In 2011, Kawasaki went out the first series of sports with over 200hp. Four years later, attacked by Ducati Panigale, and now the BMW S1000RR Yamaha R1-M until Superbike, the Greens had to react with a tool to live up to their newly acquired title.
Thunderclap on the bike planet, Yamaha announced his return to WSBK with the help of a certain Valentino Rossi. Freshly titrated, Kawasaki is not going to let it go and reply to R1-million new 2016 Kawasaki Ninja ZX-10R deeply reviewed and improved with experience in competition.
The sports program of the Greens, the Kawasaki Racing Team (KRT) dictated his law this season in World Superbike on the basis of an existing Ninja for four years. Despite the severity of the new Euro 4 standards, engineers have managed to retain the 200 horses that had restored the shield of the Ninja at the time. A great relief reinforcement and electronics using latest generation, the new Ninja want easier for the public but also devilishly effective for insiders. Visually, the brand works against the current adding some curves to its advantageous aerodynamic fairings for the pilot. Hold the description is worthy of a technical review.
The four-cylinder in-line has been completely redesigned to offer a slight increase in power of 2016 Kawasaki Ninja ZX-10R. Note the arrival of an open electronic control of the throttle valve become round, not oval, fueling a conduit largest and polished, machined in a room specifically where the piston is refined and has become more lightweight (-5g). This feat is made possible by moving the axis of 2mm cylinder to the exhaust relative to the crankshaft, reducing the lateral forces and the pressure on the cylinder.
Also new for the 2016 Kawasaki Ninja ZX-10R, the arrival of three maps varying the available power between low, middle and full (respectively 60, 80 and 100% power). Camshafts lightweight and redesigned to lengthen the climb phase have reduced moment of inertia by 20% and thus make the Ninja more agile and easier to control on the angle.
The volume of the air box from 8 to 10 liters, while its filter has seen its surface multiplied by 1.6 and reduced air resistance by 40%, and there is more power available at low and medium regime to more effectively root out of a curve. The higher oil pressure and a new routing path experienced coolants Superbike effectively limit the motor temperature rise.
The input and output channels of the rooms are now machined through to get a straight flow of air / fuel mixture and exhaust. Fuel vapors are separated from them and returned to the reservoir to meet anti-pollution standards. All the exhaust pipes and the muffler are now titanium and no longer require the replacement when adapting a silencer of competition, their arrangement being almost identical to a model aftermarket. The collector is hydroformed to avoid welding operations that might not be the same from one model to another.
The cassette gearbox six speeds higher than before is to allow to be opened without draining the engine. The ratios of 2 to 6 have been shortened to favor the acceleration at maximum speed while adjusting the primary and final reports minimize compaction as the lifting of the machine. In the end the engine further comprises linearly, being more full down and outputting the whole of its 200cv very gradually.
The new cycle parts improves the maneuverability especially on corner entry. The steering column fell by 7.5mm to the driver while the swingarm thoroughly reviewed, stretches of 15.8mm. With the slightly higher center of gravity, these changes result in more weight on the front wheel inspiring confidence to the driver entering the machine curve.
The suspension system, designed by Showa Superbike, made its entry into the mass market. The BFFF fork (to Free Balance Front Fork) wants better in every way: more comfortable, more stable and more feedback on the grip of the front wheel. The damping function is provided by external nitrogen cartridges, avoiding the pressure variation induced by the compression / expansion in the tube of the fork. It is fully adjustable, but remains devoid of electronics.
The monoshock is a WBC lite (the lighter version of the Balance Free Rear Cushion), which claims to have the same qualities as the fork is placed above the swingarm with the Back-link system. The abandonment of the Uni-Track can remove lower link and save space for the exhaust resonance chamber by raising the center of gravity. On track, it offers the feel of a more progressive work and make them more readily noticeable adjustments.
A steering damper from Öhlins home, supplements the natural light steering. Via different speed and acceleration sensors, it stiffens the need to increase the stability and accuracy of control.
Braking is entrusted as often Brembo and celebrates the arrival of aviations hoses as in H2. The monobloc aluminum calipers cast radial M50 pinch grooved discs semi-flotants 330mm. This is a radial master cylinder carefully selected to eliminate the idle stroke that comes to Kawasaki for mounting. At the rear, the press kit guarantees that the 220mm is round too. ABS comes supersport dedicated to oversee the system, more details in terms of driving aids.
New dress green fairy
While all sports are trying to get a wasp waist and become increasingly thin, the Kawasaki Ninja made the opposite bet in favor of a beneficial aerodynamic piloting. The fork crown becomes broader and the highest balloon to clear the air of the shoulders of the pilot phase swaying.
