2009 YAMAHA YZF-R1 Motorcycle

2009 Yamaha YZF-R1 - THE BARK IS BAD, THE BITE IS BADDER Forget everything you ever knew about the super sport liter class. The all-new YZF-R1 is unlike anything before. That s because it s the world s first production motorcycle with a crossplane crankshaft. The result? Incredibly smooth power delivery and outrageous torque for a rush like you ve never experienced.

• Year:2009
• Make:Yamaha
• Model:YZF-R1
• Location:Irvine, CA
• Type:Motorcycle
• Mileage: 1

• Weight:454
• Engine:16-valve (titanium), DOHC
• Primary Color:Two-tone Team Yamaha Blue
• Stock Number:YM0697
• VIN:YM0697

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MotoUSA Utah Dual-Sport Adventure

Our week-long adventure kicked off at Miller Motorsports Park, host for Round 7 of the World Superbike series. Our Digital Media Producer, Ray Gauger, Kawasaki’s Jeff Herzog and I took in the sights as American homeboy Ben Spies showed the world how it’s done, easily winning both races, starting our trip off on the right foot. But while watching the Texas kid win, we sat in anticipation of our five-day dual sport ride that Herzog had planned months in advance.

Our “mega” adventure was about to embark, and it was mega in more ways than one. For the first couple days it was “mega fun” and the last couple were “mega long,” but all were mega, no doubt!

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2011 Kawasaki Ninja 1000

Naked Bike? Super Standard? Modern UJM? Who Cares What It’s Called: The Futuristically Retro and Super-fast Z1000 Is an Absolute Blast to Ride

It’s a rare thing: a new from the ground up motorcycle that feels so right and works so well right out of the crate that it has the press swooning and owners crooning. These well-sorted but rare bikes are often described as “happy motorcycles,” and it’s become crystal clear during the last year that Kawasaki’s Z1000 – completely redesigned in 2010 – is a very happy machine. It’s a realization that comes after just a mile or two in the saddle, and it’s one that confirms the fact that this motorcycle’s design team worked a special bit of magic during development.
2011 Kawasaki Ninja 1000 motorcycle model Features
Key Features
- 1,043cc inline-four with DFI® offers serious torque
- Lightweight aluminum frame is narrow and tuned to transmit optimal feedback to the rider
- Fully adjustable inverted front fork has settings designed for sporty performance and ride quality
- Placement of horizontal back-link rear suspension contributes to mass centralization
- Radial-mounted front brake calipers combine with the radial-pump front brake master cylinder to offer superb control and feel
- Sleek, supersport styling gives the Ninja® 1000 a distinctive look
- Relaxed, upright riding position contributes to all-day comfort
- Larger fuel capacity offers substantial range
- Windscreen is adjustable to three positions, allowing for optimum wind and weather protection
DOHC, 16-valve, 1,043cc Engine
- Liquid-cooled inline-four offers true open-class power from idle to redline, making it easy to harness for experts and novices alike
- Bore and stroke dimensions of 77.0 x 56.0mm offer an ideal balance of peak power and low- and mid-range flexibility
- 38mm Keihin throttle bodies cram the air/fuel mixture directly into combustion chambers via downdraft intakes for maximum power
- Oval sub-throttles help keep the engine slim, and a slim midsection allows an ideal bike/rider interface for maximum comfort and control
- Engine’s rev limiter comes into play “softly,” providing usable overrev character since power doesn’t drop off suddenly at high rpm
- The engine’s relatively low crankshaft position allows a moderately long stroke without adding engine height
- A secondary engine balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration and contributes to rider comfort
Cool Air System
- Intake system routes cool air to the airbox via ducts in the fairing, minimizing performance loss due to heated intake air
- Duct positioning – close to the rider – allows the intake howl to be heard and enjoyed
- Airbox resonator reduces noise at low rpm and enhances intake sound at higher revs
Exhaust System
- The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
- Main and pre-catalyzers ensure cleaner emissions
- Thanks to the under-engine pre-chamber, silencer volume is reduced, and silencer weight is low. Exhaust system offers excellent mass centralization and contributes to a low center of gravity
Slim-type Fuel Pump
- Slim-type fuel pump features an integral fuel gauge
- Fuel tank design and slim-type fuel pump minimizes dead volume inside the tank; fuel capacity is 4.0 gallons
Bodywork
- Supersport-style full-fairing bodywork gives the Ninja 1000 a distinctive, head-turning look, and also offers plenty of wind and weather protection for short-tour ability
- The fairing’s slat-style leading edges direct wind around the bike, allowing the fairing to be narrower at the middle
- The fairing flares at the rear, keeping hot engine air from hitting the rider’s legs
- Original design front turn signals are integrated into the fairing and are attached to the inside of the fairing with rubber mounts that minimize damage if the bike falls over
- ZX-6R-spec front fender contributes to excellent aerodynamics and racy looks
- Slim and compact tail cowl moves mass physically and visually toward the front of the bike
- LED taillight features red LED bulbs and a red transparent lens
- Slim rear fender gives the bike a light-looking rear end
- Windscreen is manually adjustable for optimum wind/weather protection
- Windscreen has three available positions spanning approximately 20 degrees and ranging from sporty to maximum wind protection. Adjustment can be done by hand (no tools required) by depressing the release button below the instrument panel. Windscreen adjustment should always be done with the bike stopped
Aluminum Backbone Frame
- Aluminum backbone frame is similar in concept to the Ninja ZX-10R’s, and helps make the bike narrow and easy to grip with the knees for maximum rider comfort and feedback
- The frame is lightweight and highly rigid, and uses the engine as a stressed member for solid handling and optimum stability
- Frame elements are tuned to transmit optimal engine feedback to the rider
- The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
- Welds were eliminated wherever possible for simplicity and appearance; the frame beams and swingarm brackets are single die-cast pieces
- The new frame uses four engine mounts, three of which are rigid, one of which (the upper rear crankcase mount) is rubber
- Rear subframe is a three-piece aluminum die-casting assembly that’s light, strong and optimizes mass centralization
- The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground
Horizontal Back-Link Rear Suspension
- All-new rear suspension design positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
- Visible from the outside, the horizontal monoshock contributes to the Ninja 1000’s ultra-sporty appearance
- Linkage characteristics are the same as those of a standard Uni-Trak® system: Wheel movement versus shock stroke is the same ratio
- The shock features stepless rebound damping and spring preload adjustability for a custom-tuned ride
Fully Adjustable 41mm Fork
- The Ninja 1000’s inverted fork is adjustable for compression damping, rebound damping and spring preload – and is protected from harm by a cool-looking shroud
- Settings are designed for both sporty performance and ride quality
- Separate, raised handlebars contribute to the sporty, comfortable riding position; bar stays are mounted to the fork tube tops, which extend above the top clamp
- A thick urethane seat provides a high level of rider and passenger comfort
- Tapered-type grips, like those used on supersport models, offer a more direct feel
- Ninja ZX-10R-style footpegs with knurled surfaces offer good grip, direct feel and control, and no-nonsense looks
- The passenger footpeg brackets incorporate convenient luggage hooks
Brakes
- 300mm front petal-type brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4x30 mm)
- A radial-pump front brake master cylinder contributes to the superb control and feel offered by these high-end calipers
- The rear brake is a single piston, pin-slide caliper gripping a 250mm petal-type disc. The caliper is mounted below the swingarm, and located by a torque rod
Large-Volume Fuel Tank
- Five-gallon (19L) fuel tank offers substantial range
- Steel construction facilitates use of magnetic tank bag
- Tank shape (flared edges and a trim shape at the back) allows riders to easily grip tank with their knees
Instrumentation
- Sporty instrument panel features a large analog tachometer and multi-function LCD screen. It’s a design based on the ZX-6R’s unit, but which features original graphics and coloring
- Functions include speedometer, tachometer, fuel gauge, odometer, clock, dual trip meters and warning lamps
- Hazard switch located on left bar pod

