2016 Ninja ZX-10R (non ABS)
The Kawasaki Racing Team and Kawasaki factory in Japan forged a performance partnership to develop the new Ninja ZX-10R. Tested, refined and approved by Worl Champions Jonathan Rea and Tom Sykes, this is as close as it gets to being a part of the official Kawasaki World Superbike team.
The 2016 Kawasaki Ninja ZX-10R is Pure Superbike.
New Track Focused Engine
Offering the same blend of high power and manageability, smooth power deliver facilitates getting back on the gas, while updates deliver a stronger low-mid range for quicker acceleration out of corners on the track. Significant feedback from Kawasaki’s factory superbike ensures the engine’s immense power was maintained while meeting Euro 4 regulations.
Inertia Management Unit
Compact IMU operates in 6 DOF (degrees of freedom): 5 measured + 1 calculated. Combined with Kawasaki’s proprietary dynamic modelling program, input from the IMU enables even more precise chassis orientation awareness, the key to bringing Kawasaki’s electronics to the next level.
The use of Bosch’s compact IMU allows an additional layer of precision to be added to the already high-level S-KTRC, KLCM and KIBS. A new cornering managment function uses KIBS and S-KTRIC to assist riders in tracing their intended line through the corner (ABS models only).
LED-backlit instrument panel
The centrepiece of the Ninja ZX-10R’s instrument panel is the highly visibly LED-backlit bar-graph tachometer – a mass-production first when introduced on the 2011 model. Additional functions on the multi-function meter include: gear position indicator,odometer, dual trip meters, average fuel consumption, instant fuel consumption, Power Mode (3 modes), S-KTRC (5 modes + OFF), low fuel indicator, Economical Riding Indicator, water/intake air temperature and a host of indicator lamps.
Designed to assist racers by optimising acceleration from a stop, KLCM electronically controls engine output to prevent wheelspin and minimise wheelies when launching. Riders can choose from three modes, each offering a progressively greater level of intrusion. Each mode allows the rider to launch from a stop with the throttle held wide open.
Hybrid predictive/feedback-type evolution of the highly sophisticated traction control system helps riders push harder by maximising acceleration. 5 modes enable expert riders to get even more serious enjoyment on the circuit. With the addition of the IMU, S-KTRC changes from a purely predictive system to one that also incorporates feedback. The new hybrid predictive/feedback system offers even more precise management to help an even greater range of riders experience riding at the limit. The compact IMU with 6 DOF: (degrees of freedom, 5 measured and I calculated by the ECU) complements the numerous parameters monitored by S-KTRC system.
Fit standard, KQS helps riders maximise their acceleration on the circuit by enabling them to shift gears while keeping the throttle fully open. Complementing the Ninja ZX-10R’s increased circuit potential, a contactless-type quick shifter enables quick upshifts for seamless acceleration. The system detects that the shift lever has been actuated, and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. (Clutch use is recommended for downshifts.) The system offers very high reliability, as it is less prone to breaking than contact-type quick shifters
Multi function mode selector
The choice of Power Mode (3 modes), S-KTRC (5 modes + OFF, KQS, KLCM, KEBC functions are controlled using a multi-function button located at the left handle.
Light, Shorter Pistons
Shorter pistons (39.2 mm >> 37.7 mm) with revised crowns were designed to handle the loads of the more powerful engine. Each piston is 5 g lighter, contributing to improved response. Further, the pistons are made from a new material with superb heat resistance that offers increased toughness. Finally, a dry film lubricant coating on the piston skirts reduces friction at low rpm and helps with the piston bedding-in process.
Electronic throttle body
Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions. The simple system enables more precise control of S-KTRC, and allows implementation of new electronic systems like KLCM and Kawasaki Engine Brake Control. Throttle valve diameter is 47 mm as before.
Crankshaft has a 20% lower moment of inertia. This revision – one of the most significant changes brought about by feedback from Kawasaki’s WSB factory team – benefits the bike’s overall performance: acceleration, deceleration and cornering are all improved. Engine response is improved as the engine is able to spin up more quickly. Reducing the moment of inertia offers handling benefits as well.
Close ratio transmission
The Ninja ZX-10R’s gear ratios were idealised for circuit riding. Shorter ratios for second through to sixth gears (especially the closer first, second and third gears) offer stronger low-mid range acceleration for quicker corner exits. The closer ratios also contribute to more stable downshifting.
This rear suspension arrangement offers excellent performance while contributing to mass centralisation. Revised linkage ratios offer a more linear feeling, which makes suspension adjustments easier to feel.
WSBK developed front fork
The Ninja ZX-10R features a new front fork jointly developed with Showa in the Superbike World championship. Tested in world racing competition – and proving to be a great asset in Kawasaki’s championship bid – this technology, coming directly from Kawasaki’s factory race machine, is making its mass-production debut on the new Ninja ZX-10R.
Öhlins Steering Damper
Settings were updated to match the new dimensions and handling characteristics. Öhlins’ special twin-tube design ensures stable damping performance even under circuit-riding conditions, and enables superb kickback absorption. The damper’s high precision construction and use of an integrated clamp help minimise friction as the damper piston slides back and forth. Initial motion is very smooth as a result. Steering damper body is finished with ahighly scratch-resistant alumite1 coating.
The lighter crankshaft and a number of changes to chassis deliver a much lighter-handing machine. The noticeably improved corner entry and flickability contribute to quicker lap times.
Lighter crankshaft in addition to the benefits to acceleration and deceleration, reducing the crankshaft’s moment of inertia offers handling benefits as well. With the reduced gyroscopic effect of the rotating crankshaft, handling is lighter, the bike is more flickable, and turn-in is quicker. Also, the reduced mass of the crankshaft helps raise the engine’s centre of gravity, further contributing to the nimble handling.
Lightweight 3-spoke wheels
One of the lightest wheel designs in the market, the Ninja ZX-10R’s gravity-cast wheels with their 3-spoke design offer an excellent balance of light weight and rigidity that contributes to edge grip when riding on the track. Screw-in type, aluminium side-facing tyre air valves ensure easy maintenance with the large-diameter front brake discs.
Supersport-grade brake management
KIBS, Kawasaki’s supersport-grade high-precision brake management system, uses high-precision control to regulate brake pressure during sport riding. KIBS is a multi-sensing system, using the input from numerous sources. In addition to front and rear wheel speed sensors (standard for any ABS system), KIBS also monitors front caliper hydraulic pressure and various information from the engine ECU (throttle position, engine speed, clutch actuation and gear position). (The 2011 Ninja ZX-10R was the first mass-production motorcycle system to feature communication between the engine ECU and ABS ECU.)
High-grade titanium muffler
Forming the silencer from titanium alloy (instead of stainless steel like on the predecessor) reduces weight and contributes to mass centralisation. The lighter material allows the increased silencer volume to be offset. The high-grade titanium alloy material that Kawasaki uses for its exhaust system components not only offers superior heat resistance for high durability, the parts can be made thinner, enabling a lighter construction than with lower-grade material.
Riding position enables both circuit and street riding, contributing to controllability and rider confidence. With the handlebars moved 7.5 mm closer to the rider (care of the repositioned head pipe), the riding position is a little more compact, offering riders greater flexibility to choose their position while riding.