2009 Ninja ZX-10R
The ZX-10R features a highly communicative package, similar to that of Kawasaki's factory superbikes. Designed by Kawasaki engineers, and developed by their racers, the ZX-10R chassis delivers instant feedback while being highly responsive to rider input - and all this in stock form.
Technology
PrintEngine
Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.
Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.
Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.
Increased mid-range performance
New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
Pistons with new profiles and improved crown finishing contribute to the gain in performance.
Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
Piston rings with less tension reduce mechanical loss.
Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.
Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.
Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.
Precise throttle control
Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.
Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.
Increased mid-range performance
New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
Pistons with new profiles and improved crown finishing contribute to the gain in performance.
Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
Piston rings with less tension reduce mechanical loss.
Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.
Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.
Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.
Transmission
The transmission ratios have also been modified to suit the new power characteristics. The 1st, 4th and 5th gear ratios are now lower, giving improved power feel in the low and high-rpm ranges.
Complementing the new gear ratios is a change in rear sprocket size – final reduction ratio changes from 17/40 to 17/41 – for harder acceleration.
Complementing the new gear ratios is a change in rear sprocket size – final reduction ratio changes from 17/40 to 17/41 – for harder acceleration.
Chassis
Chassis updates contribute to improved handling, but the biggest changes revolve around increased feedback to the rider, providing communication essential for riding at the highest level.
Kawasaki’s unique Backbone Twin-tube frame
In addition to improving Ram Air efficiency, the new Ram Air passageway through the frame optimises rigidity around the head pipe.
The stiffness balance of Kawasaki's unique backbone twin-tube frame has been further optimised and contributes to the superb rider feedback. This was achieved by reshaping the frame's pressed parts, replacing concave pieces with convex pieces. Not really noticeable to the naked eye, the changes alleviate stress concentrations.
The sub-frame is mounted to the frame's upper cross member, allowing the rear suspension to transmit its loads more directly to the sub-frame to the rider.
The 2-piece sub-frame is an aluminium die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
Changes in the frame's wall thickness around the swingarm pivot increase the frame's rigidity in this area, contributing to the brilliant handling characteristics of the new 10R.
Ribbing has also been added on the interior of the pivot plate where it joins the frame's upper cross member. This modification slightly slows down the feedback from the frame to the rider, giving the rider a more accurate feel for what the frame is doing.
The head pipe has been moved 10 mm forward, and its length has been changed. Other small but important changes include a relocated swingarm pivot, slightly changing the front-rear weight balance. Together, these modifications give the new frame superb stability on the street and on the racetrack.
Swingarm
Compared to the earlier wheels made by gravity casting, the new wheels are squeeze-cast. This special casting method allows higher precision and less wall thickness, resulting in lighter wheels and reduced unsprung weight. This precision casting method allowed the stiffness of the wheels to be optimised to make them a perfect match for the new chassis.
Track-oriented suspension
The 43 mm inverted fork is fully adjustable and features bottom mounted springs. Mounting the springs at the bottom completely submerges them in oil, reducing frothing for improved damping performance, fork action and road-following ability.
DLC (Diamond Like Carbon) fork tube coating is also featured on the ’08 10R. Not only does this high-tech low-friction coating improve fork action, it improves friction control: the initial part of the stroke is slowed, smoothing action for stable braking; once compressed, the reduced friction allows the stroke to move quickly for superb road holding.
Improvements to the Uni-Trak rear suspension include a new mounting location for the linkage. The fully adjustable shock now features dual (low- and high-speed) compression damping, enabling the fine-tuning needed for circuit riding. Ride feel is improved, and feedback and traction control are what riders expect of a competition ready machine.
The new system operates so well that even with the low-speed compression damping backed off, there is no “springy” feel, and road following ability is excellent.
Brakes
New Tokico radial mount brake calipers are fitted with dual pads (instead of 4 individual pads). While braking performance is the same, the change offers superb initial bite characteristics and increased control care of progressive feel after the initial bite.
New 310 mm petal discs replace the earlier φ300 mm units, and the disc thickness has been reduced from t6 to t5.5 for efficient heat dispersion. Because these new brakes are less influenced by heat, brake feel remains more constant and more responsive during extended periods of heavy use — such as during a race or a trackday.
