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.

Part 3- The 08 ZX10R Superbike

Twist the throttle, opening gaping gas organs, and hang on because it's not like the ZX has been sterilized. It builds power quickly, but it's different - not that the hair ball and more predictable. As the needle sweeps past the "Happy Zone" and in the last three red figures of the water bold-face Tie - an area that we call the "danger zone", things are starting get blurred. The brake markers and barricades look smear in your peripheral vision. See, the more things change, the more they remain the same, especially as regards the opening super class. Keep the red line and by the precise development-6 speeds gearbox and before you know the ZX-10R east along humping to nearly 180 mph. Revised 1st, 4th and 5th gear ratios help to make the engine difficult problem without any gaps. Finale is now 17/41, the biggest dent in the rear than last year.

A piece of polarization 2008 Ninja ZX-10 equation is the new compact body which is more slippery in the wind tunnel, more comfortable for the rider and quite conducive to having to follow. The seat is shorter front to back, so that the rider's body has several points of contact in the past. The mid-section is close, the tail is stubby and the tank is voluntarily revamped to accommodate a full-runner Tuck. A new plate-style fuel pump allows this new tank design, which includes more contact area and carved mark rounding rider greater adhesion to full lean. This decrease Tanktop facilitates a smaller, more aerodynamic angle of the windshield so. The aim is to make it easier for a fast rider to ride comfortably. A Losail, the ZX-10R feels tiny compared to the previous ZX-10R. He also believes, as he belongs to the runway, a virtual racebike with blinkers.

Speaking of lights, indicators are probably the most fugly parts of this whole design, if you can accept the unique look offered by the centre-mounted ram-air intake flanked by a pair of projector beam headlamps . It is an ideal opportunity to build some buzz for the first MotoGP race night which was to take place at Losail later this year, but unfortunately we did not enjoy the lights.

It does not matter in the grand scheme of things well. This bike is not meant to be ridden at night, when it is damn near impossible to take advantage of the engine or the new fully adjustable 43mm fork with springs, springs that are now mounted at the bottom of the range so that they remain immersed in oil to improve damping characteristics. Heck, it is not any place on the street able to exploit the potential of improved brakes. The braking components are very similar to last year with the main change is the abandonment of a four-pad and return to a two-caliper pad by the establishment, which is supposed to reduce the risk of s' blur. The new Tokico radial-mounted four-piston calipers and larger, thinner and lighter 310mm petal-style rotors provide monstrous braking power without even a hint of disappearing at any time during our 48 hours in Qatar now Two is better than four. Hauling the ZX-10R down from the speed at the entrance to one of Losail of 16 towers has always been a pleasure, but at the same time predictable. There is an initial charge of biting, but not as a motorcycle plunged too. The feeling the lever is so precise that it is possible to go further in a tower that any ZX-10 was before.

The judgement of the ZX-10R is a pleasure, but it is not as easy as keeping the engine in its listening area while arch by a summit and the feeling that spool, AirBox and screaming ' groan gear as you take off the deck, the front wheel is light and the stock shock OHLINS doing its best to keep bars wagging. Take a train or two and before you know it's time to brake. Rip off demote or two and get an idea of the type adjustable slipper clutch. It is a safety net in a way, one that has become another way race piece oriented original equipment that we have learned to appreciate.

At the conclusion of our test, the numbers are impressive: 36 journalists were allowed 48 hours of pure pleasure on board a Japanese superbike on a Middle East on the path of Italian tires and nobody crashed. If it has something to do with SCPI or regular gas from journalists qualified, not a single ZX hit the ground. Would it have been better with traction control? Who knows? The consensus was that the 2008 Kawasaki ZX-10R, with all its improvements, an MSRP of $ 11549 and a large chip on his shoulder, has all the ingredients to be a challenger in the next racing season, not to mention all the imminence -- Smackdown important Superbike.