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2011 Kawasaki Ninja ZX-10R ABS

2011 Kawasaki Ninja ZX-10R ABS motorcycle model Features
Details & Features

New for 2011
o Totally redesigned DOHC 16-valve inline-four engine makes more linear, controllable power than ever before
o Stronger camshafts, pistons and crankshaft maintain legendary Kawasaki reliability in the face of the engine's increased horsepower potential
o Ultra-advanced Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops
o All-new S-KTRC electronic traction control system comes directly from MotoGP and allows riders to explore the edge of traction more successfully for faster laps and maximum cornering speeds
o All-new ECU electronics also include a Power Mode system, which allows riders to pick between three power modes for changing conditions
o Revised transmission shaft layout raises the engine's center of mass slightly for better mass centralization
o Newly designed titanium-header exhaust system has nearly identical specs to its roadracing counterpart
o Revised fuel injection system features larger throttle bodies and dual injectors
o All-new aluminum twin-spar frame is lighter and offers optimal flex characteristics for the best possible handling
o 43mm Big Piston Fork (BPF) is lighter than a conventional design and offers improved action and response
o New horizontal back-link rear suspension offers better wheel control and improved mass centralization, all of which improves stability and overall handling
o Shock and linkage assemblies are now positioned above the swingarm, which frees space below it for a large exhaust sub-chamber, which allows a shorter (and lighter) muffler
o Lighter and stronger 3-spoke gravity-cast wheels minimize unsprung weight for exceptional handling quickness
o Revised ergonomics offer a slightly roomier cockpit, a slightly lower seat and adjustable footpegs
o Revised chassis geometry - steeper rake, less trail, slightly raised CG - allows even sharper handling characteristics
o Significant weight reduction compared to the 2010 machine
o Radical new bodywork features more rounded edges and a revised ram-air intake
o Mirrors integrate trick, LED turn signals and remove easily for track-day use
o Revised transmission gear ratios for better on-track performance
o High visibility instrumentation includes an LED bar-graph tachometer and a full complement of LCD readouts to keep riders fully informed
Key Features
o All-new engine and chassis add up to enhanced power delivery and more control
o Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops
o All-new Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction
o All-new Power Mode selector allows riders to select power level and power delivery on the fly
o All-new aluminum frame has ideal strength and rigidity
o All-new Big Piston Fork helps maintain composure under braking
o All-new horizontal back-link rear suspension helps improve road holding, and helps deliver smoother suspension action
o 2011 ZX™-10R ABS is significantly lighter than the 2010 model
o Improved mass centralization
o Slipper-type back-torque limiting clutch helps improve corner entry handling
o All-new race-oriented instrumentation offers riders a wealth of information
New-generation Liquid-cooled DOHC 998cc Inline-four Engine
o All-new design is compact, narrow and lightweight, and features a revised internal transmission shaft layout that optimizes CG and engine placement in the frame
o Stronger camshafts, crankshaft and pistons increase durability and are able to withstand the new engine's increased horsepower potential
o Larger intake valves (now 31mm), revised camshaft profiles and optimized port shapes help maximize power production and smooth power delivery
o Cylinder bores are machined with a "dummy" head bolted in place, yielding improved bore circularity and precision, so lower-tension piston rings can be used to reduce mechanical losses
o Offset cylinder bores (relative to the crankshaft) are positioned 2mm toward the exhaust side of the engine, resulting in reduced lateral piston force at the point of maximum combustion pressure and lower piston loads - which allows the use of lighter pistons
o Larger-diameter intake tappets (now 29mm) suit the higher-lift camshafts
o New, chromoly camshafts (previously cast iron) receive a new nitriding process and lapping treatment to help cope with heavier valve spring pressure and enhance durability
o New, harder crankshaft features stronger pins and journal fillets; gear teeth durability was also increased
o Single-shaft secondary balancer was added to help reduce vibration, and its use allowed several vibration-damping parts to be simplified and lightened
o Connecting rods are stronger overall to suit the engine's increased power potential
o New ECU is dramatically lighter than the old unit and is small enough to be tucked away in a slot in the airbox assembly
o A lighter battery replaces the old unit for even more weight savings
o One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
o Low friction oil pump reduces parasitic power loss
o A lightweight radiator with tightly packed cores provides efficient engine cooling
o A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
o Intake and exhaust valves are titanium for reduced reciprocating weight and higher rpm capabilities
Dual-injector Digital Fuel Injection
o Larger throttle bodies (47mm vs. 43mm) help produce more power and improved throttle control
o Secondary fuel injectors improve top-end power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm
o Oval-shaped throttle bodies - larger for 2011 - allow precise throttle control and instant response
o An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed for more stable operation; also contributes to easier starts and better off-idle throttle response
Sport-Kawasaki Traction Control - S-KTRC
o A highly sophisticated electronic system based on actual Kawasaki MotoGP experience that's designed to maximize forward motion by allowing riders to more easily ride at the very edge of traction
o The system, anchored by an all-new Electronic Control Unit (ECU), crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage, acceleration, etc. with help from a speed sensor fitted to each wheel
o The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows a slight bit of wheelspin
o Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction
o S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick reaction
o Riders can choose between three operational modes, depending on skill level and conditions
o A level meter on the LCD instrument panel lets the rider know when the system is operating
Kawasaki Intelligent Anti-lock Braking System (KIBS)
o The most advanced anti-lock braking system ever utilized on a production motorcycle
o Utilizes the smallest and lightest ABS unit available - a Bosch-built unit that's half the size of a standard unit and considerably lighter
o KIBS monitors a wide range of data, including front and rear wheel speed, throttle position, gear selection, engine rpm, caliper pressure, clutch actuation and more to help prevent wheel locking
o High-precision brake pressure control offers a number of sport riding benefits, including rear-end lift suppression, minimal kickback during operation and consistent lever feel
o ABS unit is located close to the bike's center of mass, behind the left engine cylinder, which minimizes the effects of the added weight