Slowing the rear is a 210 mm disc gripped by a single-piston caliper.
Wheels
Compared to the earlier wheels made by gravity casting, the new wheels are squeeze-cast. This special casting method allows higher precision and less wall thickness, resulting in lighter wheels and reduced unsprung weight. This precision casting method allowed the stiffness of the wheels to be optimised to make them a perfect match for the new chassis.
Ergonomics
The rear frame, tank and seat were all re-designed to offer the rider increased contact with the bike. These improved ergonomics give the rider very accurate feedback regarding chassis performance and road surface.
Redesigned fuel tank has a recess in its top to accommodate the helmet’s chin area, making it easier to tuck in behind the windscreen when riding on the circuit. This allowed the front cowl to be lowered and enables more ideal aerodynamics when in a tucked position.
Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the new chassis.
The front of the seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
The new throttle grip has a special rib on its end (under the grip rubber), which improves grip and feel.
Ignition Management System
The Ninja ZX-10R is equipped with an advanced ignition management system that curtails sudden spikes in engine speed. Extensive rider testing was used to develop the ECU’s complex programmer, ensuring that the system provides assistance when the rider wants it and not before.
The system primarily monitors engine speed. A significant sudden change in engine speed is perceived as an indication that the rear wheel is slipping, resulting in ignition timing being slowed accordingly to ensure maximum driving force is transmitted to the tarmac.
To ensure that it does not act unnecessarily, the system also takes into account throttle position, vehicle speed, and gear position.
Examples:
- In the case of the rider purposely instigating the rear tire to slide, the system looks at the amount of throttle position change to determine how much ignition timing should be retarded. (Large changes do not cause the system to act.)
- In cases where the system is not needed, such as when making minute throttle adjustments or when fully opening the throttle to accelerate down the straight, the system looks at the throttle position to determine how much ignition should be retarded. (In the vicinity of the fully-closed or fully-open throttle positions the system does not act.)
- In the case of snapping open the throttle with the clutch half-engaged, the system compares engine speed and vehicle speed to determine whether or not to engage. (When the clutch is half-engaged the system does not act.)
Compact Package. Massive Presence.
Slimmer than before and with a short-style tail, the new Ninja ZX-10R features a minimalist design that further contributes to its compact appearance. Designers were given greater freedom with this model, and their efforts show in presence that exudes from the 10R, as well as its superb fit and finish and the great attention to detail.
Bodywork
The top of the front cowl is shorter and the screen is mounted flatter. Since the windscreen extends well forward, visibility is excellent.
Contributing to the sharp new image of the new 10R are redesigned mirrors with adjustable, Talbot-type reflecting surfaces.
The mirror stays with their integrated turn signals are easily removable, making it easy to prep the new 10R for track riding. And because the mounting position is high, rearward visibility is excellent. This mounting location also helps to minimise damage if the bike falls over.
The license plate holder and rear turn signals are also quickly detachable for circuit riding.
A racy new LED tail light makes the bike more visible to drivers and provides the final styling flourish to the latest iteration of the evocative Ninja design.
Aerodynamics
The slight step at the front of the cowling reduces wind blast on the rider’s shoulders while allowing a design with an aerodynamically efficient small frontal area. This step also generates an area of laminar flow around the rider’s helmet, reducing turbulence around the helmet at higher speeds.
Redesigned fuel tank has a recess in its top to accommodate the helmet’s chin area, making it easier to tuck in behind the windscreen when riding on the circuit. This allowed the front cowl to be lowered and enables more ideal aerodynamics when in a tucked position.
The fairing’s sides are smaller in area, reducing the influence of side winds on the bike.
New front fender directs air toward the radiator, increasing cooling efficiency, and contributes to the Ninja’s sharp looks.
Sharp, minimalist tail cowl is further enhanced by the single side muffler – all of which gives the bike a more concentrated and condensed look and feel. The tail’s under cowl is now a flush-surface item which reduces turbulence at the rear of the bike and ensures laminar airflow around the seat.
A larger rear inner fender keeps the bike cleaner in the real world of street riding. The mud flap could consequently be made smaller and less obtrusive, improving aerodynamic qualities around the rear of the machine.
