Street Motorcycle

Kawasaki’s ZX-10R has always been one of the most lively and animalistic literbikes of the bunch. These qualities define the big Ninja, for both good and bad.
For the 2010 model year, Team Green has made a few subtle refinements to the 10R, although its fundamental mechanical bits are unchanged.
The most distinguishable change is the adoption of new ZX-6R-inspired bodywork that makes for a slimmer appearance.  The ZX looks lighter, even if its wet (fully fueled) weight of 459 pounds is unchanged since it debuted as an all-new model in 2008.
Along with the new upper, center and side fairing panels, the big Ninja’s overall look is also tweaked by an embossed metallic gray coating on its titanium muffler that visually shrinks it in size to minimize its awkward shape. Trim pieces around the fairing’s cockpit area cleans up the rider’s eye view.


We’ve had no complaints about the 10R’s transmission since the 2008 iteration, but Kawi has changed shift ratchet assembly, shifting arm and springs and collars to inhibit friction at the shift-shaft pivot. Boring stuff to read about, but fans of smooth gearboxes will really enjoy what is probably the slickest literbike tranny ever. A very competent slipper clutch aids sloppy downshifts.
One of the continued characteristics of the ZX-10R has been its animalistic persona, and this latest version has the rumpity and menacing idle that portends the ready availability of hyperspace mode. EFI ensures it fires up cleanly and is quickly ready to ride away, but the engine enters a growly, vibration-intensive region from 3000 to 4000 rpm followed by a wicked intake snarl that might make a timid rider question his ability to control this missile once its fuse is lit.
But considering there are nearly 160 raging ponies at the back wheel, the Ninja’s motor is actually quite manageable. Throttle response is sharp but controllable, aided to some extent by KIMS (Kawasaki Ignition Management System), an anti-wheelspin system that Kawi says “curtails sudden spikes in engine speed” but isn’t comfortable describing it as traction control. There is a slight abruptness dialing in throttle from the closed position, feeling like engine vacuum is holding the butterflies closed, but it’s easy enough to be smooth.
Other than the 3000-4000-rev vibe zone, the inline-Four has negligible vibration. It’s amazingly smooth at freeway speeds, and tingles are suppressed to such an extent that it would be possible to zoom comfortably at 80 mph in fourth gear, verified by a handy gear-position indicator. Impressive freeway roll-on grunt is available without downshifting from sixth gear.

The 2010 ZX-10R impressed us on public roads and on the Streets of Willow race course.

Despite the minimized bodywork, there is surprisingly good wind protection, and it seems like the turnsignals in the mirror stalks deflect wind from a rider’s hands. The 10R is entirely tolerable for an hour while commuting to work or to the canyons, even for our tallest (6-foot) test rider. We appreciate how the mirrors/signals and tailpiece can be easily removed for track days, but both our shorter and taller testers wished the mirrors had a broader range of adjustment.
The Ninja’s instrumentation is quite legible and comprehensive, but we’d like to see a second tripmeter and a fuel gauge to augment the lap timer, clock, and engine temp readouts. The gauges’ shift light is small but readily visible.
It’s difficult to find places to unleash the massive power from the 10R on the street, and we found a similar experience even on a racetrack. There are only a couple of places on the Streets of Willow Springs where the ZX’s throttle cables could be fully stretched, and the big Ninja never even gets out of third gear! And yet its chassis and brakes are so good that it comported itself well in the tight confines of the bumpy California track.
The ZX’s fuel tank cutouts provide good grip for knees when charging hard, and I liked how my arms drape across the tank when hanging off, supplying extra feedback.
“The combination of the fuel tank and frame spar shapes create a genuine feeling of a light, narrow-waisted sportbike, almost like a supersport,” Pete reports. “The sensation of a smaller, lighter motorcycle could help a rider feel more confident with what is a very powerful bike.”
Another tweak for 2010 is the addition of a new Öhlins steering damper atop the upper triple clamp, distinguished by its titanium color and laser-etched Öhlins logo. The previous generation ZX also had an Öhlins damper, but it couldn’t be clamped down racer-tight. This new one uses additional spring and oil pistons for stronger damping along its 18 clicks of adjustment.
As on the street, the DLC (Diamond-Like Coating) treated fork sliders proved to be exceptionally compliant over smaller bumps, and the suspension is responsive to adjustments. Braking power and modulation remain excellent. Bridgestone BT016 tires warm quickly, grip well, and provide neutral steering manners.
For 2010, the 1000cc Ninja is available in only two color choices. The standard edition is painted in Metallic Spark Black and retails for $12,999. An extra $200 will buy the Special Edition (Lime Green/Pearl Stardust White) version of our test bike that also includes pinstriped wheels – it drew many positive comments during our rides. It ships with a green passenger seat; shown is the accessory seat cowl which costs $119.95.
“After a year of not having ridden the ZX,” says Pete, “riding it was almost like riding it for the first time. Experiencing its light steering effort, light and snappy throttle response, communicative chassis and rush of top-end acceleration was a thrill all over again!”
Indeed, the ZX-10R is an impressive machine, and the updates for the 2010 season only make it better.

