Post by Crossbones Dennis on Oct 17, 2010 7:58:14 GMT -6
All-new 2011 Ninja ZX-10R comes with high-tech traction control and optional ABS
Kawasaki claims the new-from-the-ground-up 2011 Ninja ZX-10R is equipped with “the most advanced traction-control system in all of production motorcycling.” This is in addition to a complete redesign of the model’s engine, frame, suspension, bodywork, instrumentation and wheels, as well as optional anti-lock brakes. A catchphrase the company is using to market the motorcycle: “Power is nothing without control.” MSRPs are $13,799 for the standard model, $14,799 for the ABS model.
The manufacturer revealed the model today at the Intermot show in Germany, and will do the same later today at its dealer meeting in Las Vegas. The company also will reveal to dealers the 2011 Ninja 1000 and the Vulcan 1700 Vaquero bagger.
The MotoGP-derived Sport-Kawasaki Traction Control, or S-KTRC, works by crunching numbers from a variety of parameters and sensors — wheel speed and slip, engine rpm, throttle position, acceleration, etc. “There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive ‘edge’ of maximum traction than ever before,” Kawasaki says. The S-KTRC system relies on software buried in the ZX-10R’s ECU. The only additional hardware are speed sensors located on each wheel.
Kawasaki says that unlike the KTRC system on the Concours 14 ABS, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system — which processes every data point 200 times per second — maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence, the company claims.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the newly designed instrument cluster displays how much electronic intervention is occurring in real time, and a thumb switch on the left handlebar pod allows for on-the-go mode changes.
The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power — and the character of delivery — available from the engine. Besides the standard Full-Power mode, there are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.
Kawasaki says the 10R’s all-new engine is “easily the most advanced engine to ever emerge from a Kawasaki factory.” Like last year’s engine, the powerplant is a 16-valve, DOHC, liquid-cooled inline four-cylinder displacing 998cc via 76 mm x 55 mm bore and stroke dimensions. But the new mill boasts a handful of engineering changes designed to optimize power, power delivery, center of gravity and actual engine placement within the chassis.
A primary goal of Kawasaki engineers, the company says, was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at midcorner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which is said to eliminate the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Larger intake valves (31 mm vs. 30 mm), wider — and polished — intake ports, and completely revised exhaust porting all reportedly allow better breathing, more controllable power delivery and less engine braking (just the thing to smooth those racetrack corner entries and exits, Kawasaki notes). Higher-lift camshafts built from lighter-yet-stronger chromoly steel (instead of cast iron) and featuring revised overlap further contribute to optimized engine braking and more controllable power delivery. Newly designed lightweight pistons feature shorter skirts and mount to lighter and stronger connecting rods, each of which spin a revised crankshaft made of a harder material and featuring stronger pins and journal fillets. Compression moves to a full 13.0:1.
A revamped crankshaft/transmission shaft layout contributes to a higher center of mass — and improved handling via better mass centralization — by locating the crankshaft about 10 degrees higher relative to the output shaft. There’s a secondary engine balancer assembly this year, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and “dramatically lighter” battery helps drop even more weight, as does a lighter ECU and fuel pump.
A race-style cassette transmission allows for simple trackside ratio changes and offers a host of improvements for 2011. These include closer spacing for fourth, fifth and sixth gears and the fine-tuning of the primary and final reduction ratios for less squat/lift during acceleration and deceleration, which allows more precise suspension tuning in back. An adjustable back-torque limiting clutch assembly is fitted, which Kawasaki says allows for worry-free downshifts and an even higher level of corner-entry calmness.
The ram-air-assisted fuel injection system features larger throttle bodies (47 mm vs. 43 mm) and subthrottle valves, a larger-capacity airbox (9 liters vs. 8 liters), secondary injectors that are said to improve top-end power characteristics, and a large, redesigned ram-air intake that’s positioned closer to the front of the bike for more efficient airbox filling and increased power.
A race-spec exhaust system has a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers, and a compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
“With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency even further,” Kawasaki says. An all-new aluminum twin-spar frame was designed, an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight than last year’s cage. Fewer pieces mean fewer welds, which contributes to a cleaner, more aesthetically pleasing look. Like the frame, the new alloy swingarm is an all-cast assembly, with idealized rigidity matching that of the frame itself.
