Kawasaki Ninja 1000 Review - 2011 First Ride

While the Ninja 1000 is a new model this year, as a co-developed sibling to the Z1000, it feels more than just a little bit familiar.
According to Kawasaki, the Ninja was conceived and born alongside the revised Z, which was released last year.

The decision to stagger their model years was made in part to meet a perceived greater demand for the allegedly “naked” Zed, particularly in Europe. Also, because sorting the details involved in bringing a new bike to market takes from limited resources, Kawasaki says the Ninja got bumped to 2011.

Speaking of the Ninja 1000 as a variation on the same motorcycle theme, we could nearly summarize it in one sentence and say that if you’re familiar with the Z1000 and can imagine extra wind protection and a bit more plastic, then you practically know the Ninja already.

But to be fair, this isn’t quite true. The Ninja’s above-the-triple-clamps alloy handlebar differs from the tubular bar on the Z1000. They’re about 45mm higher, 10mm narrower, and the grip angle is slightly different. Also its footpegs are set at a somewhat more relaxed position, and the Ninja’s rider and passenger saddle sections utilize 10mm more urethane padding. This extra cush should augment its long-legged comfort potential that also comes with its 1.1 gallon greater fuel capacity.

And then there’s the aesthetic impression, including slightly mellower intake sound due to a deleted “intake-howl” inducing resonator that comes in the Z1000’s intake tract, and a functional full-coverage fairing with a three-way adjustable windscreen. The combined affect makes it feel like its own bike which is kind of surprising, considering on paper – as we recently documented – the bikes are so similar.

"...the Ninja 1000 is an answer to the runaway design exercise that is repli-racers..."

Kawasaki says the Ninja 1000 is an answer to the runaway design exercise that is repli-racers – which, while popular, have for more than a decade become less and less practical track-oriented machines.

The Ninja 1000 (and the Z1000) is therefore a deliberate departure to take things back toward street-riding friendliness with a liberal infusion of trickle-down technology to keep the fun quotient high, if not arguably higher on the street.

What’s in a Name?

Packing 1043cc, the newest Ninja 1000 to wear the coveted moniker since it was first coined in 1986 could justifiably be called a “1050.”

Kawasaki concedes an in-house debate took place over whether to call it a 10-something-else (not necessarily a “1050”), but those who liked the neat-and-clean “1000” name won that argument.

And to be sure, the Ninja 1000 brand has established street cred, and perhaps that fact had a magnetic attraction to the internal compass of at least some of Kawasaki Heavy Industries’ marketers’ sensibility, and thus dictated terms.

Everyday Brutish Street Blaster

Kawasaki says the 503-lb bike’s intended demographic probably includes you. Unlike the 421-lb ZX-6R which sells hottest among 20-somethings who possess zero-to-some experience, and the 437-lb ZX-10R bought most by a similar demographic trending also into older, more experienced riders, Kawasaki is billing the Ninja 1000 as an every-person’s sportbike for every kind of riding.

It is also intended to appeal to potential ZX-14 buyers who are concerned that 567-lb bike is too big or powerful, and even some mature riders who might have settled on a cruiser because they are no longer able to be comfortable on a repli-racer.

With its 5-gallon fuel capacity, optional hard saddlebags and top box, and heated grips (no prices set yet), the Ninja 1000 would make a fine sport-tourer as well.

If desired, the hard bags would make it into a reasonable match-up to the previously unmatched Triumph Sprint GT – but with a bit more power. Stripped bare, it would be perfect for 

Sunday sport rides, and the rest of the week would serve as an able-bodied grocery getter or transportation to school, work, or what have you – ordinary street stuff.

As a speed tool, the bike could be used for trackdays if you wanted. However, at six-feet tall, and with about a 34-inch inseam, I would have liked a little longer aft-ward space in the rider cockpit like the ZX-10R has to allow for more moving around during aggressive cornering, and braking. And if this were ours, we’d replace the stock rear tire size with a 190/55 like the ZX-10R comes with for aggressive cornering, but otherwise there are no real complaints. 

Care and Feeding for Your Inner Hooligan

Having spent hundreds of miles on the Z1000, I was instantly comfortable with the Ninja 1000, and really think the bike is too much fun. It enticed me to exploit its willingness to romp to an almost unhealthy degree, and self-control is needed to rein things in.

After a day of tromping around some of the most pristine, curvy Northern California riding areas from the seacoast to the mountains and back, I polled a bunch of seasoned motojournalists and asked them whether they thought this bike had “hooligan” appeal.

Perhaps they are jaded, and perhaps there remain better choices, because some said maybe not so much – but I will step out there and put my own vote in and unequivocally say that functionally, this bike has all the appeal a quasi-reckless rider could ask for.

Possessing 44cc more than the ZX-10R, and packing 65% more peak torque than a ZX-6R which happens to hit at a reasonable 7800 rpm, it pulls like a Lear Jet on take-off. This is a bike that does everything a full-on repli-racer will on the street, but with more sensible ergonomics. 

