2011 Kawasaki Ninja ZX-10R

3 Май 2015 | Author: | Комментарии к записи 2011 Kawasaki Ninja ZX-10R отключены
Kawasaki GPZ 500 S (reduced effect)

2011 Kawasaki Ninja

— 2011 Kawasaki ZX-10R

2011 Kawasaki ZX-10R

Newer. Faster. Better. You hear these all the time in this business.

is, reality rarely lives up to the

But Kawasaki-s new-from-the-ground-up 2011 ZX—10R sportbike has no such gap, going several beyond newer, faster, and better by offering the most traction-control system in all of production

Yes, in all of production motorcycling.

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

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

The S-KTRC system works by numbers from a variety of and sensors — wheel and slip, engine rpm, position, acceleration, etc. more data gathering and going on here than on any Kawasaki in history, and it-s all in the of helping racers inch to the elusive -edge- of maximum than ever before. The system relies on complex buried in the new ZX-10R-s Electronic Unit (ECU), the only hardware is the lightweight speed located on each wheel.

the KTRC system on Kawasaki-s 14 ABS sport tourer, which minimizes wheel slip on or broken surfaces as a safety the S-KTRC system is designed to performance by using complex to predict when traction are about to become unfavorable. By but subtly reducing power before the amount of slippage the optimal traction zone, the — which processes data point 200 times per — maintains the optimum of tire grip to maximize motion. The result is significantly lap times and enhanced rider -exactly what one needs piloting a machine of this

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

The system also incorporates an Power Mode system allows riders to choose the of power — and the character of — available from the Besides the standard Full-power are Medium and Low settings. In Medium performance varies according to position and engine rpm; at less than 50 percent opening, performance is essentially the as in Low mode; at more than 50 riders can access additional performance.

All three S-KTRC are available in each of the three Mode settings.

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

It all with the 10R-s all-new easily the most advanced to ever emerge from a factory. Like last potent ZX-10R engine, the new is a 16-valve, DOHC, liquid-cooled displacing 998cc via 76 x 55mm and … dimensions. But that-s the similarity stops, as the new mill a handful of engineering changes to optimize power delivery, of gravity and actual engine within the chassis.

A primary goal of Kawasaki was linear power delivery and manageability throughout all elements of a the entry, getting back to throttle at mid-corner, and heady, acceleration at the exit. Peak was moved to a higher rpm range, eliminates the power peaks and that make it difficult for and track-day riders to open the with confidence.

Larger valves (31mm vs. 30mm), and polished — intake and completely revised exhaust all allow better breathing, controllable power delivery and engine braking, just the to smooth those racetrack entries and exits. Higher-lift built from lighter-yet-stronger steel (instead of cast and featuring revised overlap contribute to optimized engine and more controllable power

Newly designed lightweight feature shorter skirts and to lighter and stronger connecting each of which spin a crankshaft made of a harder and featuring stronger pins and fillets. Compression moves to a 13.0:1.

There-s more, a totally revamped crankshaft/transmission layout that contributes to a center of mass — and handling via better mass — by locating the crankshaft 10 degrees higher relative to the shaft. There-s even a engine balancer assembly year, which allows a of vibration-damping parts to be simplified, to weight savings. A smaller and lighter battery helps even more weight, as a lighter ECU and fuel pump.

A cassette transmission allows trackside ratio changes and a host of improvements for 2011. include closer spacing for 5th and 6th gears and the fine-tuning of the primary and reduction ratios for less during acceleration and deceleration, allows more precise tuning in back. An adjustable limiting clutch assembly is which allows worry-free and an even higher level of calmness.

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

The final piece of the ZX-10R-s formula is a race-spec exhaust featuring a titanium header hydroformed collectors, a large-volume containing two catalyzers and a highly silencer. Due to the header-s race-spec riders and racers looking for closed-course performance need replace the slip-on muffler

With the engine producing a quantity of usable and controllable engineers looked to the chassis to refine handling and overall competency even further. An aluminum twin-spar frame was an all-cast assemblage of just pieces that features flex characteristics for ideal feedback, cornering performance and weight than last cage.