Kawasaki says it juggled chassis geometry to offer the best possible stability and handling quickness. Rake, at 25 degrees, is a half-degree steeper than on the 2010 machine, while trail has been reduced from 110mm to 107mm. “This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely by the new engine’s more controllable power, engine placement and the CG differences it generated, and the frame and swingarm’s newfound flex characteristics,” the company says.
“Highly advanced suspension at both ends helped as well,” Kawasaki adds. Up front is a 43 mm open-class version of the Big Piston Fork (BPF) found on last year’s Ninja ZX-6R. Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF reportedly offers smoother action, less stiction, lighter overall weight and enhanced damping performance on the compression and rebound circuits. Kawasaki says this added compliance results in more control and feedback for the rider.
There’s big suspension news in back, too. Replacing the vertical Uni-Trak system of the 2010 ZX-10R is a Horizontal Back-Link suspension design that positions the shock and linkage above the swingarm. Claimed benefits include better mass centralization, improved road holding, compliance and stability, smoother action in the midstroke (even with firmer settings), better overall feedback and cooler running. The design also frees space previously taken by the linkage assembly below the swingarm, space now used for the exhaust pre-chamber, which allows a shorter muffler and, again, better mass centralization. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
All-new gravity-cast three-spoke wheels are “significantly lighter” than the hoops fitted to the 2010 bike. Up front, Tokico radial-mount calipers grasp 310 mm petal discs, and a 220 mm disc is squeezed by a lightweight single-piston caliper in back.
Kawasaki says its engineers wrapped all this new technology in bodywork “as advanced and stylish as anything on this side of a MotoGP grid.” Shapes are more curved than edged this year, and the contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies and convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
Instrumentation is totally new as well. The unit is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel and water temperature. For track use, the LCD display can be set to “race” mode, which moves the gear display to the center of the screen.
Kawasaki says it fine-tuned the ZX-10R’s ergonomics for optimum comfort and control, with a slightly lower saddle, adjustable footpegs positioned slightly lower and more forward relative to last year, and clip-ons with a bit less downward angle. “This is a hard-core sportbike you can actually take on an extended sport ride — and still be reasonably comfortable doing so,” the company says. “And because it’s 22 pounds lighter than last year’s bike, the new ZX-10R will be quicker and more nimble in any environment you choose to ride it in.” The claimed curb weight is 436.6 lbs.
Kawasaki claims the new-from-the-ground-up 2011 Ninja ZX-10R is equipped with “the most advanced traction-control system in all of production motorcycling.” This is in addition to a complete redesign of the model’s engine, frame, suspension, bodywork, instrumentation and wheels, as well as optional anti-lock brakes. A catchphrase the company is using to market the motorcycle: “Power is nothing without control.” MSRPs are $13,799 for the standard model, $14,799 for the ABS model.
The manufacturer revealed the model today at the Intermot show in Germany, and will do the same later today at its dealer meeting in Las Vegas. The company also will reveal to dealers the 2011 Ninja 1000 and the Vulcan 1700 Vaquero bagger.
The MotoGP-derived Sport-Kawasaki Traction Control, or S-KTRC, works by crunching numbers from a variety of parameters and sensors — wheel speed and slip, engine rpm, throttle position, acceleration, etc. “There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive ‘edge’ of maximum traction than ever before,” Kawasaki says. The S-KTRC system relies on software buried in the ZX-10R’s ECU. The only additional hardware are speed sensors located on each wheel.
Kawasaki says that unlike the KTRC system on the Concours 14 ABS, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system — which processes every data point 200 times per second — maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence, the company claims.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the newly designed instrument cluster displays how much electronic intervention is occurring in real time, and a thumb switch on the left handlebar pod allows for on-the-go mode changes.
The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power — and the character of delivery — available from the engine. Besides the standard Full-Power mode, there are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.
Kawasaki says the 10R’s all-new engine is “easily the most advanced engine to ever emerge from a Kawasaki factory.” Like last year’s engine, the powerplant is a 16-valve, DOHC, liquid-cooled inline four-cylinder displacing 998cc via 76 mm x 55 mm bore and stroke dimensions. But the new mill boasts a handful of engineering changes designed to optimize power, power delivery, center of gravity and actual engine placement within the chassis.
A primary goal of Kawasaki engineers, the company says, was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at midcorner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which is said to eliminate the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Larger intake valves (31 mm vs. 30 mm), wider — and polished — intake ports, and completely revised exhaust porting all reportedly allow better breathing, more controllable power delivery and less engine braking (just the thing to smooth those racetrack corner entries and exits, Kawasaki notes). Higher-lift camshafts built from lighter-yet-stronger chromoly steel (instead of cast iron) and featuring revised overlap further contribute to optimized engine braking and more controllable power delivery. Newly designed lightweight pistons feature shorter skirts and mount to lighter and stronger connecting rods, each of which spin a revised crankshaft made of a harder material and featuring stronger pins and journal fillets. Compression moves to a full 13.0:1.