With its not-too-tall gearing like the track-oriented ZX bikes come with, and higher center of gravity due to rider positioning, it also is a wheelie machine in first, second, and almost third gear.

It was all I could do to contain myself with this beast, and I was soon testing gravity and luck in the first few gears, dragging knees, and generally trying to break it in one day.

I failed at blowing it up, but did stretch the chain enough to need it adjusted mid-route, and for the whole ride was tickled by this bike that’s supposed to be a step toward sanity that actually aids and abets the opposite.

The stiff alloy frame, wide, sticky tires, and reasonably sophisticated suspension encourage a rider to take corners deeper and deeper. The rebound and preload-adjustable horizontal back-link shock and 41mm upside down-fork – adjustable for compression, rebound, and preload – are adequate. When riding like Mad Max the bike did get a bit out of hand on really rough pavement, but it might have been dialed in further, and otherwise, we’ll say it works competently.

The radially mounted 300mm front brake rotors clamped by Tokico 4-piston calipers actuated by Nissin radial master cylinder, combined with matching single-piston caliper squeezing a rear 250mm rear rotor are more than adequate.

Actually, the bike as delivered came with brakes only half bedded in, but some quick abuse took them all the way home midway into the ride, and braking was soon strong enough to stand the bike on its nose at speed, and lock the rear wheel at will.   

The Ninja’s instrument cluster was sourced from the ZX-6R, but with different fonts and functionality. It provides the usual needed data, including a clock and bar-graph fuel gauge that did not plummet too quickly, even under spirited riding. The bend of the handlebar and not-as-rearset footpeg positioning feels natural and does not leave one wishing to get off and stretch as much after 150 miles of hard riding.

The three-position windscreen is clear enough to see through without distortion, and a lever makes it instantly adjustable without tools from nearly upright, to raceresque without need of tools. The bike looks kind of awkward with the screen upright, but that position provides the most wind protection, and the look does grow on you after a while. 

Overall, we think the bike is styled fairly aggressively and pleasing to the eye, but of course we’ll leave it to you to decide what you think. Functionally, the openings in the fairing are designed to augment airflow away from the rider, and to cool the engine, and are not a mere styling exercise.

Conclusion

The $10,999 Ninja 1000 is scheduled to be available some time in December.

In a word, the bike works. For a lot of riders who aren’t interested in trackdays or racing, it makes more sense than a racer with lights.

As it is, it virtually is a racer anyway. It’s just slightly less focused than a ZX-10R with its extra 66 pounds of weight, but with improved bottom-end power and friendlier ergos.

Everything we’ve said we like about the Z1000 applies to this bike, and it comes with more wind protection, fuel capacity and versatility for $400 more. What’s not to like? 

Source : motorcycle.com

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Yamaha FZ8 coming to the U.S.-2011, Will 800 become the new 750?

Yamaha announced today that it will be importing its sporty FZ8 naked sportster to the U.S. for 2011. 

The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it’s being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha’s R1-based FZ1 and Kawasaki’s Z1000.

The FZ8 actually has much in common with the FZ1. Its engine – six-point mounted as a stressed, chassis-reinforcing member – shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8’s 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1’s.

Yamaha’s FZ8 will come to the U.S. in December. What do we call it, a mid-heavyweight? Unlike in Europe, there will be no ABS available for U.S. consumers. This helps it achieve its reasonable price of $8,490.

Likewise, the FZ8’s twin front disc brake specs are nearly identical, at 310mm front compared to the 320mm discs for the FZ1. A single 267mm disc in back contrasts with a 245mm rear disc on the FZ1. Both are pinched by similar four-piston front, and single-piston rear calipers.

Both ride on a similar 43mm inverted fork and a link-type Monocross rear shock, sharing a 57.5-inch wheelbase. The FZ8’s suspension is adjustable only for rear preload.

The FZ8 is not merely a gelded and cheaper FZ1. It utilizes a new crankshaft and new four-valve-per cylinder head instead of the five-valve-per-cylinder head of the FZ1 – which is itself an adaptation from the first-generation R1.

Gotta love that Euro style. Check out those curvaceous header pipes.

The new head breathes through 26mm intake valves and 22mm exhaust valves, a 12:1 compression ratio instead of the FZ1’s 11.5:1, and cam profiles tuned toward a fatter midrange. Yamaha boasts also that the intake funnels for cylinders two and three are 25mm longer than those of the two outside cylinders to help achieve a broad torque curve. In all, the package promises to be at least quasi-unique, and certainly street worthy.

Unfortunately, ABS will not be available in the U.S., as it is on this model in Europe, nor will its twin model – the Fazer 8 – which is being imported to Canada.

