2010 Kawasaki Concours 14

2010 Kawasaki Concours 14 These are some pictures and wallpaper

Kawasaki Concours 14

Building on the continent-crossing performance of its predecessor, the 2010 Concours 14 incorporates new touring features and the latest rider support technology. Delivering both awesome supersport performance and comfortable long-distance touring potential, the Kawwasaki Concours 14 stands apart from its rivals.

More Technology and Refinement for This Multiple Award Winner

Performance touring comes naturally to Kawasaki, seeing as how we already had the performance part of the equation nailed with the incredible Ninja® ZX™-14 sportbike. That bike’s amazing 1,352cc engine and unique monocoque frame lent themselves perfectly to this exciting new class of transcontinental sport touring motorcycles, and the original Kawasaki Concours™ 14 and Concours 14 ABS rose immediately to the top of the critics’ lists just two short years ago. But the people who ride these motorcycles are not known for their patience. Two years on, the next-generation Concours 14 benefits from an entire laundry list of comfort, convenience and safety items carefully engineered to surpass all expectations of what a perfect sport tourer should be.

The biggest change is immediately apparent: All-new bodywork not only gives the new Concours 14 an even more aggressive demeanor, it’s also designed to channel more heat away from the rider for increased comfort. Meanwhile, a 2.75-inch taller, electric-adjustable windscreen creates a bigger still-air pocket for the rider and passenger, and new ducts above the instrument panel relieve the low pressure area behind the windscreen for an even smoother, quieter cruise. When the weather turns cooler, the new bike’s got your hands covered, with standard grip heaters that are easily adjustable via a control right next to the new, lockable storage compartment in the left inner fairing. Connoisseurs of fine cruising will note that all the redesigned body and trim pieces fit together with a level of precision and quality normally found on motorcycles costing thousands of dollars more.

The Concours 14 ABS’s chiseled new looks are backed up by a full complement of sophisticated new safety electronics. Second-generation K-ACT (Kawasaki Advanced Coactive-braking Technology) relies upon a powerful ECU to provide your choice of two modes of highly refined, linked anti-lock braking. And while the ABS sensors were already in place on the wheels, the Kawasaki Concours 14’s engineers used them as part of Kawasaki’s first-ever traction control system: KTRC (Kawasaki Traction Control) monitors any difference between the front and rear wheel speeds to help reduce wheelspin on slick surfaces, and provide extra piece of mind for the rider. (KTRC can of course, be easily switched on and off, at the rider’s discretion.)

The heart of the matter remains the same. The Motor Kawasaki Concours 14 engine generates prodigious torque down low, followed by an impressive mid-range surge that transitions into a top-end rush most open class sportbikes would envy. A big part of its tremendously wide powerband can be attributed to its variable valve timing (VVT) system. VVT automatically alters camshaft profiles according to rpm, to boost low-end and mid-range torque without sacrificing top-end power. Advanced fuel injection, sub-throttle valves, ram-air induction and decades of experience building the world’s most potent motorcycle engines add up to an amazing powerplant, a huge force to be reckoned with in the performance sport-touring segment.

Good thing the rest of the Concours 14’s running gear is up to the challenge. Its unique monocoque frame provides massive structural integrity along with excellent handling characteristics. Embracing the engine from on top, its compact structure keeps the bike narrow where it needs to be and allows optimum packaging of the bike’s vital systems. The Tetra-Lever shaft drive, which sends all that power rearward, uses a four-link design to offset the lifting and squatting tendencies of lesser shaft drive systems when the throttle is opened and closed, which results in true sportbike handling — and Tetra-Lever is almost completely maintenance free. The Concours 14’s powertrain has earned critical acclaim around the world for its silky smooth power delivery.

To that awesomely solid foundation we add a carefully sculpted saddle, all the creature comforts you’d expect and a pair of beautifully integrated, capacious, waterproof saddlebags — and away you go. An integrated high-speed touring machine with unquestionable supersport DNA, the Concours 14 and Concours 14 ABS are more ready to get you there than ever.

Building on the continent-crossing comfort and genuine sportbike performance of its predecessor, the second-generation Concours™ 14 includes new touring features and updated technology to advance the state of the sport touring art. The Concours 14 has earned rave-reviews from expert journalists and current owners who’ve experienced the otherworldly thrust and sublime composure of its Ninja® ZX™-14 based engine and chassis.

