Sport Rider Magazine Review: Kawasaki Ninja ZX-10R "The previous ZX-10R was no slouch. Kawasaki could’ve easily left it alone with only minor changes and still had a serious contender. With the numerous changes to the ’06 model, however, Team Green has shown that they’re not about to sit on their laurels and wait to see what the competition does."

2007 Kawasaki Ninja ZX-10R Claims Top Spot from Roadracing World Magazine "Roadracing World, one of the nation’s leading sportbike magazines, the 2007 Kawasaki Ninja ZX-10R as the winner of their 1000cc Superbike Shootout. The Kawasaki ZX-10R beat out the Honda CBR1000RR and the Yamaha ZXF-R1 to take top honors in this class."

Roadracing World Magazine Review: 1000cc Sportbike Shootout "In addition to the Engine performance category, the Kawasaki also won in Braking (thanks to its radial-mounted four-piston / four-pad Tokico calipers), Transmission (due to its tall but usable first gear and benchmark-setting slipper-clutch)."

KAWASAKI'S 2008 NINJA® ZX™-10R SUPERBIKE IS POISED FOR COMPETITION

Factory superbike talent in a street savvy performer

For the 2008 NINJA® ZX™-10R, Kawasaki engineers aimed for an ideal superbike with engine and chassis performance capable of satisfying professional racers, combined with top-notch streetbike qualities for mainstream riders.  It's a delicate balance, but these aren't your average engineers. They've been directly involved in the development of every 600 and 1000cc supersport machine since the 2003 Ninja ZX-6R, plus Kawasaki's factory Superbike racing efforts, so they have the know-how to deliver the goods.

The result is an exceptionally communicative machine that provides the clean two-way rider/machine dialog demanded by professional racers. Placing the ZX-10R in the racing crucible and applying lessons from that unforgiving environment resulted in an ideal balance to satisfy the most demanding of riders. Japanese Superbike racer Akira Yanagawa was the man pushing the engine and frame components to the limits of their performance in actual competition. Parts that met with Yanagawa's approval were then tried on the production test bike, tweaked, retested on the racer and adjusted again. This process was repeated throughout the development cycle for the all-new 2008 Ninja ZX-10R.
 
At the heart of this capable package is a new engine tuned for even greater high-rpm performance, without sacrificing the stellar mid-range performance of its predecessor. Refinements include installing secondary fuel injectors, changing to oval throttle bodies and reshaping the intake ports. Intake flow was further enhanced with reshaped ram air ducts and a larger airbox that feeds into the new oval shaped velocity stacks. Exhaust efficiency was boosted with a new system that not only flows better but generates less noise and emissions.

To suit the enhanced power delivery, the transmission features new gear ratios for 1st, 4th and 5th gears along with an extra tooth on the rear sprocket. Quick downshifts can be executed without risk of upsetting the fine-tuned ZX-10R chassis thanks to its easily adjustable slipper clutch. These changes make it essentially a race-ready engine with performance similar to Kawasaki's factory Superbikes.

Professional riders know it's useless to have the most power if you can't get it to the ground. The 2008 Ninja ZX-10R employs the new Kawasaki Ignition Management System (KIMS) to aid with that essential power delivery precision, thus ensuring smooth throttle response without sudden spikes in engine speed and protecting the engine and catalyzers from damage. It does this by monitoring the standard FI system input data (engine speed, throttle position, vehicle speed, gear position and feedback from intake air temperature, intake air pressure, engine temperature and O2 sensors), and checking every 0.02 seconds for any sudden changes in RPM. The KIMS doesn't interfere with normal operation and still allows the engine to rev freely under typical riding conditions.

A superb engine deserves a superb chassis, and this is where the new ZX-10R really shines. To achieve the best-possible handling, Kawasaki used the lessons learned at the track to build a list of refinements including: changing the length of the steering tube and moving it 10mm forward, alleviating stress concentrations through subtle changes to the frame stampings (switching concave parts to convex pieces), increasing the wall thickness around the relocated swingarm pivot, adding ribbing on the interior of the pivot plate, and mounting a narrower, two-piece sub-frame to the main frame's upper cross member.
 
With a fully-adjustable 43mm inverted fork and a new swingarm that uses pressed instead of cast beams, the ZX-10R's track orientated suspension endows the chassis with better feedback. Refinements include adding a Diamond Like Carbon (DLC) coating to the fork tubes for less stiction and enhanced feedback, relocating the springs to the bottom of the fork for reduced oil frothing, and new settings that are better-suited for racetrack use. Rear suspension changes include dual (low and high-speed) compression damping on the fully-adjustable rear shock for better fine-tuning, a new mounting spot for the Uni-Trak® linkage and a re-shaped swingarm with a top-mounted brace.

No part was left untouched on the ZX-10R, even the wheels are new. Produced using a squeeze-casting process instead of the earlier gravity casting method, the new wheels are lighter, stiffer and more precise, to perfectly match the new chassis. The lower unsprung weight of the wheels helps improve suspension action and their reduced rotational inertia provides quicker steering and acceleration.

Braking duties are handled by radial mounted Tokico brake calipers squeezing new 310mm petal discs which are 10mm larger for 2008, and feature reduced thickness from 6 to 5.5mm for better heat dispersion. The rear is a 220mm petal disc squeezed by a single-piston caliper.

The designers didn't rest when it came to styling either. Given great freedom with the 2008 ZX-10R, their efforts are illustrated in the clean design with superb fit and finish. While shaping the rear frame, tank and seat to offer improved ergonomics and increase the rider's contact with the bike, they also refined its aerodynamics from a new front cowling to the sharp, minimalist tail cowl. The result of these efforts is a slim and compact package with the presence befitting its Ninja name.

Specs

Engine Type Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four Displacement 998cc Bore x Stroke 76.0 x 55.0 mm Maximum Torque 83.2 lb-ft @ 8,700 rpm Compression Ratio 12.9:1 Fuel Injection DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder Ignition TCBI with digital advance and Kawasaki Ignition Management System (KIMS) Transmission Six-speed Final Drive Chain Rake/Trail 25.5deg / 4.3 in. Front Tire Size 120/70 ZR17 Rear Tire Size 190/55 ZR17 Wheelbase 55.7 in. Front Suspension / wheel travel 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs / 4.7 in. Rear Suspension / wheel travel Uni-Trak® with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in. Front Brake Type Dual semi-floating 310 mm petal discs with dual four-piston radial-mount calipers Rear Brake Type Single 220mm petal disc with single-piston aluminum caliper Fuel Tank Capacity 4.5 gal. Seat Height 32.7 in. Dry Weight 394.7 lbs. Overall length 83.1 in. Overall width 28.0 in. Overall height 44.7 in. Color Lime Green / Flat Super Black, Metallic Diablo Black, Candy Plasma Blue / Flat Super Black Warranty 12 Months Good Times™ Protection Plan 12, 24, 36, 48 months