Friday, May 31, 2013
Yamaha XJ6 Collection
Yamaha XJ6 black color
Yamaha XJ6 red color
Yamaha XJ6 blue color
Yamaha XJ6 wallpaper
Thursday, May 30, 2013
2013 Kawasaki ZRX1200 DAEG with 2 New Color
Starting December 1, 2012 Kawasaki to sell New Kawasaki ZRX1200 DAEG 2013 for the Japanese market. Isnt touch in the sector chassis, engine and exterior. Kawasaki only offering 2 new colors; Metallic Spark Black and Candy Imperial Blue. Kawasaki ZRX1200 DAEG 2013 using 1.164 cc engine, 4-cylinder, 4-valve, DOHC, with power 110 hp at 8.000 rpm and 107 Nm of torque at 6.000 rpm. In Japan Kawasaki ZRX1200 DAEG 2013 sold at a price ¥ 1.140.000.
Wednesday, May 29, 2013
Honda Beat Scooter Low Rider Modifications
Although the body was wrapped in clothes BEAT bath robes, Denny was able to pour his creativity in order to be considered. One of them, the design of the model exhaust pipes that ran two trunk like an elephant. “Connecting the concept of low-rider chopper, this model’s exhaust so characteristic chopper, ’said Denny.There’s more. He slipped pretty sophisticated technology, such as the engine indicator light “on / off” on the panel indicators concurrently sein handlebars. Then, the lights can stop blinking (when the rain), similar to the performance of F1 racing cars when it rains.
“All of operation simply by pressing a single button that innate Beat. I also make the seat release button automatically with the use of hydraulic mechanisms. This new idea I’m trying to offer,” Retro Motor boss proud of this.
Another breakthrough, replaced the front shockbreaker (sokbreker=bahasa-red) rigid model. Damping using the swing arm system, so sokbreker in the middle of a functioning body. “If there is motion due to the uneven road, the handlebars will fall slightly, while the body near the little foo
Tuesday, May 28, 2013
Ducati Multistrada 1200S Sport Specs News and Review
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| 2011 Ducati Multistrada 1200S Sport |
2011 Ducati Multistrada 1200S Sport ... The Ride-by-Wire (RbW) system is an electronic interface between the twistgrip and the engine which decides the ideal power response depending on the riding mode selected and according to the rider’s throttle input. The twistgrip no longer has a throttle cable connected directly to the throttle body butterflies, but instead delivers a signal to a control unit, which in turn operates the butterfly opening. The RbW system uses three different mappings to regulate the power delivery. The three maps offer 150hp with a sports-type delivery, 150hp with a progressive delivery suitable for touring and 100hp with progressive delivery for city or off-road use.
Ducati Traction ControlThe racing-derived Ducati Traction Control (DTC) is a highly intelligent system which acts as a filter between the rider’s right hand and the rear tyre. Within milliseconds, DTC is able to detect and then control rear wheel-spin, considerably increasing the bike’s active safety and performance. The system offers eight ‘levels of sensitivity’, each programmed with a level of rear wheel-spin tolerance in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction while level eight uses the most amount of interaction. DTC is an integral part of the pre-programmed riding modes on the Multistrada 1200.
The system uses front and rear wheel sensors to compare speed differential and sense when rear traction is being broken (wheel-spin). DTC then decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources. The first soft stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engines torque.
If the DTC software detects that the first soft stage of system interaction is inadequate to control the wheel-spin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut. Red lights around the circular riding mode section of the instrumentation illuminate to indicate the interaction of the DTC system. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system.
The real innovative thinking behind the DTC system is how the various range of sensitivity levels decide precisely how to react to excessive wheel-spin by understanding the bikes exact dynamic situation. From slow mid-corner acceleration with considerable vehicle inclination to high speed corner exits while almost upright, this system intelligence is achieved by processing a mass of data in a matter of milliseconds.
DTC levels are factory pre-set in each of the four riding modes, but can be individually customised and saved to suit the rider by accessing the set-up menu within each riding mode. A ‘Default’ option is available to easily return all settings to factory pre-sets.