Pete leans the Special Edition ZX-10R into a right-hander.

Our 2009 Literbike Shootout narrowly ranked the ZX ahead of the Suzuki GSX-R1000 and Yamaha YZF-R1, both of which are unchanged for 2010, so the Ninjas next challenge will be to take on the updated Honda CBR1000RR and the potentially game-changing BMW S1000RR in our upcoming inline-Four literbike comparo.
Has Japan Inc. done enough to stay ahead of the scintillating German upstart? It’s sure to be a thrill finding out!

Making its worldwide debut as part of Kawasaki’s “Times Square Takeover” event in the heart of New York City, Team Green officially unveiled the 2013 Ninja ZX-6R, which gets a bump back to 636cc after a six-year absence. While this move is sure to shake up the 600cc supersport racing class, especially as a race-homologated, 600cc ZX-6RR version won’t be available this time around, the larger displacement and subsequent torque bump will make the Ninja a more capable street machine and track weapon. In addition, Kawasaki set out to make the new ZX-6R the most technologically advanced Ninja ever. Kawasaki also unveild the new Ninja 300.
Those interested in racing a middleweight Kawasaki will still be able to purchase remaining 2012 stock, but once they’re gone, you’ll either have to race the 636 against bigger bikes or turn to other brands. Kawasaki reps weren’t able to provide an official answer as to the future of the 600cc variant, leaving us to speculate the door might still be open for a contender that’s legal in racing circles. 


But back to the new bike. A bump in stroke from 42.5mm to 45.1mm accounts for the 37cc larger engine. Bore remains the same as last year’s model at 67.0mm. Digital fuel injection utilizes 38mm Keihin throttle bodies, while both intake and exhaust ports gain in size.
Intake camshafts are tuned for longer duration, and both cams get increased lift as well. Connecting rods are 1.5mm shorter than before but feature thicker stems, allowing them to cope with the longer crank throws. After this, the engine receives numerous strength-enhancing or friction-reducing updates.
The airbox gains 12.5% more internal volume, and ultra-fine atomizing injectors now spray sub-60-micron droplets. This means highly-efficient combustion, for better power and torque throughout the rev range.
A new F.C.C. clutch with “assist” and slipper functions helps put the power to the ground. The “assist” cam acts like a servo mechanism to pull the clutch hub and operating plate together and compress the clutch plates under load. This allows the total clutch spring count and tension to be reduced, resulting in a 20% overall reduction in effort at the clutch lever.
The assist cam also increases the clutch’s maximum torque capacity, to help it cope with the extra power from the bigger engine, without gaining any weight. The slipper function should be familiar by now to any sportbike enthusiast, as it keeps the rear wheel from hopping and locking during aggressive downshifts.