The FZ8’s moderately upright riding position and minimalistic bikini fairing ought to coordinate well with a sportbike-inspired 51% front and 49% rear weight bias. Its wheel sizes mimics what’s normally found on a 600cc supersport, with a 120/70-ZR17 radial up front and 180/55-ZR17 rear.

With a purported 105 hp and 61 ft-lb, the FZ8 is poised to fill the shoes of what used to be industry standard in the 750cc class.

With the power, running gear and chassis of a true sportbike combined with a comfortable riding position, the FZ8 ought to make a very sensible but powerful bike for riders who realize a 140-155 hp ballistic literbike may not always be necessary.

Further, the FZ8 at this juncture may have little apples-to-apples competition. 

On the smaller side of things, there is the aforementioned ER-6n, Yamaha’s faired FZ-6R and Suzuki’s GSF650, but these are only marginally in the same category. Also, in a way, the Triumph Street Triple could be considered similar.

The FZ8 ought to have significantly more grunt than these lighter bikes, without being insanely fast to the point of testing fate.

As for bikes to compare it to on the larger side are machines like the Triumph’s Speed Triple, Kawasaki’s Z1000 and Ducati’s Twin-cylinder Monster 796. But all of these are quite a bit more pricey.

So, the FZ8 is actually in a fairly unique position in the marketplace, and is a new option for American riders.

At a list price of $8,490, the 2011 FZ8 undercuts the FZ1 by a fair margin. The 2010 FZ1 carried an MSRP of $10,290, and we expect that to increase for 2011. In simplistic terms, the FZ8 provides an unfaired and 200cc smaller FZ1 at a savings of around $2,000 or so.

Expect FZ8s to show up in dealerships as soon as December. 

Source : motorcycle.com

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Kawasaki ZX-10R Review Traction control 2011, power modes and ABS on an all-new, more powerful Ninja

Although seven years have elapsed since Kawasaki introduced its first modern superbike of liter-size displacement, it seems like only a couple of years that the ZX-10R first hit racetracks and streets.

Even harder to fathom – especially in light of the rapid progression of product development in the literbike wars – is the fact that the all-new 2011 Kawasaki ZX-10R is the first ground-up redesign of the master assassin since the ZX’s introduction in 2004.

This iteration of the Zed-X received such an overhaul this go ’round, during the 2011 model’s recent press introduction at the hilly Road Atlanta race circuit in Braselton, Ga., Kawasaki’s Karl Edmondson cautioned the moto media to “forget everything about previous ZX-10R models.”

2011 ZX-10R: The most kick-ass Ninja to date.

Rebirth of the ZX-10R

The 10R is powered by an entirely new engine producing as much as 170 hp at the wheel.

 

From top to bottom, almost nothing went untouched in the new 10R’s engine. About the only thing retained from the previous 10R is its bore and stroke. Check out Ed-in-Chief Duke’s exhaustive technical preview for full details.

Camshafts are now made from chromoly steel rather than cast iron. A soft-nitriding treatment that Kawi revised for the new camshafts reduces deflection (an “untruing” if you will, of the straightness of the camshaft) during the metal hardening process by upwards of 30-40%, according to Kawi. Cam lift and valve overlap are increased as part of the update – a move generally used to increase peak power.

All this rather dry talk of cams gives us some early insight to how intent Kawasaki is about rebirthing the 10R’s total package.

Valve tappets are designed to work with the new high-lift cams, and the intake valves’ diameters are increased to 31mm from 30mm for improved cylinder-filling efficiency. The exhaust valves (in the head) are the same size, but stronger valve springs are employed all ’round.

Cylinder intakes have increased volume and are hand-ported, while, according to Kawasaki's Rob Taylor, the exhaust ports are redesigned to reduce engine braking and allow the rider better control over the bike via more precise throttle control. Piston skirt size was minimized for the sake of reducing engine noise. Use of “dummy” heads bolted in place during cylinder boring means a more accurate machining process.

A new larger volume exhaust pre-chamber aids in centralizing mass and allows use of a smaller muffler.

 

The improved cylinder bore accuracy is said to equate to less cylinder distortion during high temperature operation, and it also allows the use of lower-tension piston rings (also smaller this year) for reduced mechanical loss. Cylinder axis offset (2mm) helps reduce mechanical loss and piston load, allowing use of lighter-weight pistons. Compression ratio increases to 13.0:1 from 12.9:1, and indicated redline is raised to 14,500 rpm where the previous model’s rev limit was at the 13,000 mark.

So what’s all this strengthening, lightening and improved efficiency in the top half of the ZX’s new inline-Four really mean to you? A faster, stronger engine on the racetrack – the place Kawasaki hopes the Ninja will wage a successful war.

But, hey, if you’ll only ever terrorize twisty roads with the new 10R, all this high-performance tweaking should pay dividends for you, too, on your quest to conquer the canyons.