Fewer pieces fewer welds, which to a cleaner, more aesthetically look. Like the frame, the new swingarm is an all-cast assembly, idealized rigidity matching of the frame itself.

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

Highly advanced suspension at ends helped as well. Up is a 43mm open-class version of the Big Fork (BPF) found on year-s comparo-dominating Ninja Featuring a piston design twice the size of a conventional fork, the BPF offers smoother less stiction, lighter weight and enhanced damping on the compression and rebound circuits.

added compliance results in control and feedback for the rider just what you need carving through a rippled at your local track or a decreasing-radius corner on your backroad.

There-s big suspension in back, too. Replacing the Uni-Trak® system of the 2010 is a Horizontal Back-Link suspension that positions the shock and above the swingarm. Benefits better mass centralization, road holding, compliance and smoother action in the mid-… with firmer settings), overall feedback and cooler

The design also frees previously taken by the linkage below the swingarm, space now for the exhaust pre-chamber, which a shorter muffler and, better mass centralization. The adjustable shock features a reservoir and dual-range (low- and compression damping.

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

Kawasaki engineers wrapped all new technology in bodywork as advanced and as anything on this side of a grid. Shapes are more than edged this and the contrasting colored and black create a sharp, aggressive Line-beam headlights enable the to be made shorter, while LED signals are integrated into the assemblies and convenient turn-signal allow easy mirror for track-day use.

The rear assembly holding the rear stalks and license plate is also easily removable for days. High-visibility LED lamps are used for the taillight and position

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

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

The old -power is nothing without is certainly apt where open-class bikes are concerned. But when you in all the engine, chassis and ergonomic designed into the 2011 ZX-10R, you begin to realize looking at one very special — one that can take you you-ve never been

Newer. Faster. Lighter. And Reality really does the hype.

Authentic Kawasaki are available through Kawasaki

2011 Kawasaki Ninja motorcycle model Features


New for 2011

— redesigned DOHC, 16-valve, engine makes more power than ever

— Stronger camshafts, and crankshaft maintain legendary reliability in the face of the engine’s horsepower potential

— S-KTRC electronic traction system comes directly MotoGP and allows racers to the edge of traction more for better drive off the corners and laps

— All-new ECU electronics include a Power Mode which allows riders to between three power for changing conditions

— transmission shaft layout the engine-s center of gravity for better mass centralization

Newly designed titanium-header system

— Revised injection system features throttle bodies and dual

— All-new aluminum frame is lighter and offers flex characteristics for the best handling

— 43mm Big Fork (BPF) is lighter a conventional design and offers action and response

— New back-link rear suspension better wheel control and mass centralization, all of which stability and overall handling

Shock and linkage assemblies are now above the swingarm, which space below it for a large sub-chamber, which allows a (and lighter) muffler

Lighter and stronger three-spoke wheels minimize unsprung for exceptional handling quickness

Revised ergonomics offer a cockpit, a slightly lower and adjustable footpegs

— chassis geometry — rake, less trail, raised CG — allows sharper handling characteristics

22-pound weight reduction to the 2010 machine

— new bodywork features more edges and a revised ram-air

— Mirrors integrate LED turn signals and remove for track day use

— Revised gear ratios for better performance

— High instrumentation includes an LED bar-graph and a full complement of LCD readouts to riders fully informed


— All-new engine and add up to enhanced power delivery and control

— All-new Traction Control (S-KTRC) monitors wheel speed, position, engine rpm and a host of data to help ensure the amount of traction

— Power Mode selector riders to select power and power delivery

— aluminum frame has ideal and rigidity

— All-new Big Fork helps maintain under braking

— horizontal back-link rear helps improve road and helps deliver smoother action

— 2011 is 22 pounds lighter than the model

— Improved centralization

— Slipper-type limiting clutch helps corner entry handling

All-new race-oriented instrumentation riders a wealth of information

Liquid-cooled DOHC 998cc Engine

— All-new is compact, narrow and lightweight, and a revised internal transmission layout that optimizes CG and placement in the frame

— camshafts, crankshaft and pistons durability and are able to withstand the new prodigious power production

Larger intake valves 31mm), revised camshaft and optimized port shapes maximize power production and power delivery