Kawasaki’s unique Backbone Twin-tube frame
In addition to improving Ram Air efficiency, the new Ram Air passageway through the frame optimises rigidity around the head pipe.
The stiffness balance of Kawasaki's unique backbone twin-tube frame has been further optimised and contributes to the superb rider feedback. This was achieved by reshaping the frame's pressed parts, replacing concave pieces with convex pieces. Not really noticeable to the naked eye, the changes alleviate stress concentrations.
The sub-frame is mounted to the frame's upper cross member, allowing the rear suspension to transmit its loads more directly to the sub-frame to the rider.
The 2-piece sub-frame is an aluminium die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
Changes in the frame's wall thickness around the swingarm pivot increase the frame's rigidity in this area, contributing to the brilliant handling characteristics of the new 10R.
Ribbing has also been added on the interior of the pivot plate where it joins the frame's upper cross member. This modification slightly slows down the feedback from the frame to the rider, giving the rider a more accurate feel for what the frame is doing.
The head pipe has been moved 10 mm forward, and its length has been changed. Other small but important changes include a relocated swingarm pivot, slightly changing the front-rear weight balance. Together, these modifications give the new frame superb stability on the street and on the racetrack.
Swingarm
Compared to the earlier wheels made by gravity casting, the new wheels are squeeze-cast. This special casting method allows higher precision and less wall thickness, resulting in lighter wheels and reduced unsprung weight. This precision casting method allowed the stiffness of the wheels to be optimised to make them a perfect match for the new chassis.
Track-oriented suspension
The 43 mm inverted fork is fully adjustable and features bottom mounted springs. Mounting the springs at the bottom completely submerges them in oil, reducing frothing for improved damping performance, fork action and road-following ability.
DLC (Diamond Like Carbon) fork tube coating is also featured on the ’08 10R. Not only does this high-tech low-friction coating improve fork action, it improves friction control: the initial part of the stroke is slowed, smoothing action for stable braking; once compressed, the reduced friction allows the stroke to move quickly for superb road holding.
Improvements to the Uni-Trak rear suspension include a new mounting location for the linkage. The fully adjustable shock now features dual (low- and high-speed) compression damping, enabling the fine-tuning needed for circuit riding. Ride feel is improved, and feedback and traction control are what riders expect of a competition ready machine.
The new system operates so well that even with the low-speed compression damping backed off, there is no “springy” feel, and road following ability is excellent.
Brakes
New Tokico radial mount brake calipers are fitted with dual pads (instead of 4 individual pads). While braking performance is the same, the change offers superb initial bite characteristics and increased control care of progressive feel after the initial bite.
New 310 mm petal discs replace the earlier φ300 mm units, and the disc thickness has been reduced from t6 to t5.5 for efficient heat dispersion. Because these new brakes are less influenced by heat, brake feel remains more constant and more responsive during extended periods of heavy use — such as during a race or a trackday.
Slowing the rear is a 210 mm disc gripped by a single-piston caliper.
Wheels
Compared to the earlier wheels made by gravity casting, the new wheels are squeeze-cast. This special casting method allows higher precision and less wall thickness, resulting in lighter wheels and reduced unsprung weight. This precision casting method allowed the stiffness of the wheels to be optimised to make them a perfect match for the new chassis.
Ergonomics
The rear frame, tank and seat were all re-designed to offer the rider increased contact with the bike. These improved ergonomics give the rider very accurate feedback regarding chassis performance and road surface.
Redesigned fuel tank has a recess in its top to accommodate the helmet’s chin area, making it easier to tuck in behind the windscreen when riding on the circuit. This allowed the front cowl to be lowered and enables more ideal aerodynamics when in a tucked position.
Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the new chassis.
The front of the seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
The new throttle grip has a special rib on its end (under the grip rubber), which improves grip and feel.
Ignition Management System
The Ninja ZX-10R is equipped with an advanced ignition management system that curtails sudden spikes in engine speed. Extensive rider testing was used to develop the ECU’s complex programmer, ensuring that the system provides assistance when the rider wants it and not before.
The system primarily monitors engine speed. A significant sudden change in engine speed is perceived as an indication that the rear wheel is slipping, resulting in ignition timing being slowed accordingly to ensure maximum driving force is transmitted to the tarmac.