KIBS, it has nothing to do with MIBs (Men in Black) Kawasaki’s version of ABS for its high performance sportbike adds only 6 lbs to the bike’s weight and is said to help reduce rear wheel lift and hop under heavy braking. The updated calipers on the non-ABS bike we tested at Road Atlanta performed well, with good feel and power.   Kawasaki claims its new anti-lock system (KIBS – Kawasaki Intelligent anti-lock Brake System) as the lightest and smallest on the market, scaling in at 6 lbs, with 2.3 lbs of that weight attributed to the larger battery an ABS-equipped ZX-10R requires. According to Kawasaki, a 2011 ZX-10R with ABS has a curb weight of 443 lbs while a non-ABS model weighs a hair less than 437 lbs. If we take Team Green at its word, that’s a savings of 21 lbs compared to the 458 lbs we measured on the fully fueled, ready-to-ride, 2010 ZX-10R we rode in our 2010 Literbike Shootout. This puts the new ZX in a tie with the 2010 CBR1000RR (437 lbs) – the lightest bike in that shootout. In ABS trim the Ninja is now about 10 lbs lighter than an S1000RR with ABS (453 lbs as measured). KIBS does the most basic of ABS functions by monitoring brake fluid pressure in the front calipers, but it goes one step further. With the fuel injection ECU feeding the ABS data about clutch actuation, gear position, engine speed, and throttle position, the anti-lock system is able to accommodate for “excessive” rear wheel lift during downshifts while under heavy front braking. If the rear wheel starts to hop, the system will bleed off pressure in the front brake to help stabilize the bike. And of course it monitors the front wheel like most basic anti-lock systems in order to prevent lockup. Without going into specifics, Kawi says we can expect to eventually see this new ABS, or something similar, on others models. Unfortunately, we weren’t able to test the KIBS system at the 10R’s launch, as ABS-equipped bikes will be built later in the production run. Stay tuned for a full test of ZX-10R ABS in the near future.

Team Green’s engineers didn’t neglect the bottom-end of the ZX’s new mill.

Like the camshafts, the crankshaft and connecting rods use stronger materials for increased durability, while a new secondary engine balancer aids in reducing vibes. The cassette design of a new six-speed trans makes trackside gear swaps easier; Kawasaki is making seven different sets available. And in the name of ever-popular mass centralization, the crankshaft is oriented higher relative to the transmission’s output shaft.

The 10R’s sleeker, more compact design had many riders drawing parallels to the shape and size of 600cc supersports.

A moderately taller primary drive is said to reduce rear suspension squat and lift during accel/decel; gears 4, 5 and 6 have closer ratios, while the rear sprocket tooth count is reduced from 41 to 39 (17 tooth up front remains) in order to make the final gear reduction better match the changes to the rest of the tranny. All this trans work is optimized for track use. Notice a theme with the new engine? (Hint: Kawi wants to race!)

Part of the ZX-10R’s sleeker, restyled bodywork includes accommodating a new ram-air intake now placed more directly between the headlights. A larger 2.4-gallon airbox sucks air through a filter with 48% more surface area. Redesigned intake ducts work with the new airbox for increased engine performance, specifically in the mid- and high-rpm range.

An all-new frame and swingarm are torsionally stiffer than the previous model’s chassis.

 

The fuel tank is reshaped to move fuel lower and rearward to aid mass centralization. A shorter front-to-back shape for the tank also lends to the bike’s overall more compact dimensions, yet the seat to bar reach doesn’t feel unnecessarily cramped. It’s becoming cliché, but accurate nevertheless, to say this literbike feels more like a 600cc in size and shape.

A new, smaller EFI control unit, mounted inside the new airbox, tells a new (and of course lighter) fuel pump to flush petrol through new 12-hole Mitsubishi primary injectors into new 47mm (4mm larger) Keihin throttle bodies, now with larger oval sub-throttle valves. The need to manually adjust idle speed is eliminated by an ISC (idle speed control) valve set automatically to 1100 rpm. Kawasaki says this helps the bike run better from stops while the engine is still cold.

New ignition coils with secondary current bumped up by 12% provide more efficient fuel mixture burning.

The inline-Four spews carbon emissions through a new, hydroformed titanium exhaust header that’s 2.6 lbs lighter for this year. The exhaust valve in the pre-chamber (collector) is reworked to aid in reducing noise emissions and optimize engine performance. A benefit of the larger volume collector is a smaller and lighter stainless steel muffler.

Stiffer and lighter

Carrying the Ninja’s all-new engine is an all-new chassis.

The cast-aluminum twin-spar frame is constructed of fewer pieces, which means less welding which means increased strength ­ by slightly more than a 7% increase in torsional rigidity, although stiffness in the swingarm pivot area was reduced to allow for more stable cornering. Steering geometry is somewhat edgier, with rake at 0.5 degree shallower than the previous model’s 25.5 degrees, while the trail figure of 4.21 inches is shorter than last year’s 4.33 inches.

