2010 Kawasaki KLX250SF

Type “big fun in a small package” into your internet search and it might take you straight to the Kawasaki KLX™250SF supermoto. Based on Kawasaki’s critically acclaimed KLX250S dual sport on/off-road bike, the SF dials up maximum on-road fun with sticky street radials mounted on 17-inch wheels, a shorter seat height, a bit less suspension travel and a big front brake. It’s “just” a 250, but its light weight of just 302 pounds means the KLX250SF packs the sort of performance you’d expect from something bigger and more expensive. Few motorcycles — of any size or price — are capable of out-cornering it.

Compared to the KLX250S dual sport, the KLX250SF has reduced wheel travel at both ends, placing the center of gravity lower for improved on-road handling and enhanced straight-line stability. This also results in a more planted feel in corners and a lower seat height. The change in setup offers a firmer ride than the 250S, thanks to a change in front fork oil level and revised damping settings for both the fork and shock.

These changes provide a reduction in pitching motions during braking and acceleration, and help the rider hold a consistent line during aggressive on-road cornering. At the same time, the suspension is still supple enough to soak up most road surface irregularities and offer a smooth ride. The KLX250SF’s fully-adjustable suspension features 16-way adjustable compression and rebound damping on both the 43mm inverted cartridge-style front fork and the UNI-TRAK® rear suspension. Wheel travel is 9.1 inches front and 8.1 inches rear, which strikes a happy medium between long-travel off-road designs and short-travel sportbikes.

The KLX250SF’s short wheelbase aids its already outstanding ability to hold tight lines, and its rigid box-section perimeter frame provides excellent transitional response, thanks to its rigid steering head. Complementing the chassis is a lightweight aluminum swingarm with a highly-rigid D-shaped cross section and KX™ racing-type chain adjusters for precise chain adjustment.

The KLX250SF employs convenient electric starting for its compact, liquid-cooled, four-stroke, single-cylinder engine. The 249cc engine is mounted in a lightweight, high-tensile steel perimeter frame to deliver a low center of gravity and superb maneuvering on tight roads. A gear-driven engine balancer keeps engine vibrations at bay for greater comfort and less fatigue on long rides.

A 34mm semi-flat slide Keihin CVK carburetor contributes to quick throttle response and precise power delivery. It also helps provide outstanding fuel economy. An evaporative emissions system allows the KLX250SF to meet strict CARB regulations, making it eligible for sale in all 50 states.
A six-speed transmission provides optimum gearing for most occasions and helps the rider keep the 249cc engine at its optimum rpm. A 39-tooth rear sprocket extends its high-speed capabilities beyond those of the KLX250S dual sport.

Negotiating urban traffic or blasting around a tight race track highlights another strength of the KLX250SF — it keeps its cool. Incorporating dual lightweight high-capacity Denso radiators and a shallow-footprint cooling fan provides an ample antidote to potential heat issues.

Seventeen-inch aluminum wheels offer great handling, improved stability and the aggressive on-road performance sought by urban commandos and canyon carvers, as well as the ability to mount a wide range of sportbike tires. Aggressive riding on pavement demands powerful, fade-resistant stopping capabilities, and the KLX250SF delivers with a massive, 300mm semi-floating petal disc up front clamped by a twin-piston caliper. The rotor is 4mm thick for increased rigidity, efficient heat dissipation, and optimum fade resistance. A single-piston caliper squeezing a 240mm rear petal disc complements the big front brake.

Aggressively styled bodywork finishes the package, with a comfortable seat and a KLX-specific handlebar that offers good leverage so riders can flick the light KLX250SF side to side, or hold a tight line with a minimum of effort.

Riders seeking supermoto handling and modern engine performance in a lightweight motorcycle designed for exciting street rides will find it at their local Kawasaki dealership. The KLX250SF offers serious capabilities in a fun, easy-to-ride package, regardless of where the adventure takes it.

Features and Benefits:

Single-cylinder 249cc DOHC Engine
- Compact engine design is lightweight and high revving, with a broad torque curve
- Good mass centralization for superior handling
- Flat-top piston and pentroof combustion chamber deliver an 11:1 compression ratio
- Lightweight piston, piston pin and connecting rod enable higher revs for maximum power
- Aluminum cylinder features electrofusion coating, which allows a tight piston-cylinder clearance for greater horsepower and offers increased engine life thanks to superior heat transfer and lubrication retention properties
- A gear-driven engine balancer provides smooth power delivery from idle to redline
- 34mm semi-flat slide Keihin CVK carburetor delivers the optimum amount of fuel at all rpm, contributing to quick response and healthy power, as well as good fuel economy

Liquid Cooling
- Dual high-capacity, vertical-flow Denso radiators provide reliable and efficient engine cooling
- Radiators feature tightly packed cores and a fin design for excellent heat dispersion
- More consistent engine temperatures allow tighter engine clearances for quieter running and sustained power, while promoting longer engine life
- Cooling fan is powered by a shallow-footprint electric motor

Four Valve Cylinder Head
- Provides maximum valve area for optimum flow to for low end torque and efficient high-rpm breathing for more power

Electric Starting
- Quick and easy push-button starting
- Kawasaki Automatic Compression Release (KACR) automatically lifts one of the exhaust valves at cranking rpm, for reduced starting effort

Cleaner Emissions
- An evaporative emissions system that meets strict CARB regulations means the KLX250SF is available in California too
- Secondary air system helps provide clean emissions

Six-speed Transmission
- Allows engine's full potential to be used
- Provides excellent acceleration as well as relaxed highway cruising
- Matched to a 14/39 final gearing to enhance its open road performance

Inverted Front Fork
- 43mm inverted cartridge fork offers excellent rigidity and consistent damping performance
- 9.1-inch wheel travel for increased straight-line stability, more-consistent handling in corners and a low seat height
- 16-way compression and rebound damping adjustment allows tuning for differences in rider weight or various terrain profiles


UNI-TRAK® Rear Suspension
- Linkage and damping settings fine-tuned for optimum street performance and reduced front-rear pitching motion compared to the KLX250S
- 8.1-inch rear-wheel travel for enhanced straight-line stability, handling in corners and a low seat height
- Progressive linkage rate provides a smooth ride and excellent bottoming resistance
- The gas-charged shock features 16-way adjustable compression and rebound damping and remote reservoir
- Lightweight, aluminum D-section swingarm is highly rigid and reduces unsprung weight
- KX™ racing-type chain adjusters allow precise adjustment to minimize drivetrain power losses

Perimeter Frame
- Lightweight, high-tensile steel for amazing rigidity

Easy Ergonomics
- Handlebar offers a relaxed position and effortless control
- Footpegs are positioned close to the bike's centerline
- Seat shape and stiff urethane makes it easier to change seating position

Aggressive Bodywork
- Headlight and front fender design contribute to the aggressive look
- Two-piece radiator shrouds
- Rear fender is a two-piece unit featuring a sharp tail light design that offers increased visibility and further contributes to the KLX's aggressive styling

Narrow Fuel Tank
- Narrow tank design gives riders maximum comfort and control without sacrificing capacity

Digital instrumentation
- All-digital instrument console gives at-a-glance information that includes a digital bar-graph tachometer, digital speedometer, clock, and dual trip meters

Petal disc brakes
- Front and rear disc brakes offer impressive stopping performance
- Twin-piston caliper grips a 300 mm petal disc up front and a single-piston caliper grips the rear 240mm petal disc

Wheels/tires
- Features 17-inch wheels like its larger supersport brothers, for excellent road handling and plenty of tire options
- Low-profile sportbike tires on wide rims contribute to its easy, neutral handling at low speeds

