Saturday, 12 May 2012

Kawasaki Ninja ZX-10R

Describing the Kawasaki Ninja ZX-10R as totally manic might just be the best way to do it. At the twist of the throttle, it produces massive bouts of spontaneous power, the bike monstrously accelerating to large distances and big numbers in ridiculously short distances and time. And that mean green appearance just lends it that extra aura to its personality. Launched in 2004, scaring amateur riders ever since. It's main grudge is with the Honda Fireblade CBR1000RRSuzuki's Gixxer 1000, MV Agusta F4Suzuki Hayabusa, BMW S1000RR and the Yamaha R1. Kawasaki has also allowed its racing genes to trickle down into the smaller 250R.


Kawasaki engineers utilized a "stack" design for a liquid-cooled, 998 cc inline four-cylinder engine. The crank axis, input shaft and output shaft of the "Ninja" ZX-10R engine are positioned in a triangular layout to reduce engine length, while the high-speed generator is placed behind the cylinder bank to reduce engine width. With a bore and stroke of 76 × 55 mm (3.0 × 2.2 in), the ZX-10R engine's one-piece cylinder and crankcase assembly reduces weight and increases rigidity. The DOHC are machined from chromoly steel built for strength, four valves per cylinder improve high-rpm breathing, and the forged, lightweight pistons offer high heat resistance to further enhance the bike's power-to-weight ratio.

Cooling system

In addition to liquid cooling, the ZX-10R engine features an oil cooler adjacent to the oil filter to reduce oil temperatures. "Slosh" analysis was also used to design the internal structure of the oil pan, thereby reducing windage losses and helping to maintain low oil temperatures.


A multi-plate wet slipper clutch transfers power to a six-speed, close-ratio transmission ideal for closed-course competition. The back-torque limiter automatically disengages the clutch (partially) under hard downshifting at high engine speeds to prevent rear wheel hop during corner entry.


A new six spoke wheel design is claimed to be almost as light as special purpose race wheels. Since the 2006 model the sidewall profile of the rear tire has been increased from 190/50/ZR17 to 190/55/ZR17.

2004 model

This was the debut of the Ninja ZX-10R. It was compact, with a short wheelbase and a high power-to-weight ratio, which helped the handling. The exhaust system was fully titanium with single muffler.

2006 model

Among other changes, the 2006 model featured twin underseat exhausts which contributed to a 5 kg (11 lb) increase in dry weight. The engine remained largely unchanged.
The 2006 ZX1000D6F model carried over to the 2007 model year, with only color scheme changes. The most noticeable difference between 2006 and 2007, is that the heat-shields on the exhaust pipes are black on the 2007 ZX10R, and 2006 came with silver ones.

2008 model

The 2007 ZX-10R
The ZX-10R was all new for its launch for the 2008 model year. There was a dramatic change in appearance with the bike featuring a much more angular front end. Kawasaki moved away from the twin-underseat exhausts of the 2006–2007 model to a more conventional single side exhaust. The compression ratio of the engine was raised.

2009 model

Received only slight changes from the 2008 model.

2010 model

Received slight changes from the 2009 model, including: upgraded Öhlins steering damper, upgraded transmission, and revised bodywork.

2011 model

The 2011 ZX-10R underwent major overhaul both mechanically and visually. Most notably, Kawasaki introduced their S-KTRC (Sport Kawasaki Traction Control) system as a standard feature; responsible for predicting when traction will be lost and adapting accordingly. Also new are KIBS (Kawasaki Intelligent Braking System) as their optional ABS system, a completely new design, adjustable foot-pegs, larger throttle bodies, a horizontal rear suspension, lighter three-spoke wheels, Showa Big Piston Fork (BPF) front suspension, and an LCD panel dashboard.


All specifications are manufacturer claimed.