The new three-piece swingarm is also more rigid, by 18.5%, and is marginally lighter, too.

The new horizontal position of the shock helps keep the bike more compact overall.

The 2011 model’s 56.1-inch wheelbase is a wee bit longer than last year’s due to the new swingarm’s increased length. Racers take note: you can tighten up wheelbase roughly 18mm by removing one link from the chain. Doing this requires removal of the exhaust pre-chamber to allow for enough room between the rear tire and swingarm.

Last year’s ZX had a seat height of 32.7 inches; the new model’s seat is lower by a scant 10mm, so Kawi’s listed height of 32.0 inches doesn’t quite jive with the math, but it’s so close, who’s countin’?

Clip-ons have a more downward angle this year, while the footpegs’ standard position is 5mm lower and 2mm further forward. For street-riding comfort, the adjustable pegs may be lowered an additional 15mm.

The ZX-10R now uses Showa’s innovative BPF. Following in little ZX-6R brother’s footsteps, so to speak

 

If you haven’t already heard, the ZX-10R’s 43mm fork is now of the Showa BPF (Big Piston Fork) variety, and the shock now lays in a horizontal position, rather than nearly vertical like on the previous model. One of the benefits of the shock’s new location is – you guessed it! – better mass centralization, as its new position allows room for the previously mentioned new and larger exhaust pre-chamber. The shock is also now farther from the exhaust, which keeps the shock cooler, meaning more consistent performance.

Spinning at each end of the Ninja are new wheels lighter than last year’s hoops, trimming a significant 1.4 lbs of unsprung spinning mass – 11.2 oz from the front wheel, 11.3 oz from the rear. The U.S.-spec 2011 ZX-10R will wear Bridgestone’s BT-016 tire in the usual 120/70 and 190/55 sizes.

The four pistons in each of the two front brake calipers are now 30mm, where on last year’s bike it was two pistons at 32mm and two pistons at 30mm. Kawasaki says the equal sizing provides more stable brake performance. The rear caliper is also revised; a single 30mm piston (formerly 38mm) squeezes the rear rotor, and the piston in the master cylinder has increased size to 14mm (previously 12.7mm).

Brains! Braiins! Braiiiins! The smartest ZX-10R yet?

Climb aboard a 2011 ZX-10R and you sitting astride what is likely the most intelligent Kawasaki street bike ever made.

This new super sled, as expected, is equipped with traction control, rider-selectable power modes and (optional) ABS. Of these three systems, it’s the TC that impresses most for its simplicity and effectiveness. Furthermore, this is the first production TC on a Japanese sportbike.

Unlike KTRC (Kawasaki TRaction Control) first seen on the 2010 Concours 14 – a TC system that’s essentially a safety feature – the 10R’s S-KTRC (Sport-KTRC) is far less intrusive, with the ultimate goal of allowing you to ride faster.

A rider can choose from three levels of TC (1,2 or 3), with setting 1 as the least intrusive; you can switch TC off entirely as well. All three modes are switchable while in motion as long as the throttle is closed. Disabling TC requires the bike be at a stop.

Redesigned ram-air intake joins new headlight and mirror-integrated signal designs to create a sharper, more focused look for the big Ninja.

The proprietary system is somewhat revolutionary in that it eschews use of gyros, bank angle sensors and the like – such as those found on BMW’s S1000R – and simply uses sensors found commonly on many of today’s modern two wheelers.

The 10R’s brain calculates data from the throttle position sensor (TPS), which it sees as what the rider wants the bike to do in terms of accelerating, the rate of engine acceleration, gear position and info from front and rear wheel-speed sensors.

By comparing the rate of change between the data from sensors every 5 milliseconds, the TC can, as Kawasaki says, “predict” your intended path of travel so to speak. It will create an engine map(s), plotting out in advance how the map should go based on sensor data compared to the rider’s wishes – or more accurately, TPS data. If a dramatic change in data occurs, and the TC analyzes this change will result in a major deviation from the map it had planned, it will remap accordingly.

Accessing traction control and power modes is a simple matter of toggling one switch.

 

Like a ghost-in-the-machine type thing, the “TC system kind of takes over and produces torque when you naturally wouldn’t be producing torque because it’s controlling the traction system,” says Taylor, “not because you’re spinning the wheel, but because it’s trying to make you go faster … if you’re slowing down in time the system’s going to see it and will produce the torque or reduce torque to get the ultimate traction.”

If this involuntary torque production sounds like a hazardous two-wheeled version of 2001: A Space Odyssey, rest assured the TC system won’t dump an extra truckload to the rear wheel at the worst possible time. Taylor used a hypothetical scenario in which the TC might boost torque by a foot-pound or two in order to achieve its goal of keeping you steaming ahead, “going forward in time,” as he often phrased it.