The Ninja’s nose-down, tail-up stance gives it an intimidating appearance.

Kawasaki’s traction control system, or KTRC, makes its way to the new 636, accessed by a simple thumb-operated switch on the left clip-on. With three different modes (four including off), Mode 1 offers considerable slippage for racetrack use. Mode 2 is suited to sporty street riding with limited amounts of slip, while Mode 3 eliminates any rear wheel slippage whatsoever, for especially tricky conditions.
The ZX-6R also includes two selectable power modes. “Full” makes available all of the bike’s power, while “Low” limits the ZX to 80% of its max power. TC and power modes function independently, resulting in eight possible TC/power mode combinations.
Interestingly, the only additional piece of hardware required for the KTRC system over the standard version are wheel speed sensors at each end, which are conveniently also utilized on ABS versions of the 6R (more on that later). Highly advanced (and proprietary) software settings make up the rest of the system. In TC Modes 1 and 2, focus is on maximizing forward drive by monitoring numerous parameters 200 times per second.
Ignition timing is then manipulated to control power when needed. TC Mode 3 utilizes three-way intervention, using ignition timing, fuel delivery and the intake tract’s sub-throttle bodies to keep the rear wheel in line with the front.
Keeping up with the advanced electronics is a new generation fork from Showa, the Big Piston-Separate Function Fork (BP-SFF). Like the previous generation BPF, damping circuits are controlled by a large-diameter piston, but, in this version, damping takes place only in the right-side fork leg, with rebound- and compression-damping adjusters conveniently located at the top of the fork tube. Spring preload is adjusted at the top of the left tube.
Stopping power comes from a new Nissin monobloc four-piston caliper biting on 310mm wave rotors in front, fed fluid via a radial-mount master cylinder. A lighter, 220mm wave rotor and single-piston caliper sit out back. ABS models come equipped with Kawasaki’s Intelligent anti-lock Brake System (KIBS) using a Bosch ABS unit. Coming in at 427.8 pounds, the ABS model weighs only 4.4 pounds more than its non-ABS counterpart.

While the color black might not be the most photogenic offering, sales figures show it as a consistent top-seller.

Using the KTRC wheel-speed sensors, the ECU monitors speed, brake caliper pressure, engine rpm, throttle position, clutch actuation and gear selection. The KIBS ABS ECU communicates with the engine’s ECU, and when it senses a potential lock-up situation tells the ABS unit to temporarily reduce brake line pressure. It does so while reducing pulsation at the lever during intervention.
I was one of the fortunate few to have sampled the new bike’s ergonomics by sitting on a display model this morning prior to its debut in New York City today. It feels very similar to its predecessor, with the rider placed in a racer-like forward position. Bars don’t feel exceedingly low and pegs not too high.
The 2013 Ninja ZX-6R will be available in three colors: Pearl Flat Stardust White, Metallic Spark Black and Lime Green. Pricing is yet to be determined as of this writing.

KAWASAKI ZX-6R 636 (2003 - 2005) Description & History: The 2003 model of the Kawasaki ZX-6R could be seen in multiple colors including candy lightning blue, passion red and galaxy silver. In the last few years, the parent company improved the motorcycle a lot, equipping with DFI with four 38 mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body as well as with many new things.