Two openings on the front to allow an air passage avoiding the depressions on the cockpit and limiting tremors of the helmet. Smaller lamps give a sleeker air to the front face generously opened for the forced air supply.
The look basically not change much, a non-trained eye readily confuse the old and the new Ninja. The edges are more rounded and large openings on the practices carrénages generously reveal the engine. The new silencer is in line with the recent Kawasaki exhausts. The mirrors are made thinner and more elegant with their integrated turn signals.
The rear gains a few curves to match the general jaws of the motorcycle. Kawasaki also promises that the rear flap and the mirrors are easily removed to go on the track even if the turn signals integrated therein.
The direction being closer to the driver, the position had to be reviewed. Therefore, the reservoir features a shape conforming to the driver arm.
The instrumentation takes the technology bar graph of the Ninja 2011. Bringing together a lot of information, including those of all the steering aids, this comprehensive display automatically adjusts its brightness in any situation.
It\’s just if it does not control for you …
After the experience H2 and all the lessons learned in Superbike, Kawasaki is able to offer a technological armada at the height of their list. IMU, S-KTRC, KLCM, KIBS, KEBC, KQS … you understand? Well, let\’s move on!
Such a list of abbreviations bastard is not always easy to understand, but the worst thing is to follow what works with what. The big novelty is the system Bosch IMU inertial measurement: measuring the longitudinal, transverse and vertical acceleration, roll rate and pitch rate; Central calculates the yaw angle of the bike. The system thus calculates in real time the image of the orientation of the chassis and manages more specifically the interactions with the other driver aids.
The traction sports house, S-KTRC, derives from the system used by Rea and Sykes in competition. It can calculate precisely the permitted slipping and taking into account the angle registered by the pilot, but also the slope of the track or the type and tire wear. With the IMU, it can even differentiate a wheelie on the couple made more progressive, wheeling a brutal where he would intervene much faster. The traction control is adjustable in five positions against three before the full mode, and three positions for middle and low modes.
The new Ninja also features a Lauch Control adjustable on three levels working with the IMU, it wants to be more efficient than the H2 / H2S. It turns off automatically from 150 km / h or the passage of the third report. The KEBC allows it to act on engine braking to the ZX-10R by activating the L mode (as light). This change is permitted with the bike stopped, but once activated, the onboard computer will remember and reactivate.
KQS is the name given to Kawasaki Quick Shifter. Allowing the upshift with major gas open, it has the advantage of detecting the use of contactless selector. Deemed reliable, it serves primarily to remove a source of a failure is that contact.
The other major advantage of the Ninja 2016 with its IMU, the intelligent ABS Kawasaki. Using the usual sensors on the wheels, but also the information received from the ECU (note: include ECU) of the engine (throttle opening, engine speed, load of the clutch and gear engaged), it affects the hydraulic pressure of the brake calipers. He especially advantage not to change the feel of the lever when in action. It notably reduces the braking pressure when it is too brutal to prevent the elevation of the rear wheel and delivers only the required pressure gradually, again for not making stoppie.
The KIBS also limits the blows of paddle and gives an impression of smooth braking, allowing the driver to concentrate on its trajectory. Considering the clutch and the gear engaged, the ABS system can differentiate a rear wheel locking due to a downshift and thus will not fire. With all handsets calculators, Kawasaki talks about a Cornering Managment making the machine easier to bring to the limit, even for a novice driver, removing the natural tendency of the bike to get up or making it more difficult to s \’away from the rope by accelerating too soon.
Always more Racing
For the most demanding track riders, Kawasaki markets the 2016 racing kit for the new Ninja ZX-10R. It consists of steering column spacers to advance it as the back (± 4mm) but also to change the caster angle. Another set of spacers is provided for moving the swingarm pivot (± 2mm) relative to its original position ( 1 mm). Of engine parts such as cylinder head gasket, oil recovery, chain tensioner, rod bearings and crankshaft (four layers), clutch, gears and seals crankcase, are also available. A chain guard, get out of forks, the rear plate of shims round off the cycle part of the bike.
The racing kit is primarily an electronic key that can disable the ABS on the rear wheel or totally and a reprogramming of the ECU with a gain of 10hp, power and torque curves flatter and still more of the driving aid of the setting options (it makes unnecessary the use of ABS key). The driver can independently control the traction control and anti-wheelie separately on the five levels of S-KTRC or set the engine braking for each report individually. Finally, with harness racing, the shifter work as well to the rise as the descent.
She will live?
The datasheet for this Ninja is full of promise. In comparison, the Yamaha R1-M had better watch out, it will simply wait until you can set up a direct confrontation to see which will be the best.