Endurance test final balance of the Kawasaki ZX-10R


Endurance test final balance of the Kawasaki ZX-10R

Endurance test final balance of the Kawasaki ZX-10R

Too good to be stripped

After 50,000 kilometers, the door is opened, looked inside and measured. These are the rules of the MOTORCYCLE endurance test. Even if some engines want to run much longer.

Yes, yes, there are traces that show that the engine of the Kawa endurance test was actually running. Slight grooves on a camshaft bearing block, for example, or knocked-in edges on the claws and drivers
various transmission gears. A little tick here, some oil coal there. Okay, but that’s supposed to be the scars from 50,000 kilometers?
Yes. The engine bore the original number, all seals and markings that MOTORRAD fleet manager Gerry Wagner had attached openly or, to be on the safe side, hidden to keep it secret
To expose parts swap were intact. It’s even the critical light-
First series machine installed, which caused engine damage in a number of ZX-10Rs (see letters to the editor on page 52), while at MOTORRAD it worked for 50,000 kilometers without any problems. Because the fine thread of the rear motor distance was seized by corrosion and not even loosened by heating, was it difficult to separate the motor from the frame ?? he had to get out of his seat between the aluminum bridges
be literally levered out ??, but further dismantling revealed its astonishingly good internal condition.
An even better one than it is anyway
expect stood. Because over the entire distance between the oil changes there was no oil consumption. Also, in the end, the compression pressure had to be practically identical to that
Values ​​of the input measurement proven; the first cylinder, which was a tiny bit behind at first, was in the end level with the others. The fact that the performance was reduced by three small horsepower in some areas over the course of 50,000 kilometers says something about measurement-
tolerances than about the fitness of the
Engine. The same applies to the minimal deviations in mileage.
This finding is all the more remarkable given the ZX-10R four-cylinder for Kawasaki represents the first aggregate of a new era. None of the 600s had previously been optimized with such radicalism for low weight, compact dimensions and such performance, especially not the engines of the ZX-9R models. The best example of this are the thin walls between the individual liners of the cylinder block, which are just under five millimeters thick at the narrowest point. However, fears regarding stability are unfounded because all four pistons and their liners are almost as big as new parts after the endurance test-
point. The bushings also look like new, while the pistons are
if you take a closer look, there are at least delicate running marks on their so-called shirts
reveal which, of course, should be compared with fashionably cropped minimal covering rather than with items of clothing from which one has to stuff large rags of hanging fabric into the pants.
Contrary to what the average consumption of 6.3 liters per 100 kilometers over the endurance test distance suggests, the ZX-10R engine was not deliberately spared. He always had to digest high engine speeds when one or the other driver was allowed to accelerate vigorously and dared to do so. Everyone did their best to challenge the ZX-10R. It says a lot about your potential that, despite my general efforts, the full throttle shares rather
remained low. Most of the straights on the racetrack are too short, most of the other road users are unable to understand how quickly the Kawa could pull away if they only briefly cleared the left lane.
So it is not surprising that the valve train of the 1000 series has also put away all the stresses with almost bored reliability. Another case in which the interested and by no means inexperienced layman looks at the thin valve stems and is amazed that they have not lengthened, although the valves were banged back into their seats by the springs at least 100 million times after opening. The seats themselves and the corresponding sealing surfaces on the valve disc show up
only minimally impressed. Perfectionists would delicately grind them in before reassembling; however, the valves could simply be reinserted.
With regard to the grooves on individual camshaft bearing blocks, it should be noted that they appear deeper in the photo than in reality due to the three-dimensional lighting by the photographer. The bearing play
was in the area of ​​new condition, and if you scratch the grooves with your fingernail, you will hardly feel them. Presumably like the oil pump
Machining residues at the beginning of the mileage leave their mark, and
they stayed in this state. Otherwise, the fact that a hard steel shaft can turn in aluminum bearing blocks without further reinforcement, without completely rubbing them open, is once again to be regarded as a small miracle.
One that motorcycle manufacturers have now achieved hundreds of thousands of times.
In view of such sophistication, it is astonishing that the Kawasaki four-cylinder works relatively rough and with a pithy running noise. The reason for this could not be found anywhere on the engine, which was always serviced according to the inspection plan and built with the lowest weight tolerances
detect. The Kawa-saki engineers gave a hint in connection with the new engine of the 2006 ZX-10R:
It is quieter than its predecessor because
the internal friction has been reduced considerably. Apparently, the alternator also plays a role, which in the “old” engine rotates at twice the crankshaft speed and initially causes problems