KAWASAKI ZX-6R 636 2003 - 2005 Full Specifications:
Brand: KAWASAKI, Model: Ninja ZX-6R, Type: ZX-6R 2003, Name Year: ZX-6R 636 2003 - 2005, Engine Type:  4 cylinder, 4 stroke, liquid cooled, DOHC 16V, Displacement: 636 cm3, Bore Xstroke: 2.6x1.7 in OR 66.0x43.2 mm, Compression: 12.8:1, Horsepower: 92(125)/12500 KW(hp)/RPM, Torque: 49/10000 lb-ft/RPM OR 66/10000 Nm/RPM, Fuel System: EFI with Keihin 38mm throttle bodies, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: Aluminum, Front Suspension: Cartridge fork, Rear Suspension: Bottom-link Uni-Trak with gas-charged shock, Front Brake: Dual 300mm discs with 4 piston calipers, Rear Brake: Floating 220mm disc with 1 piston caliper, Length: 81.3 in OR 2065 mm, Width: 28.1 in OR 714 mm, Seat Height: 32.3 in OR 820 mm, Wellbase: 54.7 in OR 1389 mm, Ground Clearance: -, Weight: 362 lbs OR 164 kg, Fuel Capacity: 4.5 gallons OR 4.5 L, Tyres Front: 120/65-17, Tyres Rear: 180/55-17.

KAWASAKI ZX-6RR 599 (2003 - Present) Description & History: Although it was first produced in 1995, the ZX-6RR is a motorcycle which suffered a lot of modifications over the years, most of them being somehow forced by the Kawasaki rivals which have also worked on their models.

KAWASAKI ZX-6RR 599 2003 - Present Full Specifications:
Brand: KAWASAKI, Model: Ninja ZX-6R, Type: ZX-6RR 2003, Name Year: ZX-6RR 599 2003 - Present, Engine Type:  4 cylinder, 4 stroke, liquid cooled, DOHC 16V, Displacement: 599 cm3, Bore Xstroke: 2.6x1.7 in OR 66.0x43.2 mm, Compression: 13.5:1, Horsepower: 88(120)/13200 KW(hp)/RPM, Torque: 48/12000 lb-ft/RPM OR 65/12000 Nm/RPM, Fuel System: Fuel injection with 38mm throttle bodies, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: Aluminum, Front Suspension: Cartridge forks, Rear Suspension: Bottom-link Uni-Trak system with gas-charged shock, stepless rebound and compression adjustability, Front Brake: Dual 280mm discs with radial-mounted 4-piston calipers, Rear Brake: Single 220mm disc with 1-piston calipers, Length: 81.7 in OR 2075 mm, Width: 28.1 in OR 714 mm, Seat Height: 32.3 in OR 820 mm, Wellbase: 55.1 in OR 1400 mm, Ground Clearance: 5.1 in OR 130 mm, Weight: 362 lbs OR 164 kg, Fuel Capacity: 4.5 gallons OR 4.5 L, Tyres Front: 120/65-17, Tyres Rear: 180/55-17.

Kawasaki Ninja ZX-12R is a sports motorcycle manufactured by Kawasaki Motors. Before the introduction of ZX-14 (ZZR1400), ZX-12R which is the flagship sports bike and the Kawasaki Suzuki Hayabusa competitors. The ZX-12R is a fuel injection (4 x 46 mm throttle body) hypersport 1200 cc motorcycle, producing around 178 hp and 190 hp at the stop at 300 km / hour based on its ram air system.

Handling and braking in accordance with the power of the engine produces an obedient motorcycle at low speed and very easy to handle heavy traffic, but has strong acceleration and speed limited to 186 mph (300 km / h).

Pre-production models of the ZX-12R revealed a bike that was faster and more powerful than the Suzuki Hayabusa. Several important publications motorcycles were tested pre-production ZX-12R and found it to be more superior than the Hayabusa in the case of straight-line performance. In Japan, the pre-production tests showed a top speed near 200 mph. However, the ZX-12R released in 2000 proved to be quite disappointed, because the production version of the ZX-12R delayed for several weeks without notification.

Many industries in the reports that European governments have threatened to ban the ZX-12R entirely due to peculiar velocity and acceleration statistics. The threats were apparently serious, and Kawasaki bikes released by slightly de-tuned machine that failed to topple the throne Hayabusa (in terms of top speed and acceleration tests). Adjustments are not sufficient to meet the relevant parties with the ability ZX-12Rs performance. Starting with 2001 models, including speed limiters to reduce peak velocity ZX-12R to 300 km / h. This is caused by the fact that governments (especially in Europe) are concerned with the ongoing search among Japanese manufacturers that the higher maximum speed, which viewed as a powerful marketing tool in most markets around the world (although the unfettered presence in markets where many cars boasting a top speed close to, or exceeds 200 mph).