Because S-KTRC doesn’t use a fixed set of parameters for reeling in the engine to minimize loss of traction (as Kawasaki says its competitors do), the Kawi system is able to adjust engine mapping (torque production) on the fly.

Rather than simply and abruptly chopping power as a way to address the problem; S-KTRC adapts, it’s proactive. Therefore, the TC allows a rider to power slide or power wheelie in a predictable manner so long as the bike is moving forward “in time.” If wheel spin, or another action, results in the bike slowing, TC will step in to correct the issue.

S-KTRC even allows for deliberate wheelies. The system will disregard input from the front wheel sensor if there’s a rapid rate of change in front wheel speed, like when you flip the clutch lever and hammer the throttle to purposely hoist the front-end skyward, but again, so long as you’re not slowing down as a result of your hooliganism.

The idea that a TC system can adapt to conditions rather than merely react seems a bit sci-fi, and the above is an oversimplification of how it works. But it’s a safe bet that if this system hadn’t performed well enough for Kawasaki in MotoGP over the past five years we wouldn’t see it, or a version of thereof, today on the new 10R.

The rider-selectable Power Mode consists of three settings.

F is for full power; M (Variable Middle mode) allows 75% of full power with a milder power curve but will allow access to full power depending on the throttle’s rate of change. If, for example, you whack the throttle open, the ECU will give you full power and then revert to M mode again when you’ve eased back on the power. L mode is for low power and only allows 60% of power at all times.

Like the TC, power modes are switchable on the fly as long as the throttle is closed for the brief second or so necessary, and it doesn’t require clutch lever engagement like the S1000RR requires.

Power mode and TC selector switches are integrated into a single, large toggle switch on the left switchgear housing: S-KTRC is on the bottom half, power mode on the top. Lastly, making a change to TC doesn’t alter power mode settings and vice versa. Selections are independent of one another, unlike on BMW’s S1000RR that comingles or creates combinations with its DTC (Dynamic Traction Control) and power modes.

The Zed’s flashy new dash! A new instrument cluster for the ZX rivals the complexity of Ducati’s MotoGP-derived instruments, and it’s much prettier, too! A prominent LED (not lesser-contrast LCD) bar-graph tachometer doubles as a programmable shift light that can pulse or flash at a couple different rates of your choosing and will change from yellow to red at the shift point. Also, the tachometer LEDs are colored rather than just backlit with color, and you can adjust LED intensity or allow the ambient light sensor on the dash to adjust them automatically. The ZX’s new dash is a leaps-and-bounds improvement over the prior 10R’s dash. The remainder of the instrument panel is all LCD and is switchable between standard mode and race mode. Standard mode features mph/kph as the central figure, with gear position to the right and the current selections of power mode and S-KTRC to the right of that. Basic data, like trip meters and engine temp, are also displayed. In Race mode, gear position takes center stage where road speed is normally displayed; the mph display takes the clock’s position in the lower right, and the odometer becomes a lap timer. With TC enabled, and regardless of which view you have the instrument set, a graduated bar graph at the bottom center of the screen indicates TC activation. No bars displayed, naturally, means traction control isn’t currently in play. But when it does activate, the segmented bar graph will increase and decrease as an indicator of how much S-KTRC is working to prevent you and your new bike from wadding up.

Riding the greatest of the Ninjas on the Road

As I railed ’round Road Atlanta, I experienced firsthand the TC’s liberal nature as it allowed me to access as much of the new engine’s ferocious power as I could handle.

S-KTRC allows even average riders to exploit the potential of the new ZX-10R for quicker lap times. TC and switchable power modes will benefit street riders as well.

Cold track temps were combated by using Bridgestone’s grippy BT-003 Type 4 DOT race tire. Though this tire sticks like glue, it wears quite fast (techs called it a sprint race tire), and by the end of the last morning session the ZX’s back end was drifting and sliding while I entered and exited certain corners as aggressively as I dared.

As the tire wore in a predictable manner, TC level 2 allowed enough movement from the rear end that I was able to confidently ride through the powerslides and spins while in Full power mode.

I attribute my need to endure a learning curve for a track I’d never ridden before as the reason I rarely saw TC activation while in Level 1, the least intrusive setting.

Road Atlanta has a number of blind corner entries complicated by elevation changes (read: hills!), so I fully admit to wussing out at times. My sense of self-preservation was the likely culprit that wouldn’t allow me to pin the throttle to the stops on an engine wailing out over 170 hp at the wheel. Guilty as charged.

The new 10 is bloomin’ powerful. I often found myself climbing the tank to keep from getting jettisoned off the back!

However, armed with some sense of security that Kawasaki’s electronic babysitter had my back with TC at level 2, my subconscious and greater knowledge of the track allowed me to more assertively search the limits of traction. Hence the manageable slip-slidin’ noted above.