Engine: Four-stroke, liquid-cooled, DOHC, four-valve single
Displacement: 249cc
Bore x stroke: 72.0 x 61.2mm
Compression ratio: 11.0:1
Cooling: Liquid
Carburetion: Keihin CVK34
Ignition: Digital CDI
Transmission: Six-speed
Final drive: Chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 25.5 degrees / 2.9 in.
Front suspension / wheel travel: 43mm Inverted Cartridge Fork with 16-Way Compression and Rebound Damping Adjustment / 9.1 in.
Rear suspension / wheel travel: UNI-TRAK® with Adjustable Preload, 16-Way Compression and Rebound Damping Adjustment / 8.1 in.
Front tire: 110/70x17
Rear tire: 130/70x17
Front brake: 300mm semi-floating petal disc with two-piston hydraulic caliper
Rear brake: 240mm petal disc with single-piston hydraulic caliper
Overall length: 83.9 in.
Overall width: 31.3 in.
Overall height: 44.9 in.
Ground clearance: 8.9 in.
Seat height: 33.9 in.
Curb weight: 302.1 lbs.
Fuel capacity: 2.0 gal.
Wheelbase: 55.9 in.
Color: Oriental Blue
Warranty: 12 months

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

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2011 Kawasaki Z1000

It’s a rare thing: a new from the ground up motorcycle that feels so right and works so well right out of the crate that it has the press swooning and owners crooning. These well-sorted but rare bikes are often described as “happy motorcycles,” and it’s become crystal clear during the last year that Kawasaki’s Z1000 – completely redesigned in 2010 – is a very happy machine. It’s a realization that comes after just a mile or two in the saddle, and it’s one that confirms the fact that this motorcycle’s design team worked a special bit of magic during development.

The Z1000 thrills before you even jump aboard, with some of motorcycling’s most rakishly stunning lines and body shapes. The aesthetic showcase begins with a low-mount front cowl that slopes back radically, highlighting the Z’s prow and, behind it, an adjustable instrument cluster featuring a multifunction LCD display covered by a trick-looking orange lens. The headlight represents Kawasaki’s first-ever use of a line-beam unit, the guts of which are integrated nicely into that angled cowl. Moving rearward, you come to a shapely fuel tank that’s flared on the sides to let you grab it with your knees and that’s trim at the back for a snug fit. The seat is low and narrow at the front to make ground contact easy, and flows beautifully rearward to end in a futuristically retro LED taillight behind a red lens. It’s a thoroughly athletic shape, one sure to garner attention wherever it’s ridden.

Totally redesigned just last year, the Z features a wide range of new-think moto technology, including an aluminum frame similar to the ZX™-10R’s that curves over the engine, cradling it from above. The design allows a narrow mid-section, which fosters a high degree of rider comfort and feedback in addition to keeping weight low and chassis rigidity high. The engine bolts solidly to the frame in three places, stressed-member-style, and there’s also a rubber mount at the upper rear crankcase area for added vibration damping and torsional rigidity. The main frame and swingarm pivot elements are cast as a single unit, with welds eliminated wherever possible for a more aesthetically pleasing look. And the subframe is a lightweight aluminum die-casting, which is light, smooth and beautiful.

Suspension at both ends is thoroughly modern and wickedly functional: a beefy, fully adjustable 41mm inverted fork up front and a spring preload and rebound damping adjustable horizontal back-link shock is mounted above the swingarm to shield it from exhaust heat and foster an added degree of mass centralization. Wheel control is simply superb, and the substantial feedback sent to the rider makes it easy to know exactly what’s going on at the bike’s contact patches.

The heart of every naked bike is its engine, so Kawasaki engineers paid special attention here for maximum, arm-straightening impact: Dual cams. Sixteen valves. 1,043cc. Liquid cooling. High compression. A long stroke – 56mm – for instantaneous thrust. Six speeds. And digital fuel injection. It’s all there.

The result? This inline-four packs impressive horsepower combined with the sort of flexible, mid-range-heavy power delivery that pastes a silly grin on the face of anyone lucky enough to be aboard. From nearly any rpm, rolling the Z1000’s throttle provides the kind of instant gratification most sportbikes just can’t quite muster, all with silky smooth, highly intoxicating response.

There’s more, of course. Check out the Z’s five-spoke wheels, with spokes machined near the rims for a custom look. We carried forward the quad-pipe theme from the last Z1000 (and the first Z-1), but an under-engine pre-chamber lets engineers use shorter mufflers for great looks and better mass centralization. A solid-mount handlebar and aluminum footpegs lifted from the Ninja® ZX-10R contribute to the Z1000’s quality, top-shelf feel. Brakes? Totally modern: Radially mounted calipers, Ninja-spec 300mm petal-type rotors and a radial-pump master cylinder all provide the latest in braking feel and feedback.

Key Features
- 1,043cc inline-four with DFI produces a massive amount of torque
- Lightweight aluminum frame specifically designed for the Z1000
- Fully adjustable inverted front fork with settings designed for sporty performance
- Horizontal rear monoshock features stepless rebound damping and spring preload adjustability
- Radial-mounted four-piston front brake calipers and radial-pump front brake master cylinder combine with 300mm discs to provide superior stopping power
- Digital instrument panel tilts to accommodate different viewing angles
- Aggressive styling makes a bold fashion statement

DOHC, 16-valve 1,043cc Engine
- Liquid-cooled inline-four offers substantial power at all rpm levels, providing effortless acceleration in almost any situation
- Bore and stroke dimensions of 77.0 x 56.0 mm offer the best possible balance of peak power and low- and mid-range flexibility
- 38mm downdraft throttle bodies allow intake air to travel to the engine in the shortest possible distance
- Oval sub-throttles help keep the engine slim – a good thing since the throttle bodies are positioned between the rider’s knees
- Soft rev limiter provides good overrev character; power doesn’t drop off suddenly at high rpm
- The crankshaft is positioned low in the crankcase assembly to allow a longer stroke without adding engine height
- A secondary balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration

Cool Air System
- The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
- Positioning the ducts close to the rider allows the intake sound to be heard – and enjoyed – by the rider
- A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm

Exhaust System
- The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
- Main and pre-catalyzers provide cleaner emissions
- Thanks to the under-engine pre-chamber, silencer volume is reduced, and silencer weight is low. Exhaust system offers excellent mass centralization and contributes to a low center of gravity

Fuel Tank
- Slim-type fuel pump features an integral fuel gauge
- Fuel tank design and slim-type fuel pump minimizes unused volume inside the tank; fuel capacity is 4.0 gallons

Aluminum Backbone Frame
- Aluminum backbone frame designed specifically for the Z1000 (and similar in concept to the Ninja® ZX™-10R’s) helps make the bike narrow and easy to grip with the knees for maximum rider comfort and feedback
- Lightweight and highly rigid, the frame uses the engine as a stressed member for a firm, planted feeling and enhanced stability
- Frame is tuned to transmit the ideal level of engine feedback directly to the rider
- The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
- As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces
- The frame uses four engine mounts; three mounts are rigid, while the upper rear crankcase mount is rubber
- The rear sub-frame is a three-piece aluminum die-casting construction, which is light, strong and optimizes mass centralization
- The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground

Horizontal Rear Monoshock
- Rear suspension design positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
- Visible from the outside, the horizontal monoshock contributes to the Z1000’s aggressive appearance
- Linkage characteristics are the same as those of a standard Uni-Trak® rear suspension: Wheel movement versus shock stroke is the same ratio
- The shock features stepless rebound damping and spring preload adjustability

Fully Adjustable Fork
- The Z1000’s 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload – and is protected from harm by a cool-looking shroud
- Settings are designed for both sporty performance and excellent comfort

Handlebar, Grips and Footpegs
- The tubular handlebar is rigid mounted, contributing to sharp, direct handling
- A wide, flat bend handlebar offers a design similar to those on off-road bikes for excellent control
- Tapered-type grips, like those used on supersport models, offer a more direct feel
- Ninja ZX-10R-style footpegs with knurled surfaces offer good grip, direct feel and control, and no-nonsense looks
- The passenger footpeg brackets incorporate convenient luggage hooks