o System uses wheel speed sensors already fitted to the non-ABS ZX-10R (used for S-KTRC traction control system)
o A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
o Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, increased control, progressive feel and a high degree of feedback to the rider
o A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
o A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback
Ram-air Intake
o A highly efficient and more forward-positioned ram air intake is designed for lower intake noise, higher intake efficiency
o Redesigned and larger airbox (now 9 liters instead of 8) with a new filter element improves breathing and power
o Oval-section intake funnels promote non-turbulent flow at all rpm
Titanium Exhaust System
o All-new titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a larger-volume pre-chamber that houses two catalyzers for reduced emissions and sound
o Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there's no need to replace the lightweight and race-spec header assembly
o Dual catalyzers help the 2011 ZX-10R meet strict U.S. and Euro III exhaust emissions standards
Six-speed Transmission
o Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits
o With the revised engine shaft layout, the "cassette" is located high enough that it can be accessed without having to drain engine oil
o Fine-tuned primary and final reduction ratios minimize rear end movement (squat/lift) during acceleration and deceleration. The more composed rear end action allows more freedom with suspension settings
o Closer-ratio 4th, 5th and 6th gears complement the new ZX-10R's circuit performance
o Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
o An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking
Chassis / Frame
o All-new aluminum-alloy frame connects the swingarm pivot with the steering head more directly, and offers optimal flex and rigidity characteristics for balanced handling on street or track
o Revised chassis geometry incorporates slightly steeper rake (0.5 degree) and a bit less trail (3mm). The result is more weight on the front wheel, which allows sharper steering characteristics and crisper handling with no corresponding tradeoff in chassis stability at speed
o Frame is an all-cast construction of only seven pieces, which allowed engineers much design freedom, including minimizing wall thicknesses while providing adequate strength and ideal rigidity
o Fewer frame pieces mean fewer welds, which contributes to more pleasing aesthetics
o More front end weight also aids aggressive, on-the-gas corner exits, as there is less tendency to wheelie
o Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry even further by shortening the wheelbase by 16mm
o Like the frame, the alloy swingarm is an all-cast design, with just three pieces
o Narrow subframe layout contributes to the compact and slim tail section
Horizontal Back-link Rear Suspension
o All-new design positions the shock and linkage above the swingarm
o The new design offers a host of benefits, including improved road-holding, smoother suspension action (especially in the final third of the stroke range), increased stability and feedback when cornering, and improved mass centralization
o The design also frees space under the swingarm for a larger exhaust pre-chamber, which allows the use of a shorter and lighter muffler assembly
o The design also positions the shock's upper link (mounted to the frame's upper cross member) further from the swingarm pivot, helping to spread out the load and contribute to enhanced overall frame rigidity and chassis balance
o The fully adjustable shock features a piggyback reservoir and dual (high
o and low-speed) compression damping, which enables fine tuning for racing or track day use
o Between the Big Piston Fork (BPF) and new Back-link suspension system, pitch control during aggressive riding is minimized, which contributes to added rider control and faster lap times
o Minimal effect from exhaust heat due to the new design translates to more stable damping performance
Big Piston Fork (BPF)
o The Big Piston Fork (BPF) fitted to the 2011 Ninja® ZX-10R features 43mm inner tubes and is one of the contributing factors to the new bike's enhanced composure under braking
o Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size as the piston on the previous ZX-10R: 39.6mm vs. 20mm
o Oil inside the BPF acts on a surface area almost four times the size of a conventional fork's. The larger surface area allows damping pressure to be reduced while ensuring that damping force remains the same
o Reducing damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and thus greater chassis stability on corner entry
o Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced
o Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom
Race-spec Steering Damper o An adjustable twin-tube Öhlins steering damper is standard. The second tube acts like a reservoir, allowing the internals to help ensure stable damping and excellent feedback even under racing conditions
Lightweight Three-spoke Cast Aluminum Wheels
o New gravity-cast alloy wheels feature a three-spoke design that's lighter than previous hoops by 330 grams (0.73 pound) up front and nearly 500 grams (1.1 pounds) in back
o Lighter wheels reduce unsprung weight, which allows the suspension system to work more efficiently
Ergonomics
o Fine-tuned rider accommodations feature a lower seat (by 17mm), adjustable footpegs moved slightly lower (by 5mm) and forward (by 2mm), and clip-ons with a bit less downward angle
o Lower seat makes it easier to reach the ground
o Newly shaped fuel tank offers an even better ergonomic fit with the rider's forearms and inner thighs when riding
o Adjustable foot pegs can be lowered an additional 15mm when street riding or touring
Advanced Aerodynamic Bodywork
o A total body redesign results in a lighter, more compact and even sexier shape, with more curved - instead of "edged" - surfaces
o High-quality fit and finish, and superb attention to detail, are evident front to back
o Larger ducting aids engine heat dissipation
o Line-beam headlights enable the fairing to be shorter, which furthers the compact, aggressive styling
o LED three-bulb position lamp at the top of the new ram air duct is highly visible to drivers and pedestrians
o Fairing-mounted mirrors feature integrated, LED-type turn signals
o Turn signals are electrically connected via couplers, which allows easy mirror removal for track day riding
o Compact tail section includes an elegant, nine-bulb taillight
o Taillight and turn-signal stalks are mounted on a rear fender assembly that's easily removable for track day riding
Advanced Electronic Instrumentation
o All-new instruments feature a high-visibility bar-graph LED tachometer positioned above a multi-window LCD info panel that offers riders a massive quantity of information
o The tachometer also functions as a shift indicator: LEDs flash when the pre-set rpm is reached, and riders can set shift rpm according to preference
o The multi-function LCD features two display modes: Standard and Race. Switching to Race Mode alters the Speed display by changing it to Gear Position, and by changing the Clock display to Speed
o Additional functions include odometer, dual trip meters, average fuel consumption, instant fuel consumption, Power Mode (x3), S-KTRC (x4), S-KTRC level indicator, low fuel indicator, Economical Riding indicator (shows most favorable fuel consumption), water temperature and a host of indicator lamps