Engine Type998 cc (60.9 cu in) liquid-cooled inline four-cylinder
Bore/Stroke76.0 × 55.0 mm (2.99 × 2.17 in)
Compression Ratio12.7:112.9:113.0:1
Valve TrainDOHC; four valves per cylinder
Fuel DeliveryFuel Injection
IgnitionComputer-controlled digital transistorizedTCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)
Transmissionclose-ratio six-speed, slipper clutch
Final Drivesealed chain
Front Suspension43 mm inverted fork with top-out springs
Rear SuspensionBottom-Link Uni-Trak with gas-charged shock and top-out springUni-Trak with top-out spring, stepless, dual-range (high/low-speed) compression damping.Horizontal Back-link with gas-charged shock, stepless, dual-range compression damping, stepless rebound damping
Front BrakesDual radial-mounted four-piston calipers with semi-floating 300 mm (11.8 in) petal discsDual radial-mounted four-piston calipers with semi-floating 310 mm (12.2 in) petal discs
Rear BrakesSingle 220 mm (8.7 in) disc with single-piston caliper
Front Tire120/70ZR-17
Rear Tire190/50ZR-17190/55ZR-17
Rake24 degrees24.5 degrees25.5 degrees25 degrees
Trail102 mm (4.0 in)109 mm (4.3 in)106 mm (4.2 in)
Wheelbase1,385 mm (54.5 in)1,390 mm (55 in)1,415 mm (55.7 in)1,425 mm (56.1 in)
Seat Height825 mm (32.5 in)830 mm (33 in)813 mm (32.0 in)
Dry Weight170 kg (375 lb)175 kg (386 lb)179 kg (395 lb)
Wet Weight197 kg (434 lb)
Fuel Capacity17 L (3.7 imp gal; 4.5 US gal)
0–60 mph (0–97 km/h)2.84 seconds
0–100 mph (0–161 km/h)5.22 seconds
0–150 mph (0–241 km/h)10.00 seconds
0–180 mph (0–290 km/h)17.21 seconds
100–150 mph (161–241 km/h)4.78 seconds
100–180 mph (161–290 km/h)11.99 seconds
1/4 mile10.01 seconds @ 150.05 mph (241.48 km/h)
Fuel economy32.4 mpg-US (7.26 L/100 km; 38.9 mpg-imp)

Monday, 7 May 2012

Honda CBR1000RR Fireblade

The CBR1000RR, also known as the Fireblade, is a 999 cc (61.0 cu in) liquid-cooled inline four-cylinder sport bike that was introduced by Honda in 2004 to replace the CBR954RR. It is one of the most legendary super bikes and the one of the best bikes from the east. It competes with the likes of  Yamaha R1,  the all powerful Gixxer 1000 and the beasty Kawasakhi Ninja ZX-10R from its home country, and the BMW S1000RR, the good looking Ducati 1199 Panigale and the exotic MV Agusta F4 from the west. 


Racing roots

The Honda CBR1000RR was developed by the same team that was behind the MotoGP series. Many of the new technologies introduced in the Honda CBR600RR, a direct descendant of the RC211V, were used in the new CBR1000RR such as a lengthy swingarm, Unit Pro-Link rear suspension, and Dual Stage Fuel Injection System (DSFI). Its genes have since inspired other smaller siblings like the CBR600RRCBR250R.


2004 CBR1000RR
The Honda CBR1000RR was the successor to the CBR954RR. While evolving the CBR954RR design, few parts were carried over to the CBR1000RR. The compact 998 cc (60.9 cu in) in-line four was a new design, with different bore and stroke dimensions, race-inspired cassette-type six-speed gearbox, all-new ECU-controlled ram-air system, dual-stage fuel injection, and center-up exhaust featuring a new computer-controlled butterfly valve. The chassis was likewise all new, including an organic-style aluminum frame composed of Gravity Die-Cast main sections and Fine Die-Cast steering head structure, inverted fork, Unit Pro-Link rear suspension, radial-mounted front brakes, and a centrally located fuel tank hidden under a faux cover. Additionally, the Honda Electronic Steering Damper (HESD) debuted as an industry first system which aimed to improve stability and help eliminate head shake while automatically adjusting for high and low speed steering effort.