Brakes
- The Z1000’s 300mm front petal-style brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30 mm)
- A radial-pump front brake master cylinder contributes to the superb control and feel offered by these high-end calipers
- The rear brake is a single piston, pin-slide caliper gripping a 250mm petal-style disc. The caliper is mounted below the swingarm, and located by a torque rod

Instrumentation
- A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 1,043cc
Bore x stroke: 77.0 x 56.0mm
Compression ratio: 11.8:1
Fuel injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: X-ring chain
Rake / trail: 24.5 degrees / 4.1 in.
Frame type: Aluminum Backbone
Front tire: 120/70 ZR17
Rear tire: 190/50 ZR17
Wheelbase: 56.7 in.
Front suspension / wheel travel: 41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Horizontal monoshock with stepless rebound damping, adjustable spring preload / 5.4 in.
Front brakes: Dual 300mm petal-type rotors with radial-mount four-piston calipers
Rear brake: Single 250mm petal-type rotor with single-piston caliper
Overall length: 82.5 in.
Overall width: 31.7 in.
Overall height: 42.7 in.
Seat height: 32.1 in.
Curb weight: 481 lbs.
Fuel capacity: 4.0 gal.
Color choices: Candy Lime Green / Ebony, Ebony
Warranty: 12 Months

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2011 Kawasaki Versys

When the Versys® arrived on the scene just a few years ago, it astonished the motorcycling press and public. Journalists and riders alike began to heap praise on the versatile “do-everything” bike: it was named “Motorcycle of the Year” by Motorcyclist magazine and was included on numerous top 10 lists in enthusiast publications. And with numerous updates in 2010, the bike that is equal parts useful, affordable and fun is still going strong for 2011.

Its 649cc parallel-twin engine with digital fuel injection has a powerband that wins over skeptics who doubt that a middleweight can produce this much power. Naturally, such a versatile machine comes with an adjustable windscreen, while its aggressive styling shows off the bike’s dynamic flexibility and strength.

To add to rider comfort while in the saddle, rubber bushings on the rear engine mounts and hollow rubber inserts atop the footpegs help to isolate the rider’s feet from engine vibration, resulting in a smoother, more relaxed ride.

The Versys’ compact, liquid-cooled, fuel-injected, 649cc, parallel-twin engine was the perfect powerplant for this light and nimble do-anything bike right from the start: it’s lively enough for advanced riders and predictable enough to inspire confidence in rank novices. The torquey twin delivers a deep ribbon of power in the lower and middle parts of its rev range, making the Versys a great commuter and relaxed traveling companion. Its surprising genius becomes readily apparent once the roads turn twisty, because despite its comfort and civility, the fun-to-ride Versys also offers genuine sportbike handling and excellent fuel economy. With its big, 5-gallon fuel tank you can go a long way between fill-ups.

Long-travel high-tech suspension is critical to the Versys’ multi-role mission. A Showa rear shock with two-stage damping firms up progressively as the wheel moves through its stroke, providing an initially plush ride that firms to near-sportbike levels as suspension loads escalate. The bike’s short, compact engine makes it possible to use a longer than average gull-wing swingarm for reduction of throttle-induced suspension movement and excellent handling. A dual-sport-inspired, adjustable 41mm tapered-tube inverted fork soaks up bumps big and small, and like the rear end, firms up nicely as the pace increases.

Absolutely key to the Versys’ success is a comfortable, carefully designed cockpit that provides a mostly upright, natural seating position and features a stepped seat constructed to provide optimum comfort for both rider and passenger. The comfort theme is further enhanced by the adjustable windscreen, which offers three different positions. An easy-to-read and informative instrument panel allows riders to quickly scan the gauges and keep their eyes on the road. Possibly the most versatile motorcycle out there, the Versys excels at almost any task it’s given, from gridlock traffic jams, to canyon carving, to long-distance touring.

Engine

COMPACT PARALLEL-TWIN ENGINE TUNED FOR LOW-MID RANGE TORQUE

When tuning the 649 cc Parallel Twin engine, our engineers’ first priority was to find a throttle response that balanced a powerful feeling and a quick-revving character. To optimize performance for everyday riding, care was taken to maximize low-mid range torque. When opening the throttle, riders will notice that the engineers succeeded in creating an extremely smooth and powerful engine character that offers both a high level of control when making minute throttle adjustments and a gratifying rush of acceleration in the lower rpm ranges.

Intake and exhaust cams with short operating angles move the torque curve toward the lower end of the rpm range.

To achieve smooth power and torque curves, the exhaust system makes use of a balance tube.

Fuel injection settings for the Versys were selected primarily to deliver a strong powerful feeling when the throttle is opened.

Performance and feel were optimized for the mid-range (3,000-6,000 rpm). However, in the low-rpm range (below 3,000 rpm), power delivery is very smooth, and even above 6,000 rpm, power and torque curves continue on without dropping off suddenly.

The above settings result in a performance that favours the speeds most used in everyday riding. Corner pick-up is excellent: the powerful mid-range delivers a satisfying surge of acceleration and the flat, step-free torque curve and smooth engine response let riders open the throttle with confidence – at any rpm.

Triangular layout of the crankshaft and transmission shafts make the engine very short front-to-back.

Transmission input shaft, output shaft and change drum are contained in a “cassette”-style package that both allows a compact layout and facilitates transmission maintenance chores.

Semi-dry sump design reduces engine height.

Plated, liner-less cylinder is lightweight, and the narrow cylinder pitch reduces engine width.
Auto-fast idle system simplifies starting and ensures the catalyser reaches optimum temperature quickly.

Simplified cooling system routes coolant through the engine cases to the cylinder and head to reduce external plumbing.

180° crankshaft drives a balancer shaft for silky smooth engine operation.
Oil jets located in the rod big-ends direct oil to the undersides of the pistons for added cooling.

With the large radiator and under-engine muffler, the Versys offers superior comfort from a heat dissipation perspective.

Chassis

SLIM, UPRIGHT RIDING POSITION

When engineers considered the kind of riding they wanted to offer, and the speed range most often used in everyday riding, a naturally relaxed posture and the high controllability of a slim, upright position with wide handlebars was deemed ideal. Because it would have a great impact on rider control and enjoyment, a substantial amount of development time and effort was devoted to fine-tuning the riding position.

The combination of a compact Parallel Twin engine and a narrow, lightweight trellis frame enabled by the offset laydown rear suspension is the key to the Versys’ slim riding position.

A short-style tank positions the rider closer to the front wheel for increased controllability and offers a greater choice of forward-rear sitting positions.

The seat’s slim design and the knee grip characteristics of the tank afford good freedom of movement, allowing the riders to change sitting position should they so choose. Thicker urethane increases comfort and contributes to a seat height that places the rider in a position of fun controllability. The stepped shape of the two-piece seat also provides support for the rider when accelerating.

Complementing the wide handlebar, the footpegs are positioned low and slightly forward of the seat.

Together, all these points result in a very natural, relaxed position designed to offer the rider a high level of machine control. The upright riding position accommodates a variety of riding styles (lean-in, no-lean, lean-out), broadening the spectrum of riding enjoyment and also offers a high level of comfort, a great benefit for touring. This combination of comfort and control is one of the things that makes the Versys so much fun to ride.

When combined with the long-stroke suspension, the upright riding position and higher seat height offer a commanding view of the road ahead – especially beneficial when navigating city traffic or winding roads in the hills.

SLEEK, FLICKABLE CHASSIS

The key to the Versys’ sleek chassis is its compact Parallel Twin engine, which allows the use of a slim, lightweight frame. Together with the forward-located seat position and the under-engine muffler, this engine-frame combination delivers a highly centralized mass distribution, which contributes to the highly agile package. High priority was given to achieving chassis settings that deliver a high level of feedback, better enabling the rider to recognize the bike’s limits.

