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Jorg Kunstle
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When the guys from the tuning company TTSL shout “Kasalla!”, They simply demand full throttle.
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The slight waves in power and torque around 7000 rpm are not noticeable on the race. Great top-end power with a full curve.
Jorg Kunstle
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Meticulously built racer, here with a Moto2 roaring pipe. For the test drives, TTSL installed a more moderate muffler.
Jorg Kunstle
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Because the water temperature is too low, some of the additional cooler has to be masked off.
fact / Joachim Schahl
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Samuel Kielbassa Carl-Benz-Strasse 17 75382 Althengstett Phone: 01 72/9 61 15 33 www.dynojet-center-calw.de.
fact / Joachim Schahl
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fact / Joachim Schahl
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Long-distance braking system from Beringer. The pads cost around 500 euros, require a lot of hand strength, but should be very wear-resistant.
fact / Joachim Schahl
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Here, too, the long haul sends its regards: quick-change device for the rear wheel.
fact / Joachim Schahl
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Revised series fork with a new interior.
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The Kielbassa-ZX-10R serves its power very evenly and user-friendly. This also allows the maximum output of 209 hp to be controlled very well.
fact / Joachim Shah
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Crouched racer naked once. The rear comes from the accessories.
Jorg Kunstle
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Franz Lesl / Rainer Tschauder Im Gansbruch 29 52441 Linnich Phone: 0 24 62/9 08 98 10 www.ttsl.de.
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Also very popular in MotoGP at the moment: brake and clutch lever protection.
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Semi-active shock absorber from Ohlins.
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Kawasaki ZX-10R from Kielbassa and TTSL in the comparison test
PS track test: Kielbassa against TTSL
Content of
When the guys from the tuning company TTSL shout “Kasalla!”, They simply demand full throttle. Said and done. In direct comparison with your Kawasaki ZX-10R, we beat the ZX-10R from tuner Kielbassa around the slopes. Who wins the comparison?
Brief introduction to the Rhineland dialect: Kasalla stands for anger, riot. So it fits the story. The TTSL company from Linnich in North Rhine-Westphalia also uses the term as a battle cry, which is why we use it for their bike right away: Kasalla! Wow that Kawasaki already starts vigorously at mid-rev, pushes its power off fantastically evenly and delivers a hell of a maximum output with 212 hp. Even in the area of top performance, the Punch remains extremely user-friendly, and the electronics skilfully regulate acceleration wheelies and excessive rear wheel slip.
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Kawasaki ZX-10R from Kielbassa and TTSL in the comparison test
PS track test: Kielbassa against TTSL
TTSL also put a ZX-10R at the start (see PS 5/2013). For this test, however, Rainer Tschauder and Franz Lesl built a completely new bike on which they even found a few additional horses.
“Basically, the engine tuning was similar to 2012,” explains Tschauder: “Milling the valve seats, adjusting the ducts, tapering the duct web, increasing the compression to 13.8: 1, installing the camshafts and engine control from the Kawasaki kit. To do this, we installed a racing exhaust again, but the manifold is standard. And of course we tuned the bike on the test bench again. ”New for this year are the finely machined combustion chamber and the additional water cooler. According to Tschauder, this is actually not necessary, because thanks to the new cladding, more air can now reach the radiator. “Even when the outside temperature is high, we mask it off a bit,” adds Lesl.
Don’t be afraid of power
fact / Joachim Schahl
The Kielbassa-ZX-10 R is very good at feeding with 209 stallions.
This is not necessary with the Kielbassa-ZX-10R, because it does not require an additional cooler. With 209 stallions, she is also very good at feeding, offers her performance extremely homogeneously and is therefore ideally equipped for long-distance races. Kielbassa built the machine especially for this. The Kawa’s excellent traction control not only supports its pilot on long stages.