— bores are machined with a head bolted in place, improved bore circularity and so lower-tension piston rings can be to minimize mechanical losses

Offset cylinder bores to the crankshaft) are positioned 2mm toward the side of the engine, resulting in lateral piston force at the of maximum combustion pressure, mechanical friction and lower loads — allowing the use of pistons

— Larger-diameter tappets (now 29mm) the higher-lift camshafts

— chromoly camshafts (previously iron) receive a new nitriding and lapping treatment to help with heavier valve pressure and enhance durability

New, harder crankshaft stronger pins and journal gear teeth durability was increased

— Single-shaft secondary was added to help reduce and its use allowed several vibration-damping to be simplified and lightened

— rods are stronger overall to the engine’s increased power

— New ECU is dramatically lighter the old unit and is small enough to be away in a slot in the airbox

— A lighter battery the old unit for even more savings

— One-piece crankcase and cylinder casting weight and offers maximum

— Low-friction oil pump parasitic power loss

A lightweight radiator with packed cores provides engine cooling

— A aluminum oil cooler promotes heat dissipation

— and exhaust valves are titanium to reciprocating weight and stress at rpm

Dual-injector Digital Fuel

— Larger throttle (47mm vs. 43mm) help more power and improved control

— Secondary injectors improve top-end output and power characteristics at rpm; the lower injectors are on, while upper injectors on as needed according to degree of opening and engine rpm

— throttle bodies — for 2011 — allow throttle control and instant

— An Idle Speed (ISC) valve on the throttle unit automatically adjusts speed for more stable also contributes to easier and better off-idle throttle

Sport-Kawasaki Traction Control S-KTRC

— A highly electronic system based on Kawasaki MotoGP experience designed to maximize forward by allowing racers to ride to the edge of traction

— The anchored by an all-new Electronic Unit (ECU), crunches a range of data, including position, wheel speed, rpm, wheel slippage and with help from a sensor fitted to each

— The quickest acceleration a certain amount of wheel so to optimize traction, S-KTRC allows for optimum wheelspin

Using complex analysis, the is able to predict when conditions are about to become By acting before slippage the range for optimal traction, the can quickly and smoothly reduce slightly so the wheel regains

— S-KTRC confirms 200 times per second and governs which allows extremely response to changing conditions

Riders can choose between operational modes, depending on level and conditions

— A meter on the LCD instrument panel how much electronic intervention the is providing, in real time


— A highly and more forward-positioned ram air intake is for lower intake noise, intake efficiency

— and larger airbox (now 9 instead of 8) with a new filter improves breathing and power

Oval-section intake funnels non-turbulent flow at all rpm

Titanium System

— All-new exhaust system with header pipes and small, muffler assembly uses a pre-chamber that houses two for reduced emissions and sound

Headers have nearly specs to their roadracing which makes it easier for to increase track performance the simple addition of a less-restrictive now there-s no need to replace the and race-spec header assembly

Dual catalyzers help the ZX-10R meet strict and Euro III exhaust emissions

Six-speed Transmission

— cassette transmission allows trackside gearing changes to individual circuits

— the revised engine shaft the -cassette- is located high that it can be accessed without to drain engine oil

— primary and final reduction minimize rear end movement during acceleration and deceleration. The composed rear end action more freedom with settings

Kawasaki GPZ 500 S (reduced effect)

— Closer-ratio 4th, 5th and 6th complement the new ZX-10R-s circuit

— Overall gear suit the power characteristics for power delivery in all rpm ranges

An adjustable back-torque limiting facilitates smooth downshifts, a contributor to stability under braking

Chassis / Frame

All-new aluminum-alloy frame the swingarm pivot with the head more directly, and optimal flex and rigidity for balanced handling on street or

— Revised chassis incorporates slightly steeper (0.5 degree) and a bit less (3mm). The result is more on the front wheel, which sharper steering characteristics and handling with no corresponding in chassis stability at speed

Frame is an all-cast construction of seven pieces, which engineers much design including minimizing wall while providing adequate and optimized rigidity

— frame pieces mean welds, which contributes to pleasing aesthetics

— front end weight also aggressive, on-the-gas corner as there is less tendency to