The base frame construction and stiffness balance were set to offer a high level of feedback to the rider.

The highly compact engine and under-engine muffler contribute to mass centralization. The front cowl (including instrument panel and headlight unit) is mounted directly to the frame, minimizing its effect on handling.

The bike’s tall seat height and long-stroke suspension result in a higher CG. The resulting increase in agility makes the Versys even more fun to control.

Chassis dimensions provide a balance of flickability and high-speed stability. (Although the Versys’ performance is optimized for everyday speed range, it is quite happy to oblige riders who wish to travel at higher speeds.) With a wheelbase of 1,415 mm, the Versys can still be considered a “short wheelbase” model, and accordingly it delivers a high level of agility.

Triple petal disc brakes offer superb stopping power and feel at the lever. 5 mm thick front discs contribute to enhanced controllability.

WIND PROTECTION

An adjustable windscreen helps reduce wind noise and helmet buffeting, creating a serene space behind which to enjoy high-speed riding.

The adjustable windscreen has three different settings (raised, standard, tilted forward), allowing riders to tailor its position to suit their preferences. (Adjusting the bolt-mounted windscreen requires a 4 mm hexagonal wrench.)

An optional tall screen accessory will be made available soon.

TOURING POTENTIAL

For riders who prefer longer excursions, a comfortable seat, relaxed riding position, large-volume fuel tank, protection from the adjustable windscreen, and enhanced touring potential make the Versys a very capable touring partner. A number of optional accessories further increase the Versys’ touring potential.

Along with the comfortable seat, the relaxed position enables riders to spend long hours in the saddle.

A 19-litre fuel tank combined with excellent fuel economy offers an ample touring range.

A number of new accessories further contribute to touring comfort: hand protectors, heated grips with 5 levels of adjustment, and a 12 V outlet. As with the previous model, taller windscreen, vario windscreen and frame sliders are also available.

In addition to the optional top-case, specially designed large-volume GIVI panniers are available as accessories. Each pannier can hold a full-face helmet and is rated for 5 kg (like the top case).

Passenger footpeg stays and the reinforced sub-frame were designed to accommodate the optional panniers and top case. The sub-frame’s additional strength contributes to increased stability when carrying luggage or a passenger .

Thanks to the under-engine muffler, the bike’s profile can stay relatively slim even with the panniers attached.

Hooks added to the underside of the tail cowl provide additional tie-down points for securing luggage.

Fine-tuned passenger seat/pegs/grab bar relationship offers enhanced passenger comfort.
Rubber added to the passenger footpegs also contributes to the enhanced passenger comfort.

Passenger position was also designed to offer a natural seating position. Revised tandem grab bars are flatter, easier to hold and positioned further out for greater freedom of movement.

Fine-tuned passenger seat/pegs/grab bar relationship offers enhanced passenger comfort.
Rubber added to the passenger footpegs also contributes to the enhanced passenger comfort.

The comfort afforded by the slim layout (possibly thanks to the under-engine muffler) also extends to the passenger. A further benefit is that heat is kept away from the passenger.

Layout is such that a passenger can also be comfortably accommodated when the optional footpegs are attached.

SHARPER NEW STYLING

Versys receives a sharper new styling package that better reflects its sporty nature. The updates include a more refined finish that gives the bike a higher-quality feel.

The new stacked dual headlamp design gives the Versys a slimmer appearance and speaks to its nimble handling. Using a single position lamp further contributes to the slim appearance.

Sculpted bodywork of the new front cowling and side fairing adds to the Versys’ dynamic image. Like an athlete, the image is one of flexibility and strength.

Revised radiator shrouds and swingarm pivot covers enhance appearance and contribute to the high-quality finish.

Slimmer front turn signals compliment the sharp new image. Positioned higher and further forward they help make the bike more visible.

Diamond-shaped mirrors contribute to the sharper styling. Positioned higher and further outward, they also offer improved rearward visibility. Revised mirror housings ensure a blur-proof view of the rear.

New front fender design looks sporty.

Revised engine covers contribute to the bike’s new styling.

New muffler end cap contribute to the sharper image.

New LED taillight (shared with the new Z1000), featuring a transparent red lens, helps give the tail a clean, tidy look.

Trimmed of unnecessary material, the new rear flap makes the tail look shorter, contributing to the bike’s light look.

Rubber mounts instead of rigid mounts used for the upper-rear engine mounts reduce vibration transmitted to the rider.

Revised footpegs with new hollow rubber covers help reduce unwanted vibration.

The instrument panel features white LED-backlighting for increased visibility at night. Features include a digital speedometer, analogue-style tachometer, digital fuel gauge, odometer, dual trip meter, etc.

Under-seat storage space has room for a U-lock or similar device.

The turn signals also function as hazard lights.

Suspension and Wheels

LONG-TRAVEL SUSPENSION & SPORTY 17” WHEELS
Not all streets in the real world are made of circuit-smooth pavement. Road imperfections (bumps, potholes) are far from rare, and some streets are not even paved (such as cobblestone, etc). While the Versys was not designed for off-road use, its long-travel front fork and rear shock were specially selected to cope with any street conditions it may come across, and, along with its 17” wheels, enable aggressive sport riding. Further, the long-travel suspension provides an added dimension of controllability: the ability to consciously control the bike’s front-rear weight transfer gives riders an additional riding element to explore.

The long stroke of the inverted front fork and offset laydown rear shock allow experienced riders to actively control the bike’s front-rear weight balance. Purposely increasing braking force to compress the front suspension before a corner reduces the caster, resulting in quicker steering. Alternatively, the rider can opt to brake less aggressively, maintaining the bike’s attitude for a smooth, stable turn in. The Versys puts this choice in the hands of the rider, so the same corner can be enjoyed in a number of different ways.

Both the front fork and rear shock combine long travel with stiff springs. Standard off-road-style long-travel suspension allows a bike to fly over bumps and ruts with ease, but this type of suspension was deemed to be too mushy for the kind of riding we wanted to offer. Likewise with sport bike suspension, road holding is superb, but performance is best on (relatively) smooth roads. Combining both long travel and stiff springs yields the benefits of both off-road-style and sport-bike suspension, offering excellent road holding in a wide range of street riding conditions and superb feedback, enabling aggressive sport riding.

In addition to being tapered, the outer tubes of the 41 mm inverted front fork are relatively short (even at full compression, a large portion of the inner tubes remain visible) to provide the ideal stiffness balance to compliment chassis settings.

In order to accommodate the longer stroke of the rear suspension, an aluminium gull-type swingarm was chosen. The use of aluminium helps reduce unsprung weight .

In addition to being lighter, using a simple non-link type rear shock offers more direct feedback from the rear wheel, contributing to greater rider “feel.” The excellent feedback clearly communicates the bike’s limits, increasing rider confidence.

The ability of the rear suspension to soak up bumps and ruts was the key to being able to ride over cobblestone streets and handle road imperfections like rocks and potholes, etc. Consequently, a great deal of development time was devoted to the tuning of the Showa rear shock unit. The high-grade unit makes use of a free piston and 2-stage damping valves to ensure smooth action at the initial part of the compression stroke and firmer damping near full compression, giving a more planted feel.

This careful attention to the tuning of the rear suspension ensures the Versys can be ridden aggressively and with confidence through city streets, be they paved, brick or cobblestone.

Both the front and rear suspension have adjustable rebound damping and preload, offering riders a range of adjustability to experiment with should they so choose.

