MotoGP – Statements and analysis of the Catalan GP MotoGP – MotoGP, the race to boredom?

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Kawasaki innovations 2006

Elaborately refined

In the age of 170 hp, simply gaining power is no longer the order of the day. Instead, it is important to use all the tricks, refinements and diligent detailed work to make the performance more manageable and controllable, and to use it more efficiently. As with the new Kawasaki ZX-10R. The ER-6f has done well in a different way. The 650er has an elegant full fairing and thus achieves a completely different effect than its sister ER-6n.

You can never have enough performance! "Just a few years ago
Most of the super athlete fans agreed with this strong saying with full conviction. Today the topic is presented differently, discussions about it are conducted in completely new terms: drivability, responsiveness, even performance, mechanical grip. Rustic horsepower ranting is a thing of the past, mostly it is about the digestible use of the high power doses that the current super athletes provide.
Kawasaki also had a lot to say about the launch of the new ZX-10R. There is talk of "better power", which would develop more gently and increase linearly. Of course, there is also a reference to "more power "; how much more power and in which area is not revealed. Elsewhere in the press release it was read that the engine had finally survived the adjustment to the Euro 3 emissions standard thanks to the reduction of friction losses and optimization of the combustion without loss of horsepower. In shorts, it will probably stay with the previously specified 175 hp peak power, but the 1000 engine should have become more powerful in the middle range.
From the outside, all the fine work on the engine is only the new one-
puff system, both of which end mufflers–
iron are now high. The common term "underseat" should still be avoided because the tube structure runs next to the bench rather than under it. An arrangement that Kawasaki may have chosen because the resulting gaps between the seat and the exhaust help better heat dissipation, while extremely compact underseat systems often lead to heat build-up.
Although there is a lot of track and lap times in connection with the chassis modifications on the ZX-10R
is written, a lot should also
benefit the very civil driving in everyday life. In the spirit of drivability. The traction of the drive wheel has been improved, and for this purpose the chassis engineers designed a new swing arm, repositioned the swing arm pivot point and changed the lever and chassis geometry. Easier handling should be achieved through greater mass concentration around the center of gravity, which at the same time moved a little upwards. As with the Yamaha YZF-R1, the rigidity of the frame has been modified-
fied, it is probably more elastic in certain areas. Very important when it comes to safety and drivability-
speed is also the steering damper, the
the ZX-10R gets as standard. It is
a very high quality Ohlins damper,
which is characterized by its particularly easy movement with smaller steering movements, but whose strongly progressively increasing damping rate effectively prevents kickback in the event of rapid deflections.
The front brake, recently heavily criticized, because different copies ?? including the MOTORRAD endurance test machine ?? the pressure point moved under high load, got a radial brake pump; otherwise only the surface coating of the brake calipers and disc adapter apparently changed. This means that the ZX-10R has caught up with the equipment of the other Japanese super sports cars, and it also has the advantage of the standard anti-hopping clutch, which is otherwise only available in the Suzuki GSX-R 1000 and the limited SP version of the Yamaha YZF- R1 have. How much the ZX-10R will cost with all these delicacies has not yet been calculated.
It is easier to speculate on the price of a new mid-range motorcycle that will take its place alongside the recently launched ER-6n. A fully disguised variant called ER-6f, which will probably be 400 euros more expensive than the "n", therefore around 6600 euros plus additional costs. A nifty one
Diversification. Although it has the same powerful and characterful engine and the same chassis as the n version, as well as several styling elements such as the short rear silencer or the design of the footrest bracket can be found on both motorcycles, it works E.R-6f completely different. Less freaky and funky, more modern in a classic way.
The two rather subtle color variants play a major role in this. In any case, the ER-6f will not be found in lemon butterfly yellow next year. We the
Photos is the »f« with a thicker, higher bench compared to the »n«
to see. This detail fits into the picture:
She speaks to the already matured driver. The fact that, like the ER-6n, it is offered with ABS does not detract from this. Everyone can use that.

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