Table of contents
- Old versus new: Kawasaki ZX-10R Super ninjas
- Super ninjas
- Odds hit
- Fine work on the engine, exhaust and chassis
- Back on track
- Conclusion and reviews
- Technical specifications
On September 3, 2006, the Briton Chris Walker kept his nerve in a very rainy Superbike World Championship race and clinched a sovereign victory on his PSG-1 Kawasaki ZX-10R. Unfortunately the only one of a ZX-10R in the Superbike World Championship to date.
Mizu-Kawa ZX-10R (IDM 2004)
Mizu-Kawa ZX-10R (IDM 2004) – Stripped.
The Lohmann-Kawa ZX-10R (2005) ironed across the slope, perfectly clean and well-balanced.
Lohmann-Kawa ZX-10R, 2005: 172 hp, 189 kilograms (full), 25,000 euros.
Bike Shop Luchow offered a hobby racer conversion for a bargain 3000 euros in 2006.
Luchow-Kawa ZX-10R (2006): 175 HP, setup too soft, but suitable for approval.
Biker Box-Kawa ZX-10R (2007): This tame, yet 204 HP strong super ninja lets her horses out of the stable so well-behaved that speeding is completely stress-free.
Highlight of the Biker Box-Kawa ZX-10R (2007): 16.5-inch wheels made of forged magnesium and absolute precision.
The Luchow-Kawa ZX-10R (2008) is available for 17,500 euros.
The Luchower Kawa-Schmiede is concentrating on the essentials when converting the bike shop ZX-10R (2008): reworking the chassis, increasing performance by means of a new exhaust and power commander tuning as well as activation and slip control via the kit control unit.
This sexy Kawa ZX-10R comes from Holy and is impressive.
Old versus new: Kawasaki ZX-10R
Old versus new: Kawasaki ZX-10R
The Kawasaki Ninja ZX-10R has been causing a sensation in the sports arena since 2004, and it has been revised every second year. PS procured all three generations and scrutinized progress on the country road. The Kawasaki Ninja ZX-10R has been causing a sensation in the sports arena since 2004, and it has been revised every second year. PS procured all three generations and scrutinized progress on the country road.
October 15, 2008
Damn it, damn it, damn it! The oven just won’t come out of the curd! As if braked by an invisible trailer, the 2008 ZX-10R tentatively accelerates out of the tight right-hand bend below me, while Volkmar in front of me works the Pirelli Diablo Corsa III with an unmistakable, very dark acceleration lane into the asphalt on a four-year-old used moped. Can hardly keep up, because only from 8000 / min, ergo a felt quarter infinity later, the current ten goes like hell and shortens the distance to Volkmar. It’s my turn again in the brisk winding curve and swear to myself to take the coming left-hand bend in first gear with the clutch slipping in order to accelerate Volkmar on the subsequent straight. Puff cake. The ripped off stunt driver smelled a fuse, brings the Rossi trick from Laguna Seca and brakes a little earlier than I expect. I have to brake harder than planned, the engine speed drops further than intended. And whoops ?? if he’s gone, the acceleration is postponed to the never-day saint’s day.
I felt similarly powerless the last time I went jogging with my father. Every time I stepped up the pace, he countered and started asking me something. But that’s a different story … The match described above is a true occurrence and took place on the Gutenberger Steige, a pass-like ascent to the Swabian Alb. It was the highlight of our PS generation comparison Kawasaki ZX-10R family. In good German, Jacko, Seb and me got a little crazy. How did it come about? Well, as a rule the Japanese manufacturers overhaul their super sports bikes every two years, sometimes more, sometimes less profoundly. So PS took the three tens of the years 2004, 2006 and 2008 to the chest and looked for progress, character and fun.
2006 model: Kawasaki ZX-10R, type D6F.
At the beginning of 2004, Kawasaki was the last Japanese to bring a 1000 Superbike, replacing the venerable gray ZX-9R, which was very toothless against the competition from the YZF-R1 and GSX-R 1000. With its consistent design, the Zehner became the legitimate successor to the ZXR 750, i.e. the burner to which Kawasaki owes its sporty brand image. 199 kilograms powered by 174 hp, that should taste all Kawa-disciples 2004 and similar to the prehistoric Z 900 cause a sensation. So it’s no wonder that the first ZX-10R was so well received by customers. In 2004 alone, 2,861 machines were sold in Germany, in 2005 a further 1,660 were added, which makes a total of 4,521 units. With the model change in 2006, the Zehner was given a major visual makeover: the puristic C1H and C2H became the D6F (2006) and D7F (2007). With catastrophic effects on the sales figures: In 2006, 1,862 customers used the revised version, in 2007 there were only 499.
Including 52 units from 2008, Kawa vom Pummelchen was only able to sell 2,413 units. In over two years, mind you. Things are going a little better with the current tens: From January to July 2008, at least 1,088 units were sold to dealers from the farm. Back to the gunpowder smoke and the romp on the Alb eaves. In addition to the Gutenberger Steige, the trio etched a number of other streets. First and foremost, mostly the lightweight in the network, the 04er. The main reasons for this are their handling, their crisp steering feel and the animal engine. None of the three turns with so much verve, with so much taste in the corners as the original version. The procedure is easy and recurring fun: flying full soup to a corner, throwing the anchor late and hard, stepping through the soft-to-use gear and turning on the targeted line. Apply the gas at the apex, which is wonderfully soft, and tighten the cable again with feeling. Thanks to the greedy sound from the airbox (Euro2 is great!), The hairs on the back of the neck stand up again and again during this exercise. And then this start!
