Kawasaki ZX-14 Project Garage Super Streetbike

15 Июн 2015 | Author: | Комментарии к записи Kawasaki ZX-14 Project Garage Super Streetbike отключены
Kawasaki ZX 130 KAZE

Kawasaki ZX-14 | Project


The recent Top Speed event that we hosted at the Monster Mile formed the excuse to issue a little challenge to ourselves and see if we couldn’t our Kawasaki ZX14 project to 200 mph on the East Coast Timing standing-start, one-mile racecourse at Even with such an and uberpowerful starting point as the 170 hp we knew that breaking the barrier would be no easy but we figured that with a help from the right and aftermarket parts providers, such an ambitious goal be within reach.

The first we made was to legendary Kawasaki Rob Muzzy at Muzzys Performance in Bend, Oregon. No one knows how to extract big power from than Muzzy, and his company the most complete collection of performance parts for Kawasaki’s Ninja available today.

kindly offered to set us up with one of his M10 Series 4-into-1 megaphone (the first one in the nation, along with his dry nitrous system, a combination capable of beyond 200 hp to make hitting 200 mph on the a realistic possibility. At the same we ordered up a Dynojet Power III-USB that would us to optimize the fuel/air mixture for performance, as well as a Timing Eliminator (TRE) from Performance Products to disable the skullduggery that neuters the performance at low revs in the bottom gears. Top AMA tuner Greg of Moon’s Super Cycle in Wisconsin, was selected to assemble and the bike, drawing on his expert building up some of the Midwest’s nitrous drag bikes to the maximum possible performance our nitrous setup.

The Moon crew’s first was to strip off the stock exhaust and up the gorgeous M10 system ($995.95) Muzzys. Consisting of a stainless 4-into-1 header paired a tapered, stainless-steel, GP-style, megaphone, the M10 mounts snugly the swingarm on the right side for cornering clearance and also off a significant 27 pounds compared to the 4-into-2 dual exhaust.

Not does the M10 offer GP styling, but it provides a MotoGP-style exhaust when that 1400cc of volume clears out through the megaphone’s open-core, race-style To enthusiasts, the system sounds (your neighbors might not but you might do well to insert if you’re going to be riding the for anything much beyond a at a time.

Installing the freer-breathing M10 required some alterations to the mixture, so Moon also in the Dynojet Power Commander ($339.95) adjustable fuel-injection to allow him to optimize the air/fuel for the new exhaust and soon-to-be-added nitrous Because the ZX14’s fuel is located under the saddle and space is at a premium, the PCIII-USB mounts inside the upper on the ZX14. Once the module was located, the PCIII-USB’s OE-style mated to the stock ECU seamlessly splicing or cutting, and the USB port lets you alter the map in minutes a Windows-equipped laptop computer.

also wired in a Timing Eliminator ($70) from Performance Products-consider this a modification to any ZX14. From the the ZX14 suffers underwhelming at low revs in lower gears due to the timing retardation programmed in to acceleration and ostensibly to keep riders from landing on heads if they whack the too aggressively.

A simple, inexpensive device produces dramatic horsepower below 6000 rpm (just the TRE resulted in a 13-horsepower gain at rpm on our bike), the TRE tricks the ECU into it is in sixth gear all the time, the throttle plates to open at the rate (the fastest in every gear and improving by granting access to full at all times for improved throttle and smoother power delivery. the PCIII-USB, Ivan’s TRE is also a product that doesn’t any cutting or splicing of wires. The disadvantage to installing the TRE on the ZX14 is it makes the bike’s factory indicator useless (this displays a 6 after the TRE is installed).

Our motor mod-and the most one-was to install Muzzys’ dry system ($499.95). Unlike dry systems that spray the shot at a single point, the system sprays directly each inlet stack drilled orifices in stainless for maximum effectiveness. Installation of the was straightforward and simple.

Unlike kits that need to be to the bike, the Muzzys ZX14 kit is and includes every last bracket and bit of hardware needed to it up. The Muzzys kit comes with a nitrous bottle and mounts to that bottle to the rear A one-pound bottle is somewhat and when running the #30 jet (the kit comes with #26 and #28 jets), the would run empty in just seconds on the dyno.