Producers were told they could voluntarily limit the speed of their bikes, or there will be laws that limit the speed. Japanese manufacturers agreed on a gentlemens agreement to limit the maximum speed to 299 km / h (186 mp / h). Kawasaki Ninja ZX-12R was discontinued in 2006.

Although not very popular in terms of sales as the Suzuki Hayabusa, ZX-12R enjoys a strong following among riders and fans. Many sports bike magazine praised the ZX-12R sportbike to overall performance. It is designed to be a sportbike all-around in addition to being extremely fast, unlike the Hayabusa is designed more for straight line speed.

Many magazines Kawasaki comparisons prove to be a bike faster and faster in the head to head comparison with the Hayabusa, but it should be noted that the bike was very close in terms of straight line performance that many factors could play into the bike faster on a particular day. However, most round magazine felt the ZX-12R is the bike "song better" than the Hayabusa, who is given logical design.

Kawasaki Ninja ZX specifications:

• Engine Type: 4-Stroke Head, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder


• Displacement: 1352 cc


• Bore & Stroke 84.0 x 61.0 mm


• Maximum torque: 113.5 pounds-ft / 7500 rpm


• Compression ratio: 12.0:1


• Fuel Injection: DFI with Mikuni 44mm Throttle Bodies (4)


• Ignition: TCBI with Digital Advance


• Transmission: 6-Speed


• Final Drive: X-Ring Chain


• Rake / Trail: 23 degrees / 94 mm.


• Front Wheel Travel: 4.6 in


• Rear Wheel Travel: 4.8 in


• Tire size front: 120/70 ZR17


• Rear Tire Size: 190/50 ZR17


• Wheelbase: 57.5 ins


• Overall Height: 46 ins


• Overall Length: 85.4 ins


• Overall Width: 29.9 ins


• Front Suspension: 43 mm Inverted Cartridge Fork with Adjustable


• Preload, Stepless Rebound and Compression damping


• Rear Suspension: Uni-contract with Adjustable Preload, Stepless


• Rebound and Compression damping, Ride height


• Front Brake Type: Dual Semi-Floating Petal Discs with 4-piston calipers


• Rear Brake Type: Single Petal Disc


• Fuel Tank Capacity: 5.8 gal.


• Seat Height: 31.5 ins


• Dry Weight: 474 lbs.


• Color: Passion Red, Ebony, Candy Thunder Blue


• Warranty: 12 months


• Good Times Protection Plan: 24, 36 or 48 months


• Prices and specifications are subject to change.

Features of Kawasaki ninja ZX-14:

• Instrument cluster with easy to read, white-faced dual analogue speedometer and tachometer.


• Shift indicator light and clutch engagement light.


• Multi-function digital screen LCD including fuel gauge, gear indicator, dual trip meter, odometer, and clock.


• Large diameter petal brake discs, radial mount front brake calipers and a radial pump master cylinder for braking performance and feel incredibly impressive.


• Hydraulic operated clutch features a radial mount clutch master cylinder for worry free, smooth clutch operation is smooth.


• The fuel tank has a flush-surface tank cap.


• Idling speed control system contributes to easy starting capability.


• Lightweight Denso radiator with high-density cores provides efficient cooling.


• Massive head pipe casting contributes to frame rigidity.


• Airbox located in the frame, contributing to a very compact layout.


• Engine and chassis components designed to maximize mass centralization.


• Wheel of new features designed center rib is slightly offset so tire balance weights can be located in the center of the wheel.


• All told, Kawasaki once again bring technical and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far beyond them, as does the word "ultimate" has found a new definition.