08 ZX10R Features and Details

Four-cylinder, DOHC engine - A top piece crankcase, cylinder casting and save more than two pounds and offer greater rigidity - Channels in the case of road oil to various parts of the engine, thereby eliminating oil and saving weight - Stacked triangular layout of the crank shaft, shaft and the output shaft engine reduces the length and lowers the center of gravity - About two pounds to cut the engine with a lighter crankshaft which keeps the same moment of inertia - pump oil refined discount for less friction - Water pump uses the same type wheel, as the ZX-14 with pump rpm optimized for less friction - Denso radiator lightweight tightly packed cores -- Internal specially designed for fins on the coolant, oil cooler aluminum high-performance heat dissipation

Culasse - reshaped the ports of entry, and exhaust combustion chambers flows to improve efficiency and high-end power - the exhaust ports are closer to midterm and a greater openness - valves d 'exhaust reduced diameter of 25.5 to 24.5mm - Cam profiles feature higher lift to provide more power in high speed and make it easier to adjust the engine for racing

Fuel Injection - New secondary improve fuel injectors high-end power output and power characteristics - oval-cut bodies gases replace the previous round units, improve the response of gas and allow more precise control of gas -- Compact flat-type fuel pump of the ZX'07 - 6R takes less fuel tank and space allows the same tank, despite the volume of additional space required for secondary injectors

Taking air - Ram led air intake was redesigned to reduce noise for admission and further improve the effectiveness of admission - New AirBox with greater improvement of accessibility and ease Maintenance - The new oval speed batteries to improve the effectiveness of flux

Ignition - New Kawasaki management system ignition (KIMS) reduces the sudden spikes in engine speed, improving the rider control power delivery - Monitors engine position, vehicle speed, gear position, temperature of the intake air, air pressure admission, engine, O2 and temperature sensors, and the rate of RPM change and adjust the lighting to help regulate the power supply - designed to not to interfere with the rider's intentions, the complex ECU program of the SCPI only acts if the change of engine exceeds the speed response planned for the given parameters

Exhaust System - New exhaust system has a pre-chamber under the engine to reduce the exhaust noise, quiet and reduce the volume - Palladium catalyst ensures the ZX-10R meeting Euro-III standards' Exhaust emission - unique orthogonal, silent titanium, and the pre - room, lowers the bike's center of gravity and improves the efficiency of exhaust

Six-speed - Low-1st, 4th and 5th gear ratios according to the new power characteristics, which give better able to feel low and high ranges rpm - Harder acceleration with a tooth a larger rear sprocket -- final reduction in the ratio of 17/41

Chassis - Optimized balance stiffness of the sole double-stringer framework reached by revising the framework urged the parties to replace concave to convex parts parts to reduce stress concentrations - The thickness of the wall around the pivotal swing arm was amended to increase the rigidity - ribbing added inside pivot of the plate where it joins the framework of the top to just slow down the framework of a more precise feedback sense - director tube moved forward and 10mm length changed - displaced pivotal swing arm in front of a light-weight rear balance change

Sub-frame - Two-bedroom, aluminium diecasting with lightweight construction - New narrow sub-frame contributes to the layout compact and slender rear of the motorcycle - mounted on the frame of the top, while the rear suspension comments are transmitted directly to the rider

Oscillating - Pressed beam oscillating offers a level of printing and obtain feedback with a swing arm - New swingarm has a high-mounted horizontal stabilizer that helps the super high-speed stability of the new chassis

Suspension - DLC (Diamond Like Carbon) tube fork on the surface fully adjustable 43mm inverted fork improves the fork action with less friction, flexibility and a better grip - Low springs mounted completely submerged in oil, the reduced supply of foam cushioning and improve performance, fork action and follow the road capacity - New location for mounting the Uni-Trak ® rear suspension link - fully adjustable shock now has two (low and high-speed ) Amortization of compression, offering performance required for racing

Brakes - New Tokico radial mount brake calipers fitted with a superb double shims initial bite, greater control and a progressive feel - New 310mm petal discs with a thickness of 5.5mm disc ensure better dispersion of heat so that the brake feel remains constant and sensitive for long periods of use - 220mm rear petal disc is in the grip of a single piston caliper