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2011 Kawasaki Ninja ZX-10R

2011 Kawasaki Ninja ZX-10R

Newer. Faster. Lighter. Better. You hear these descriptors all the time in this business. 

2011 Kawasaki Ninja ZX-10R motorcycle model Features
Details & Features

New for 2011
• Totally redesigned DOHC, 16-valve, inline-four engine makes more controllable power than ever before
• Stronger camshafts, pistons and crankshaft maintain legendary Kawasaki reliability in the face of the engine's awesome horsepower potential
• All-new S-KTRC electronic traction control system comes directly from MotoGP and allows racers to explore the edge of traction more successfully for better drive off the corners and faster laps
• All-new ECU electronics also include a Power Mode system, which allows riders to pick between three power modes for changing conditions
• Revised transmission shaft layout raises the engine’s center of gravity slightly for better mass centralization
• Newly designed titanium-header exhaust system
• Revised fuel injection system features larger throttle bodies and dual injectors
• All-new aluminum twin-spar frame is lighter and offers optimal flex characteristics for the best possible handling
• 43mm Big Piston Fork (BPF) is lighter than a conventional design and offers improved action and response
• New horizontal back-link rear suspension offers better wheel control and improved mass centralization, all of which improves stability and overall handling
• Shock and linkage assemblies are now positioned above the swingarm, which frees space below it for a large exhaust sub-chamber, which allows a shorter (and lighter) muffler
• Lighter and stronger three-spoke gravity-cast wheels minimize unsprung weight for exceptional handling quickness
• Revised ergonomics offer a roomier cockpit, a slightly lower seat and adjustable footpegs
• Revised chassis geometry – steeper rake, less trail, slightly raised CG – allows even sharper handling characteristics
• 22-pound weight reduction compared to the 2010 machine
• Radical new bodywork features more rounded edges and a revised ram-air intake
• Mirrors integrate trick, LED turn signals and remove easily for track day use
• Revised transmission gear ratios for better on-track performance
• High visibility instrumentation includes an LED bar-graph tachometer and a full complement of LCD readouts to keep riders fully informed