For the warmer afternoon sessions Bridgestone’s BT-003 Type II Pro was fitted. This tire uses an additional belt, and is thereby longer wearing due to its stiffer carcass. This new, medium-compound rear tire offered improved feedback, and I didn’t see as much activation from the TC as I did when using the softer compound tire from the morning sessions.

Perhaps the best quality of S-KTRC is its transparent-at-times nature. Not once during my ride did it cut in abruptly and cause the bike to stumble and sputter, even when in level 3. The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC.

Just as thrilling as Kawi’s new TC was to use, I was equally stoked by the new chassis’ performance.

Steering effort is as light as on the previous model, but the new bike has a much more linear, fluid motion from upright to knee-on-the-deck time. There weren’t any surprises in handling, like the falling into a corner feeling I experienced occasionally on last year’s model.

I didn’t need any adjustments to the excellent performing BPF front suspension or repositioned shock. The bike steered with reliable accuracy throughout corners and was reassuringly stable, even when, shall I say, a “thrilling” 165 mph displayed. (Other riders reported seeing an indicated 185 to 187 mph. Good for them and their single, got-nothing-to-lose lifestyle!)

The new engine is a screamer. While mid-range power is solid and smooth, the new mill seems to come on the cam around 11,000 rpm with a forceful rush of power all the way to redline. So potent is the new mill that on occasion high-rpm upshifts nearly resulted in the clip-ons being yanked out of my hands at 120-plus mph.

Raising the literbike bar… again!

To this point in TC development for mass-market use, Kawasaki’s S-KTRC on a wholly revamped bike turning out rear wheel power close to that of the BMW, makes an MSRP only $1000 more than last year’s price of $12,799 seem like Team Green is giving the 2011 ZX-10R away for a song.

The 2011 ZX-10R is poised to create trouble for BMW’s year-old S1000RR entrant in the literbike wars. And it’s the most advanced of the liter machines from the Big Four. Seen here with a full Nassert-Beet exhaust and proprietary Kawi race-kit ECU as the only hop-ups, the new 10R is said to produce over 180 hp from a stock engine. The new Ninja is basically race-ready out of the box.

A 2011 BMW S1000RR with traction control and Race ABS retails for $15,430. A ZX-10R ABS rings in with an MSRP of $14,799.

Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.

Source : motorcycle.com

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Ducati Diavel Review (Almost) - 2011

All right, let’s come clean and admit this isn’t really a review of Ducati’s segment-busting new bike, the power-cruiser-esque Diavel. But from info recently gathered – including comments from Ducati’s CEO, plus the timeless seat-bounce test – we now have a clearer idea of the qualities of this controversial new Italian steed.

Factory MotoGP rider Nicky Hayden Hayden rode the Diavel onto the LA Auto Show’s stage two days ago, culminating with a tire-smoking burnout. Ducati was there to share the spotlight with the AMG division of Mercedes-Benz, together announcing a new partnership that sees the high-performance AMG sub-brand sponsoring Ducati’s MotoGP team. 

Ducati’s MotoGP rider Nicky Hayden smokes the Diavel’s tire next to an AMG CLS 63. AMG announced sponsorship of Ducati’s GP team at the LA Auto Show.

After Hayden’s smoky entrance, the hundreds of international automotive media promptly ignored the new 550-hp CLS 63 AMG and flocked over to the chunky Diavel.

The deal includes sponsorship of Ducati’s GP team for two years plus an option to extend it, and the marketing effort will also encompass test rides/drives at each other’s events. And company reps hinted about the possibility of one day cooperating on future products.

“I’m pretty sure our AMG Performance Studio will be able to capture the spirit of Ducati in a very special AMG someday,” teased Ola Källenius, CEO of Mercedes-AMG GmbH, “but that’s something for another show.”

“Our engineers and our designers will have a lot of input from them, and vice versa their designers,” Gabriele del Torchio, president and CEO of Ducati Motor Holding S.p.A, told Motorcycle.com.

A throng of auto journalists gather around the new Ducati Diavel. Ducati CEO Gabriele del Torchio stands next to his GP rider Nicky Hayden, while AMG and Mercedes brass enjoy the shared spotlight.

Coincidentally, the companies share a history of using desmodromic valve actuation. Mercedes employed  the mechanical-closing valvetrain design in its fearsome W196 Grand Prix racer from 1954, while Ducati’s legendary engineer Fabio Taglioni first used the system in the 1956 125 Desmo GP bike, and the Bologna-based company continues to use desmo valves in its current range of V-Twin engines.

The 1199cc V-Twin from the odd but successful Multistrada finds a new home in the Diavel, seen for the first time in North America at this week’s auto show. We were able to try it on for size shortly after Hayden warmed it up.

 “I’ve got a Ducati 848 at home, but I might need to add one of these because it’s something different,” said the Kentucky Kid.