Ergonomics - Restructuring rear frame, tank and seat offers contacts with the bike and rider very specific comments regarding the performance chassis and the road surface - More erupted around its summit, the new reservoir, it is easier for the driver still inside their arms on the tank to look at cornering - the new headquarters is closer to the front and shorter, front to rear, by a thin driving position, a shorter range on the road and excellent feedback from the chassis - Special coast at the end of new gas under the influence of rubber improves grip and feel

Body aerodynamics - Launch of the front hood is shorter, but has a slight march to the front to reduce the wind blows on the shoulders of the rider and generates a laminar flow around the rider's helmet for less turbulence at speeds more high - New fender before increasing the effectiveness of direct cooling air to the radiator - Just added to the top of the fuel tank to accommodate the helmet chin so it is easier to hide behind the new platform brise - Small sides of the fairing to reduce the influence of crosswinds on the bike - Restructuring mirrors with integrated turn signals and Talbot-type reflective surfaces are easily removable to facilitate the preparation trail riding - High mounting position mirrors offers an excellent rear visibility and helps minimize damage if the motorcycle fell over - Color of the surface of the underside of the tail reduced turbulence at the rear of the bike and ensures air circulation around the laminar headquarters - Larger interior fender rearguard motorcycle own and allows mud flap to be smaller and less intrusive, the further improvement of air quality around the back of the machine - The support plate rear registration and flashing are also quickly detachable for the race - New LED tail light makes the bike more visible to drivers and provides final flowering of the design style evocative Ninja

Race-quality damper direction - the direction adjustable Öhlins shock with safety valve and twin-tube design, developed specifically for the Ninja ZX-10R is fitted as standard equipment to ensure stable damping performance, even in race conditions

Instrumentation advanced electronic - Instrument group uses UV-blocking glass, so that the LED displays are brighter and easier to read - multifunction odometer, tripmeter, tour clock and timer / stopwatch

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

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
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Kawasaki Ninja ZX10R Wallpapers

We have two new kawasaki ninja zx10r sportbike wallpapers. These motorcycles are meant to be viewed at a high resolution, so you may need to resize them in any popular graphics program. Please click the link below for the full sized wallpaper
Red Ninja ZX10R Wallpaper

2009 Kawasaki Ninja ZX10R Review

2009 Kawasaki Ninja ZX10R Review

Racing hardens this crucible board the Ninja '

Creating a Superbike engine and chassis combination that is competent enough to delight professional riders, but still has valuable qualities streetbike integrate to meet riders is a delicate balancing act to say the least. However, engineers Kawasaki sports are not your average rule to the gang. They collected a large amount of superbike racing knowledge and distilled in the last Ninja ® ZX ™-10R, creating a machine that prevails, whatever the location.

Motivating this impressive package is a daunting 998cc, four-cylinder engine that provides a solid mid-range punch followed by an eye water crescendo at high rpm. Part of the engine of success is the effectiveness of its respiratory system - the bank of four 43mm Keihin gas bodies with oval sub-gas. Controlled by Kawasaki digital fuel injection (DFI ®) and the system are two injectors per cylinder, the throttle bodies to use the AIRBOXE to maximize the efficient design to improve the flow cylinder filling and " maximum power output. On an equal footing with the impressive contribution, the same efficiency of the engine exhaust system allows expired with ease, while generating less noise and minimize emissions.

Excellent service requires a high level of transmission and the ZX-10R's is no exception. With gear optimized to match the power of the engine, transmission and engine are essentially a race team ready for implementation similar to the factory Kawasaki Superbikes. More racing heritage lies in its adjustable slipper clutch, which allows riders to circulate quickly down without jeopardizing the refined chassis.
 
The ZX-10R is also Kawasaki Ignition Management System (KIMS) to improve the precision with which the engine reacts to changing gases. The SCPI works to prevent engine and catalyst damage caused by sudden spikes in engine speed, offering good control of gas and response to the addendum. The system works by the standard of DFI system data (engine speed, position, vehicle speed, gear position and feedback from the temperature of the intake air, air pressure d admission, the engine temperature and O2 sensors), and control of all 0.02 seconds for any sudden changes in RPM. There is no obstacle to normal operation and still allows the engine to rev freely under typical conditions.