would have. Up to serious engine defects as consequential damage to low axial play. When the alternator was modified, initially with different thrust washers, then with more lubrication holes in the shaft and finally with a different housing, it was noticeable that the generators finally ran much more smoothly. Probably another reason besides the mechanical damage to equip the current engine with a conventional alternator on the crankshaft stub.
The gear of the ZX-10R wanted to be shifted fairly crisp and with comparatively high leverage from the start. Traditionally not a glory for Kawasaki, after all, the Z 1000, which was last tested for a long period of time, was replaced by a bearing and then a complete pair of gear wheels due to the loud noise generated, without any permanent remedy. Such an effort was with the
Fortunately, the ZX-10R is not necessary, but the rustic behavior of the switch box apparently tempted many to operate it with no less rustic steps. On the one hand, understandable, because every driver wants to make sure that the aisles he enters are also safe. On the other hand, the reason for some unsightly machined edges on the claws of some gear wheels. Because the switchability has not changed noticeably over the distance, the parts do not seem to take such a treatment very badly.
Not insignificant stress? at least for their appearance? brought the Kawasaki the two winters it had to drive through, provided the roads were halfway free of snow and ice. In 2005/2006 this was not the case too often; hence the Ver-
delay with which this long-distance test appears. But that is only on the edge
noted. In the end the salt could-
attacks do not do much to the beauty of the ZX-10R, only a few parts such as the banjo bolts or the connections of the brake lines show traces of it. And of course the motor distance mentioned at the beginning, which is firmly corroded in the housing eye. Incidentally, this does not mean that the housing is irretrievably lost. MOTORRAD just didn’t want to operate with too much heat when the engine was still installed and with too much torque when the engine was removed, in order not to cause fire damage or break housing parts. The Kawasaki delegation was aware of the annoyance
sure to be able to do it with even more heat, torque and, above all, patience. Definitely can
it doesn’t hurt, occasionally in the by
Spray a little penetrating oil on the rear open mountings on the housing.
Since there were no more special incidents to be registered since the interim endurance test at 34,600 kilometers (see issue 17/2005), there was time, two as annoying-
perceived characteristics of the ZX-10R
investigate and possibly turn it off
let go: the chassis, which many perceive to be too hard, namely the coordination of the fork, and the shifting pressure point of the front brake. This phenomenon, which is criticized by many pilots, occurs especially when driving on the racetrack when the brakes are constantly under high stress.
To revise the chassis, the ZX-10R was brought to the Hubert Hofmann Race-Tech company in Rottenburg in Swabia, where the boss, while meticulously measuring the fork sliding tubes, discovered that they were bent by two to three tenths of a millimeter. Possibly as a result of a previous fall. Not
just a lot, but roughly the amount that corresponds to the play of the tubes in their sliding bushings. It is easy to understand that this severely affects the response of the fork, which results in a-
limited comfort, and was also responsible for the kickback tendency rightly criticized by some drivers. Kawasaki Germany supplied a new fork as a trial, which was mechanically much more sensitive and alleviated the problems without changing the set-up. Hofmann only modified the damping of the
Strut and reaped extremely positive
Reactions ?? nobody complained anymore about the hardness of the suspension, and nobody tried to soothe it by unrestrained opening of all adjustment screws, as had happened before.
The phenomenon with the shifting pressure point on the front brake could not even be caused by a joint test with a Kawasaki delegation from Japan
a local appointment in Hockenheim for all-
mutual satisfaction (see
MOTORCYCLE 25/2005). As before, the problem remains that the pressure point moves between four and five millimeters in the direction of the handlebars when the load is heavy and constant? Measured 50 millimeters from the outer end of the lever. This change irritates drivers, especially when they wear gloves with thickly padded tops of the fingers. If you only brake with two fingers, you get the feeling that the other two are trapped between the lever and the handlebar, which is the case with the first
Moment causes the terrible feeling that the lever would fail completely.
However, according to experience of
Kawasaki and MOTORRAD do not use brakes that are meticulously bled and otherwise in order. In addition, it is important to always adjust the lever in the position furthest away from the handlebars. One mode
vivendi at least, but not a satisfactory solution in the long run. Especially since it has not yet been answered what role the differently protruding brake pistons of the endurance test machine play
that indicate that the calipers are not exactly centered over the brake discs.
If you combine the experiences of MOTORRAD and those of the reader into one picture, two critical points remain on the ZX-10R: the brakes and the alternator. Those interested in a used motorcycle should only choose specimens with a converted alternator and always ensure that the brake system is in optimal condition. Then you have a good chance of acquiring a motorcycle that dismantling does more damage than intensive driving. And the ?? don’t we forget ?? offers enormous driving pleasure.