Already a showcase for the latest Kawasaki technology, the new Concours 14 ABS model adds a number of new systems designed to improve the riding experience. KTRC, Kawasaki’s first traction control system, helps provide peace of mind when negotiating slippery surfaces. K-ACT II selectable, sport-oriented coactive ABS complements the rider’s brake inputs with supplementary force enhancements for improved braking performance on a wide variety of riding surfaces.

Both versions include a number of upgrades, bodywork refinements and detail changes which vastly improve rider comfort, and make long-distance journeys even easier than before. A larger windscreen offers extra wind protection and new heat-dissipating bodywork provides better heat management. A number of additional new features, like heated handgrips, upgraded computer functions, a relocated glove box, and tank bag hooks offer added convenience and increase the Kawasaki Concours 14’s touring performance.

2010 Kawasaki Ninja ZX-6R

These are some pictures and wallpaper 2010 Kawasaki Ninja ZX-6R














2010 Kawasaki Ninja ZX-6R Sport

Kawasaki-Ninja ZX6R

The Middleweight Sportbike That Won Just About Every Magazine Comparo!

When it comes to performance, no class is more competitive than middleweight sportbikes. To stand out in this crowd, a motorcycle needs to do everything better than well — it needs to kick serious tail in every department. Hats off to the Kawasaki Ninja® ZX™-6R then, winner of 600cc comparison tests in just about every publication and website of note on the planet. With an engine the critics agree feels bigger than 599cc, and a chassis that out handles all others, the ZX-6R returns as the bike to beat in 2010.

With a fine-tuned chassis including a class-exclusive Big Piston Fork and fully adjustable shock out back, razor-sharp handling sets the ZX-6R apart. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the ZX-6R’s mass centralization.

The Ninja Kawasaki ZX-6R’s lean physique is fundamental to its light handling, with every component on the bike carefully scrutinized for minimal weight. The intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged —to optimize intake volume — Ram Air duct, contributing to weight savings and improving rigidity. Camshafts are made of lightweight chrome-moly steel, and light, magnesium engine covers all add up to big weight savings, along with transmission, oil pump and starter gears carefully engineered for maximum strength and minimal weight.

Along with its light weight and compact design, the NinjaZX-6R engine is packed with details to give it precise throttle control and amazing performance, particularly in the mid-range. Smooth power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels to reduce buffeting and improve cylinder filling, along with advanced cylinder porting techniques. High-current secondaries in the ignition coils provide hot, consistent sparks at all rpm.

In addition to its more than healthy bottom-end torque and smooth throttle response, the engine’s mid-range performance benefits from a similar number of refinements, including 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 excellent cam-chain stabilization.

That strong mid-range provides great drive out of corners and is harmonized with the engine’s silky smooth high-rpm performance. This linear throttle torque delivery results in unparalleled controllability and offers the rider precise throttle control at all rpm. This predictability pays dividends when making mid-corner power adjustments. When combined with the reduced need to downshift provided by its healthy mid-range performance, the predictable throttle response makes it easier for riders to maintain their rhythm when stringing corners together.

In keeping with its racing heritage, the Kawasaki Ninja ZX-6R employs a cassette-type transmission that simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A slipper clutch allows quick downshifts without upsetting the rest of the chassis when reducing speed on corner entry.

Corner-entry controllability is yet another Motor ZX-6R strong suit, thanks to the use of Showa’s revolutionary BPF (Big Piston Front fork). The BPF utilizes a large-diameter internal piston, which permits 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.

Having already designed a lighter and more rigid swingarm for the Ninja ZX-10R sportbike, the Kawasaki engineers utilized many of the same design components for the ZX-6R’s swingarm. Shared swingarm parts include both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft.

The response from Kawasaki’s acclaimed triple petal disc brake package with radial calipers is as refined and powerful as ever. Radial-mounted four-piston calipers and 300mm petal rotors up front provide awesome power and excellent feel. The 220mm rear petal disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum feel. Its master cylinder reservoir mounts forward of the swingarm — freeing up 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.

