conditions
• A level meter on the LCD instrument panel displays how much electronic
intervention the system is providing, in real time
Ram-air Intake
• A highly efficient and forward-positioned ram air intake is designed for low
intake noise and good intake efficiency
• 9-liter airbox enhances breathing and power
• Oval-section intake funnels promote non-turbulent flow at all rpm
Titanium Exhaust System
• Titanium-header exhaust system with hydroformed header pipes and small,
lightweight muffler assembly uses a pre-chamber that houses two catalyzers for
emissions and sound
• Headers have nearly identical specs to their roadracing counterparts, which
makes it easier for riders to increase track performance with the simple
addition of a less-restrictive muffler; now there’s no need to replace the
lightweight and race-spec header assembly
• Dual catalyzers help the ZX-10R meet strict U.S. and Euro III exhaust
emissions standards
Six-speed Transmission
• Race-style cassette transmission allows simple trackside gearing changes to
suit individual circuits
• The “cassette” is located high enough that it can be accessed without having
to drain engine oil
• Primary and final reduction ratios minimize rear end movement (squat/lift)
during acceleration and deceleration
• Close-ratio 4th, 5th and 6th gears complement the ZX-10R’s circuit performance
• Overall gear ratios suit the power characteristics for ideal power delivery in
all rpm ranges
• An adjustable back-torque limiting clutch facilitates smooth downshifts, a
main contributor to stability under heavy braking
Chassis / Frame
• Aluminum-alloy frame offers optimal flex and rigidity characteristics for
balanced handling on street or track
• Chassis geometry allows sharp steering characteristics and crisp handling with
no corresponding tradeoff in chassis stability at speed
• Frame is an all-cast construction of only seven pieces, with ideal wall
thicknesses that provide adequate strength and optimized rigidity
• Front end weight aids aggressive, on-the-gas corner exits
• Modifying or removing the exhaust pre-chamber (for racetrack applications
only) enables two chain links to be removed, which offers riders the opportunity
to alter chassis geometry by shortening the wheelbase by up to 16mm to suit
different track layouts
• Like the frame, the alloy swingarm is an all-cast design, with just three
pieces
• Narrow subframe layout contributes to the compact and slim tail section
Horizontal Back-link Rear Suspension
• Shock and linkage are positioned above the swingarm
• The design offers excellent road-holding, smooth suspension action, and
stability and feedback when cornering
• The design positions the shock’s upper link to spread out the load and
contribute to enhanced overall frame rigidity and chassis balance
• The fully adjustable shock features a piggyback reservoir and dual (high
• and low-speed) compression damping, which enables fine tuning for racing or
track-day use
• The Big Piston Fork (BPF) and Back-link suspension system contribute to rider
control and faster lap times
Big Piston Fork (BPF)
• The Big Piston Fork’s (BPF) 43mm inner tubes is one of the contributing
factors to the bike’s composure under braking
• Compared to a cartridge-type fork of the same size, the BPF features a 39.6mm
main piston
• Oil inside the BPF acts on a surface area almost four times the size of a
conventional fork’s. The larger surface area allows damping pressure to be
reduced while ensuring that damping force remains the same
• Reducing damping pressure allows the inner fork tube to move more smoothly,
which is especially noticeable at the initial part of the stroke. The result is
greater control as the fork compresses and very calm attitude change as vehicle
weight shifts forward under braking, and contributing to greater chassis
stability on corner entry
• Because the BPF eliminates many of the internal components of a traditional
cartridge fork, construction is simplified and overall fork weight is reduced
• Compression and rebound damping adjustments are located at the top of each
fork tube, while preload is now at the bottom
Race-spec Steering Damper
• An adjustable twin-tube Öhlins steering damper is standard. The second tube
acts like a reservoir, allowing the internals to ensure stable damping and
excellent feedback even under racing conditions
Advanced Braking System
• Tokico radial-mount brake calipers use dual pads and offer a superb initial
bite, increased control, progressive feel and a high degree of feedback to the
rider
• A radial-pump front master cylinder provides the ultimate in front brake feel
and feedback
• A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed
to maintain brake feel and responsiveness during extended heavy use
• A 220mm rear petal disc gripped by a single-piston caliper provides excellent
feel and feedback
Three-spoke Cast Aluminum Wheels
• Gravity-cast alloy wheels feature a three-spoke design