17” wheels, front and rear, contribute to the bike’s quick steering. The 120 mm front tire offers an excellent balance of quick steering and front wheel traction. Tire sizes are as follows:
Front: 120/60ZR17M/C 58W
Rear: 160/60ZR17M/C 69W

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder parallel twin
Displacement: 649cc
Bore x stroke: 83.0 x 60.0mm
Compression ratio: 10.6:1
Cooling: Liquid
Fuel system: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: TCBI with electronic advance
Transmission: Six-speed
Final drive: O-Ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 25 degrees / 4.3 in.
Wheelbase: 55.7 in.
Front suspension / wheel travel: 41mm hydraulic telescopic fork with stepless adjustable rebound and preload / 5.9 in.
Rear suspension / wheel travel: Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in.
Front tire: 120/70x17
Rear tire: 160/60x17
Front brake: Dual 300mm petal discs with two-piston caliper
Rear brake: Single 220mm petal disc with single-piston caliper
Overall length: 83.7 in.
Overall width: 33.1 in.
Overall height: 52.4 in.
Seat height: 33.3 in.
Curb weight: 454.2 lbs.
Fuel capacity: 5.0 gal.
Colors: Metallic Imperial Red
Warranty: 12 months

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2011 Kawasaki Ninja ZX-14

It’s hard to imagine a more advanced or more capable sportbike than the completely new and totally redesigned Kawasaki Ninja® ZX™-10R. After all, it packs the very latest in sport bike technology, much of it right off the MotoGP circuit, including the most advanced traction-control system in production bike history.

But the ZX-10R has an even smarter sibling – the 2011 Ninja ZX-10R ABS.

At first glance, anti-lock braking might seem a touch out of place on a purebred sportbike. This system was designed from the start to provide maximum on-track performance. And when you consider the many safety- and control-oriented benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.

Think of it: You’re charging into a hairpin during a track day. It’s late in the afternoon, you’re tired, and your front tire is shagged from a day of hard-core knee-dragging. But instead of tucking as you squeeze the front brake lever, your front tire chirps briefly and the KIBS system intervenes until traction returns – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically that you might have been riding a non-ABS motorcycle. On the street, anti-lock’s benefits are even easier to realize.

Kawasaki calls its all-new anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the new KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one Bosch designed specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.

KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch unit to release caliper pressure, allowing the wheel to once again regain traction.

Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding and race track benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to avoid reduced brake performance (sometimes seen on less advanced systems), maintain proper lever feel and help ensure the ABS pulses are minimized.

The rest of the 2011 Ninja ZX-10R ABS is equally advanced. Not only are we talking about a complete redesign of the Big Ninja’s engine, frame, suspension, bodywork, instrumentation and wheels, but a highly advanced and customizable electronic system that allows riders of all skill levels to harness and experience the new ZX-10R ABS’s amazing blend of power and razor-edge handling. The system – called Sport-Kawasaki Traction Control, or S-KTRC – represents a whole new dimension in sport motorcycling, and the ZX-10R ABS is the only production sport bike that can take you there.

Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. Riders that can keep a rear tire from spinning excessively or sliding unpredictably are both faster and safer, a tough combination to beat on the racetrack. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.

The MotoGP-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the new ZX-10R’s Electronic Control Unit (ECU), the only additional hardware is the lightweight speed sensors located on each wheel.

Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly, but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence –exactly what one needs when piloting a machine of this caliber.

The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the newly designed instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.

The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power – and the character of delivery – available from the engine. Besides the standard full-power mode are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.

And the motorcycle so capably managed by all of this trick electronic wizardry? It was completely redesigned from 2010 to ’11.
It all starts with the ZX-10R ABS’s all-new inline-four, easily the most advanced engine to ever emerge from a Kawasaki factory. Like last year’s potent ZX-10R engine, the new powerplant is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. But that’s where the similarity stops, as the new mill boasts a handful of engineering changes designed to optimize power, power delivery, center of gravity and actual engine placement within the chassis.

A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which helped to smooth the power peaks and valleys that can make it difficult for racers and track day riders to open the throttle with confidence.

Larger intake valves (31mm vs. 30mm), wider – and polished – intake ports, and completely revised exhaust porting all allow better breathing, more controllable power delivery and less engine braking, just the thing to smooth those racetrack corner entries and exits. Higher-lift camshafts built from lighter-yet-stronger chromoly steel (instead of cast iron on the previous model) and featuring revised overlap further contribute to optimized engine braking and more controllable power delivery. Newly designed lightweight pistons feature shorter skirts and mount to lighter and stronger connecting rods, each of which spin a revised crankshaft made of a harder material and featuring stronger pins and journal fillets. Compression moves to a full 13.0:1.

There’s more, including a totally revamped crankshaft/transmission shaft layout that contributes to a higher center of mass – and improved handling via better mass centralization – by locating the crankshaft approximately 10 degrees higher relative to the output shaft. There’s even a secondary engine balancer assembly this year, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and dramatically lighter battery helps drop even more weight, as does a lighter ECU and fuel pump.

A race-style cassette transmission allows simple trackside ratio changes and offers a host of improvements for 2011. These include closer spacing for 4th, 5th and 6th gears and the fine tuning of the primary and final reduction ratios for less squat/lift during acceleration and deceleration, which allows more precise suspension tuning in back. An adjustable back-torque limiting clutch assembly is fitted, helps reduce driveline shock during downshifts and offers an even higher level of corner-entry calmness.

Cramming all that fuel and air into this amazing new engine is a ram air-assisted fuel injection system featuring larger throttle bodies (47 vs. 43mm) and sub-throttle valves, a larger capacity airbox (9 vs. 8 liters), secondary injectors that improve top-end power characteristics, and a redesigned ram-air intake that’s positioned closer to the front of the bike for more efficient airbox filling and increased power.

The final piece of the ZX-10R ABS’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the muffler assembly.

With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency even further. An all-new aluminum twin-spar frame was designed, an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight than last year’s cage. Fewer pieces mean fewer welds, which contributes to a cleaner, more aesthetically pleasing look. Like the frame, the new alloy swingarm is an all-cast assembly, with idealized rigidity matching that of the frame itself.

Chassis geometry was juggled to offer the best possible stability and handling quickness. Rake, at 25 degrees, is a half-degree steeper than on the 2010 machine, while trail has been reduced from 110 to 107mm. This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely from the new engine’s more controllable power, engine placement and the CG differences it generated, and the frame and swingarm’s newfound flex characteristics.

Highly advanced suspension at both ends helped as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF) found on last year’s comparo-dominating Ninja ZX-6R. Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smoother action, less stiction, lighter overall weight and enhanced damping performance on the compression and rebound circuits. This added compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.

There’s big suspension news in back, too. Replacing the vertical Uni-Trak® system of the 2010 ZX-10R is a Horizontal Back-link suspension design that positions the shock and linkage above the swingarm. Benefits include better mass centralization, improved road holding, compliance and stability, smoother action in the mid-stroke (even with firmer settings), better overall feedback and cooler running. The design also frees space previously taken by the linkage assembly below the swingarm, space now used for the exhaust pre-chamber, which allows a shorter muffler and, again, better mass centralization. The fully adjustable shock itself features a piggyback reservoir and dual-range (low- and high-speed) compression damping.

All-new gravity-cast three-spoke wheels are significantly lighter than the hoops fitted to the 2010 bike, and combine with the very latest in brake technology – Tokico radial-mount calipers grasping 310mm petal discs up front and a 220mm disc and lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.

Finally, Kawasaki engineers wrapped all this new technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. Shapes are more curved than edged this year, and the contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use, while the rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the tail and position lights.

Instrumentation is totally new as well; the unit highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including odometer, dual trip meters, vehicle speed, fuel consumption, Power Mode and S-KTRC level indicators, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.

The new ZX-10R ABS’s ergonomics have been fine tuned for optimum comfort and control, with a slightly lower saddle, adjustable footpegs positioned slightly lower and forward relative to last year, and clip-ons with a bit less downward angle. This is a hard-core sportbike you can actually take on a weekend ride – and be reasonably comfortable doing so. And because it’s more than 10 pounds lighter than last year’s bike, the new ZX-10R ABS will be much more manageable in whatever environment you choose to ride it in.