As supplied, the Muzzys kit positions the parallel to the subframe with the aimed toward the rear of the Because the pickup tube is at the of the bottle, and because we planned to for a sustained period over the Maxton course and wanted to that we used every ounce of nitrous on every we modified the mount to carry the right-side up and roughly perpendicular to the That way, when the was accelerating, the nitrous was forced to the of the bottle where the pickup was located.

Along with the dry system, Muzzys also us with its ZX14 air shifter kit powered by the pressurized nitrous (this can also be run on compressed if your bike isn’t with a nitrous system) for clutchless, push-button upshifts. The air uses Muzzys’ own Digi-Kill (included) that, unlike kill boxes, interrupts delivery instead of killing the for much smoother power and less chance of backfiring.

In the Muzzys Digi-Kill is unique in it matches the kill time to with the actual movement of the linkage, for absolutely seamless, upshifts. When used as we did, both the nitrous and air shifter are operated by a single switch hung from the mount bolt on the clutch the switch to arm the system, and the bike’s button becomes the nitrous while the horn button shifting duties.

Assembly was straightforward and simple. supplied a fuel-injection map designed for this exhaust/nitrous combination, and was the one Moon used with adjustments. Our primary objective was a tune-up, something that run all day long on pump gas and that was enough to work with the but not so fat that it would suffer everyday riding on the motor.

the motor buttoned up and the bike down to the dyno, Moon established an all-motor baseline produced a stout 186.84 hp and ft. lbs. torque-very impressive from just a full Power Commander and TRE, or $1400 worth of aftermarket that you could bolt on in an Once he was happy with the number, Moon armed the system and sprayed a pass, in an even more impressive hp and 130.64 ft. lbs. torque, an of 27.65 hp and 15.99 ft. lbs.

Kawasaki ZX 130 KAZE

this is an all-day streetable with a mellow map, the #30 jet and pump gas. With a full of race fuel, a nitrous jet and a more aggressive map, you could see even gains. But almost 30 instant, horsepower from the $500 system was a perfect result for us.

a healthy 214 hp on tap, we were ready to launch our 200 mph assault at a few more safety considerations to care of first. The ECTA all race bikes to run a steering to maintain control on its rough and since the ZX14 doesn’t from the factory with a we made another pick the Muzzys ZX14 catalog and up one of their steering damper ($689.95) that utilizes a RSC variable-speed damping unit.

The HyperPro piece offers 22 of damping and, unlike dampers, the damping resistance is on rate of movement-damping force is at low speeds and higher when the moves at a higher speed requires more damping ECTA rules also all race bikes be equipped a tether kill switch.

We the simple functionality of the universal kill switch ($58.95) by so we further crowded our cockpit one of those sourced through Express. Finally, because our bottle was mounted outside of the rails, we needed a valve We chose one from Tiger ($59.95), provided by Rob Bush at Customs.

So equipped, we headed off to to see what the big, bad Ninja do. The ZX14, like many has a top-speed governor to stop the from accelerating beyond 186 The speedometer controls the governor on the (the speedo pickup is on the and unfortunately, we weren’t able to get a Healer that would that governor in time for the

Instead we upped the countershaft from a 17t to 18t from Vortex, effectively slowed the countershaft and upped the point where the kicked in from 186 to 196 mph. We the Ninja on the motor-it was hard to keep the rear tire spinning and the front from skyward with 186 hp. The air shifter flawlessly with instant to keep the bike accelerating in the of the powerband.

Wanting to ensure that we run out of nitrous before sixth where we’d need as horsepower as possible to overcome the aerodynamic drag, we only through fourth, fifth and gears. The extra 27 nitrous-fueled hp in smoothly and rocketed the bike all the way up to 196 right against the speed a few hundred yards before the trap. This was with gearing; we had also packed 40t and 39t Vortex sprockets, too.

to more experienced racers, tooth down in the rear be worth almost 3 mph on top. So in with an 18×39 gearing tallest combo we thought we pull to redline in sixth 214 hp-we could mathematically 202 mph. Unfortunately, this remain a theoretical speed as we the wrong sprockets, and the ones we had us wouldn’t fit the bolt pattern on the Speed aftermarket wheels to the bike, so 196 mph was as fast as our project was going that day.

So yet so far away.

Kawasaki ZX 130 KAZE
Kawasaki ZX 130 KAZE
Kawasaki ZX 130 KAZE
Kawasaki ZX 130 KAZE

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