2008 Kawasaki Ninja ZX10 Press Release

KAWASAKI'S ® 2008 NINJA ZX ™ -10 R Superbike is on the verge of COMPETITION

Factory super talents in a street artist warned

For 2008 NINJA ZX ® ™ -10 R, Kawasaki engineers aimed ideal for a super engine and chassis performance able to meet the professional riders, combined with first-class streetbike qualities to integrate the riders. It is a delicate balance, but this is not your average engineers. They were directly involved in the development of all the 600 and 1000 machines supersport since 2003, the Ninja ZX-6R, and the factory Kawasaki Superbike race efforts, so they have the know-how to deliver the goods.

The exceptional result is a machine communication, which provides two-way own rider / machine dialogue demanded by professional riders. Place the ZX-10R in the crucible of race and apply the lessons from this unforgiving environment have resulted in an ideal balance to satisfy the most demanding of riders. Superbike Japanese rider Akira Yanagawa was the man pushing the engine and frame components to the limits of their performance in the competition. The pieces that met with the approval of Yanagawa were subsequently tried on production test bike, twisted, essay on race and adjusted again. This process was repeated throughout the development cycle of any new 2008 Ninja ZX-10R.
 
At the heart of this package is capable a new engine for listening even higher performance rpm, without sacrificing the stellar mid-range performance of its predecessor. Improvements include the installation of secondary fuel injectors, the switch to gas bodies oval and reshape the provision of ports. Taking flow was further strengthened with redesigned ram air ducts and greater AirBox that fuels the new oval speed chimneys. The effectiveness of exhaust gases has been strengthened with a new system which not only flows better, but produces less noise and emissions.

To strengthen the function of the power supply, transmission of new features gear ratios for the 1st, 4th and 5th speeds with a dent on the rear sprocket. Fast down can be executed without risk of upsetting the ZX-10R refined chassis through its easily adjustable slipper clutch. These changes make it essentially a race-ready engine with similar performance at the factory Kawasaki Superbikes.

Riders professionals know that it is unnecessary to have more power if you can not get on the ground. The 2008 Ninja ZX-10R Kawasaki employs the new management system ignition (KIMS) with the vital assistance that the power delivery accuracy, thus ensuring the correct answer without gas spikes sudden engine speed and protect the engine and catalysts damage. It does this by monitoring the level FI data system (engine speed, position, vehicle speed, gear position and feedback from temperature of the intake air pressure intake air temperature engine and sensors O2), and control of all 0.02 seconds for all the sudden changes in RPM. The SCPI not interfere with the normal functioning and still allows the engine to rev freely under conditions typical.

A superb engine deserves a great chassis, and this is where the new ZX-10R really shines. To get the best treatment possible, Kawasaki used the lessons learned on track to build a list of improvements, including: changing the length of the tube and move it forward by 10 mm, relieve stress concentrations through subtle changes to the framework stamping (switching parties concave-convex parts), increasing the thickness of the wall around the swing arm pivot transferred, adding stripes on inside the pivot plate and a mounting closer, two Parts sub-frame to the main frame of the top rail.
 
With an all-adjustable 43mm inverted fork and a new swing arm that uses pressed instead cast beams, the ZX-10R-based history of suspension endows the chassis with a better feedback. Improvements include the addition of a Diamond Like Carbon (DLC) coating to fork tubes for less stiction and the strengthening of comments, the relocation of sources at the bottom of the range for the reduction of oil foam and new parameters are best suited to the circuit. Rear Suspension dual amendments are as follows (low and high-speed) on the compression damping fully-adjustable rear shock to better refine a new assembly place for the Uni-Trak ® link and a new swing arm in shape with a high-mounted support.

No party has been left intact on the ZX-10R, even the wheels are new. Produced using a squeeze casting process instead of the old method of casting gravity, new wheels are lighter, more rigid and precise, to perfectly match the new chassis. The decrease unsprung weight wheels improves the suspension or reduction of their inertia rotation provides quick steering and acceleration.

Braking functions are handled by Tokico radial-mounted brake calipers pressing new discs 310mm petal 10 mm which are most important for 2008, and have thickness reduced by 6 to 5.5mm for better dispersion of heat. The rear is a 220mm petal hard pressed by a single piston caliper.