The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis, ergonomic and anti-lock braking control designed into the 2011 Ninja ZX-10R ABS, you begin to realize you’re looking at one very special motorcycle – one that will prove to you time and time again why it’s arguably the most advanced sportbike ever.

Engine

No company knows more about in-line fours than Kawasaki. From the early Z-1 to our factory MotoGP bikes, our knowledge about the in-line four-cylinder engine is unsurpassed. The virtues of this design are many: powerful, smooth running and very compact, if it's a Kawasaki superbike, it has to be an in-line four.

Each component of this amazing engine was thoroughly developed to deliver the perfect balance of power, torque, and ridability. Twisting the throttle on the ZX-14 gives the kind of response you would expect from a large bore machine; a seamless spread of awesome torque, right 'round the dial.

Big, 1352cc displacement features a bore and stroke of 84 x 61 mm.

Revised intake porting provides optimum flow characteristics.

Revised piston profiles contribute to reduced mechanical noise.

New cylinder head and cylinder head cover have larger secondary air ports (increased approximately 20%), making it easier to get more air into the exhaust system for cleaner emissions. The electric Air Switching Valve (ASV) can also handle more air volume.

Windage ports between cylinders reduce pumping losses for increased power output.

The monocoque frame is sealed to form the ram-air airbox contributing to the compact layout.

New urethane sheet added to the inside of the magnesium chain cover also helps reduce mechanical noise.

Already in perfect primary balance, the ZX-14 engine uses a secondary balancer to tame unwanted vibrations, resulting in an extremely smooth engine.

Three-phase generator is crankshaft mounted for reduced drive losses.

The crankshaft, input shaft, and output shaft are arranged in a tri-axis to create a very compact engine length.

Digital fuel injection features ECU controlled sub-throttles to smooth throttle response for "carb like" action. The result is much better rider control and ease of operation.

Intake breathes through four massive, 44mm throttle bores for high air flow at top engine loads.

New, fine-atomising injectors with droplet size of 75? increase lateral spray angle from 15o to 20o, dispersing atomised fuel over a wider area resulting in improved power, smoother operation and excellent fuel mileage.

Automatic Idle Speed Control system contributes to easy starting.

Twin mufflers (each with honeycomb catalyzer) provide ample volume for creating the engines massive power and meeting exhaust emission standards.

New internal muffler construction. Capacity ratio of the first and third chambers was adjusted, as were the lengths of the pipes projecting from the baffle plates

In addition to the already existing honeycomb catalysers in each muffler, a new third honeycomb catalyser was added in the collector.

Entrances to the connecting pipes (joining header pipes 1-4 & 2-3) were enlarged approximately 75% to compensate for the new collector shape (addition of the third honeycomb catalyser). This change in particular resulted in enhanced torque characteristics, especially in the low rpm range.

Slick shifting six-speed transmission feeds power to the rear wheel.

Direct-actuation shift lever is lighter than conventional linkage-type arrangements and offers a more direct feel.

Hydraulically operated clutch features a radial-mount clutch master cylinder for worry-free, silky smooth clutch operation.

Chassis

The Ninja ZX-14 runs Kawasaki's exclusive aluminum monocoque frame. Rock steady at speed, and offering responsive handling characteristics, this advanced chassis design strikes an ideal balance between sport riding, and high-speed running on the highway.

Our engineers made full use of the design freedom given to them by the engine's compact size. The engine's position forward in the frame, the wheelbase and front/rear wheel weight balance were all carefully chosen to achieve both high-speed stability and responsive handling.

Aluminum monocoque frame represents a further evolution of the frame first used on Kawasaki's KR500 racer then in production on the Ninja ZX-12R. This advanced design makes possible a very slim, compact package.

Fuel mass is located at the rear of the "tank" and extends below the seat, further contributing to the centralized mass.

Already inherently more rigid than twin-spar frames, with the engine rigid-mounted the torsional rigidity is further increased. Using the engine as a stressed member allows the frame to be made lighter.

New die-casting process for the main frame sections results in a lighter frame.

Massive head pipe casting also contributes to the high rigidity.

Bolt-on, aluminum rear sub-frame includes tall side plates contributing to the unique styling and creating a very narrower mid-section.

Monocoque frame design creates a void inside the frame that is used to house various electrics including the M-F battery.

The hollow section of the frame behind the steering head serves duty as the airbox for the ram-air system.

The combination of the monocoque frame with rigid-mounted engine and a mass located at the centerline gives the ZX-14 extreme stability at high speeds.

Chassis is narrow through the middle for superior rider control.

Engine and chassis components were all designed to maximize mass centralization.

Inverted, 43 mm cartridge fork uses a large diameter, hollow axle for light weight and precise steering feedback.

Fork includes adjustments for compression damping, rebound damping, and ride height.

Uni-trak linkage rear suspension complements the highly rigid frame, offering both great controllability at high speeds and superb road holding ability when sport riding in the hills.

Gas charged piggy back reservoir shock includes adjustments for compression damping, rebound damping, and spring preload.

Formidable front brake performance is further enhanced with a radial-pump master cylinder that offers superb feel at the lever.

Semi-floating, drilled, petal style, 310 mm front brake rotors are gripped by Nissin, radial mount, 4-piston, 4-pad calipers.

Rear brake features 250 mm, drilled, petal style rotor and 2-piston caliper for additional stopping power and improved braking feel.

Wheels feature center ribs that are slightly offset so that tire balance weights can be located at the wheel centerline.

Brakes/Wheels

View all images…
Formidable front brake performance is further enhanced with a radial-pump master cylinder that offers superb feel at the lever.

Use of four individual brake pads promotes even heat distribution across each pad virtually eliminating fade due to pad warpage at high temperatures.

Rearbrake features 250mm, drilled, petal style rotor and 2-piston callipers for additional stopping power and improved braking feel.

Newly designed wheels feature centre ribs that are slightly offset so that tire balance weights can be located at the wheel centreline.

Ergonomics

In spite of the ZX-14's awesome performance, the machine is surprisingly non-intimidating. This is due as much to the seamless power delivery, as it is to the smooth ride and its rider-friendly ergonomics. On the ZX-14, the typical weekend jaunt leaves the rider refreshed and invigorated.

Despite its long and low appearance, the ZX-14 offers a very relaxed sport riding position.

Compact without being cramped, the bars are positioned so that riders do not have to stretch to reach them.

Low-set footpegs give ample legroom.

The low seat height and narrow seat front make it easy to reach the ground when stopped at lights.

The narrow engine, monocoque frame, and waisted fuel tank make it easy to keep knees comfortably close together when riding.

A depression in the fuel tank cover facilitates tucking in behind the screen.

Aerodynamics & Styling

The ZX-14 exudes an aura of power and assurance found only in the world's most powerful machines. As befits its flagship status, the ZX-14 offers a combination of avant garde design, meticulous craftsmanship and attention to detail. Whether parked in front of a café or zooming effortlessly down the highway, this is a machine people will notice.

The ZX-14's bodywork gives it extremely long and low styling. The front cowl extends well over the front wheel and the fairing almost hides the front wheel. All the lines of the bike move from front to rear, giving the bike an impression of speed even when it standing still.

Because the monocoque frame goes over the engine and does not protrude through the fairing, a smooth, uninterrupted fairing design is possible.

The ZX-14's multifunctional aerodynamics package reduces drag, adds stability at highway speeds and keeps you out of the wind when sport riding in the hills.

Raised "Kawasaki" and model emblems contribute to the classy styling.

Long front fender with aerodynamic side wings contributes to the ultra high speed potential of the ZX-14.

Fuel tank features a flush-surface tank cap.

A small under-cowl forward of the rear wheel contributes to the bike's flowing lines. This under-cowl is removed when fitting the optional center stand.

LED tail lamp features a unique "V" design. This will be the most common view of the ZX-14 on the move.

Front and rear turn signals are integrated into the fairing and rear cowl. Clear signal lenses with orange bulbs contribute to the high quality appearance.

