2006 Kawasaki ZX10R - Sportbike Forum: Sportbike Motorcycle Forums
 
LinkBack Thread Tools Display Modes
post #1 of 6 (permalink) Old 03-30-2006, 07:07 PM Thread Starter
Registered User
 
WOLVERINE II's Avatar
 
Join Date: Mar 2003
Location: Singapore
Posts: 409
2006 Kawasaki ZX10R

INTRODUCTION
KAWASAKI’S 2006 NINJA® ZX™-10R: A LESSON THAT PROVES THE BEST CAN ALWAYS BE BETTER

Engineers and designers pull out all of the stops in keeping this award winner at the top of the class.

Few would have thought Kawasaki engineers would tamper with the success enjoyed by its NINJA® ZX™-10R sportbike over the past two years. Having been named by Cycle World as the Best Superbike of both 2004 and 2005, it would have been easily accepted by the most hardcore of racetrack motorcyclists if Kawasaki had simply rested on its laurels. But, in a move intended to show the brand’s very serious and ongoing commitment to building the most potent motorcycles available, Kawasaki has taken it up another notch with the introduction of this latest version of the NINJA ZX-10R.

Designed for the rider who feels at home in racing leathers, the new liter-class Kawasaki is being brought to market with a complete engine, chassis and aerodynamic makeover, maintaining its top-of-class dominance, whether on the street or racetrack.

It features all new power characteristics, highlighted by a new fuel injection system featuring ultra-fine atomizing injectors to work with the 43mm throttle bodies and dual throttle valves. Providing a noticeable boost in mid-range power, the new ZX-10R’s power delivery is also more linear, and its off-corner acceleration capability will satisfy the most demanding of riders. Also contributing to the smoother power delivery is the addition of a heavier flywheel, and high-speed generator moved to the end of the crankshaft. Shifting gears while handling the bike’s awesome power output is simplified by improvements to the shift linkage, resulting in smooth, almost effortless transitions.

By repositioning the ZX-10R’s center of gravity, Kawasaki engineers have bettered an already superb handling motorcycle. The new frame also features revised stiffness balance, new motor mounts, more centralized mass, and a relocated swingarm pivot, coupled with a racing-spec Öhlins steering damper. All told, a track-ready handler that is destined to surprise all who put it through its paces.

Combining a short wheelbase with a long swingarm gives the ZX-10R the type of track maneuverability that speaks to its nimble, yet stable handling performance. And even more to the liking of experienced racers, the tucked-in position made so comfortable by the NINJA’s concave tank top and the relationship between pegs, handlebar, and seat, only magnifies its appropriateness for the track.

How to package all of this potency into a look that yells—virtually screams—aggressive race-readiness was a question Kawasaki’s design team approached seriously.

Aerodynamic performance quickly became the key to their search for a style befitting this new ZX-10R. Possessing an abundance of power, handling, and performance characteristics, the “look” of the motorcycle need only compliment its core consumer values. The designers focused on a no-frills approach to delivering an experience that significantly improves aerodynamics with a new fairing, seat cowl, and dual under-seat exhaust system. While the most noticeable effect of this new look is found at the high end of the speedometer, it succeeds in appearing fast, even when sitting still.

Detailing the makings of a champion…..

Superior Cornering Performance: Finding the right mix of raw power, braking, and handling delivers what Kawasaki engineers recognize is the true meat of a racer’s success: corner exit speeds that dictate ultimate straightaway speeds. Working with the company’s test riders, they combined years of racing and superstock machine development to devise ways to improve this all-important facet of the motorcycle’s performance. The 10R’s chassis was scrutinized like no other, including measurements for both kinetic and static centers of gravity. The power curve was redesigned to deliver more in the mid-range as well as more linear power across the entire rpm spectrum.

Track-tuned chassis:

- Repositioning the engine so the crankshaft is slightly higher and in tune with the frame modifications results in a higher center of gravity and improved mass centralization. In turn, the new center of gravity for the ZX-10R improves the roll response, particularly important when taking it through a series of esses or when returning it to a vertical position as the rider exits a corner.