At higher speeds, the performance curve of this ZX-10R is somewhat flatter than that of the TTSL-Kawasaki. This is also shown by the performance diagram, in which we have highlighted the curve of a series machine for better comparability. “I built the engine completely myself,” says Samuel Kielbassa proudly, “that required a lot of fine-tuning”. In contrast to TTSL, it uses accessory pistons (Pistal), which are lighter and increase the compression to 13.5: 1. The rest of the tuning turned out to be very similar: Kawasaki kit camshafts and ECU, racing exhaust, cylinder head revision. For this purpose, the Swabian by choice from the small town of Calw polished the valves and smoothed the sharp edges of their springs.
He also installed shorter velocity stacks for higher peak performance. “It took around 120 test bench runs to get the package properly coordinated.” The effort was definitely worth it. Only applying the gas after longer periods of coasting could be a bit smoother, because the throttle valves hardly react at first, but then quite spontaneously to the commands from the right hand.
When it comes to handling, the Kielbassa-Kawa excels. Simply great, what tight lines the superbike allows: aim at the curve, poke in, done! If the pilot has made a mistake when choosing a line, no problem, the racer can be corrected at will. Even in the infamous parabolic curve at Hockenheim, the tens do not push themselves to the outside, even at maximum speed – great! “In order to improve handling, I raised the rear a little further than the front,” explains Kielbassa. For such tight lines, the TTSL driver has to shift his weight a little inward. This is not a problem and the difference is only noticeable in a direct comparison. Nevertheless, the Kielbassa bike rides a touch more light-footed around the radius.
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Jorg Kunstle
Meticulously built racer, here with a Moto2 roaring pipe. For the test drives, TTSL installed a more moderate muffler.
Common to both tens is the slight tendency to pendulum on the full throttle left. The only difference is that the Kielbassa bike miraculously stabilizes itself again after the initially pronounced unrest caused by shifting jerks and bumps. The TTSL torch is a little quieter at the beginning, but maintains the slight oscillation through the entire curve. It’s not that bad and never gets out of hand. But to keep the load completely calm, there is only one tried and tested trick that helps: stand in the rest. Thanks to the shift in weight, the bike is now piously on its way.
Hard & heavy vs. gentle & easy
The most obvious differences between the two Kawas are in the suspension elements. The Kielbassa is rock hard and tramples over asphalt wrinkles in a shirt-sleeved manner. In order for the chassis to work properly, the pilot has to control the bike. The more brutal you drive, the more docile it becomes. “A motorcycle for professionals,” argues Kielbassa. Of course, normal people feel more comfortable on the TTSL tens. The fork and shock absorber respond well and still offer enough damping reserves for fast laps. As a special treat, the Zehner houses a brand new, adjustable, semi-active suspension strut (Ohlins) that takes parameters such as speed or throttle position into account.
Despite the high-tech, the TTSL-Kawa tends to chatter at the front and rear. Our impression: The rattling occurs at the back and carries over to the front. On a trial basis, the tuners reduce the braking torque of the adjustable anti-hopping clutch, whereupon the unrest noticeably decreases and occurs later. However, there is still a residue of chattering, which occurs mainly when pushing over uneven floors. To a certain extent, this phenomenon is also shown by the Kielbassa machine. Apparently the Kawasaki ZX-10R is a bit sensitive in this regard.
With the brakes, the tuners go different ways. While TTSL relies on a complete system from Brembo, Kielbassa swears by special long-distance stoppers from Beringer. Both systems are very stable, have a stable pressure point and slow down vehemently. According to Kielbassa, Beringer’s brake pads can even survive a 24-hour race without any problems, which explains the high level of hand strength.
There are bigger differences in the finish of the two Kawas. While the TTSL bike shines with excellent workmanship down to the smallest detail, the Kielbassa-Zehner looks a bit rough in this regard. “I focus on good performance, outward appearances are less important to me,” Kielbassa confirms the impression. Ultimately, the customer decides, but one thing has to be certain in any case: Kasalla!
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