— Modifying or removing the pre-chamber (for racetrack only) enables two chain to be removed, which offers the opportunity to alter chassis by shortening the wheelbase by up to 16mm to different track layouts

Like the frame, the alloy is an all-cast design, with three pieces

— subframe layout contributes to the and slim tail section

Back-link Rear Suspension

All-new design positions the and linkage above the swingarm

The new design offers a host of including improved road-holding, suspension action (especially in the third of the … range), stability and feedback when and improved mass centralization

The design also frees under the swingarm for a larger pre-chamber, which allows the use of a and lighter muffler assembly

The design also positions the upper link (mounted to the upper cross member) from the swingarm pivot, to spread out the load and contribute to overall frame rigidity and balance

— The fully shock features a piggyback and dual (high

— and compression damping, which fine tuning for racing or use

— Between the Big Piston (BPF) and new back-link suspension pitch control during riding is minimized, which to added rider control and lap times

— Minimal from exhaust heat due to the new translates to more stable performance

Big Piston Fork

— The Big Piston Fork fitted to the 2011 Ninja® features 43mm inner and is one of the contributing factors to the new bike-s composure under braking

Compared to a cartridge-type fork of the size, the BPF features a main almost twice the size as the on the previous ZX-10R: 39.6mm vs.

— Oil inside the BPF acts on a area almost four the size of a conventional fork-s. The surface area allows pressure to be reduced while that damping force the same

— Reducing pressure allows the inner tube to move more which is especially noticeable at the part of the …. The result is control as the fork compresses and calm attitude change as weight shifts forward braking, and thus greater stability on corner entry

Because the BPF eliminates many of the components of a traditional cartridge construction is simplified and overall weight is reduced

— Compression and rebound adjustments are located at the top of each tube, while preload is now at the

Race-spec Steering Damper

An adjustable twin-tube Öhlins damper is standard. The second acts like a reservoir, the internals to ensure stable and excellent feedback even racing conditions

Advanced System

— Tokico brake calipers use dual and offer a superb initial increased control, progressive and a high degree of feedback to the

— A radial-pump front cylinder provides the ultimate in brake feel and feedback

A pair of 5.5mm thick, petal discs provides the dissipation needed to maintain feel and responsiveness during heavy use

— A 220mm petal disc gripped by a caliper provides excellent and feedback

Lightweight Three-spoke Aluminum Wheels

— New alloy wheels feature a design that-s lighter previous hoops by 330 grams pound) up front and nearly 500 (1.1 pounds) in back

Lighter wheels reduce weight, which allows the system to work more


— Fine-tuned accommodations feature a lower (by 17mm), adjustable footpegs slightly lower (by 5mm) and (by 2mm), and clip-ons with a bit downward angle

— seat makes it easier to the ground

— Newly fuel tank offers an better ergonomic fit with the forearms and inner thighs riding

— Adjustable pegs can be lowered an additional when street riding or

Advanced Aerodynamic Bodywork

A total body redesign in a lighter, more compact and sexier shape, with curved — instead of — surfaces

— fit and finish, and superb attention to are evident front to back

Larger ducting aids heat dissipation

— headlights enable the fairing to be which furthers the compact, styling

— LED three-bulb lamp at the top of the new ram air duct offers visibility to drivers and pedestrians

Fairing-mounted mirrors feature LED-type turn signals

Turn signals are electrically via couplers, which allows mirror removal for track day

— Compact tail includes an elegant, nine-bulb

— Taillight and turn-signal are mounted on a rear fender that-s easily removable for day riding

Advanced Electronic

— All-new instruments a high-visibility bar-graph LED tachometer above a multi-window LCD info that offers riders a quantity of information

— The also functions as a shift LEDs flash when the rpm is reached, and riders can set shift rpm to preference

— The multi-function LCD two display modes: Standard and Switching to Race Mode the Speed display by changing it to Position, and by changing the Clock to Speed

— Additional include odometer, dual meters, average fuel instant fuel consumption, Mode (x3), S-KTRC S-KTRC level indicator, low indicator, Economical Riding (shows most favorable consumption), water temperature and a of indicator lamps

Kawasaki GPZ 500 S (reduced effect)


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