2011 Kawasaki Ninja ZX-10R First Ride — Motorcycle USA

17 Фев 2015 | Author: | Комментарии к записи 2011 Kawasaki Ninja ZX-10R First Ride — Motorcycle USA отключены
Kawasaki Ninja ZX-10 R
Kawasaki Ninja ZX-10 R

2011 Kawasaki Ninja First Ride

Updated geometry features slightly rake (0.5 degree) and 3mm The result is more weight on the wheel.

It’s hard to that nearly three have passed since the Ninja sportbike was unleashed on the public (1983 GPZ900R). motorcycle helped usher in the of sportbikes we enjoy today. Now Green is at it again, evolving the aspects of high-performance motorcycles the release of its 2011 Kawasaki ZX-10R.

With the introduction of Superbike, Kawi engineers integrated a number of technologies make it easier to ride ever before. For the full briefing make sure to out our 2011 Kawasaki Ninja First Look article. In review we’ll focus on our impression and how it performs at the racetrack.

USA takes to the track Kawasaki’s fully redesigned ZX10R in our 2011 Kawasaki ZX-10R First Ride .

The system is the most advanced control system we’ve used on a production motorcycle. It is to allow riders to get closer to the of the motorcycle’s performance by optimizing wheel spin and engine Part of the reason the system so well is because it is adaptive to conditions.

Unlike other there are no pre-determined engine or ignition maps. The system is making calculations based on position, engine acceleration, position (load force) and and rear wheel speeds. allows it to “predict” what happen and adjust the engine’s curve in real-time.

Each is selected by holding down a button on the left clip-on for one second. This can be done on the fly as as the throttle is closed. The selected is then displayed on the LCD cockpit

Furthermore the chosen mode is stored when the bike is off and on again.

(Above) The Kawasaki’s instrument panel offers a of features and is now one of the best set-ups on the (Center) The Ninja ZX-10R wheelie control that you to keep the throttle pinned to the when you power wheelie out of a (Below) The Ninja ZX-10R wheel speed sensors on wheel to feed information to the control and engine management

Considering we’d never a wheel at Georgia’s Road not to mention the chilly asphalt we began the test by riding the in Level 2 mode. With its number of blind turns and Road Atlanta is a very circuit to learn. Still just a handful of laps it immediately clear the benefits of the

There are a number of dips and on the track where the bike power wheelie in second, and even fourth gear. The TC a wheelie control functionality allows you to literally keep the pinned as the front wheel off the ground during a power

To my surprise, it actually took seat time to get used to feature as my brain is hard-wired to lift off the throttle, dab the rear or tap the clutch lever to get the front back on the pavement. But if you can turn-off brain and put 100% faith in the it’s simply incredible how it works with it completely the chance of the bike looping out and putting the front wheel in a smooth and very natural manner. However, we did notice the felt herky-jerky in Level 3 as the would wheelie then set and repeat.

After I had put certain segments of the together I started to get greedy the throttle when standing the up off corners. The rear tire still spin slightly but it do so in such a way that you could the bike trying to maximize bit of forward drive. It felt it would spin, grip, grip as opposed to just excessively when we attempted the maneuvers with S-KTRC

But the craziest thing is just how the system is, especially in Level 1. It its magic so inconspicuously that difficult to tell that even working (there is a bar graph-style TC activation meter on the that displays how active it is but you need to take your off the road to view it). As to other TC systems employed on say and Ducati. the Kawi’s set-up is far intrusive when activated and it feel like it’s acceleration as much.

So will the TC make the bike totally Not exactly. To test, I dialed in throttle while transitioning the edge to shoulder portion of the Bridgestone BT-003 race (learn more about tire in the Bridgestone Battlax Tire Comparison ) and one the bike rear end snapped and I popped out of the seat.

The only that prevented me from was basically luck.

If it doesn’t you from crashing what is it for then? Think of it this The TC system takes off the “edge” of throttle input. It helps out the load you place on the rear during acceleration which in reduces wheel spin and acceleration off a corner.