A superb engine deserves a superb chassis, and that's where the ZX-10R really shines. Apply lessons learned from the ruthless race to the environment? Ber-sport motorcycle, Kawasaki has created an exceptionally communicative machine. It provides two-way pilot machine reactions precisely the request of professional riders and the daily lives of hungry riders.

The pragmatic and fully adjustable 43mm inverted fork and rear suspension design advanced supplement the ZX-10R chassis feedback capabilities. The fork tubes have Diamond Like Carbon (DLC) coating for less FRICTION and the strengthening of comments, while locating sources in the bottom of the fork legs to reduce oil foam for more performance depreciation. The all-adjustable rear shock especially at low and high speed compression damping to increase refining capacity and connects to the aluminum swing arm through the last Uni-Trak ® link design.

Light, rigid and accurate press-cast wheels keep unsprung weight and improve suspension action. Their reduced rotational inertia reinforces the 10R quick steering and acceleration.

The ZX-10R is capable of slowing down just as quickly as possible sprint ahead. Braking functions are handled by radial mounted brake calipers TOKICO petal to press 310mm wafers, while 220mm rear petal disc is stopped by a single piston caliper.

Shrink wrapping all of this genius of Kawasaki is an elegant aerodynamic shape, stemming from an assault before the bonnet to a sharp, minimalist tail cover. The rear frame, tank and seat forms offers glove-like ergonomics and some form equipped rider / bike contact points. The result of these efforts is clean, flexible and wiry package highlighted by superb fit and finish exuding the presence worthy of its name Ninja.
 
Kawasaki faith accessories are available through Kawasaki dealers.

2009 Kawasaki Ninja ZX10R Features

2009 Kawasaki Ninja ZX10R Features

Four-Cylinder, DOHC 998cc Engine

- Very compact, narrow and lightweight design

- One-piece upper crankcase and cylinder casting saves weight and offers increased rigidity

- Oil is routed through channels milled into the cases on various parts of the engine, eliminating oil lines and saving weight

- Stacked triangular layout of crank axis, input shaft and output shaft reduces engine length and lowers the center of gravity

- Lightweight crankshaft maintains the same inertial moment as heavier design but saves about two pounds

- Low friction oil pump reduction ratio

- Water pump uses the same type impeller as the ZX-14 with pump rpm optimized for less friction

- Lightweight Denso radiator with tightly packed cores

- Specially designed internal fins on the liquid-cooled, aluminum oil cooler for highefficiency heat dissipation

Cylinder head

- Intake ports, exhaust ports and combustion chambers designed for optimum flow efficiency and top-end power

- Exhaust ports are narrower at the midpoint and larger at the opening to promote higher exhaust velocity

- 24.5mm diameter exhaust valves

- Lift profiles of the cam lobes are designed to deliver more power at high rpm and make it easier to tune the engine for racing

Fuel Injection

- Secondary fuel injectors improve top-end power output and power characteristics

- Oval cross-sectioned throttle bodies allow more precise throttle control and response

- Compact flat-type fuel pump takes up less fuel tank space

Air intake

- Ram air intake duct shaped for lower intake noise and higher intake efficiency

- Larger airbox offers accessibility and ease of maintenance

KIMS Ignition

- Kawasaki Ignition Management System (KIMS) helps curtail sudden spikes in engine speed, enhancing the rider’s control of power delivery

- Designed not to interfere with the rider’s inputs, the complex ECU program remains passive, unless the change in engine speed exceeds the predicted response for the given parameters, the KIMS will not engage

- Monitors engine speed, throttle position, vehicle speed, gear position, FI input data (feedback from intake air temperature, intake air pressure, engine temperature and O2 sensors), and rate of RPM change, then adjusts ignition timing to help regulate power delivery

- Only possible to adjust the parameters with an accessory racing (circuit-use only) kit installed

Exhaust system

- Features a pre-chamber under the engine to reduce exhaust noise, and minimize silencer volume

- Palladium catalyzer helps the ZX-10R to meet strict Euro-III exhaust emissions standards

- Single orthogonal, titanium silencer, along with the pre-chamber, lowers the bike’s center of gravity and improves exhaust efficiency