Standard equipment solo seat cover complements the aerodynamic styling. Removing the cover reveals the seat beneath.

Quadruple projector beam headlights adorn the ZX-14's front cowl. The outer lights contain position lamps and the high beams. Low beams are in the two center lamps.

All four beams on (when HI beam selected) creates enough light to turn night into day.

Central Ram Air duct like that of other Ninja models gives the ZX-14 a consistent Kawasaki face.

Engine: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement: 1,352cc
Bore x stroke: 84.0 x 61.0mm
Compression ratio: 12.0:1
Fuel system: DFI® with four 44mm Mikuni throttle bodies
Ignition: TCBI with Digital Advance
Transmission: Six-speed
Final drive: X-Ring chain
Rake / trail: 23 degrees / 3.7 in.
Front tire: 120/70 ZR17
Rear tire: 190/50 ZR17
Wheelbase: 57.5 in.
Front suspension / wheel travel: 43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
Rear suspension / wheel travel: Bottom-link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Front brakes: Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear brakes: Single 250mm petal disc with twin-piston caliper
Overall length: 85.4 in.
Overall width: 29.9 in.
Overall height: 46.1 in.
Ground clearance: 4.9 in.
Seat height: 31.5 in.
Curb weight: 566.7 lbs.
Fuel capacity: 5.8 gal.
Color: Candy Lime Green / Ebony, Ebony
Warranty: 12 Months

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2011 Kawasaki Ninja ZX-10R

Not only are we talking about a complete redesign of the ZX-10R’s engine, frame, suspension, bodywork, instrumentation and wheels, but a highly advanced and customizable electronic system that helps riders harness and capitalize on the new ZX-10R’s amazing blend of power and responsive handling. The system is called Sport-Kawasaki Traction Control, or S-KTRC. It represents a whole new dimension in motorcycle performance, and the ZX-10R is the only production sport bike that can take you there.

Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. Riders that can keep a rear tire from spinning excessively or sliding unpredictably are both faster and safer, a tough combination to beat on the racetrack. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.

The MotoGP-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the new ZX-10R’s Electronic Control Unit (ECU), the only additional hardware is the lightweight speed sensors located on each wheel.

Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly, but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence –exactly what one needs when piloting a machine of this caliber.

The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the newly designed instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.

The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power – and the character of delivery – available from the engine. Besides the standard Full-power mode are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.

And the motorcycle so capably managed by all of this trick electronic wizardry? It’s completely redesigned from 2010 to ’11.

It all starts with the 10R’s all-new inline-four, easily the most advanced engine to ever emerge from a Kawasaki factory. Like last year’s potent ZX-10R engine, the new powerplant is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. But that’s where the similarity stops, as the new mill boasts a handful of engineering changes designed to optimize power delivery, center of gravity and actual engine placement within the chassis.

A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Larger intake valves (31mm vs. 30mm), wider– and polished – intake ports, and completely revised exhaust porting all allow better breathing, more controllable power delivery and less engine braking, just the thing to smooth those racetrack corner entries and exits. Higher-lift camshafts built from lighter-yet-stronger chromoly steel (instead of cast iron) and featuring revised overlap further contribute to optimized engine braking and more controllable power delivery. Newly designed lightweight pistons feature shorter skirts and mount to lighter and stronger connecting rods, each of which spin a revised crankshaft made of a harder material and featuring stronger pins and journal fillets. Compression moves to a full 13.0:1.

There’s more, including a totally revamped crankshaft/transmission shaft layout that contributes to a higher center of mass – and improved handling via better mass centralization – by locating the crankshaft approximately 10 degrees higher relative to the output shaft. There’s even a secondary engine balancer assembly this year, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and dramatically lighter battery helps drop even more weight, as does a lighter ECU and fuel pump.

A race-style cassette transmission allows simple trackside ratio changes and offers a host of improvements for 2011. These include closer spacing for 4th, 5th and 6th gears and the fine-tuning of the primary and final reduction ratios for less squat/lift during acceleration and deceleration, which allows more precise suspension tuning in back. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and an even higher level of corner-entry calmness.

Cramming all that fuel and air into this amazing new engine is a ram air-assisted fuel injection system featuring larger throttle bodies (47 vs. 43mm) and sub-throttle valves, a larger-capacity airbox (9 vs. 8 liters), secondary injectors that improve top-end power characteristics, and a large, redesigned ram-air intake that’s positioned closer to the front of the bike for more efficient airbox filling and increased power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.

With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency even further. An all-new aluminum twin-spar frame was designed, an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight than last year’s cage. Fewer pieces mean fewer welds, which contributes to a cleaner, more aesthetically pleasing look. Like the frame, the new alloy swingarm is an all-cast assembly, with idealized rigidity matching that of the frame itself.
Chassis geometry was juggled to offer the best possible stability and handling quickness. Rake, at 25 degrees, is a half-degree steeper than on the 2010 machine, while trail has been reduced from 110 to 107mm. This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely by the new engine’s more controllable power, engine placement and the CG differences it generated, and the frame and swingarm’s newfound flex characteristics.

Highly advanced suspension at both ends helped as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF) found on last year’s comparo-dominating Ninja ZX-6R. Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smoother action, less stiction, lighter overall weight and enhanced damping performance on the compression and rebound circuits. This added compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
There’s big suspension news in back, too. Replacing the vertical Uni-Trak® system of the 2010 ZX-10R is a Horizontal Back-Link suspension design that positions the shock and linkage above the swingarm. Benefits include better mass centralization, improved road holding, compliance and stability, smoother action in the mid-stroke (even with firmer settings), better overall feedback and cooler running. The design also frees space previously taken by the linkage assembly below the swingarm, space now used for the exhaust pre-chamber, which allows a shorter muffler and, again, better mass centralization. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.

All-new gravity-cast three-spoke wheels are significantly lighter than the hoops fitted to the 2010 bike. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful, responsive braking plenty of rider feedback.

Finally, Kawasaki engineers wrapped all this new technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. Shapes are more curved than edged this year, and the contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies and convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.

Instrumentation is totally new as well, the unit highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.

The new ZX-10R’s ergonomics have been fine tuned for optimum comfort and control, with a slightly lower saddle, adjustable footpegs positioned slightly lower and more forward relative to last year, and clip-ons with a bit less downward angle. This is a hard-core sportbike you can actually take on an extended sport ride – and still be reasonably comfortable doing so. And because it’s 22 pounds lighter than last year’s bike, the new ZX-10R will be quicker and more nimble in any environment you choose to ride it in.

The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2011 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 998cc
Bore x stroke: 76.0 x 55.0mm
Compression ratio: 13.0:1
Fuel system: DFI® with four 47mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition: TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)
Transmission: Six-speed
Final drive: Chain
Rake / trail: 25.0 degrees / 4.33 in.
Front tire: 120/70 ZR17
Rear tire: 190/55 ZR17
Wheelbase: 56.1 in.
Front suspension / wheel travel: 43mm inverted Big Piston Fork (BPF) with DLC coating, adjustable rebound and compression damping, spring preload adjustability / 4.7 in.
Rear suspension / wheel travel: Horizontal Back-link with gas-charged shock and top-out spring, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in.
Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear brakes: Single 220mm petal disc with aluminum single-piston caliper
Overall length: 81.7 in.
Overall width: 28.2 in.
Overall height: 43.9 in.
Seat height: 32.0 in.
Curb weight: 436.6 lbs.
Fuel capacity: 4.5 gal.
Color choices: Lime Green / Ebony, Ebony / Flat Ebony
Warranty: 12 Months

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2011 Kawasaki Ninja ZX-6R

Technological tour de force. That’s the only way to describe the original Ninja® 600 sportbike of 1985. Packing a liquid-cooled 16-valve inline-four (the first ever in a middleweight streetbike), wraparound twin-spar frame, anti-dive fork and aesthetics snatched right from the Grand Prix circuit, the original ZX600-A1 was a dominant, bigger-than-life middleweight.