Key Features
• All-new engine and chassis add up to enhanced power delivery and more control
• All-new Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction
• All-new Power Mode selector allows riders to select power level and power delivery
• All-new aluminum frame has ideal strength and rigidity
• All-new Big Piston Fork helps maintain composure under braking
• All-new horizontal back-link rear suspension helps improve road holding, and helps deliver smoother suspension action
• 2011 ZX™-10R is 22 pounds lighter than the 2010 model
• Improved mass centralization
• Slipper-type back-torque limiting clutch helps improve corner entry handling
• All-new race-oriented instrumentation offers riders a wealth of information

New-generation Liquid-cooled DOHC 998cc Inline-four Engine
• All-new design is compact, narrow and lightweight, and features a revised internal transmission shaft layout that optimizes CG and engine placement in the frame
• Stronger camshafts, crankshaft and pistons increase durability and are able to withstand the new engine’s prodigious power production
• Larger intake valves (now 31mm), revised camshaft profiles and optimized port shapes help maximize power production and smooth power delivery
• Cylinder bores are machined with a “dummy” head bolted in place, yielding improved bore circularity and precision; so lower-tension piston rings can be used to minimize mechanical losses
• Offset cylinder bores (relative to the crankshaft) are positioned 2mm toward the exhaust side of the engine, resulting in reduced lateral piston force at the point of maximum combustion pressure, reduced mechanical friction and lower piston loads – allowing the use of lighter pistons
• Larger-diameter intake tappets (now 29mm) suit the higher-lift camshafts
• New, chromoly camshafts (previously cast iron) receive a new nitriding process and lapping treatment to help cope with heavier valve spring pressure and enhance durability
• New, harder crankshaft features stronger pins and journal fillets; gear teeth durability was also increased
• Single-shaft secondary balancer was added to help reduce vibration, and its use allowed several vibration-damping parts to be simplified and lightened
• Connecting rods are stronger overall to suit the engine's increased power potential
• New ECU is dramatically lighter than the old unit and is small enough to be tucked away in a slot in the airbox assembly
• A lighter battery replaces the old unit for even more weight savings
• One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
• Low-friction oil pump reduces parasitic power loss
• A lightweight radiator with tightly packed cores provides efficient engine cooling
• A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
• Intake and exhaust valves are titanium to reduce reciprocating weight and stress at high rpm

Dual-injector Digital Fuel Injection
• Larger throttle bodies (47mm vs. 43mm) help produce more power and improved throttle control
• Secondary fuel injectors improve top-end power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm
• Oval-shaped throttle bodies – larger for 2011 – allow precise throttle control and instant response
• An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed for more stable operation; also contributes to easier starts and better off-idle throttle response

Sport-Kawasaki Traction Control – S-KTRC
• A highly sophisticated electronic system based on actual Kawasaki MotoGP experience that’s designed to maximize forward motion by allowing racers to ride closer to the edge of traction
• The system, anchored by an all-new Electronic Control Unit (ECU), crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage and acceleration, with help from a speed sensor fitted to each wheel
• The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows for optimum wheelspin
• Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction
• S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick response to changing conditions
• Riders can choose between three operational modes, depending on skill level and conditions
• A level meter on the LCD instrument panel displays how much electronic intervention the system is providing, in real time

Ram-air Intake
• A highly efficient and more forward-positioned ram air intake is designed for lower intake noise, higher intake efficiency
• Redesigned and larger airbox (now 9 liters instead of 8) with a new filter element improves breathing and power
• Oval-section intake funnels promote non-turbulent flow at all rpm

Titanium Exhaust System
• All-new titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a larger-volume pre-chamber that houses two catalyzers for reduced emissions and sound
• Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly
• Dual catalyzers help the 2011 ZX-10R meet strict U.S. and Euro III exhaust emissions standards

Six-speed Transmission
• Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits
• With the revised engine shaft layout, the “cassette” is located high enough that it can be accessed without having to drain engine oil
• Fine-tuned primary and final reduction ratios minimize rear end movement (squat/lift) during acceleration and deceleration. The more composed rear end action allows more freedom with suspension settings
• Closer-ratio 4th, 5th and 6th gears complement the new ZX-10R’s circuit performance
• Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
• An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking

Chassis / Frame
• All-new aluminum-alloy frame connects the swingarm pivot with the steering head more directly, and offers optimal flex and rigidity characteristics for balanced handling on street or track
• Revised chassis geometry incorporates slightly steeper rake (0.5 degree) and a bit less trail (3mm). The result is more weight on the front wheel, which allows sharper steering characteristics and crisper handling with no corresponding tradeoff in chassis stability at speed
• Frame is an all-cast construction of only seven pieces, which allowed engineers much design freedom, including minimizing wall thicknesses while providing adequate strength and optimized rigidity
• Fewer frame pieces mean fewer welds, which contributes to more pleasing aesthetics
• More front end weight also aids aggressive, on-the-gas corner exits, as there is less tendency to wheelie
• Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry by shortening the wheelbase by up to 16mm to suit different track layouts
• Like the frame, the alloy swingarm is an all-cast design, with just three pieces
• Narrow subframe layout contributes to the compact and slim tail section