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Endurance test final balance of the Kawasaki ZX-10R

Endurance test final balance of the Kawasaki ZX-10R
Too good to be stripped

Cost – Kawasaki ZX-10R

Operating costs over 50,000 km
24 liters of oil at 10.67 euros at 256.08 euros 7 oil filters at 13.53 euros at 94.71 euros
5 air filters at 29.87 euros, 149.35 euros
12 spark plugs at 24.97 euros each 299.64 euros
4 sets of front brake pads at 59.35 euros each 237.40 euros
1 chain set 256.17 euros
1 chain 111.95 euros
Brake fluid 5.90 euros
Small parts, lubricants 40.33 euros
Seals 69.50 euros
Inspections and repairs 1192.25 euros
Tires (including assembly, balancing and disposal) 3440.00 euros
Fuel 3650.28 euros
Total costs 9803.56 euros
Acquisition cost 13,100.00 euros
Loss of value 7100.00 euros
Estimated price (dealer selling price) 6000.00 euros
Costs per kilometer without petrol 12.3 cents
Loss of value 54.2%
Front and rear tires renewed, Pirelli Diablo mileage 6102
Rear tire renewed, Pirelli Diablo 9430
Rear tire renewed, Pirelli Diablo 12719
Front brake pads renewed, front wheel replaced 13128
Front and rear tires renewed, Dunlop D 207 RR 17116
Front brake pads renewed 23040
Front and rear tires renewed, Dunlop D 218 23040
Chain torn, rear light damaged, repaired with accessory chain 26320
Chain set and grinding protection renewed,
Indicator switch renewed (guarantee) 26965
Front and rear tires renewed, Michelin Pilot Power 27114
Rear tires renewed, Michelin Pilot Power 31189
Steering head bearing renewed 32456
Tank exchanged and left panel 34690
Front and rear tires renewed, Dunlop D 208 37 313
Front and rear tires renewed, Continental Sport Attack 42706
Revised shock absorber, fork replaced 44309
Brake pads and fluid exchanged (campaign with Kawasaki) 44501
Rear tire renewed, Continental Sport Attack 46029

Condition – Kawasaki ZX-10R

Cylinder head: All valves are tight, only very little oil carbon deposits in the combustion chamber and on the valves, camshafts and
Bucket tappets very good, valve guides show minimal wear, the valve seats are hardly smashed.
Cylinder / piston: All pistons have almost no running marks and only very low carbon deposits, which the cylinders and piston rings also present
almost in new condition.
Crankshaft drive: Main bearings with minor tracks and dimensionally accurate, as well as the connecting rod bearings and piston pins.
Power transmission: The gearbox is in very good condition, the
The clutch basket has minor chatter marks, but is fully functional.
Frame: The frame and swing arm are in good condition, there is hardly any corrosion.