Ducati Electronic Suspension by Öhlins
The ‘S’ version of the Multistrada 1200 is equipped with the latest generation 48mm Öhlins forks featuring the innovative Ducati Electronic Suspension (DES). The new fork technology enables rebound and compression damping adjustments electronically controlled via the instrument panel. The top of the range Öhlins TTX rear monoshock is also adjusted electronically in both spring pre-load and rebound and compression damping.
The electronic suspension adjustment can be made easily by using the pre-set riding modes, which have been developed by Ducati test riders, or independent mode, which allows riders to use their own personal settings. Adjustments made electronically send a signal that initiates electronic actuators mounted on the suspension units.
In addition to the riding modes of Sport, Touring, Urban and Enduro, there is also an option to quickly change the suspension setting to suit ‘rider only’, ‘rider with luggage’, ‘rider and passenger’ or ‘rider and passenger with luggage’.
Hands-free ignition
The Multistrada 1200 ignition is not actuated with a normal key. Instead, an electronic key in the rider’s pocket communicates with the Multistrada when within a distance of approximately 2 metres (6.5ft), recognising the dedicated key code and automatically enabling the bike’s systems. Pressing the key-on switch then activates all systems to ‘on’ and the engine is ready to be started.
The electronic key, which internally consists of a radio circuit, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle an electronic locking device can be actuated on the steering simply by applying full steering-lock and pressing the ignition-off button a second time.
Instrumentation
The instrumentation has a large, high visibility LCD showing all main data and a dot-matrix circular LCD which displays the riding modes, additional data or set-up menus depending on whether the bike is stationary or moving.
The main LCD displays data for speed, rpm, gear, total mileage, trip1/trip2, engine coolant temperature, fuel level and time. When the motorcycle is in motion, the dot-matrix LCD displays the selected riding mode, remaining fuel/distance, current fuel consumption, average fuel consumption, average speed, air temperature, trip time, and ‘freezing conditions’ alarm. When stationary, it enters a setting menu from where adjustments to the various functions can be made including personalised DTC set-up and, on the ‘S’ version, suspension settings.
The Sport, Touring, Urban or Enduro riding modes can be changed while either stationary or in motion, as well as load settings for ‘rider only’, ‘rider with luggage’, ‘rider and passenger’ or ‘rider and passenger with luggage’.
Engine
Engine
Testastretta 11°: The ideal travelling companion
The heart of the highly complex and innovative Multistrada 1200 project is the engine and, as a prestigious model, the motorcycle had to be powered by the most advanced, evolved twin-cylinder engine to come out of the Ducati factory. The Testastretta Evoluzione engine that powered the world-beating 1198.
The challenge, however, was to produce an engine that would be enjoyable to use in all conditions and able to adapt to the rider’s character and not the other way around. Making the best ever L-Twin performance engine smoother and more user-friendly was a challenge, but Ducati’s innovative designers and engineers met the challenge by designing the revolutionary Testastretta 11° engine. Their achievement succeeded in harnessing the immense power of the Superbike engine, making it smooth and adaptable to suit to any occasion, a significant step forward in balancing performance with usability.
Why 11°?
For a motorcycle intended for touring, the smoothness and user-friendliness of the engine is key to achieving an effortless and comfortable ride and the main engine characteristic that enabled this configuration was the revision of the valve overlap angle.
The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency.
On the Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to just 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions. Unburnt hydrocarbon emissions (pre-catalyser) are reduced by up to 65% and specific fuel consumption (and consequent CO2 emissions) by up to 12% (Euro3).
With its 150hp and 12.1kgm (87.5lb-ft) of torque, the Testastretta 11° sets a new standard for Ducati twincylinder engines. Fluid dynamics testing on ports and combustion chambers has resulted in a modified power delivery profile, specifically the torque. New intake and exhaust ports combined with a radical adjustment of the cam timing and slight reduction of the compression ratio have enabled Ducati to achieve a favourable torque curve at low rpm, which remains strong through a wide range. This particular characteristic considerably enhances the Multistrada 1200’s effortless ridability.
The gearbox and final drive ratios have also been optimised to enable reduced fuel consumption and achieve increased riding comfort by reducing vibration. If the 1198 Superbike reaches its top speed in 6th gear, the Multistrada 1200 is able to reach it in 5th gear and maintain it effortlessly in 6th.