Horizontal Back-link Rear Suspension
• All-new design positions the shock and linkage above the swingarm
• The new design offers a host of benefits, including improved road-holding, smoother suspension action (especially in the final third of the stroke range), increased stability and feedback when cornering, and improved mass centralization
• The design also frees space under the swingarm for a larger exhaust pre-chamber, which allows the use of a shorter and lighter muffler assembly
• The design also positions the shock’s upper link (mounted to the frame’s upper cross member) further from the swingarm pivot, helping to spread out the load and contribute to enhanced overall frame rigidity and chassis balance
• The fully adjustable shock features a piggyback reservoir and dual (high
• and low-speed) compression damping, which enables fine tuning for racing or track-day use
• Between the Big Piston Fork (BPF) and new back-link suspension system, pitch control during aggressive riding is minimized, which contributes to added rider control and faster lap times
• Minimal effect from exhaust heat due to the new design translates to more stable damping performance

Big Piston Fork (BPF)
• The Big Piston Fork (BPF) fitted to the 2011 Ninja® ZX-10R features 43mm inner tubes and is one of the contributing factors to the new bike’s enhanced composure under braking
• Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size as the piston on the previous ZX-10R: 39.6mm vs. 20mm
• Oil inside the BPF acts on a surface area almost four times the size of a conventional fork’s. The larger surface area allows damping pressure to be reduced while ensuring that damping force remains the same
• Reducing damping pressure allows the inner fork tube to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and thus greater chassis stability on corner entry
• Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced
• Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom

Race-spec Steering Damper
• An adjustable twin-tube Öhlins steering damper is standard. The second tube acts like a reservoir, allowing the internals to ensure stable damping and excellent feedback even under racing conditions

Advanced Braking System
• Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, increased control, progressive feel and a high degree of feedback to the rider
• A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
• A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
• A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback

Lightweight Three-spoke Cast Aluminum Wheels
• New gravity-cast alloy wheels feature a three-spoke design that’s lighter than previous hoops by 330 grams (0.73 pound) up front and nearly 500 grams (1.1 pounds) in back
• Lighter wheels reduce unsprung weight, which allows the suspension system to work more efficiently

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2011 Kawasaki Ninja ZX-14

It’s hard to imagine a more advanced or more capable sportbike than the completely new and totally redesigned Kawasaki Ninja® ZX™-10R. After all, it packs the very latest in sport bike technology, much of it right off the MotoGP circuit, including the most advanced traction-control system in production bike history.
But the ZX-10R has an even smarter sibling – the 2011 Ninja ZX-10R ABS.

2011 Kawasaki Ninja ZX-14 motorcycle model Features
Key Features
- 1,352cc inline-four with DFI® provides smooth power while producing impressive amounts of horsepower
- Lightweight aluminum monocoque frame is narrow, strong and rigid
- Radial-mounted front brake calipers and radial-pump front brake master cylinder combine for superior braking power and control
- Six-speed transmission
- Fully adjustable suspension allows for excellent control and feedback
- Hydraulic clutch offers precise clutch engagement and optimal feel
- Natural yet aggressive ergonomics
- Multi-function LCD instrumentation offers a wealth of information and is easy to read
- Standard rear seat cowl adds to bike’s aerodynamic styling
1,352cc Four-cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range while producing impressive horsepower numbers
- Chrome composite-plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs
- Carefully designed engine is compact and narrow
- Low mechanical noise via special piston profile and urethane insulation sheet on the inside of the magnesium chain cover
High-flow Exhaust System
- Airflow into the exhaust from the large secondary air ports in the cylinder head and head cover, plus a third honeycomb catalyzer in the collector, help meet strict Euro III emissions standards
- Internal silencer construction minimizes impact of emissions regulations while maintaining impressive top-end power
- Exhaust connecting tube entrances are designed to enhance low-rpm response
Gear-driven Dual Engine Balancers
- Already in perfect primary balance, the engine features dual secondary balancers that virtually eliminate unwanted vibrations for extremely smooth operation and reduced rider fatigue
Ram Air Induction
- Central ram air duct draws cooler, higher-pressure air from the face of the fairing and efficiently guides it through the air cleaner and into the engine for maximum power output
Digital Fuel Injection
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves controlled by the ECU to provide precise response, smooth DFI performance and help meet Euro III emissions requirements
- Intake porting optimizes flow characteristics
- Injectors deliver lateral spray at a 20-degree angle to disperse the finely atomized fuel over a wide area
- Fine-atomizing injectors produce a 75micron droplet size
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control
Digital Ignition
- Digital Timing Advance enhances low- and mid-range power
- Individual spark plug-mounted ignition coils fire each of the four spark plugs independently to achieve the optimum timing for that cylinder
- ECU includes an idle speed control system for easier starting and warm-up
Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement and optimal feel
Next-generation Monocoque Aluminum Frame
- Lightweight monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swingarm pivot. It is narrow, strong, rigid and very light
- Frame’s cast aluminum sections – steering head and swingarm pivot areas – are produced via a die-casting process for weight savings
- Rigidly mounted engine is a stressed frame member, which increases the frame’s torsional rigidity and saves approximately four pounds
- Engine is positioned forward in the frame, with the wheelbase and front/rear weight balance carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- Frame houses the air box and air filter in a space-saving design that simplifies air cleaner maintenance
- Battery is also housed within the frame and is easily accessible through the back side of the frame
Suspension
- Inverted 43mm cartridge-type front fork utilizes damping rates that offer firm initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance
- Excellent control and feedback from fully adjustable bottom-link Uni-Trak® rear suspension
- Linkage rates allow linear suspension action
- Bottom-link design helps create a lower center of gravity, which makes the motorcycle more nimble
- Wheel rim center ribs are slightly offset so tire balance weights can be located precisely along the wheel’s centerline
Radial-mount Calipers and Petal-type Discs
- Radial mounted four-piston front brake calipers offer greater rigidity than traditional caliper mounting to improve brake feel
- A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain a consistent brake feel longer
- Petal-type design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel
Wind Tunnel-designed Bodywork
- Monocoque frame is positioned over the engine so the sleek fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive front fairing. The outer lights contain position lamps and high beams, while the low beams are located in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency
Full Instrumentation
- White faced dual analog speedometer and tachometer are easy to read
- Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator and clock
- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
- Controller Area Network (CAN) interface between the gauges uses fewer wires yet allows a greater volume of information, such as estimated fuel mileage, to be exchanged