To better capitalize on this lighter machine and its precise control response, the rider interface is appropriately fine-tuned to enhance feedback from bike to rider and vice versa. The relationship of the seat-to-pegs-to-bar “rider triangle” 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 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.

2010 Kawasaki Ninja ZX-6R Technology

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 (f37 mm vs f20 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.


Colours

Metallic Spark Black

Passion Red

Special Edition Lime Green / Metallic Spark Black

2010 Kawasaki Ninja ZX-6R - USA Specifications
MSRP $10,499 USD

2010 Kawasaki Ninja ZX-10R

2010 Kawasaki Ninja ZX-10R
Features and Benefits:

New for 2010:
* Aggressive new styling of the upper, side and center fairings and cockpit inner covers enhances aerodynamic efficiency and appearance
* Refinements to the shift ratchet assembly, shifting arm, return spring and collar result in reduced friction and less movement at the shift shaft pivot, for improved shifting feel and more positive gear changes
* A new, embossed metallic gray coating on the muffler complements the new bodywork
* A new, 18-position Öhlins steering damper uses additional spring and oil pistons for improved action; titanium color and a laser-etched logo enhance the bike's appearance
* Slightly longer throttle cables
inside a plastic throttle housing provide improved throttle action for even greater control

Four-Cylinder, DOHC 998cc Engine
* Very compact, narrow and lightweight design makes it possible to position the engine perfectly within the chassis for optimal weight distribution
* One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
* Oil is routed through channels milled into the cases on various parts of the engine, eliminating external oil lines and reducing weight
* Stacked, triangular layout of crank axis, input shaft and output shaft reduces engine length and aids mass centralization for quick handling
* Lightweight crankshaft maintains the same inertial moment as a heavier design but saves about two pounds compared to a conventional crank
* Low friction oil pump reduction ratio reduces parasitic power loss
* Water pump uses the same type impeller as the Kawasaki Ninja ZX-14, with pump rpm optimized for reduced friction
* A lightweight Denso radiator with tightly packed cores provides the most efficient engine cooling possible
* Specially designed internal fins on the liquid-cooled, aluminum oil cooler promote high-efficiency heat dissipation

Cylinder Head
* Intake ports, exhaust ports and matched combustion chambers are designed for optimum flow efficiency and high top-end power
* Exhaust ports that are narrower at the midpoint and larger at the opening promote high exhaust velocity and efficient scavenging
* Intake and exhaust valves are titanium for reduced reciprocating weight and higher rpm capabilities
* High-lift camshafts are designed to deliver more power at high rpm and make it easier to tune the engine for racing

Fuel Injection
* Secondary fuel injectors improve top-end power output and power characteristics at high rpm. Lower injectors are always on, upper injectors come on as needed according to degree of throttle opening and engine rpm
* Oval cross-sectioned throttle bodies allow very precise throttle control and instant response

Air Intake
* A highly efficient, center-located Ram Air intake duct is shaped for lower intake noise and higher intake efficiency
* Use of a compact, flat-type fuel pump that takes up less fuel tank space leaves room for a large, efficient airbox
* Oval-section intake funnels promote non-turbulent flow at all rpm
KIMS Ignition
* Kawasaki Ignition Management System (KIMS) helps curtail sudden spikes in engine speed, enhancing the rider's control of power delivery
* In addition to standard fuel injection system inputs (engine speed, throttle position, vehicle speed, gear position, intake air temperature, intake air pressure, engine temperature and O2 sensors), KIMS monitors the rate of rpm change every 0.02 seconds
* Designed not to interfere with the rider's intentions, the complex ECU program assumes all rider inputs are intentional. However, when a change in engine speed exceeds the predicted response for given parameters, KIMS will slow the ignition timing to reduce power
* Adjustment of KIMS parameters is possible with an accessory racing (circuit-use only) kit installed

Exhaust System
* An exhaust pre-chamber under the engine reduces exhaust noise, minimizes silencer volume and enhances mass centralization for maximum flickability
* A palladium catalyzer helps the ZX-10R meet strict Euro-III exhaust emissions standards
* A single orthogonal, titanium silencer with a new, black finish keeps the center of gravity low and improves exhaust efficiency

