KAWASAKI ZX-10R

in one word... Awesome!

on the road through the Magaliesburg Mountains

Kawasaki’s 2011 ZX-10R is newer, faster, lighter and better... You hear these descriptors all the time in this business. Problem is, reality rarely lives up to the hype.

But Kawasaki’s new-from-the-ground-up 2011 Ninja ZX-10R has no such credibility gap, going several steps beyond newer, faster, lighter and better by offering the most advanced traction-control system in all of production motorcycling.

Not only are we talking about a complete redesign of the ZX-10R’s engine, frame, suspension, bodywork, instrumentation and wheels, but a highly advanced and customizable electronic system that helps riders harness and capitalize on the new ZX-10R’s amazing blend of power and responsive handling. The system is called Sport-Kawasaki Traction Control, or S-KTRC.

Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. Riders that can keep a rear tyre 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 tyre grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence –exactly what one needs when riding a powerful machine like this.

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 panel displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-move 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.

looks good from any angle - loved the Akrapovic pipe

It all starts with the 10R’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 engine 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 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 eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Larger intake valves (31mm), 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 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 13.0:1.

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. And a secondary engine balancer assembly, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and lighter battery helps drop even more weight, as does a lighter ECU and fuel pump.

Kawasaki ZX-10R posing on Tarlton's drag strip

A race-style cassette transmission allows simple trackside ratio changes and offers a host of improvements. 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, which allows worry-free downshifts and 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 (47mm) and sub-throttle valves, a larger-capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large, 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’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 slip-on muffler assembly. As DNA Motorcycles did with their demo unit tested here.

With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road 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 previous frames. Fewer pieces mean fewer welds, which contributes to a cleaner 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 to 107mm. This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely by 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 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 silencer and, again, better mass centralization. The fully adjustable shock 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 rims fitted to the 2010 bike. Up front, Tokico radial-mount calipers grab 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back (had to stand on the rear brake to get it to work – not that I use back brakes often, just tested it).

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 coloured and black parts create a sharp, aggressive stance. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies and convenient turn-signal plugs allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable (as seen here). High-visibility LED lamps are also used for the taillight.

the comprehensive cockpit of the ZX-10R

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 speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, 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’s ergonomics have been fine tuned for optimum comfort and control, with a slightly lower seat, adjustable footpegs positioned slightly lower and more forward relative to last year, and clip-ons with a bit less downward angle. This is a hard-core supertbike you can actually take on an extended ride – and still be reasonably comfortable. And because lighter than last year’s bike, the new ZX-10R will be quicker and more nimble on any road you choose to ride.

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 and ergonomic control designed into the 2011 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.

2011 Kawasaki Ninja ZX-10R Specifications

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 998cc
Bore x stroke: 76.0 x 55.0mm
Compression ratio: 13.0:1
Fuel system: DFI with four 47mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition: TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)
Transmission: Six-speed
Final drive: Chain
Rake / trail: 25.0 degrees
Front tire: 120/70 ZR17
Rear tire: 190/55 ZR17
Front suspension / wheel travel: 43mm inverted Big Piston Fork (BPF) with DLC coating, adjustable rebound and compression damping, spring preload adjustability.
Rear suspension / wheel travel: Horizontal Back-link with gas-charged shock and top-out spring, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload.
Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear brakes: Single 220mm petal disc with aluminum single-piston caliper
 

Performance:
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

Dimensions:
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
Weight 198 kg
Fuel Capacity 17 litres

Words and photos by Kenn Slater

Thanks to DNA Motorcycles in Florida Glen for the ride

I really enjoyed my few hours in the saddle.