The designers did not rest when it comes to style. Given considerable freedom with the 2008 ZX-10R, their efforts are illustrated in their own design a superb form and purpose. While shaping the framework rear, the tank and the seat to provide ergonomics and increase the rider from contact with the bike, they also refined its aerodynamic of a new front cover the strong minimalist tail cowl. The result of these efforts is a thin and compact with the presence befitting its name Ninja.

Best Motorcycle Ever? Ninja ZX10R

The Kawasaki Ninja ZX-10R Kawasaki is the evolution of  the ZX-9R sport motorcycle. It was originally published in 2004 with minor amendments in 2005, it combines ultra-tight chassis, low weight, radial brakes, and a strong engine to be a very competitive for its Japanese rivals: Suzuki GSX-R 1000, Honda CBR1000RR and Yamaha Motor Company R1. In 2004 and 2005, the ZX-10R won Best Round of Superbike World magazine and Masterbike prestigious international competition. It is known to be the most "hard edged" focused on race or to Japanese four-cylinder in-line motorcycle, with relatively quick steering and a fierce power.

A complete overhaul of the ZX-10R in 2006 saw the most comprehensive set of changes since the bike was introduced.

The 2008 model has an MSRP of U.S. $ 11,549.
Summary
 

Kawasaki engineers used a "cell" for the design extremely compact, liquid-cooled, 998 cc in-line four-cylinder engine. The axis of the crankshaft, tree and the output shaft of the "Ninja" ZX-10R engine are placed in a triangular layout to reduce the length of the engine, while the high speed generator is placed behind the cylinder bank to reduce the width of the engine. With a bore and racing 76 x 55 mm, the ZX-10R engine one-piece crankcase and cylinder assembly reduces the weight and increase rigidity. The dual cam general are machined from billet chromoly steel for strength, four valves per cylinder improve high-rpm breathing, and false, lightweight pistons offer high heat resistance to further improve the bike power - weight.

[change] Cooling system

In addition to coolant, the ZX-10R has an engine oil cooler next to the oil filter to reduce the temperature of oil. "Slosh" analysis was also used to design the internal structure of the crankcase oil, thus reducing the losses of wind and help maintain low temperature of the oil. The radiator is provided by Denso and helps reduce weight.

[change] Clutch

A multi-plate clutch wet with a torque limiter return transfers power to a six-speed, close ratio transmission ideal for closed-course competition. The back-torque limiter automatically disengage under the clutch and braking deceleration to prevent rear wheel hop during corner entry, commonly known as "support" (looks good when done properly). It also ensures complete control under heavy braking.

[change] Wheels

A new speaks six wheels design is claimed to be almost as light as the race for special wheels. The profile of the flanks of the rear tire was increased from 190/50/ZR17 to 190/55/ZR17.

[change] model 2008
This article or section contains information on a scheduled or anticipated future motorcycle.
It is likely to contain information of a speculative nature, but is generally from the press motorbikes, motorcycle media press releases, or other sources of information. The content and specifications for motorcycles May next change significantly while the motorcycle is quasi-production and more information becomes available. Next motorcycles are also subject to delays or even cancellation by the manufacturer.

The model 2006 ZX1000D6F deferred to the 2007 model year, with only minor changes colors. The most noticeable difference between 2006 and 2007, is that the heat shield on the exhaust pipes are black on ZX10R le'07,'06 and provided with money. The ZX-10R is provided for all new for model year 2008.

Introduction initial for 2008 is now available on the official website of Kawasaki, including the first images. http://www.kawasaki.com/Products/detail.aspx?id=257&content=introduction


Specifications == ==

      * Engine type: 4-stroke, 4-cylinder, liquid-cooled, DOHC, 4 valves Cylinder Head
      * Displacement: 998 cc
      * Bore & 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 43 mm Throttle bodies (4)
      * Inflammation: TCBI with Digital Advance
      * Transmission: 6-speed
      * Final Drive: X-Ring Chain
      * Rake / Trail: 24 inches degrees/4.0
      * Travel Wheel before: 4.7 in
      * Rear Wheel Travel: 4.9 inches
      * Size of the front tires: 120/70 ZR17
      * Size of the rear tires: 190/55 ZR17
      * Wheelbase: 54.7
      * Suspension front: 43 mm inverted fork cartridge adjustable
      * Preload, rebound and Stepless Amortization of compression
      * Rear Suspension: Uni-Trak with adjustable Prestressing, Stepless
      * Compression and rebound damping, Ride Arrivals
      * Type front brake: Double floating 300 mm discs with Petal
      * 4-piston calipers radial-Mont
      * Type rear brake: 220 mm Single Disc Petal
      * Fuel Tank Capacity: 4.5 gallons
      * Seat height: 32.5
      * Dry weight: 386 pounds (175 kilograms)
      * Color: Lime Green / Sonic Flat Black, Black, yellow solar Pearl
      * Warranty: 12 months
      * Good Times protection plans: 12, 24, 36 and 48 months extended warranty