The Multistrada 1200 features an oil bath clutch with ‘slipper’ function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like ‘slipper’ action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.
The Multistrada 1200 features an oil bath clutch with ‘slipper’ function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like ‘slipper’ action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.
The layout for the exhaust system, which is simple and minimalistic, uses two primary manifolds flowing directly into the triple chamber single silencer. Apart from carrying out the 2-1-2 compensator function, the silencer also contains the catalyser and sound-absorbent materials. The two compact and lightweight aluminium alloy end pipes depart in a low, lateral configuration to keep the overall weight to a minimum.
More strada between major services
Constant investment in quality by design, advanced materials and engineering techniques, has enabled the distance between major service intervals (valve clearance check) to be doubled to a highly competitive 24,000km (15,000 miles). This has been achieved partly by the introduction of a new valve seat material and partly by the improved combustion efficiency and temperature management designed into the Testastretta 11° engine.
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| 2011 Ducati Multistrada 1200S Sport |
USA MSRP - $19,995 USD
Chassis
- FRAME Tubular steel Trellis frame
- WHEELBASE 1530mm (60.2in)
- RAKE 25°
- FRONT SUSPENSION Öhlins 48mm fully adjustable usd forks, electronic compression and rebound adjustment
- FRONT WHEEL TRAVEL 170mm (6.7in)
- FRONT WHEEL 10-spoke in light alloy 3.50 x 17
- FRONT TYRE Pirelli Scorpion Trail 120/70 17
- REAR SUSPENSION Progressive linkage with fully adjustable Ohlins electronic monoshock. Aluminium single-sided swingarm
- REAR WHEEL TRAVEL 170mm (6.7in)
- REAR WHEEL 10-spoke light alloy 6.00 x 17
- REAR TYRE Pirelli Scorpion Trail 190/55 17
- FRONT BRAKE 2 x 320mm semi-floating discs, radially mounted Brembo callipers, 4-piston, 2-pad. ABS as standard equipment
- REAR BRAKE 245mm disc, 2-piston caliper
- FUEL TANK CAPACITY 20l - 5.3 gallon (US)
- DRY WEIGHT 192kg (423lb)
- INSTRUMENTS Na
- WARRANTY Na
- BODY COLOUR (FRAME/WHEEL) Red (racing grey / black) - Arctic white (racing grey / black) - Diamond black (racing grey / black)
- VERSIONS Dual seat, ABS as standard equipment, available in two packages: -SPORT (Cam belt covers, air intake and hugger in carbon fibre); TOURING (side panniers, heated grips and center stand)
- SEAT HEIGHT 850mm (33.5in)
- DDA
- DDA
DTC
DTC
Standard equipment
ABS
ABS
Standard equipment
Engine
- TYPE L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
- DISPLACEMENT 1198.4cc
- BORE X STROKE 106x67.9mm
- COMPRESSION RATIO 11.5:1
- POWER 150hp - 110.3kw @ 9250rpm
- TORQUE 87,5lb-ft 118,7Nm @7500rpm
- FUEL INJECTION Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies
- EXHAUST Stainless steel muffler with catalytic converter and 2 lambda probes, aluminium tail pipes
- GEARBOX 6 speed
- RATIO 1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
- PRIMARY DRIVE Straight cut gears, Ratio 1.84:1
- FINAL DRIVE Chain 5.30"; Front sprocket 15; Rear sprocket 40
- CLUTCH Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
- STANDARD follows the US Federal Regulation
Monday, May 27, 2013
Sunday, May 26, 2013
Saturday, May 25, 2013
Kawasaki Ninja ZX 10R ABS Specs and Review
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| 2011 Kawasaki Ninja ZX-10R ABS |
2011 Kawasaki Ninja ZX-10R ABS... 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.
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.
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| 2011 Kawasaki Ninja ZX-10R ABS |
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.
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.
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.
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.
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.