Condition – Kawasaki ZX-10R

Cylinder head: All valves are tight, only very little oil carbon deposits in the combustion chamber and on the valves, camshafts and
Bucket tappets very good, valve guides show minimal wear, the valve seats are hardly smashed.
Cylinder / piston: All pistons have almost no running marks and only very low carbon deposits, which the cylinders and piston rings also present
almost in new condition.
Crankshaft drive: main bearings with minor tracks and dimensionally accurate, as well as the connecting rod bearings and piston pins.
Power transmission: The gearbox is in very good condition
The clutch basket has minor chatter marks, but is fully functional.
Frame: The frame and swing arm are in good condition, there is hardly any corrosion.

Reader’s Experience – Kawasaki ZX-10R

My wife and I both drive a Kawasaki ZX-10R. After just 1040 kilometers, my machine had an engine failure. The cause of the damage was the alternator, and
after that I had to wait four and a half weeks for a new engine, which I first had to fight for together with my dealer. Kawasaki Germany wanted to repair the old one, but with a machine that costs 13,000 euros, I didn’t accept it after only 1,000 kilometers. The retaining tabs on the Ram Air channel broke off at 2,500 kilometers, and 1,000 kilometers later two of the three tabs for the rear light. After 6,500 kilometers the speedometer sensor has given up the ghost. And the braking problems on the racetrack shouldn’t be with such a bike either. Conclusion: I won’t buy any more Kawa.
Wolfram Scholz
I have owned the Kawa since January 2005 and move it
exclusively on the racetrack. My experiences with the motorcycle are consistently positive? except for the brake system! I
I tried everything with the support of my dealer and came to the following result: The series brake
is not drivable on the racetrack regardless of the components. The only thing that has helped is the entire brake system of the ZX-6R, built in 2005. It fits perfectly on the 10er; and the braking effect is brilliant, even on long journeys-
run in midsummer.
Carsten Schneider
I bought my ZX-10R in spring 2004. Drive-
performance since purchase about 20,000 kilometers, of which about one
Districts on racetracks. The following modifications were made to the vehicle: Ohlins shock absorber, fork springs, fork oil, and steering damper from Ohlins, chassis to rider weight
adjusted and slightly higher at the back.
To date, the following defects have occurred: the front wheel was replaced on 9,500 kilometers (recall), the plastic cover on the rear was replaced due to vibration cracks, on 11,000 plastic covers under the seat replaced due to vibration cracks, on 18500
Chain torn (guarantee), at 20,000 the casing, plastic panels under the seat and the cover at the rear show vibration cracks. Overall, I am satisfied with the vehicle. The only exception are the plastic parts, where cracks constantly appear. This is where the guarantee process takes shape
Kawasaki a little difficult. The braking problems (shifting pressure point) have not occurred to me yet.
Peter Tschumi
With my ZX-10R I have been traveling 13,000 kilometers so far and I am absolutely thrilled. After about seven minutes of test drive, the decision to buy was made and I haven’t been disappointed to this day. I haven’t noticed any problems with the brakes, nor do I find the readability of the instruments bad. The thing drives almost by itself as if on rails in the curve and otherwise behaves absolutely good-natured and controllable.
Jurgen Bartsch
After 6000 kilometers I changed the oil myself, at the same time
To my astonishment, two large aluminum shavings came to light. My dealer said this was from the alternator because there were sharp burrs on the underside of the cylinder block-
where the alternator was grinding. The oil pump was replaced on goodwill because it had been damaged by the chips. If you change the oil filter, you should
It is essential to fill the new one with oil before inserting it, then the oil pressure builds up again more quickly.
Rudi Boeckmanns, Belgium
After two beautiful and fast years, I have been driving a ZX-12R for a year and currently have a little over 12,000 kilometers on the clock. Even at the time of purchase, it was clear that the Kawa dealer’s halls would not be left without MRA window, seat cushion cover, Akrapovic exhaust system and accessory license plate holder with Kellermann indicators (and swapped front wheel)-
let be. No sooner said than done, quickly run in according to regulations and test what works. It’s going better than the driver. The 12s were like a cannonball, but now you’re sitting on a rifle bullet. I’m back with a sweat of fear on my forehead
went to the dealer and had a steering damper installed. From now on, love was perfect. There were no problems.
A tire change to Michelin Pilot Power is highly recommended. Totally accurate feedback and very smooth announcement of the limits. Now I mainly abuse the 10er for touring, but not
once the return flight from the Croatian Adriatic to your home stove in one piece is for people my height of
about 180 centimeters a problem. Because the ZX-10R is too good for me
for the racetrack, I don’t have any problems with
the brakes, not even in the Alps or the Dolomites.
Mario Giesche, Dahme
Since May 2004 I have driven almost 13,000 kilometers with my 10. Somewhat annoying was the recall campaign due to possibly defective front wheels, which resulted in a three-week standstill
meant the best August weather. Thanks again to the MPD company in Dusseldorf, who shortened the waiting time with exciting demonstrators. The original rear tire, Dunlop D 218,
Lasted 3200 kilometers including 1200 kilometers of running-in. The second of the same type a remarkable 2600. Overall, I found the Dunlops to be very wobbly at low speeds and very tricky in wet conditions. At the limit, the rear tire liked to snap shut without any major warning.
Conclusion: off in the bin! At kilometer 5800, I upgraded
Michelin Pilot Power. Wow what a difference. The first action after the upgrade was a Sunday on the Nordschleife: great handling, perfect stability, timely announcement of the limit of detention, pure enthusiasm! Then a tour to Trier. Directions
250 kilometers in the rain, tires perfect. Only now, after almost
7000 kilometers, the rear tire is due. That criticized forever
hard chassis is spot on for my weight class of
83 kilos. I have increased the spring preload of the fork by two rings for everyday use. You can do it easily
the 600 kilometers to the Sachsenring. The gasoline consumption fluctuates between 6.5 liters on the country road and 14 liters at full throttle
on the highway. In view of the performance offered, I think that’s quite appropriate. Usually one moves
in the range of about eight liters per 100 kilometers.
Frank Schnurbusch, Korschenbroich

