- What you must remember
- Make yourKawasaki ZX-10R 1000 2009
- The technical aspect
- Related articles
‘Watch your eyes! Hello shock. Such an aggressive face, we have never seen that at Kawa, and not sure that we can find a nastier face in the production of its last 10 years. After its 2006 redesign, the big Ninja must logically change a lot, as the Japanese calendar rule requires (After 2 years: Evolution – After 4, big changes).
The ZX-10R is big watts, full of character; and this year, it will also be a very sharp and aggressive design. Its sides are carved with large billhooks, the look suffers from a particularly threatening strabismus, and what to think of the front indicators. Hanging under the antennas, they do not fit anywhere in the design of the machine, as if they had to be placed somewhere because it is mandatory but their integration had been forgotten in the specifications. Lack of ideas? One could also think so by observing the rear of the Kawa: one would almost believe that the rear was stung from a certain GSX-R 1000 model 2005. Take a good look at this blunderbuss-shaped pot, and the saddle with its particular design, except that the indicators are not integrated in the hull; and that here, the coat rack that extends the rear frame is even more appalling (luckily it only stays in place on the day of purchase). Seen from behinde, it regains its identity of 10 R with a fire inspired by previous generations.
More bestial, the ZX-10R is not in the lace but in the bite. Moreover, one would think her endowed with mandibles ready to bite the first hypersport that passes. Viper or voracious insect, the new ZX-10 R has nothing of the kindness of its little sister Ninja 250 R.
The technical data cross a new course in excess. The 2008 ZX-10 R boasts insane power figures: new record for a hypersport: 188 horses ; and in dynamics, Kawa announces a mythical figure: 200 horsepower with the forced air intake system. With regard to the performance of the machine, Kawasaki informs us that the engineers have particularly worked on the communication between the motorcycle and its rider, so that the latter feels the sensations and reactions of the machine as well as possible..
And sensations, there will be some. The Kawa boiler has gained even more potato at high speed, and this while maintaining its large torque in the low and mid-range. Glurps … it’s gonna be hot. A few modifications make it possible to improve the throttle response: a battery of secondary injectors (Under normal driving conditions, only the downstream injectors operate, the entry into service of the upstream injector being triggered by the throttle opening position and engine speed), oval injection bodies, a new shape of the intake ducts and a compression ratio of 13 to 1. to improve engine flexibility and the power curve, the diameter of the exhaust valves has been reduced from 25.5 mm to 24.5 mm. The exhaust ducts are now narrower in the middle and wider at the opening, to improve circulation. Naturally, the combustion chambers have been redesigned accordingly. * The intake and exhaust valves are made of titanium to reduce the total mass in motion. Finally, the profile of the cams has been retouched to better accept very high speeds: their greater lift provides a gain in power at the top of the revs and facilitates the preparation of the engine for competition..
The design axis of the machine followed a clear guideline: uncompromising competition. engineers started by creating a top-level competition superbike and then transformed it into a road machine. The engine and frame components were first tested on a factory superbike, in a cyclical process. The contribution of a pro pilot allowed parts to be tested at the limits of their performance. Compatibility with slicks, “circuit” suspension adjustment, etc. was acquired, but the performance was still evaluated in real races.
The parts whose performance was deemed satisfactory by the factory team were then tested on the production machine used for testing, reworked, then tested and re-ground on the racing machine.
On the chassis side, the stiffness distribution of the double backbone frame has been further optimized. The pressed parts of the frame are now convex and no longer concave.
The fork tubes benefit from a DLC (Diamond-Like Carbon) treatment, a low friction coating that not only improves fork work but also friction control. The fiery nose gear can count on the prevention of an exclusive Ohlins shock absorber supplied as standard.
On the Uni-Trak rear suspension, the tie-rod anchor point has been repositioned. The fully adjustable shock absorber has dual compression adjustment (fast and slow).
The new radial calipers have two double pads instead of four. Kawa announces identical braking quality but reinforced by improved attack and brake management thanks to the more progressive feeling.
The new petal discs of ø 310 mm replace the previous 300 mm model, and their thickness has been reduced from 6 to 5.5 mm to improve heat dissipation.
Kawasaki is surely struggling to cope with the domination of the R1 and GSX-R 1000. Here is an early response to Superbike sauce.
What you must remember
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ZX-10R 1000 2008
Model marketed in
about 300 km / h
The technical aspect
Kawasaki ZX-10R 1000 2009
- Frame: Aluminum double beam backbone
- Tank: 17 liters
- Seat height: 830 mm
- Length: 2110 mm
- Width: 710 mm
- Height: 1135 mm
- Wheelbase: 1,415 mm
- Dry weight: 179 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 120 mm
- Brake 2 discs Ø 310 mm, radial calipers 4 pistons
- Front wheel:
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Monoshock rear suspension, deb: 125 mm
- 1 disc brake Ø 220 mm, 1 piston caliper
- Rear wheel:
- 4 Cylinders
, 4 stroke
- Cooling: Liquid cooling
- 2 ACT
- 4 valves per cylinder
(76 x 55 mm)
at 12,500 rpm
- 200 hp with forced air
at 8,700 rpm
- Weight ratio /
kg / hp
- Compression: 12.9: 1
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