Comparison test: Holy-Kawasaki ZX-10R against series

Posted on by admin

Menus

Comparison test: Holy-Kawasaki ZX-10R against series

Comparison test: Holy-Kawasaki ZX-10R against series

Power monster

Content of

At the PS-Tuner-GP, Holy‘s powerful Kawasaki ZX-10R failed with a defective control unit. Now it is running again and the series tens would like to demonstrate its superiority. How does the 205 hp and 160 kg light tuning bike ride??

Holy’s workshop master Dieter Briese left the PS-Tuner-GP 2010 with his head bowed. The defect devil had struck and paralyzed the matt black race bike with the striking neon yellow stripes. Diagnosis: Kit control unit defective. All the more annoying since Briese’s masterpiece, a tuned Kawasaki ZX-10R, had caused astonishment before the failure on the test bench and especially when measuring the weight. The thousands weighed 160 kilograms. Fully fueled, with standard tank, mind you. But even before clever hobby mathematicians could work out the power-to-weight ratio given this value and a test bench power of 205 hp, the tens was already defective and firmly lashed back in the van. With the promise to return to the Hockenheimring after replacing the control unit, Holy-Mann Briese started the journey home.
Six weeks later the world is
again in order. The Monster Kawasaki is running and waiting to flex its muscles. PS doesn’t take long and travels with a production ZX-10R as a reference and IDM pilot Christian "trowel" Kellner returned to Hockenheim as a professional fanatic to check out Holy’s race bike.
And again there are problems, this time from above. A shower of rain transforms the Formula 1 track into a reflective, slippery something and thus gives the opportunity to clarify the question that has existed since the tuner GP before the first roll-out
unanswered in the room says: How do you bring a serial 208 kg
ZX-10R to a weight of 160 kg?
The answers are in the details: In addition to common lightweight construction such as Dymag magnesium rims, Akrapovic titanium complete system and one that is three kilograms light-
In order to reduce weight, Dieter Briese also built in other lithium-ion batteries that are more likely to be found on conventional tuning bikes
rarely find. Holy’s head of the workshop replaced the rear brake calliper with a four-piston fixed calliper from a downhill mountain bike. Weight saving: 1.4 kilograms. Other changes concern the arm-thick standard wiring harness, which Briese replaced with a much slimmer kit counterpart, and the instrument battery, which gave way to a tachometer with a temperature display. In order to keep the cost of the conversion – fully assembled, the Holy-ZX-10R costs 20,000 euros – the standard tank was retained and the cladding is made of GRP instead of carbon. Briese also relied on the inexpensive version for the chassis and had the series suspension elements revised by HH-Racetech instead of exchanging them for expensive accessories.
On the engine side, Briese made no compromises. In addition to a crankshaft lightened by 1.5 kilograms and reground camshafts, elegant connecting rods from Carillo work in the four-cylinder Holy-Kawa. The cylinder head has also been revised and the compression increased to 14.5: 1. An airbox that has been enlarged to a volume of 12 liters, in conjunction with the racing exhaust system and a mapping adapted using a kit control unit, ensures the correct gas mixture. In addition to the possibility of changing the injection map and increasing the maximum speed, in the case of the Holy by 500 rpm, the accessory control unit also houses the (non-adjustable) traction control and an interface for the automatic switch.
The asphalt at Hockenheim is now dry, time for a first test drive with the tuned Monster-Kawa. You can already feel how light this motorcycle is when you push it out of the box. When you sit up, you notice the surprisingly relaxed knee angle and the wide, but hard and angular seat bun. The pit lane lights turn green, let’s go. The Holy-Kawasaki hums light-footed and well-behaved at medium speed through the first lap. Entrance start-finish, all liquids are at the right temperature, and we can start. Full throttle! At 10,000 rpm, the ZX-10R sprints off in second gear like a jet on a launch pad, sucking up a few superbikes, and the front wheel loses contact with the ground. Third gear, same game. Other motorcycles fall victim to the brutal power-to-weight ratio of the Holy, even in fourth gear just before the braking point the handlebars are still wriggling. Into the irons. The ZX-10R decelerates brutally and with pinpoint accuracy, angles lightly and precisely like a razor blade into the north curve and catapults the pilot
a moment later to the next straight. Madness. Brake, right, left, it goes into the parabolic steroids. Fourth gear, fifth gear, sixth gear. The Kawa runs like on rails and instills infinite confidence. When braking in front of the hairpin, the shifting pressure point of the brake and the somewhat too tight adjustment of the fork are noticeable. The shock absorber, on the other hand, is beyond any doubt, delicately swallows up all bumps and bravely fights the mass forces at the exit of the curve.
Back in the box, Dieter Brie reveals-
se the secret of the impressive stability of his ZX-10R: Emil Schwarz bearings in the steering head and chassis. A real insider tip. In general, the Holy-Kawasaki looks very well thought out. Despite the relatively low financial outlay, it drives like a real racing motorcycle: stiff, direct, precise, easy to handle.
Chris also confirms this impression-
tian Kellner after his first turn on the Holy-Kawa. With a big grin he takes off his helmet and says, shaking his head: "The performance is really brutal. In contrast, the series tens feels like six hundred." When asked about the biggest difference between the
tuned and the standard ZX-10R, the IDM driver cannot decide: "Hm, hard to say. Both the chassis and the engine are worlds apart between the two motorcycles."
The series ZX-10R doesn’t do a bad job either. In particular, the powerful engine, the good handling, the anti-hopping clutch and the cleanly adjustable brake make the green ten a real racetrack fun device. It was not for nothing that the Kawasaki landed in fourth place as the best Japanese woman in the large thousands comparative test in PS 2/2010.
All the better that there is still so much potential in it.
In the evening the sun is shining and Dieter Briese loads his matt black wonder weapon into the van – this time with his head held high.
Conclusion: Holy’s Kawasaki
ZX-10R is superior to the production motorcycle in all respects. Its precise, direct and manageable handling makes it a real race bike. The tuned engine has no pressure
E.The 181 hp series machine actually finds and degrades.