To ensure that it does not act unnecessarily, the system also takes into account throttle position, vehicle speed, and gear position.
Examples:
- In the case of the rider purposely instigating the rear tire to slide, the system looks at the amount of throttle position change to determine how much ignition timing should be retarded. (Large changes do not cause the system to act.)
- In cases where the system is not needed, such as when making minute throttle adjustments or when fully opening the throttle to accelerate down the straight, the system looks at the throttle position to determine how much ignition should be retarded. (In the vicinity of the fully-closed or fully-open throttle positions the system does not act.)
- In the case of snapping open the throttle with the clutch half-engaged, the system compares engine speed and vehicle speed to determine whether or not to engage. (When the clutch is half-engaged the system does not act.)
Compact Package. Massive Presence.
Slimmer than before and with a short-style tail, the new Ninja ZX-10R features a minimalist design that further contributes to its compact appearance. Designers were given greater freedom with this model, and their efforts show in presence that exudes from the 10R, as well as its superb fit and finish and the great attention to detail.
Bodywork
The top of the front cowl is shorter and the screen is mounted flatter. Since the windscreen extends well forward, visibility is excellent.
Contributing to the sharp new image of the new 10R are redesigned mirrors with adjustable, Talbot-type reflecting surfaces.
The mirror stays with their integrated turn signals are easily removable, making it easy to prep the new 10R for track riding. And because the mounting position is high, rearward visibility is excellent. This mounting location also helps to minimise damage if the bike falls over.
The license plate holder and rear turn signals are also quickly detachable for circuit riding.
A racy new LED tail light makes the bike more visible to drivers and provides the final styling flourish to the latest iteration of the evocative Ninja design.
Aerodynamics
The slight step at the front of the cowling reduces wind blast on the rider’s shoulders while allowing a design with an aerodynamically efficient small frontal area. This step also generates an area of laminar flow around the rider’s helmet, reducing turbulence around the helmet at higher speeds.
Redesigned fuel tank has a recess in its top to accommodate the helmet’s chin area, making it easier to tuck in behind the windscreen when riding on the circuit. This allowed the front cowl to be lowered and enables more ideal aerodynamics when in a tucked position.
The fairing’s sides are smaller in area, reducing the influence of side winds on the bike.
New front fender directs air toward the radiator, increasing cooling efficiency, and contributes to the Ninja’s sharp looks.
Sharp, minimalist tail cowl is further enhanced by the single side muffler – all of which gives the bike a more concentrated and condensed look and feel. The tail’s under cowl is now a flush-surface item which reduces turbulence at the rear of the bike and ensures laminar airflow around the seat.
A larger rear inner fender keeps the bike cleaner in the real world of street riding. The mud flap could consequently be made smaller and less obtrusive, improving aerodynamic qualities around the rear of the machine.
Additional Features
Engine
While maintaining the same inertial moment, the crankshaft’s weight was reduced, resulting in an approximately 1 kg reduction in engine weight.
Improvements to the oil pump’s reduction ratio have reduced its operating friction.
The water pump uses the same type impeller as the ZZR1400. Pump rpm has been optimised for reduced frictional loss.
Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) This race-quality unit was developed in collaboration with Öhlins specially for the Ninja ZX-10R. The damper unit has an integral clamp so that piston motion is not hindered.
Instrumentation
The 10R’s 2nd generation cluster instrument package features special UV-blocking glass, making the LED displays brighter and easier to read.
While maintaining the same inertial moment, the crankshaft’s weight was reduced, resulting in an approximately 1 kg reduction in engine weight.
Improvements to the oil pump’s reduction ratio have reduced its operating friction.
The water pump uses the same type impeller as the ZZR1400. Pump rpm has been optimised for reduced frictional loss.
Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) This race-quality unit was developed in collaboration with Öhlins specially for the Ninja ZX-10R. The damper unit has an integral clamp so that piston motion is not hindered.
Instrumentation
The 10R’s 2nd generation cluster instrument package features special UV-blocking glass, making the LED displays brighter and easier to read.
Colours
Lime Green
Ebony
Candy Burnt Orange
Special Edition Lime Green
Ebony
Candy Burnt Orange
Special Edition Lime Green