2011 Kawasaki Ninja ZX-14 motorcycle model Technology
Engine


No company knows more about in-line fours than Kawasaki. From the early Z-1 to our factory MotoGP bikes, our knowledge about the in-line four-cylinder engine is unsurpassed. The virtues of this design are many: powerful, smooth running and very compact, if it's a Kawasaki superbike, it has to be an in-line four.
Each component of this amazing engine was thoroughly developed to deliver the perfect balance of power, torque, and ridability. Twisting the throttle on the ZX-14 gives the kind of response you would expect from a large bore machine; a seamless spread of awesome torque, right 'round the dial.
Big, 1352cc displacement features a bore and stroke of 84 x 61 mm.
Revised intake porting provides optimum flow characteristics.
Revised piston profiles contribute to reduced mechanical noise.
New cylinder head and cylinder head cover have larger secondary air ports (increased approximately 20%), making it easier to get more air into the exhaust system for cleaner emissions. The electric Air Switching Valve (ASV) can also handle more air volume.
Windage ports between cylinders reduce pumping losses for increased power output.
The monocoque frame is sealed to form the ram-air airbox contributing to the compact layout.
New urethane sheet added to the inside of the magnesium chain cover also helps reduce mechanical noise.
Already in perfect primary balance, the ZX-14 engine uses a secondary balancer to tame unwanted vibrations, resulting in an extremely smooth engine.
Three-phase generator is crankshaft mounted for reduced drive losses.
The crankshaft, input shaft, and output shaft are arranged in a tri-axis to create a very compact engine length.

Digital fuel injection features ECU controlled sub-throttles to smooth throttle response for "carb like" action. The result is much better rider control and ease of operation.
Intake breathes through four massive, 44mm throttle bores for high air flow at top engine loads.
New, fine-atomising injectors with droplet size of 75? increase lateral spray angle from 15o to 20o, dispersing atomised fuel over a wider area resulting in improved power, smoother operation and excellent fuel mileage.
Automatic Idle Speed Control system contributes to easy starting.
Twin mufflers (each with honeycomb catalyzer) provide ample volume for creating the engines massive power and meeting exhaust emission standards.
New internal muffler construction. Capacity ratio of the first and third chambers was adjusted, as were the lengths of the pipes projecting from the baffle plates
In addition to the already existing honeycomb catalysers in each muffler, a new third honeycomb catalyser was added in the collector.
Entrances to the connecting pipes (joining header pipes 1-4 & 2-3) were enlarged approximately 75% to compensate for the new collector shape (addition of the third honeycomb catalyser). This change in particular resulted in enhanced torque characteristics, especially in the low rpm range.
Slick shifting six-speed transmission feeds power to the rear wheel.
Direct-actuation shift lever is lighter than conventional linkage-type arrangements and offers a more direct feel.
Hydraulically operated clutch features a radial-mount clutch master cylinder for worry-free, silky smooth clutch operation.

Chassis


The Ninja ZX-14 runs Kawasaki's exclusive aluminum monocoque frame. Rock steady at speed, and offering responsive handling characteristics, this advanced chassis design strikes an ideal balance between sport riding, and high-speed running on the highway.
Our engineers made full use of the design freedom given to them by the engine's compact size. The engine's position forward in the frame, the wheelbase and front/rear wheel weight balance were all carefully chosen to achieve both high-speed stability and responsive handling.
Aluminum monocoque frame represents a further evolution of the frame first used on Kawasaki's KR500 racer then in production on the Ninja ZX-12R. This advanced design makes possible a very slim, compact package.
Fuel mass is located at the rear of the "tank" and extends below the seat, further contributing to the centralized mass.
Already inherently more rigid than twin-spar frames, with the engine rigid-mounted the torsional rigidity is further increased. Using the engine as a stressed member allows the frame to be made lighter.
New die-casting process for the main frame sections results in a lighter frame.
Massive head pipe casting also contributes to the high rigidity.
Bolt-on, aluminum rear sub-frame includes tall side plates contributing to the unique styling and creating a very narrower mid-section.

Monocoque frame design creates a void inside the frame that is used to house various electrics including the M-F battery.
The hollow section of the frame behind the steering head serves duty as the airbox for the ram-air system.
The combination of the monocoque frame with rigid-mounted engine and a mass located at the centerline gives the ZX-14 extreme stability at high speeds.
Chassis is narrow through the middle for superior rider control.