Nicky Hayden, the 2006 MotoGP world champion, leans on the Diavel shortly after making a grand entrance at the LA Auto Show. He may be smiling because he likes the bike, or it might be because he was just told he’ll be getting an AMG Mercedes as part of a new sponsorship agreement.

The Diavel is indeed different, and it’s often been derided by traditional Ducatisti who revere the brand’s performance heritage. However, the Diavel (“devil” in Bolognese) is directed at a new clientele.

“I truly believe that we’re going to open a new market segment, as we did many years ago when we introduced the Monster,” del Torchio commented. “It was a new category in the market, and we think the Diavel will do the same.”

Ducati reps are cautious about describing their new creation as a cruiser, even if its long and low stance points it in that direction relative to something like an 1198.

“It’s very comfortable, very powerful and easy to ride,” related del Torchio, who has ridden the Diavel in prototype form. 

Ducati’s CEO Gabriele del Torchio astride his company’s bold new model while Mercedes-AMG CEO Ola Källenius wishes his CLS 63 looks as cool as the Ducati.

Getting a chance to see the Diavel in the flesh, it looks smaller than the impression it gives in photos. It takes but a short swing of a leg to get onto the 29.5-inch seat, made possible by a low-mounted horizontal rear shock. The saddle’s bucket-like perch feels comfy but doesn’t allow much fore/aft room, and it’s nicely highlighted by red stitching. 

Ernst Lieb, CEO of M-B USA, aboard the Diavel. Note the rider ergonomics that are comfortable yet sporty.

 

Don’t expect anything like ape-hanger handlebars on this pseudo cruiser, as they are set quite far forward relative to a traditional cruiser. Similarly, its footpegs are located forward compared to other Ducs, but they are placed comfortably just ahead of the seating area. A rider’s view is dominated by the large expanse of the 5.3-gallon fuel tank and side-mount radiators. Clutch pull feels quite light.

Pulling the Diavel off its sidestand requires little effort, as the “Carbon” version we sat on (with forged-aluminum wheels and carbon-fiber accents) is said to weigh just 456 pounds – less than any 750cc-plus cruiser we can think of. And this is a 1200cc “cruiser” with a 162 galloping horses, enough, said del Torchio, to reach nearly 150 mph.

Further putting the cruiser label to rest is the Diavel’s cornering clearance. Del Torchio says it has up to 41 degrees of lean angle. To put that in perspective, consider that Harley’s raciest bike, the XR1200X, can achieve a 39- or 40-degree lean before touching hard parts.

Pirelli played a key part in the Diavel’s development, creating a wide (240mm) rear tire with a more rounded profile than fat cruiser rubber. Pirelli reps claim that it offers neutral turn-in response unlike anything this wide that was previously offered. If that broad bun fails to get your attention, the imposing stacked mufflers (that look big enough to fire mortar rounds) will. 

The Diavel’s rear view is perhaps its most striking. The massive exhaust pipes and tire make for an imposing impression.

 

That steamroller tire is proudly on display thanks to a single-sided swingarm and a truncated tailsection that incorporates a faired-in taillight and clear-lens LED turnsignal strips. A stylish steel-trellis license plate bracket extends from the swingarm, further cleaning up the rear view.

Further adding to the Diavel's high-end appeal are the presence of aluminum body panels rather than cheap plastic. The fuel tank covers and the tailsection are fabricated from the lightweight metal.

Pillion accommodations are cleverly unobtrusive – footpegs fold down from the tailsection on thin brackets, while a grab handle slides out from its stowed area above the taillight.

So, although we don’t really yet know how the Diavel will ride, we have some positive first impressions. It has a captivating presence in person, and despite its cruiser leanings, it looks every inch like a Ducati with its red trellis frame and sport-spec suspension and brakes. There is literally nothing quite like it.

And consider the Porsche Cayenne SUV, which was roundly scoffed at by sports-car purists. It went on to become the brand’s best seller, providing an outlet for those who desired a 911 but couldn’t reconcile buying one because of family or comfort concerns.  

The Diavel’s front end shows its sportbike heritage, with Brembo radial-mount brakes, DLC anti-stiction fork tubes and gargantuan exhaust headers. The high-end Carbon version seen here features forged-aluminum wheels with machined accents.

We can imagine a segment of two-wheel performance enthusiasts who have long admired Ducati’s racing legacy and Italian style but have been intimidated by the company’s hardcore sportbike lineup. The Diavel might be seen as an easier introduction to Ducati membership.  

The standard Diavel will retail for $16,995 when it arrives in dealers early next year. The upmarket Diavel Carbon rings in at a spendy $19,995 for the black version; it’ll cost another $400 to get it in red. The Diavel’s performance bona fides will be put to the test early in February of 2011 during its press introduction. Stay tuned for the real review!

Although you won’t see Nicky Hayden piloting the Diavel around Grand Prix circuits, Ducati promises its niche-exploding bike will outrun anything in the cruiser class.

Source : motorcycle.com

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