Motorcycle specifications KawasakiZX-10R 1000 2009 Communication tool

hold your eyes! Hello shock! We've never seen such an aggressive face from Kawa, and we're not sure we'll find a meaner one in the production of the last 10 years. After its 2006 redesign, the big Ninja is bound to change a lot, as the Japanese calendar rule dictates (After 2 years: Evolution - After 4, big changes).

The ZX-10R is all about big watts, big character, and this year, it's also going to have a very sharp, aggressive design. Its flanks are cut with great swords, the eyes suffer from a particularly menacing squint, and what about the front indicators? Hooked under the antennas, they don't fit anywhere in the machine's design, as if they had to be fitted somewhere because it's compulsory, but their integration had been forgotten in the specifications. Lack of ideas? You'd be forgiven for thinking so, too, when you look at the Kawa's rear end: you'd almost think it had been swiped from a certain GSX-R 1000, 2005 model. Take a good look at the blunderbuss-shaped pot, and the distinctive seat design, except that the turn signals are not integrated into the body; and here, the coat rack that extends the rear frame is even more appalling (fortunately, it only remains in place on the day of purchase). Seen from the rearit recaptures its 10R identity, with a light inspired by previous generations.
More bestial, the ZX-10R doesn't go for lace, but for bite. In fact, it looks as if it has mandibles ready to bite the first hypersport that comes along. Viper or voracious insect, the new ZX-10 R has none of the gentleness of its little Ninja 250 R sibling.

The technical data take excess to a new level. The 2008 ZX-10 R boasts insane power figures: a new record for a hypersport: 188 hp; and in terms of dynamics, Kawa announces a mythical figure: 200 hp with the forced air intake system. As far as the machine's performance is concerned, Kawasaki informs us that the engineers have worked particularly hard on communication between the bike and its rider, so that the latter can experience the sensations and reactions of the machine to the full.
And there's going to be plenty to feel. The Kawa boiler has gained even more punch at high revs, while retaining its big torque at low and mid revs. Glurps... it's going to be hot. A number of changes have been made to improve throttle response: a set of secondary injectors (under normal driving conditions, only the downstream injectors operate, the upstream injector being triggered by the throttle opening position and engine speed), oval throttle bodies, a new shape for the intake ducts and a compression ratio of 13:1. To improve engine smoothness and the power curve, the diameter of the exhaust valves has been reduced from 25.5 mm to 24.5 mm. Exhaust ducts are now narrower in the middle and wider at the opening, to improve flow. Naturally, the combustion chambers have been redesigned accordingly. * Intake and exhaust valves are made of titanium to reduce overall mass in terms of movement. Last but not least, the cam profile has been redesigned to cope better with very high revs: their higher lift provides more power at the top end of the rev range, and makes it easier to prepare the engine for competition.

The machine's design axis followed a clear guideline: uncompromising competition. The engineers started by creating a top-level competition superbike, then transformed it into a road machine. Engine and frame components were first tested on a factory superbike, following a cyclical process. The contribution of a pro rider enabled the parts to be tested to the limits of their performance. Compatibility with slicks, "circuit" suspension settings, etc. was assured, but performance was still assessed in real races.
Parts whose performance was deemed satisfactory by the factory team were then tested on the production machine used for testing, retuned, tested and rectified again on the race machine.

The new radial calipers are fitted with two double pads instead of four. Kawa claims the same braking quality, but with improved attack and braking management thanks to a more progressive feel.
The new ø 310 mm petal discs replace the previous 300 mm model, and their thickness has been reduced from 6 to 5.5 mm to improve heat dissipation.

Kawasaki is surely struggling to cope with the dominance of the R1 and GSX-R 1000. Here's a Superbike-style response.

M.B - manufacturer's photos