- Raising the center of gravity necessitated changes to the engine, as well.

The cylinder bank angle has been reduced from 20? to 23? , the ACG moved from behind the cylinders to the crankshaft end, and the starter clutch moved from the left to the right side cover, while the starter is located behind the cylinders. This relocation allowed the engineers to avoid an increase in engine width, thus helping to maintain a very desirable 52? bank angle.

- The wheelbase is unchanged, despite moving the steering head forward and the change in frame geometry.

- This new frame employs new castings in the steering head area and uses rigid engine mounts—both positively affecting the frame’s stiffness balance.

- The new swingarm uses castings around the pivot area and pressings for the beams and stabilizer. Engineers raised the swingarm pivot location and that change, combined with the use of a larger rear tire (190/55ZR17) provides optimum traction coming out of corners.

- The ZX-10R has been outfitted with adjustable steering damper Öhlins.



Smooth power delivery:

- First, second, and third gear torque output is key to ultimate performance, so controlling power delivery is of significant paramount. The engineers increased the crankshaft’s flywheel mass to offer greater stability on corner entry. This increased mass and the ZX-10R’s slipper clutch aid the overall effect. Acceleration out of corners is also improved as the heavier flywheel helps resist natural wheelie inclinations in first, second, and third gears.

- Corner exit acceleration also benefits from the increased linear power characteristics of the new engine and its stronger mid-range performance.

- A new, round throttle pulley reduces throttle load and combines with revised ECU mapping to provide smoother transitional power characteristics when the rider applies gas coming out of a turn. While this feature has specific application in a racing environment, it also works when normal street riding calls for variations in throttle application.

Impressive Power-to Weight Ratio: The new ZX-10R combines the strength of its engine output, a stronger mid-range, and improved aerodynamic efficiency to deliver quicker acceleration off of turns as well as off the starting line.

More power, less weight

- The NINJA ZX-10R’s liquid-cooled, DOHC 16-valve, 998cc engine benefits from new, ultra-fine atomizing injectors, as mentioned earlier.

Improved fuel atomization boosts combustion efficiency for greater power output, more linear power delivery and a smooth, step-free torque curve.

- The new, lightweight Denso radiator has tightly packed cores for improved cooling.

- Weight is further reduced by using a new, die-cast, one-piece seat rail.

- The realignment of the engine, as mentioned earlier, provides a gain in power while reducing engine weight.

Improved Aerodynamic Performance: When a rider ventures into the upper speed ranges in a track environment, aerodynamics can easily provide the difference in competitive lap times, or more directly, in a podium finish. Kawasaki engineers and designers determined to deliver a motorcycle for the rider seeking an all-business approach to victory. The ZX-10R shines in those upper speed ranges. The new fairing, seat cowl, and dual under-seat exhaust system deliver not only significantly improved aerodynamic qualities—but riding thrills unlikely t

SPECIFICATIONS
Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
Displacement: 998 cc
Bore & Stroke 76.0 x 55.0 mm
Maximum Torque: N/A
Compression Ratio: 12.7:1
Fuel Injection: DFI with Mikuni 43mm Throttle Bodies (4)
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: X-Ring Chain
Rake/Trail: N/A
Front Wheel Travel: N/A
Rear Wheel Travel: N/A
Front Tire Size: 120/70 ZR17
Rear Tire Size: 190/55 ZR17
Wheelbase: N/A
Front Suspension: 43mm Inverted Cartridge Fork with Adjustable
Preload, Stepless Rebound and Compression Damping
Rear Suspension: Uni-Trak with Adjustable Preload, Stepless
Rebound and Compression Damping, Ride Height
Front Brake Type: Dual Floating 300mm Petal Discs with
4-Piston Radial-Mount Calipers
Rear Brake Type: Single 220mm Petal Disc
Fuel Tank Capacity: N/A
Seat Height: N/A
Dry Weight: N/A
Color: Lime Green/Flat Sonic Black, Ebony, Pearl Solar Yellow
Warranty: 12 months
Good Times Protection Plan: 24, 36 or 48 months
** Price and specifications subject to change