series

Drive: four-cylinder in-line engine, 4 valves / cylinder, 150.7 kW (205 PS) at 13,300 / min, 119 Nm at 11,100 / min, 998 cm3, bore / stroke 76.0 / 55.0 mm, compression ratio 14 , 5: 1, ignition / injection system, 43 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox Chassis: light metal bridge frame, steering head angle: 64.5 degrees, caster: 110 mm, wheelbase: 1415 mm. Upside-down fork, Ø fork inner tube:
43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/125 mm Wheels and brakes: light alloy forged wheels, 3.50 x 17"/6.00 x 17", Front tires: 125/80 R 17, rear: 195/65 R 17. Test tires: Dunlop Slick. 310 mm double disc brake with radially screwed four-piston fixed calipers at the front, 220 mm single disc with four-piston fixed caliper at the rear Weight: 160 kg with a full tank, f / r 53.0% / 47.0% rear wheel power in the last gear: 143 kW
(195 HP) at 298 km / h top speed: – Base price: 20,000 euros (plus additional costs)
Drive: four-cylinder in-line engine, 4 valves / cylinder, 133.2 kW (181 PS) at 12 100 / min, 113 Nm at 10 400 / min, 998 cm3, bore / stroke 76.0 / 55.0 mm, compression ratio 14 , 5: 1, ignition / injection system, 43 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox Chassis: light metal bridge frame, steering head angle: 64.5 degrees, caster: 110 mm, wheelbase: 1415 mm. Upside-down fork, Ø fork inner tube:
43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Front / rear suspension travel: 120/125 mm. Wheels and brakes: cast light alloy wheels,
3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 200/55 ZR 17. Test tires: Dunlop GP
Racer slick. 310 mm double disc brake with radially screwed four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear Weight: 208 kg with a full tank, front / rear 50.7% / 49.3% rear wheel power in last gear: 124 kW
(169 HP) at 275 km / h top speed: 298 km / h * Base price: 14 595 euros (plus additional costs)
From just under 10,000 rpm the Holy-Kawa goes brutally forwards and the series ZX-10R sprints up and away on paper. In the standard trim, the tuned Kawasaki turns 500 rpm higher than the series, 1000 rpm more are possible for qualifying – this modification supposedly brings another five hp. The slight torque dent of the series ninja between 9000 / min and 10 000 / min could not be eradicated by Holy either, but the short break on the racetrack is of no consequence. Thanks to the otherwise very much
The power of the Holy-ZX-10R can be easily controlled with the linear power development.

Tuning in detail

Power: Crankshaft lightened by 1.5 kg, camshaft reground, Carillo connecting rod, cylinder head revised, Akrapovic titanium complete system, airbox enlarged to 12 liters, mapping adjusted via kit control unit, speed limit increased by 500 rpm Chassis: series -Spring elements revised by HH-Racetech, steering head and chassis bearings by Emil Schwarz Leichtbau: Dymag magnesium rims, lithium-ion battery, rear brake calliper
from Frank Industries (downhill mountain bike), kit wiring harness, kit tachometer, plug-
Hollow-drilled axles, aluminum screws Ergonomics: brake lever from HH-Racetech, clutch lever from LSL, footrest system from LSL, handlebar stub from HH-Racetech

Leave a Reply

Your email address will not be published. Required fields are marked *