Apparently, some things never change.

The 2011 ZX™-6R carries that tradition of middleweight dominance to a staggering level (one that would’ve blown minds in 1985). And in today’s ultra-competitive 600 supersport market, where technology, racetrack success and streetbike acumen can change dramatically year by year, that’s saying a lot. Don’t believe us? Then ask the many top-level magazines and web sites that picked the current-spec ZX-6R as Best Middleweight. It was an absolutely dominating 600 shootout performance – and one sure to be replicated in 2011 due to the ZX-6R’s track-honed DNA and seamless all-around capability.

That DNA begins with a 16-valve, DOHC inline-four engine that’s everything a top-shelf middleweight powerplant should be: supremely powerful, smooth, and blessed with hammer-like reliability. Critics everywhere agree the ZX-6R runs and performs like a larger-displacement motorcycle, and one that packs a rolling chassis that out-handles and out-suspends all others. It’s a perfect combination for street riders, track day junkies and racers alike, a flexibility that helps explain its many 600 comparo victories.

It all starts with the ZX-6R’s jewel-like engine, a 599cc assemblage of everything Kawasaki knows about powerplant building, and the result of untold hours of testing and refinement garnered from dyno room to racetrack and back again. Squeezing big power from small displacement has been a Kawasaki forte for many years, from the 350cc A7 Avenger to the 500cc H1, and from that first Ninja 600 to this latest ZX-6R, class leading power is a Kawasaki sportbike birthright.

And there’s more than peaky top-end power, too. The engine’s dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce the sort of smooth low-end and mid-range power that make dealing with traffic, surface streets and everyday riding a much more agreeable affair. Add to that superb throttle response and liquid-smooth control feel and you have a supersport motorcycle with commuting manners that easily match its phenomenal racetrack prowess.

Much of this smooth, rheostat-like power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels directly to reduce buffeting and improve cylinder filling. Advanced cylinder head porting slams the air/fuel charge into and out of the combustion chamber post-haste, while high-current secondaries in the ignition coils provide hot, consistent spark at all rpm for maximum combustion impact. The engine’s mid-range performance also benefits from double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for the highest degree of cam-chain stabilization.

This ultra-strong midrange power not only provides arm-stretching drive out of corners. It also offers unparalleled controllability and the sort of precise throttle control that pays big dividends when making mid-corner power adjustments while stringing a set of corners together on a snaky backroad or while negotiating that tricky set of turns at your favorite racetrack.

In keeping with its racing heritage, the ZX-6R employs a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A high-tech slipper clutch – hardware usually found only on high-end racebikes – allows quick, effortless downshifts when diving into slower corners from big speed without upsetting the chassis.

Chassis control, of course, is the other half of the 600 supersport equation, and the ZX-6R once again dominates the field with its class-exclusive Big Piston Front fork, fully adjustable shock, ideal engine placement, optimum frame rigidity and the very latest in mass centralization.

The Ninja ZX-6R’s lean physique is fundamental to its superior handling, with every component carefully scrutinized for minimal weight. For instance, the intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged – to optimize intake volume – ram air duct, both of which contribute to weight savings and improved rigidity. Camshafts are made of lightweight chrome-moly steel, while magnesium engine covers also help shed pounds. Internal engine parts such as transmission, oil pump and starter gears are carefully engineered for maximum strength and minimal weight.

If less weight is great, top-shelf suspension technology to control it is even better, and the ZX-6R packs plenty. A perfect example is the ZX-6R’s revolutionary Showa-built BPF (Big Piston Front fork) front suspension, which is one large technological step beyond the cartridge-type fork used on other 600s. The magic behind the Big Piston fork is its larger-diameter internal piston, which allows a reduction in damping pressure for smoother action and better front end feedback – especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight. The result is more control and better feedback, just what you need while ripping through your favorite right-hander during a track day, or tip-toeing along that rain-slicked backroad on your way home from work.

Suspension out back is just as advanced, and includes a gas-charged shock with dual-range (high- and low-speed) stepless compression damping, 25-way adjustable rebound damping and fully adjustable spring preload mated to a bottom-link Uni-Trak® system.

Kawasaki’s acclaimed triple petal disc brake package – with radial-mount calipers up front – is as refined and powerful as ever. Highly rigid four-piston calipers and 300mm petal-type rotors provide awesome power and excellent feel at the front wheel. The 220mm rear petal-type disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum pedal feedback. Its master cylinder reservoir mounts forward of the swingarm, freeing space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows supersport racers to enter corners harder – and everyday riders to slow things down comfortably and controllably.

To better capitalize on this advanced level of light weight and precise control response, the 6R’s ergonomics have been fine tuned to enhance feedback from bike to rider and vice versa. The seat-peg-bar relationship places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback – similar to the new ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement.

A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with superb wind protection for the rider and minimal crosswind buffeting. An inner rear fender mounted above the swingarm also reduces turbulence and helps keep the back of the motorcycle aerodynamically clean. The ZX-6R’s instrument panel provides plenty of at-a-glance information, while a race-spec adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package.

It’s all here: power, handling, light weight, advanced technology and typical Kawasaki reliability – exactly what you need to tame the racetrack, the mean streets – or both.

Engine

Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.

Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.

Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.

Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.

New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.

Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.

Increased mid-range performance
New double bore intake funnels ("velocity stacks") feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.

Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.

Pistons with new profiles and improved crown finishing contribute to the gain in performance.

Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.

Piston rings with less tension reduce mechanical loss.

Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.

Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.

Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.

Chassis

One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better "fit" and to enhance the high level feedback that communicates to the rider what the bike is doing.

Revised chassis balance and mass centralisation
While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.

The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine's C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.

New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.

Ergonomics and chassis feedback

Kawasaki's Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike's naturally intuitive riding position.

Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.

Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.

Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved "fit" also contributes to the excellent feedback the rider gets from the chassis.

Steeper caster angle (25o >> 24o) enhances communication from the front tire.

Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.

Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.

Lower seat height

The narrow width of the new rear sub-frame helps make it easier to reach the ground.

The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.

Seat height is approximately 5 mm lower than that of the ZX600P.

Race-quality steering damper

An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.

Lighter Weight

In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.

Additional Features

New cowling offers the rider better wind protection and was designed to better withstand side winds.

Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.

New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.

An inner fender added above the swingarm helps keep the undertail clean.

Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.

A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.

Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.

Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines.

Similar in design to that of the ZX1000E, the new instrument panel gives at-a-glance information to the rider.

Suspension

The new BPF is one of the great contributing factors to the new Ninja ZX-6R's great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (?37 mm vs ?20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.

Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.

Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.

Brakes

Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.

Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.

A 220 mm petal disc slows the rear.

Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.

Corner-Entry Controllability
The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa's BPF (Big Piston Front fork), Kawasaki's acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.

Weight Savings

Camshafts are now made of SCM for a weight savings of approximately 400 g.

Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.

For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).

Revised top injector mounting plate saves approximately 80 g.

While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.

Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.

Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.

Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.

Revised and relocated heat pads contribute approximately 170 g to weight savings.

Lightweight chassis

The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.

Resonator box and stays for the instrument panel and mirrors are unitised with the Ram Air duct, contributing to weight savings and increased rigidity.

Frame brackets revised to reduce overall number of parts, which also contributes weight savings.

New throttle case material contribute a weight savings of approximately 30 g.

While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: X-ring chain
Rake / trail: 24 degrees / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston fork with top-out springs, stepless compression and rebound damping, fully adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high-/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully adjustable spring preload / 5.3 in.
Front brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear brake: Single 220mm petal rotor with single-piston caliper
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 lbs.
Color choices: Lime Green / Ebony, Ebony / Flat Black,
Candy Plasma Blue / Ebony
Warranty: 12 Months

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