• Light wheels mean low unsprung weight, which allows the suspension system to
work more efficiently
Ergonomics
• 32-inch seat height makes it easy to reach the ground
• Fuel tank shape offers a comfortable ergonomic fit with the rider’s forearms
and inner thighs when riding
• Adjustable foot pegs can be lowered an additional 15mm when street riding or
touring
Advanced Aerodynamic Bodywork
• Compact, curved shape
• Large ducting aids engine heat dissipation
• Line-beam headlights and short fairing contributes to the aggressive styling
• LED three-bulb position lamp at the top of the ram air duct offers enhanced
visibility to drivers and pedestrians
• Fairing-mounted mirrors feature integrated, LED-type turn signals
• Turn signals are electrically connected via couplers, which allows easy mirror
removal for track day riding
• Compact tail section includes an elegant, nine-bulb taillight
• Taillight and turn signal stalks are mounted on a rear fender assembly that’s
easily removable for track day riding
Advanced Electronic Instrumentation
• Instruments feature a high-visibility bar-graph LED tachometer positioned
above a multi-window LCD info panel that offers riders a massive quantity of
information
• The tachometer also functions as a shift indicator: LEDs flash when the
pre-set rpm is reached, and riders can set shift rpm according to preference
• The multi-function LCD features two display modes: Standard and Race.
Switching to Race Mode alters the Speed display by changing it to Gear Position,
and by changing the Clock display to Speed
• Additional functions include odometer, dual trip meters, average fuel
consumption, instant fuel consumption, Power Mode (x3), S-KTRC (x4), S-KTRC
level indicator, low fuel indicator, Economical Riding indicator (shows most
favorable fuel consumption), water temperature and a host of indicator lamps
Review
They say: "The best Ninja yet and the complete
sportbike package."
We say: "You'll get no argument from us."
Masterpieces are not created overnight. It took Michelangelo four years to paint
the Sistine Chapel and 19 years for researchers to develop the Polio vaccine. A
quarter of a century after they started the project, Microsoft is still tweaking
Windows. Perfection takes time, so Kawasaki can be forgiven for introducing the
latest ZX-10R Ninja a year later than expected.
The 2011 ZX-10R is Kawasaki's magnum opus, the culmination of 50 years of
bike-building and four years of dedicated effort. As with remodeling a house,
sometimes it's better to knock the thing down and start from scratch. That's
exactly what Kawasaki did. This isn't a mild redesign for the sake of marketing;
this Ninja is all-new, from the wheels to the windscreen.
Aside from turn signals that hung like tumors from the mirror stalks, the
2008-'10 ZX-10R was one sharp-looking machine. But compared to the 2011 model,
it already looks dated. The new bike appears lower, leaner and overall more
focused, like a big cat waiting to pounce. The fuel tank isn't as flared, but
the bike's excellent rider interface is maintained and even enhanced by the
increased downward angle of the clip-ons. The green-and-black paint scheme will
look familiar to race fans, as it's based on the World Superbike race team
livery.
A smoother, more predictable engine means earlier
throttle application and more time wide-open. At Road Atlanta, that meant the
bike wheelied in no fewer than five places per lap.
The Ninja's debut found us not at some far-flung foreign racetrack, but at Road
Atlanta in Georgia. This undulating, blistering-fast 2.5-mile road course is
challenging both physically and mentally, yet the ZX-10R proved less demanding
to ride than expected. Through the miracle of mass centralization, Kawasaki's
engineers are closing the handling gap between 600s and 1000s. The brains at
Team Green redesigned and repositioned numerous components and cut a claimed 22
lbs. Considering how deftly the Ninja snaked through Road Atlanta's downhill
esses, you'd expect it to twitch and shake in the faster sections, but the bike
remained stable everywhere, even when bombing through the back kink at over 180
mph.
The 2011 engine has been completely re-engineered to improve midrange power and
tractability, and there's a much broader spread of thrust. Aside from some
stiffness in the gearbox, the engine is a gem. Peak output is stated as 188
horsepower at 12,500 rpm and 82.6 lb.-ft. of torque at 11,000 rpm. That's an
increase of nearly 10 bhp and a serious shift in the power peaks: down 500 rpm
for horsepower and up over 2000 rpm for torque. Power is delivered in a
smoother, more linear fashion, which explains why this bike doesn't feel as
fierce as its predecessor with its abrupt top-end rush. The new LED tachometer
is easy to see but hard to read. Turning down the brightness helped keep the
lights from blending together, but the previous analog display was better. Power
levels off beyond 12,500 rpm, so you hear the limiter at 13,500 rpm more than
you feel it.