Endurance test rating – Kawasaki ZX-10R

The rating table gives an overview of the MOTORRAD endurance test machines from the last few years. A maximum of 100 points can be retracted, divided
in five sections. The cost per kilometer includes inspection expenses,
Spare and wear parts, such as tires and chain sets. The basis for evaluating the fuel consumption is the average consumption over the entire 50,000 kilometers. The loss in value is based on a DAT estimate at the end of the endurance test. The relation to the list price is evaluated at the beginning of the test. Extraordinary workshop visits result in a deduction of one point each.
Breakdowns in which the motorcycle could not continue will be penalized with five points. In the technical condition, the wear dimensions and the
optical condition of the individual parts. The bottom line is that Honda’s reliable VFR is ahead, although it only scores poorly in terms of cost and fuel consumption. This one-
The Suzuki V-Strom 1000 is also better, but it had to go to the workshop four times out of schedule.
The MZ 1000 S has the best wear pattern. The Yamaha XT 660 joins them
the lowest consumption and breakdown-free ride in fourth place, on a par with the Kawasaki ZX-10R. The fact that the 10 series could not place itself further ahead at the end of the distance despite its excellent condition is due to the high maintenance costs and the broken chain, which forced a visit to the workshop. With only
One point behind is the BMW R 1200 GS, which falls back into midfield due to two breakdowns. Behind is the Kawasaki Z 1000, which is not unanimous in any criterion-
pleasantly noticeable, and the Harley-Davidson V-Rod, which keeps up with solid technology. With the KTM 950 Adventure and Ducati 999, many visits to the workshop and the moderate technical condition were decisive for the modest end result. gt

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