Engine and chassis components were all designed to maximize mass centralization.
Inverted, 43 mm cartridge fork uses a large diameter, hollow axle for light weight and precise steering feedback.
Fork includes adjustments for compression damping, rebound damping, and ride height.
Uni-trak linkage rear suspension complements the highly rigid frame, offering both great controllability at high speeds and superb road holding ability when sport riding in the hills.
Gas charged piggy back reservoir shock includes adjustments for compression damping, rebound damping, and spring preload.
Formidable front brake performance is further enhanced with a radial-pump master cylinder that offers superb feel at the lever.
Semi-floating, drilled, petal style, 310 mm front brake rotors are gripped by Nissin, radial mount, 4-piston, 4-pad calipers.
Rear brake features 250 mm, drilled, petal style rotor and 2-piston caliper for additional stopping power and improved braking feel.
Wheels feature center ribs that are slightly offset so that tire balance weights can be located at the wheel centerline.

Brakes/Wheels

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Formidable front brake performance is further enhanced with a radial-pump master cylinder that offers superb feel at the lever.
Use of four individual brake pads promotes even heat distribution across each pad virtually eliminating fade due to pad warpage at high temperatures.
Rearbrake features 250mm, drilled, petal style rotor and 2-piston callipers for additional stopping power and improved braking feel.
Newly designed wheels feature centre ribs that are slightly offset so that tire balance weights can be located at the wheel centreline.

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Aprilia updates the RSV4

Aprilia updates the RSV4 with traction control, launch control, wheelie control and quickshifter
Aprilia never made any bones about what it was doing when it built the RSV4 – this was a bike built purely to win the World Superbike championship. It had lights and mirrors and a number plate holder, but these were bare-minimum measures that were really only there to let the bike get homologated for competition. In full-power Track mode, it was almost too highly strung to ride around town, lurching and snarling and begging to be let off the leash as it cooked riders' spuds with prodigious amounts of engine heat.

But in the hands of Superbike megastar and ex-GP race winner Max Biaggi, the RSV4 proved its worth – it was instantly competitive, making it onto the podium in only its second World Superbike championship round, and finishing 4th in the standings in its first season. By comparison, the top BMW S 1000 RR, ridden by Troy Corser, only managed 13th place in the 2009 contest despite considerable expectation.

By midway through the 2010 season, Biaggi had shot so far clear of the field that he was able to spend the latter half of the season cruising to an easy championship win – a first World Superbike championship for Aprilia and a remarkable achievement for such a new team and a new machine.

The "win on Sunday, sell on Monday" credo runs deep in Aprilia's bloodline, so achieving such stellar success has encouraged the Italian manufacturer to sharpen its top tool to an even finer edge with the announcement of the RSV4 APRC SE (Aprilia Performance Ride Control Special Edition) announced yesterday at Intermot.

* 8-stage Aprilia Traction Control system to keep the bike's huge power under control. The traction control is fully adjustable, even on the fly, using a small joystick on the left handlebar, making it possible to choose the perfect level of wheelspin for each corner on a racetrack if you're sharp enough to manage it.
* 3-stage Aprilia Wheelie Control system - this is the first time we've seen a dedicated wheelie control system on a roadbike, and Aprilia's language is a little vague on exactly what it does: "the AWC is able to "tell" when a wheelie begins and ends and kicks in to smoothen wheel contact with the road. Smooth, soft wheelie management avoid[s] harsh power cuts or pick-up[s], providing perfect acceleration control." Er, so what exactly does it do? Stop the RSV4 from wheelstanding? Improve your wheelies with nice soft landings? Keep power wheelies to a set height? We don't know. But when we tested the old model RSV4 we found its forward weight distribution did a great job of keeping the nose down, even under enthusiastic throttle application. I guess we'll have to wait and see how the AWC system operates.

* The new Aprilia Launch Control system - another world first on a production roadbike. Launching a motorcycle is another one of the many skills that have become redundant in top level racing in recent years; MotoGP and SBK racers merely engage their electronics, hold the throttle wide open and clutch it out to get going at maximum speed. The RSV4 APRC SE now offers a similar system, 3-way adjustable, for "race use only." Hold down both traction control buttons at a standstill to arm the launch control system, then whack the throttle wide open and release the clutch normally. The launch control system manages revs for the optimal race start, or a guaranteed win at the traffic light drags.
* A high-tech quickshifter system that lets you bang your way up through the gears at full throttle without using the clutch. The new Aprilia Quick Shift system reads engine revs and takes gear spacings into account when it's working out exactly how long it should cut the spark for. That means there's fewer wasted revs, and more uninterrupted acceleration even as you work your way up the gearbox. BMW's quick shift system has been a huge hit on recent K and S series roadbikes, and there's no reason to think the Aprilia system won't be a hugely fun addition to the bike.
* Dual display mode - Road and Race settings change the instrument panel display
* Lightened exhaust system
* Closer ratio gearbox
* Improved engine lubrication system
* A new 200-section rear tyre with a dual compound construction

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2011 Kawasaki Z1000S 1043cc

Kawasaki is harking back to the useable superbikes like the GPZ900 and ZZR1100 with a faired Z1000S version of the 1043cc Z1000 naked bike for 2011.
The bike is based around the Z1000 but has a full fairing and according to insiders it also has an adjustable windscreen and will have a range of accessories aimed at making it a much more accomplished touring machine. In keeping with other bikes in this category this will almost certainly mean hard panniers, top box and other accessories.   

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Kawasaki Ninja ZX-6R 600 class sport bike motorcycle

The Kawasaki Ninja ZX-6R is a Kawasaki 600 class sport bike motorcycle. It was introduced in 1995 and has been constantly updated throughout the years in response to new products from Honda, Suzuki, and Yamaha. The ZX series is what was known as the Ninja line of Kawasaki motorcycles in the 1980s and still carries the moniker today.

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