If you’re skilled enough you can accomplish the same goal your right wrist Mladin-style) but you’ll never be as as the machine. Hands down is the best feature of the new 10R and worth penny of its $13,799 base

The new Ninja ZX-10R is a very motorcycle to ride around the

Although the basic architecture of the including its Inline-Four configuration, order and bore and … are identical to the previous model many of the internal parts been reworked. For more details refer to the 2011 Ninja ZX-10R First

The previous generation Ninja didn’t lack any top end engine with it pumping out in excess of 160 at the rear tire (see Kawasaki ZX-10R Comparison article). Although Kawasaki maximum power output to increased it felt comparable to the Ninja. Kawasaki did note in stock form the U.S. ZX-10Rs are fairly restricted.

To this they had a “Power Up” with a racing exhaust and ECU and it did feel considerably faster and to BMW’s S1000RR rocket What did feel different is the way in which the engine generates

The top-end power hit of yesteryear is and the powerband feels flatter before (good thing). response continues to be excellent and the is very usable and friendly to at all rpm. We did notice however it doesn’t pull with the voracity as you close in on redline power flattening up slightly.

But we did appreciate the soft manner in the engine hits the rev limiter felt almost identical to the (see the 2010 Kawasaki First Ride ). The exhaust continues to be very quiet but is still a fair amount of air howl, much to our pleasure.

Kawasaki Ninja ZX-10 R
Kawasaki Ninja ZX-10 R

The 10R now an engine power mode system similar to Suzuki ’s line of sportbikes. Three modes are available ranging “F” (full power mode), “M” middle power—allows 75% of max power a less aggressive power Furthermore full power can be accessed based on the throttle rate of change) and “L” (low of maximum with an even power curve).

Similar to the system the power mode can be on the fly (as long as the throttle is closed) by up on the left-hand clip-on toggle for approximately one second. The selected is then displayed right the S-KTRC setting on the instrument with the setting being when the bike is restarted.

Without having ridden bikes back-to-back it was difficult to if the new 10R is any more agile than the old Turn-in did feel more then we remembered however. The ZX-10R employs a new horizontally-mounted gas-charged shock absorber. The cockpit layout and riding are a big improvement over last bike.

One of the biggest complaints we had the old bike was how top-heavy it felt. The new has shed 22 pounds of mass it now weighing in at 437 pounds with a 4.5-gallon fuel load. better though is how much its center of gravity feels.

Without riding the bikes it was difficult to discern if the new Ninja any easier than the old one. we wouldn’t exactly term it as but it did seem to steer more than before which like it could be attributed to its mass centralization more anything. We did notice how much stable the bike is at high with it headshaking far less we’ve experience in the past.

We generally pleased with the of last year’s fork and the new BPF continues to provide excellent It does a terrific job of controlling pitch during hard which we experienced entering Atlanta’s Turn 10 where you down from an indicated of 186 mph down to second gear.

of braking the Ninja continues to a very powerful braking Outright stopping force is and the brakes didn’t fade at all at our Initial bite is rather low helps make the brakes to use for a novice rider but gradually up as lever force is increased.

the Ninja now offers an anti-lock system available as a $1000 The system only adds six to the weight of the motorcycle; however it be disabled like say the system on the BMW S1000RR. The bikes we rode not outfitted with the system so for a review in the future.

Even impressive than the fork was the new horizontally-mounted Showa shock Overall the rear end of the bike to squat less during acceleration and there was a high-level of during cornering. When you that along with the grip from the Bridgestone race tire and phenomenal of the traction control system, the strong drives off corners.

Damping force also consistent throughout our 20-minute sessions.

Next to the performance of the control system the revised and riding ergonomics is another where the new 10R shines. Part of the why it feels much less top than before is the 0.7 inch in seat height. The profile of the tank is also vastly with it feeling much compact than before. We liked

the way it was shaped which us to grip it better during braking. The clip-ons also to have a more logical that should prove to be accommodating on the street as well. The of the footpegs is now adjustable, which is big plus for both street and riders.

Generally the cockpit was proportioned and wasn’t at all cramped for my average six-foot-tall frame.

Kawasaki Ninja ZX-10 R
Kawasaki Ninja ZX-10 R
Kawasaki Ninja ZX-10 R
Kawasaki Ninja ZX-10 R


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