Despite the longest secondary transmission, the 2004 model generates very good torque values. From 50 to 150 km / h only 8.8 seconds pass in the last gear, the four-in-a-row pushes like an animal from 4000 tours. Which brings you to the character of the ascetic and straightforward Ur-tens: She is honest and tough, like a real buddy, whom you sometimes give the bad word to “A….” can say in the face without being insulted to death for the rest of his life. She goes through life powerful, self-confident and a little rough, doesn’t have to prove anything to anyone, but can if the need arises. Something went wrong when the model changed in 2006. Even the first pictures of the revised tens did not exactly cause euphoria. Angry tongues (what else?) Suspected that the Hayabusa designer had defected from Suzuki to Kawasaki. The ZX-10R, the prototype of the good buddy with hair on his chest, had turned into an aerodynamic popper with a gel hairstyle and bleached teeth. Anyone who concludes from the external appearance that the tens has also lost their muscles, is seriously mistaken. Because their engine was only moderately revised. The Euro3 emission standard hit the model called D6F with full force, but no performance was lost.
Fine work on the engine, exhaust and chassis
Model 2004: Kawasaki ZX-10R, type C1H.
The engineers tilted the cylinder block forward three degrees, increased the position of the engine and thus the center of gravity and swapped the U-Kat for a G-Kat. Further fine-tuning on the mapping and exhaust system ensures that the 5 kilo heavier D6F can drive away from its predecessor, which is one tooth longer, in the pull-through exercise by the blink of an eye of 0.3 seconds. In general, the engine is the highlight of the 06/07 model. Although it is still quite rough, it impresses over 4000 rpm with a brilliant acceleration and a very smooth throttle response. All in all, the 06 engine delivers its performance easily and directly. Much to the delight of the pilot, the slipper clutch and the gearbox function as inconspicuously as in the first ten. The sore point of the mid-range ZX-10R is different: its handling properties have deteriorated drastically compared to its predecessor, and its appearance no longer has anything to do with its ascetic pioneer. While the optical story remains a matter of taste, the handling is undisputedly palpable, especially on narrow country roads, where the 04 will scurry through the labyrinth and the 06 wants to be knocked down with strength and an iron will.
The low-mounted handlebars must be pushed and pulled with great force in order to move the green from the central position. Thanks to the mounted Pirellis, there is at least a feeling of fullness in an inclined position. Part of their indolence may well come from the pilot’s positioning on, or better, in the tens. The ergonomic triangle of the D6F hardly differs from the others in absolute terms, but the difference in level between seat height and handlebar height is the smallest. This means that the front triangle tilts down a bit, which makes the pilot lean more over the tank and gives him the feeling of being in the motorcycle rather than sitting on it. This step was certainly taken deliberately, because the press kit of the 06 series repeatedly refers to the great aerodynamics of the model. And a pilot leaning deeper forward fits better behind the fairing. Back to the roots, on the other hand, is the maxim of the developers for the 2008 bike, model code E8F. At least visually, the current version of the great ninja is back on track.
Back on track
Model 2008: Visually, the current version is back on track.
It looks small, compact and light-footed and looks at least 20 kg lighter than its hapless predecessor. Far from it, because a look at the scales shows that the current Zehner is the heaviest in the trio at over 209 kilos. The new edition proves that the bulkiest does not have to be the most unwieldy. It steers crisply and predictably, scurries carefree through tight curves and burns along fast curves with high precision. It is a bit astonishing how easily the 06er wags them away. After all, their wheelbase has grown by 25 mm, the caster has become 8 mm longer and the steering head angle is one degree flatter. Compared to the 04 series, the numbers are even more blatant: 30 mm more wheelbase, 8 mm more caster and a steering head angle that is 1.5 degrees flatter ?? and yet the 08 is almost on par with the 04 in handling, despite the 10.5 kilos extra weight. Respect! In the main, something really changed. When it comes to accommodating the pilot, too, grandma and grandchildren are very close together, so that the greedy feeling of driving reappears immediately on the new one.
Unfortunately, the engine doesn’t particularly support this feeling. The current engine with measured 179 hp has 8 more horses in the stable, but these are kept very tight on the leash. On the one hand, the pilot’s gas command is not implemented directly, but with a slight delay; on the other hand, the 04er develops much more torque much earlier. As a result, the grandma presses the grandson from 50 to 150 km / h in the last gear for 0.8 seconds on the eye. In real life, this leads to the driving situation described at the beginning of the story: The old Zehner storms up and away in road-relevant situations, spraying driving fun like a sparkler, while the current Zehner, scourged by its electronics, can only pull off its show above. Which a) does not have to go well for long on the country road and b) does not create a confident driving experience. Up to 6500 tours, this inviolable thousand feeling of the great tens or a Gixxer 1000 is simply missing. This is only exposed with a Kawasaki kit control unit, which unfortunately does not comply with the StVZO. Nevertheless, and thank God, the Kawasaki ZX-10R, born in 2008, is, “Back on track”, the thrust is right again. Alleluia.
Conclusion and reviews
as “Chubby” the 2006 and 2007 models are denigrated. What began as an aerodynamic concept ended ingloriously with a seating position that took getting used to and sluggish handling. The engine was extremely powerful.
Who would have thought that: The mighty ZX-10R from 2004 defies its successors on the country road. She certainly doesn’t stand a chance on the racetrack, because the top power of the newcomers is too great. But where the boys play every day, they keep up really well. The 2006/2007 models are a bit off: In the standard trim, the handling is a bit too sluggish, the seating position takes getting used to. Teaching Chubby to race is not an impossible task, but the other two are better off the box.
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