Features
Key Features:
- Incredible Power-to-Weight Ratio
- Race-Oriented Performance
- Track-Tuned Handling
- Aggressive New Aerodynamic Styling
998cc 4-Cylinder, DOHC Engine
- Very compact, narrow and lightweight design.
- The upper crankcase and cylinder are a one-piece casting, which is more than two pounds lighter than using a separate cylinder and offers increased rigidity. A slanted casting process rotates the piece during casting to eliminate imperfections and excess casting material.
- Channels in the case mounting surfaces route oil to various parts of the engine, eliminating oil lines and saving weight.
- Crank axis, input shaft and output shaft create a stacked triangular layout that is compact, reduces engine length and lowers the center of gravity.
- Specially-shaped breathing passageways between the chrome composite plated aluminum cylinders reduce pumping loss to help increase power.
- A high-efficiency, liquid-cooled aluminum oil cooler uses specially designed internal fins to dissipate heat and cool the oil.
4-Valve Cylinder Head(KP)
- Compact valve train reduces cylinder head height.
- Intake ports and coolant passages developed using flow analysis for efficient cylinder filling and more power, and maximum cooling efficiency.
- Camshafts are carved from forged chromoly billet, which is more than one-half pound lighter than cast cams. The cams and tappets are treated with soft nitriding to prevent galling and seizing with the aggressive, high lift profiles.
- Single valve springs with oval cross sections are light and lower to reduce overall cylinder head height.
- Forged sintered aluminum spring retainers are half the weight of steel retainers and allow higher rpm.
Piston
- Forged Pistons(KP) are lighter, stronger and more heat resistant than cast versions. Flat-top design matches the compact combustion chamber and improves combustion efficiency.
Ram Air Induction(KP)
- Central ram air duct produces a straighter path to the airbox for maximum intake efficiency and provides the mounting surface for the instrument panel, eliminating brackets and weight.
- Flow analysis used to design efficient ducts to the airbox that also prevent water from reaching the air filter.
- Compact airbox and air cleaner are highly efficient and contribute to the compact riding position.
- High speed 32-bit ECU provides precise engine management.
TCBI Ignition with Digital Advance(KP)
- High-speed processor provides precise engine management.
- Spark plug-mounted ignition coils are compact and help reduce weight.
Titanium Exhaust With Butterfly Valve
- All-titanium exhaust provides the ultimate in light weight.
- Butterfly valve, located before the exhaust splits to the mufflers, is controlled by rpm, throttle position and gear position to improve low-end response and help smooth overall power. Optimum exhaust tuning is attained at all engine speeds to prevent blowback that can occur with high speed overlapping valve timing.
6-Speed Transmission
- The splines on the transmission shafts are barrel ground so the gears slide smoothly for improved shift action.
- Close ratio transmission increases circuit performance.
- A back-torque limiting clutch(KP) automatically disengages the clutch under hard braking and deceleration to prevent rear wheel hop during corner entry. Optional springs, spring retainers and shims are available to fine-tune the clutch for specific conditions.
Aluminum Twin Spar Backbone Frame
- Combination of pressed and cast aluminum components are welded to form the twin-spar backbone-type frame. By combining cast and pressed pieces frame weight is kept to a minimum while still providing high strength and stability with responsive handling.
- Twin-spar backbone design provides 600cc class width.
Uni-Track® Rear Suspension(KP)
- Short, compact frame allows the swingarm to be longer, which makes it easier to control rear wheel powerslides.
- Rear shock is fully adjustable for preload, compression and rebound damping. Ride height can be adjusted by adding /removing optional 1mm shims at the upper shock mount.
- Equipped with top-out spring that allows the rear wheel to better follow the road surface when the rear end is light due to hard braking.
- Small piggyback shock reservoir is designed to save weight.
43mm Inverted Cartridge Front Fork(KP)
- Kayaba 43mm inverted cartridge fork provides exceptional rigidity.
- Equipped with top-out springs which allow the front wheel to better follow the road surface when the front end is light due to hard acceleration.
- Stiff settings suitable for track use.
- Fully adjustable for preload, compression and rebound damping.
Aluminum Wheels
- Six-spoke cast aluminum wheels are practically as light as race-specific wheels. The six-spoke design requires much less material between spokes so that rim thickness is thinner and lighter.
Radial Mounted Front Disc Brakes
- Radial mounted 4-piston front brake calipers. Instead of mounting the calipers with threaded tabs cast near the top of the caliper, the radial design utilizes integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation.
- A separate brake pad is used for each piston. One large pad tends to deform with the heat generated by hard track style riding, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel lap after lap.
Petal Design Brake Discs
- Improved cooling and warp resistance.
- First petal-type discs to come standard on a supersport machine.
Aerodynamic Bodywork
- The fuel tank has a unique concave top that allows the rider to tuck in further and improve aerodynamics.
- Three-piece front fender designed for aero efficiency.
- Different color panels create a sporty, aggressive image.
Advanced Electronic Instrumentation
- Multifunction odometer, tripmeter, clock and lap timer/stopwatch.
WOLVERINE II is offline  
Sponsored Links
Advertisement
 