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| 2011 Kawasaki Ninja ZX-10R ABS |
MSRP: $17,299 CDN
ENGINE
- Type Liquid-cooled, 4-stroke In-Line Four
- Displacement 998 cm3
- Bore and Stroke 76.0 x 55.0 mm
- Compression Ratio 13.0:1
- Valve System DOHC, 16 valves
- Fuel System Fuel injection: ø47 mm x 4 (Keihin) with oval sub-throttles, dual injection
- Ignition Digital
- Starting Electric
- Lubrication Forced lubrication, wet sump with oil cooler
- Transmission 6-speed, return
- Final Drive Sealed chain
- Primary reduction ratio 1.681 (79/47)
- Gear ratios: 1st 2.600 (39/15)
- 2nd 2.053 (39/19)
- 3rd 1.737 (33/19)
- 4th 1.571 (33/21)
- 5th 1.444 (26/18)
- 6th 1.348 (31/23)
- Final reduction ratio 2.294 (39/17)
- Clutch Wet multi-disc, manual
- Type Twin spar, cast aluminium
- Wheel Travel: Front 120 mm
- Wheel Travel: Rear 140 mm
- Tires: Front 120/70ZR17M/C (58W)
- Tires: Rear 190/55ZR17M/C (75W)
- Caster (Rake) 25.5º
- Trail 107mm
- Steering Angle (Left/Right) 27º/27º
- Front: Type 43 mm inverted fork with rebound and compression damping, spring preload adjustability and top-out springs
- Rear: Type Horizontal Back-link with gas-charged shock, piggyback reservoir and top-out spring
- Compression damping Stepless, dual-range (high/low-speed
- Rebound damping Stepless
- Spring preload Fully adjustable
- Front: Type Dual semi-floating 310 mm petal discs, 10-button aluminium rotor carrier
- Front: Calipers Dual radial-mount, opposed 4-(aluminium) piston
- Rear: Type Single 220 mm petal disc
- Rear: Calipers Single-bore pin-slide, aluminium piston
- Maximum Power 131.7 kW {179.1 PS} / 11,000 rpm
- Maximum Power with Ram Air 138.3 kW {188.0 PS} / 11,000 rpm
- Maximum Torque 112 N.m {11.4 kgf.m} / 11,000 rpm
- Overall Length 2,075 mm
- Overall Width 715 mm
- Overall Height 1,115 mm
- Wheelbase 1,425 mm
- Ground clearance 135 mm
- Seat Height 813 mm
- Curb Mass 201 kg
- Fuel Capacity 17 litres
- Warranty 12 Months
- MSRP* $17,299.00
- Colours Ebony / Flat Ebony
- Good Times Protection Plan 24 or 36 months (Kawasaki GTPP coverage begins after the standard limited warranty expires)
* The Manufacturers Suggested Retail Price does not include freight, pre-delivery inspection or applicable taxes. The final price is at the discretion of the dealer. Prices and Specifications are subject to change without prior notice.
The specifications mentioned here apply to and have been achieved by production models under standard operating conditions. We intend only to give a fair description of the vehicle and its performance capabilities but these specifications may not apply to every machine supplied for sale. Kawasaki Heavy Industries, Ltd. reserves the right to alter specifications without prior notice. Equipment illustrated and specifications may vary to meet individual markets. Available colours may vary by market.
Friday, May 24, 2013
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Thursday, May 23, 2013
2011 Kawasaki Ninja ZX 10R News
There is a plethora of motorcycle manufacturers to choose from when youve decided to buy a superbike. If your heart desires the Asian persuasion, you can choose between the Yamaha YZF-R1, the Kawasaki ZX-10R, the Honda CBR-1000RR, and also the Suzuki GSX-R 1000. These are all machines that started life as divine Moto GP bikes and were then watered down slightly to sell to us mortals—I mean consumers. Each update for Moto GP typically results in an update to the consumer variant.2011 Kawasaki Ninja ZX-10R has been one of the most anticipated releases of the sportbike.
Hollywood, moto-journalists discuss the power and handling of the new 2011 Kawasaki ZX-10R, and also high-tech sports-Kawasaki traction.
S KTRC crunches the numbers “in different parameters and sensors – the wheel speed and slip, engine rpm, throttle position, acceleration, etc.” Kawasaki says the system is based on S-KTRC complex software buried in the new 2011 Kawasaki Ninja ZX-10R-Electronic Control Unit (ECU), adds just the hardware is the speed of light sensors located on each wheel.
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