Six-Speed Transmission
* Modifications to the shift mechanism further enhance quick, positive gear changes
* Gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
* Final reduction ratio of 17/41 intensifies the ZX-10R's already awe-inspiring acceleration
* An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking

Chassis
* Unique twin-spar aluminum frame features an optimized stiffness balance through a mixture of materials, shapes and thicknesses for superior handling and bump absorption
* Ribbing on the interior of the pivot plate where it joins the frame's upper cross member slightly slows down the frame's feedback for highly accurate steering feel
* Swingarm pivot located to aid with the front-rear weight balance
* Lightweight, two-piece, aluminum die-cast sub-frame is mounted to the frame's upper cross member, so rear suspension feedback is transmitted more directly to the rider
* Narrow sub-frame layout contributes to the compact and slim tail section

Swingarm
* A pressed-beam swingarm delivers a level of feel and feedback unobtainable with a cast unit
* A top-mounted swingarm brace contributes to the superb high-speed stability of the chassis

Suspension
* DLC (Diamond-like Carbon) fork tube coating on the fully adjustable 43mm inverted fork sliders improves fork action by providing reduced friction, smoother action and better road holding
* Bottom-mounted springs are completely submerged in oil for reduced frothing, improved damping performance, superior fork action and road-following ability
* A four-way adjustable rear shock features dual (low- and high-speed) compression damping as well as rebound damping and spring preload adjustment - allowing the fine tuning required for racing
* Kawasaki Genuine Accessory shims are available for quick rear ride height changes at the track

Race-quality Steering Damper
* A new 18-position adjustable Öhlins steering damper is fitted as standard equipment to help ensure stable front end feedback even under racing conditions
Brakes
* Tokico radial-mount brake calipers use dual pads for superb initial bite, increased control and progressive feel
* A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
* A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
* A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback

Wheels
* Squeeze-cast wheels offer precise dimensions with less wall thickness and weight, yet are stiffer than gravity-cast units

Ergonomics
* The Kawasaki NinjaZX-10R's rear frame, tank and seat offer high levels of contact with the bike and provide the rider very accurate feedback regarding chassis performance and road surface
* A flared fuel tank top makes it easier for riders to rest the inside of their arm on the tank when leaning into a turn for increased comfort and enhanced feedback
* Narrow in the front and shorter, front to back, for a slimmer riding position, the seat offers a shorter reach to the pavement and excellent chassis feedback
* A rib on the end of throttle tube, under the grip, improves grip and feel

Aerodynamic Bodywork
* Slimmer than ever in new aerodynamic bodywork, the Kawasaki Ninja ZX-10R is designed to slice through the atmosphere cleanly at high speed with minimal turbulence
* The front fender aids cooling efficiency by directing air toward the radiator
* A recess on the top of the fuel tank accommodates the helmet's chin, so it's easier to tuck-in behind the windscreen at speed
* High mounting position of mirrors, with integrated turn signals, provides excellent rearward visibility and helps to minimize damage if the bike falls over
* The flush surface of the tail's underside reduces turbulence at the rear of the bike and ensures laminar airflow around the seat
* A large, rear inner fender keeps the bike cleaner and allows the mud flap to be smaller and less obtrusive, further improving aerodynamic qualities around the rear of the machine
* Mirrors, license plate holder and rear turn signals are easily removable for track day prep
* An LED tail light makes the bike more visible to drivers and provides the final styling flourish to the evocative Ninja design

Advanced Electronic Instrumentation
* The easy-to-read instrument cluster uses UV-blocking glass, for maximum visibility
* Multifunction odometer, tripmeter, clock and lap timer/stopwatch are all intuitively easy to use
* The ZX-10R's big tachometer "green zone" makes keeping the engine in the meatiest part of its massive powerband even easier


Open class sportbikes are all about power, and the 2010 Kawasaki Ninja® ZX™-10R continues to set the pace, on track and off. The formula is simple, but the execution is critical: The ZX-10R offers tremendous horsepower, but delivers it with refined controllability through a highly evolved aluminum frame rolling on top-shelf components developed on the track and refined for the street.