post #2 of 6 (permalink) Old 03-30-2006, 07:13 PM Thread Starter
Registered User
 
WOLVERINE II's Avatar
 
Join Date: Mar 2003
Location: Singapore
Posts: 409
pics
Attached Images
File Type: jpg 2006-kawasaki-zx-10rb-small.jpg (21.9 KB, 51 views)
WOLVERINE II is offline  
post #3 of 6 (permalink) Old 03-30-2006, 07:15 PM Thread Starter
Registered User
 
WOLVERINE II's Avatar
 
Join Date: Mar 2003
Location: Singapore
Posts: 409
pics2
Attached Images
File Type: jpg 2006-kawasaki-zx-10re-small.jpg (19.6 KB, 52 views)
WOLVERINE II is offline  
 
post #4 of 6 (permalink) Old 03-30-2006, 07:16 PM Thread Starter
Registered User
 
WOLVERINE II's Avatar
 
Join Date: Mar 2003
Location: Singapore
Posts: 409
pics3
Attached Images
File Type: jpg 2006-kawasaki-zx-10rd-small.jpg (24.7 KB, 53 views)
WOLVERINE II is offline  
post #5 of 6 (permalink) Old 03-30-2006, 07:16 PM Thread Starter
Registered User
 
WOLVERINE II's Avatar
 
Join Date: Mar 2003
Location: Singapore
Posts: 409
pics4
Attached Images
File Type: jpg 2006-kawasaki-zx-10rc-small.jpg (23.6 KB, 43 views)
WOLVERINE II is offline  
post #6 of 6 (permalink) Old 03-30-2006, 08:06 PM
Registered User
 
Gixxer_Dave's Avatar
 
Join Date: Oct 2002
Location: Australia
Posts: 1,518
Wouldn't knock back a go, BUT that's the ugliest nose and arse I've ever seen on a sportsbike......

Must be half the weight without those horrid pipes

Is it weird in here, or is it just me?
Gixxer_Dave is offline  
Sponsored Links
Advertisement
 
Reply

Quick Reply
Message:
Options

Register Now



In order to be able to post messages on the Sportbike Forum: Sportbike Motorcycle Forums forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.

Password:


Confirm Password:
Email Address
Please enter a valid email address for yourself.

Email Address:
OR

Log-in










Thread Tools
Show Printable Version Show Printable Version
Email this Page Email this Page
Display Modes
Linear Mode Linear Mode



Posting Rules  
You may post new threads
You may post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are On
Pingbacks are On
Refbacks are On

 
For the best viewing experience please update your browser to Google Chrome