A revamped crankshaft/transmission shaft layout contributes to a higher center of mass — and improved handling via better mass centralization — by locating the crankshaft about 10 degrees higher relative to the output shaft. There’s a secondary engine balancer assembly this year, which allows a number of vibration-damping parts to be simplified, contributing to weight savings. A smaller and “dramatically lighter” battery helps drop even more weight, as does a lighter ECU and fuel pump.
A race-style cassette transmission allows for simple trackside ratio changes and offers a host of improvements for 2011. These include closer spacing for fourth, fifth and sixth gears and the fine-tuning of the primary and final reduction ratios for less squat/lift during acceleration and deceleration, which allows more precise suspension tuning in back. An adjustable back-torque limiting clutch assembly is fitted, which Kawasaki says allows for worry-free downshifts and an even higher level of corner-entry calmness.
The ram-air-assisted fuel injection system features larger throttle bodies (47 mm vs. 43 mm) and subthrottle valves, a larger-capacity airbox (9 liters vs. 8 liters), secondary injectors that are said to improve top-end power characteristics, and a large, redesigned ram-air intake that’s positioned closer to the front of the bike for more efficient airbox filling and increased power.
A race-spec exhaust system has a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers, and a compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
“With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency even further,” Kawasaki says. An all-new aluminum twin-spar frame was designed, an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and lighter weight than last year’s cage. Fewer pieces mean fewer welds, which contributes to a cleaner, more aesthetically pleasing look. Like the frame, the new alloy swingarm is an all-cast assembly, with idealized rigidity matching that of the frame itself.
Kawasaki says it juggled chassis geometry to offer the best possible stability and handling quickness. Rake, at 25 degrees, is a half-degree steeper than on the 2010 machine, while trail has been reduced from 110mm to 107mm. “This slightly more radical front end geometry, and the quicker, lighter handling it allows, was made possible largely by the new engine’s more controllable power, engine placement and the CG differences it generated, and the frame and swingarm’s newfound flex characteristics,” the company says.
“Highly advanced suspension at both ends helped as well,” Kawasaki adds. Up front is a 43 mm open-class version of the Big Piston Fork (BPF) found on last year’s Ninja ZX-6R. Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF reportedly offers smoother action, less stiction, lighter overall weight and enhanced damping performance on the compression and rebound circuits. Kawasaki says this added compliance results in more control and feedback for the rider.
There’s big suspension news in back, too. Replacing the vertical Uni-Trak system of the 2010 ZX-10R is a Horizontal Back-Link suspension design that positions the shock and linkage above the swingarm. Claimed benefits include better mass centralization, improved road holding, compliance and stability, smoother action in the midstroke (even with firmer settings), better overall feedback and cooler running. The design also frees space previously taken by the linkage assembly below the swingarm, space now used for the exhaust pre-chamber, which allows a shorter muffler and, again, better mass centralization. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
All-new gravity-cast three-spoke wheels are “significantly lighter” than the hoops fitted to the 2010 bike. Up front, Tokico radial-mount calipers grasp 310 mm petal discs, and a 220 mm disc is squeezed by a lightweight single-piston caliper in back.
Kawasaki says its engineers wrapped all this new technology in bodywork “as advanced and stylish as anything on this side of a MotoGP grid.” Shapes are more curved than edged this year, and the contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights enable the fairing to be made shorter, while LED turn signals are integrated into the mirror assemblies and convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
Instrumentation is totally new as well. The unit is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel and water temperature. For track use, the LCD display can be set to “race” mode, which moves the gear display to the center of the screen.
Kawasaki says it fine-tuned the ZX-10R’s ergonomics for optimum comfort and control, with a slightly lower saddle, adjustable footpegs positioned slightly lower and more forward relative to last year, and clip-ons with a bit less downward angle. “This is a hard-core sportbike you can actually take on an extended sport ride — and still be reasonably comfortable doing so,” the company says. “And because it’s 22 pounds lighter than last year’s bike, the new ZX-10R will be quicker and more nimble in any environment you choose to ride it in.” The claimed curb weight is 436.6 lbs.