Six-Speed Transmission

- Gear ratios suit the power characteristics for ideal power delivery in the low and high-rpm ranges

- Final reduction ratio of 17/41 intensifies the acceleration

- Features an adjustable back-torque limiting clutch

Chassis

- Unique twin-spar frame features an optimized stiffness balance through a mixture of materials, shapes and thicknesses, which alleviate critical stress concentrations

- Ribbing on the interior of the pivot plate where it joins the frame’s upper cross member slightly slows down the frame feedback for a more accurate feel

- Swingarm pivot located to aid with the front-rear weight balance

- Lightweight, two-piece, aluminum die-cast sub-frame is mounted to the frame’s upper cross member, so rear suspension feedback is transmitted more directly to the rider

- Narrow sub-frame layout contributes to the compact and slim rear of the bike

Swingarm

- Pressed beam swingarm delivers a level of feel and feedback unobtainable with a cast swingarm

- Swingarm features a top-mounted brace that contributes to the superb high-speed stability of the chassis

Suspension

- DLC (Diamond Like Carbon) fork tube coating on the fully adjustable 43mm inverted fork improves fork action with less friction, smoother action and better road holding

- Bottom mounted springs completely submerged in oil for reduced frothing and improved damping performance, fork action and road-following ability

- Fully adjustable shock features dual (low- and high-speed) compression damping, providing the fine-tuning needed for racing

Race-quality steering damper

- Adjustable Öhlins steering damper with relief valve and twin-tube design, developed specifically for the Ninja ZX-10R is fitted as standard equipment to ensure stable damping performance even under racing conditions

Brakes

- Tokico radial mount brake calipers fitted with dual pads for superb initial bite, increased control and a progressive feel

- 5.5mm thick 310mm petal discs provide the heat dispersion needed to maintain brake feel and responsiveness during extended periods of heavy use

- 220mm rear petal disc is gripped by a single-piston caliper

Wheels

- Squeeze-cast wheels offer more precise dimensions with less wall thickness and weight yet are stiffer than the gravity-cast units

Ergonomics

- Rear frame, tank and seat offer high levels of contact with the bike and provide the rider very accurate feedback regarding chassis performance and road surface

- Flared fuel tank top makes it easier for riders to rest the inside of their arm on the tank when leaning into a turn

- Narrow in the front and shorter, front to back, for a slimmer riding position, the seat offers a shorter reach to the pavement and excellent feedback from the chassis

- A special rib on the end of throttle tube, under the rubber, improves grip and feel

Aerodynamic Bodywork

- Top of the front cowl has a slight step at the front to reduce wind blast on the rider’s shoulders and generate a laminar flow around the rider’s helmet for less turbulence at higher speeds

- Front fender aids cooling efficiency by directing air toward the radiator

- Recess on the top of the fuel tank accommodates the helmet’s chin, so it’s easier to tuck in behind the windscreen

- High mounting position of mirrors, with integrated turn signals, provides excellent rearward visibility and helps to minimize damage if the bike falls over

- Flush-surface of the tail’s underside reduces turbulence at the rear of the bike and ensures laminar airflow around the seat

- Larger rear inner fender keeps the bike cleaner and allows the mud flap to be smaller and less obtrusive, further improving aerodynamic qualities around the rear of the machine

- The mirrors, license plate holder and rear turn signals are easily removable for track day prep

- LED tail light makes the bike more visible to drivers and provides the final styling flourish to the evocative Ninja design

Advanced Electronic Instrumentation

- Instrument cluster uses UV-blocking glass, so the LED displays are brighter and easier to read

- Multifunction odometer, tripmeter, clock and lap timer/stopwatch

2009 Kawasaki Ninja ZX10R Stats

2009 Kawasaki Ninja ZX10 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.

Curb Weight     458.6 lbs.

Overall length   83.1 in.

Overall width    28.0 in.

Overall height   44.7 in.

Color   Ebony, Candy Burnt Orange / Flat Super Black, Special Edition Lime Green / Metallic Diablo Black

MSRP Standard $11,799 / Special Edition $11,999

Warranty          12 Months

Good Times™ Protection Plan             12, 24, 36, 48 months