Performance 0-60 mph = 2.90 0-100 mph = 5.50 0-130 mph = 8.00 0-150 mph = 11.00 0-170 mph = 15.50

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.

Part 2- The 08 ZX10R Superbike

The attention to detail and dedication to his track-born heritage is always present at the rear of the bike. A slight, very narrow two-piece cast aluminum subframe is easily removable and replaceable for the race. The small half detach easily, which facilitates the prep race when it comes time to install the race bodywork, and allows the use of a very small tail. Track day runners and people who hate holders of license plates and mirrors will be pleased to know that each of these parts is easily removed for track duty.

A new ram-air intake path of fresh air routes along each side of the head of direction, allowing a more direct traffic to the AirBox, thereby strengthening the framework around the head and leadership to meet the need for greater rigidity in this area. Combined with improved suspension components, this new bike, which offers much improved feedback, with more flexibility in the sense of transition and generally increases the rider the confidence that the bike will do what he said . Since the surface of the runway at Losail is more smooth as a baby at the bottom, there are not many imperfections upset the suspension. This allows the pilot to concentrate on how the chassis supports high-speed corners, transitions and braking zones that make up this circuit difficult. Establish links on a ZX-10R has never been easier. Combined with a more compact design sense, a very improved chassis and an engine that seems to be no wrong, you never feel the added value.

Improved features emerge from the first time that cycling is tipped in a tower. It is very easy to go fast on the ZX-10R, exactly the opposite of what it was. Tour after tour that speeds picked up, both declined. More labour by turns, no more manhandling the beast while praying to your favorite deity for traction. Point it, pull the trigger and go, it's as simple as that.

Historically, the department that the ZX-10R had covered the other bike was purely and simply in the production of electricity. He came on the disc and has not been easy to manage for the riders, not to mention the common people, yet this year, it is even more than before. Fortunately, there is power in a manner much easier to use, which makes the bike misleading fast. The previous 10R is a rip-snorting beast, this is not ZX.

If it frightens you, it should not, because the reason for his wise attitude is based exclusively in the advanced management system Kawasaki ignition (KIMS). Much of the hype surrounding the new ZX-10 position in this case is he would have submitted the first application of traction control on a motorcycle production. Imagine our surprise when the staff Kawasaki insisted that the SCPI was not traction control at all. Instead, it is the most state-of-the-art engine management system ever found on one of its motorcycles. The SCPI uses sensors to monitor position, engine speed, gear position, vehicle speed, engine temperature and O2. It then uses this data to determine which of 500 cards available engine best suited to the conditions of the bicycle is in the grip "the official explanation is that" sudden spikes in engine speed limit and ensure the correct answer gas, "but you can make your own assumptions about what it means. Optimal performance, a half-mile cards engine valve and a range of sensors to rival any this side of a MotoGP bike, you can say that the 2008 ZX-10R is with the program, literally.

It is an 8K spread of rpm invented the "Happy Zone", where it feels Kawasaki 10R is the most in his element. Whether you are between the towers or bullying on the front right at 180 mph, there is no doubt that this high-revving 998cc Four online accelerates as always, though, a Kawasaki. His Oversquare 76 mm x 55 mm bore and stroke is the same as before, so the assortment of internal changes that have altered its character. Remodelé combustion chambers and high-lift cam profiles are all part of the track focused on the theory of the new ZX-10R. The crankshaft is 1 kg (2.2 pounds) lighter, exhaust valves are smaller (24.5mm against 25.5mm) and titanium. New oval 43mm gas organs, now equipped with a dual stage fuel injection system, add at the top end boost. Secondary injectors edge contribute to increasing the power output and ensure the KIMS-controlled power delivery is crisp at any rpm.