The Ninja comes equipped with Bridgestone's excellent Battlax BT-016 tires, but
BT-003 race tires were spooned on at the intro so we could fully exploit the
bike's power and handling.
Bigger throttle bodies, better ports, revised valve timing and a new exhaust
result in more airflow through the engine, which produces more power and less
engine braking when the throttle is closed. The free-spinning character of the
engine, a new Showa Big Piston Fork and slick slipper clutch make the big Ninja
nearly as easy to throw into a corner as its 600cc brethren.
The exhaust note coming from the shorter muffler is deceptively muted, even at
10,000 rpm. Taller gearing and linear power delivery make the Ninja misleading
at speed. The Tokico calipers are plenty strong and the BPF resists bottoming
and remains compliant, even at the entrance to Turn 10A where you have to shed
four gears and 120 mph in just 600 feet. That exercise never fails to widen your
eyes!
The big news with the 2011 bike is S-KTRC (Sport-Kawasaki Traction Control). At
an unfamiliar and dauntingly challenging track like the one we'd just been let
loose on, S-KTRC's greatest gift is that it frees up attention to focus on other
important matters--such as which way the track goes over that next hill. Take
the time to look down at the seven-bar TC indicator and you'll see it flashing
wildly if you're using Level 3, intervening on occasion in Level 2 and hardly
ever in Level 1. After spending time in each mode I settled on Level 2, as it
allowed a subtle yet satisfying amount of rear-tire smear at corner exits. Level
1 was too apathetic, permitting so much tire spin that I found myself
instinctively modulating the throttle rather than trusting the electronics. When
the system is working, there's no popping or sputtering from the exhaust. In
fact, the only ways you know it's in effect are by looking down at the gauge
(not the best thing to do with your knee on the ground!) or because the slide is
kept in check despite your right wrist calling for more power. S-KTRC polls
sensors 200 times per second, which means it responds to adverse inputs in 0.005
of a second--about 40 times faster than the most adroit rider on his best day.
Unless you hit oil or do something really stupid, the system is essentially
crash-proof--and more so if you've dropped an additional $1000 on Kawasaki's
race-spec anti-lock brake system. At the press launch time only non-ABS bikes
were available, but if S-KTRC is any indication, KIBS (Kawasaki Intelligent
anti-lock Brake System) should be fantastic.
S-KTRC incorporates wheelie-control of sorts, but its response proved
unpredictable; sometimes it worked to maintain a steady power lift while other
times it made the front end yo-yo like a fledgling stunter. The only way to
disable the function is to turn TC off, which meant depending on my own acuity
to keep from sampling the red Georgia clay. But even with S-KTRC immobilized,
the Ninja is surprisingly manageable and communicative. After a dozen laps with
the electronics switched off, it was clear that the bike's excellent behavior is
intrinsic to the engine and chassis design, and not strictly due to the
electronics.
This Ninja was bred for the racetrack, but Kawasaki knows it will spend most of
its time on the street. The new bike's seat is both lower and softer and the
rearsets are adjustable. A new balance shaft successfully quells engine
vibrations, and those drooping mirrors actually work, showing more than your
elbows. The fully adjustable suspension and electronics system all work to let
the rider tune the bike to his taste. As Kawasaki's tech guru Ron Taylor said,
the Ninja is "a full-blown track bike that can be easily toned down to suit the
rider's comfort level or the requirements of conditions."
After a full day aboard the 2011 ZX-10R, there's no denying it's a huge
improvement, literally better in all respects. Except price: The base model will
sell for $13,799 (up $2300 from last year), and if you want ABS, add another
$1000. Then again, this bike needs nothing to rip up any racetrack on the planet
and is ready to take on the BMW S1000RR with money left over for a stack of
tires. You can't rush greatness, and we're glad Kawasaki took the time to get
the new Ninja right. Good things, as the saying goes, come to those who wait.
NOTE: Some of the photos on
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