The 10R returns with a host of refinements for 2010. New more aerodynamic bodywork is designed to slice through the atmosphere cleanly at speed, and to look even better doing it. A new fairing with a stronger family resemblance to its ZX-6R sibling leads the way for the rest of the minimalist new plastic, and a new, dark gray embossed coating on the bike’s titanium muffler carries the light, slick theme rearward. Inside the cockpit, new inner covers reflect the high quality and performance of the rest of the ZX-10R package.

All that power needs to be kept in check, of course, and rider feedback has led to the fitment of a new, premium 18-position Öhlins steering damper. The new damper uses sophisticated internal circuitry, including pistons and springs, to keep the Ninja tracking straight and true under the most challenging conditions.


2010 Kawasaki Ninja ZX-10R Technology

Overview

MAXIMUM RIDER EXCITEMENT

Designed to offer a high-level base package with the stock engine and chassis performance to satisfy even professional racers, the already potent Ninja ZX-10R receives some fine-tuning and a revised styling package for 2010.

To maximize rider excitement on the circuit, the Ninja ZX-10R offers the following qualities:

High-powered Engine
Delivering 192 PS with Ram Air and a super-wide powerband, the Ninja ZX-10R’s engine has a performance potential similar to Kawasaki factory superbike race machines.

Precise Engine Control
Engine settings and advanced technology like KIMS result in a silky smooth throttle response, ensuring a superb relationship between the rider’s wrist and the rear wheel. Power delivery is seamless and linear, facilitating control, yet the Ninja ZX-10R’s exhilarating engine feel, especially at high-rpm, is sure to have riders grinning in their helmets.

Flickable Handling
Highly responsive to rider input, the Ninja ZX-10R turns almost as quickly as a 600cc class machine. Confidence-inspiring front end, mid-corner stability, as well as the performance, control and feel offered by Kawasaki’s triple petal disc brake package all contribute to cornering pleasure.

Superb Rider Feedback
The combination of an ultra-high feedback chassis and tactile ergonomics result in a highly communicative package that enables the two-way dialog between man and machine that is required to ride at the highest level. The main frame, rear frame and swingarm were designed to transmit information to the rider. Ergonomics, especially the tank and seat, maximize the rider’s contact with the bike. The handlebar/seat/pegs relationship offers a naturally aggressive riding position, ideal for riding on the track.

Other Winning Features
Adding to the Ninja ZX-10R’s potent circuit potential are features like its highly acclaimed back-torque limiter and highly visible instrument cluster. For 2010, the 10R receives a new-design Öhlins steering damper, and revisions to the transmission shift mechanism offer improved shift touch.

Sharper New Styling
New front cowl gives the Ninja ZX-10R a stronger family resemblance to its smaller sibling, the Ninja ZX-6R. Revisions to the minimalist bodywork and a new muffler design contribute to a lighter looking appearance.

Imbued with technology tried and tested on Kawasaki racers, the Ninja ZX-10R shines on the track, especially on fast, flowing circuits. Although designed to offer maximum rider excitement on the circuit, the same qualities that enable its high circuit performance make it fun for sport riding on the street.



Engine

HIGH-POWERED ENGINE Dual injection
• Secondary fuel injectors contribute to top-end power output and power characteristics in the high-rpm range. While the lower injectors operate all the time, operation of the upstream injectors is determined by the degree of throttle opening and engine rpm.

Ram Air / Airbox
• The highly efficient, centrally mounted Ram Air intake duct was designed to reduce intake noise and improve intake efficiency. A passageway through the frame routes intake air from the Ram Air duct to either side of the steering head, giving the air a straight and very efficient path to the airbox.
• Large-volume airbox was possible thanks in part to a flat-type fuel pump (also used on the Ninja ZX-6R), which allowed fuel tank capacity to be maintained despite the additional space required for the secondary injectors.
• Oval intake funnels (velocity stacks) contribute to flow efficiency.

Cylinder head
• Exhaust port shape designed for flow efficiency. This, and matching combustion chambers contribute to the high top-end power.
• Both intake and exhaust valves are titanium, reducing reciprocating weight.
• High-lift cams deliver more power at high rpm and make it easier to tune the engine for racing.

Exhaust system
• Efficient exhaust system arrangement with pre-chamber and single right-side silencer contributes to the engine’s high power output.