A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action. Longer than the corresponding unit on the CBR954RR (585 mm (23.0 in) compared to 551 mm (21.7 in)) the CBR1000RR's 34 mm (1.3 in) longer swingarm made up 41.6 percent of its total wheelbase. The CBR1000RR's wheelbase also increased, measuring 1,405 mm (55.3 in); a 5 mm (0.20 in) increase over the 954.

Accommodating the longer swingarm was another reason the CBR1000RR power plant shared nothing with the 954. Shortening the engine compared to the 954 meant rejecting the conventional in-line layout. Instead, engineers positioned the CBR1000RR's crankshaft, main shaft and countershaft in a triangulated configuration, with the countershaft located below the main shaft, dramatically shortening the engine front to back, and moving the swingarm pivot closer to the crankshaft. This configuration was first successfully introduced by Yamaha with the YZF-R1 model in 1998 and inspired superbike design in the following years.

Positioning this compact engine farther forward in the chassis also increased front-end weight bias, an effective method of making high-powered liter bikes less wheelie prone under hard acceleration. This approach, however, also provided very little space between the engine and front wheel for a large radiator. Engineers solved this problem by giving the RR a modest cylinder incline of 28 degrees, and moving the oil filter from its frontal placement on the 954 to the right side of the 1000RR engine. This allowed the RR's center-up exhaust system to tuck closely to the engine.
Blue and yellow 2006 Honda CBR1000RR
2006 Honda CBR1000RR


2007 Honda CBR1000RR
The 2006 CBR1000RR offered incremental advancements over the earlier model with more power, better handling and less weight. Changes for 2006 include:
  • New intake and exhaust porting (higher flow, reduced chamber volume)
  • Higher compression ratio (from 11.9:1 to 12.2:1)
  • Revised cam timing
  • More intake valve lift (from 8.9 mm to 9.1 mm)
  • Double springs for the intake valves
  • Higher redline (from 11,650 rpm to 12,200 rpm)
  • Larger rear sprocket (from 41 to 42 teeth)
  • New exhaust system
  • New chassis geometry
  • Larger 320 mm (13 in) front brake discs but thinner at 4.5 mm (0.18 in)
  • Revised front suspension
  • Revised rear suspension with new linkage ratios
  • New lighter swingarm
  • Revised front fairing design
The 2006 model carried over to the 2007 model year mostly unchanged except for color options.


An all new CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR was powered by an all new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It had titanium valves and an enlarged bore with a corresponding reduced stroke. The engine had a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU had two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air was fed to an enlarged air box through two revised front scoops located under the headlamps. Honda claimed power output to be at least 178 hp (133 kW) at 12,000 rpm.
Honda made a very focused effort to reduce and centralize overall weight. A lighter, narrower die cast frame was formed using a new technique which Honda claimed allowed for very thin wall construction and only four castings to be welded together. Almost every part of the new bike was reengineered to reduce weight including the sidestand, front brake hoses, brake rotors, battery, and wheels.

In order to improve stability under deceleration, a slipper clutch was added, with a center-cam-assist mechanism. The Honda Electronic Steering Damper was revised as well. Another significant change was the exhaust system which was no longer a center-up underseat design. The new exhaust was a side slung design in order to increase mass centralization and compactness while mimicking a MotoGP-style.
On September 5, 2008, Honda announced the 2009 model. The bike remained much the same, in terms of engine, styling, and performance. The only significant addition was the introduction of the optional factory fitted Combined ABS (C-ABS) system originally showcased on the CBR600RR Combined ABS prototype. New, lightweight turn signals were also added.

On September 4, 2009, Honda announced the 2010 model. Honda increased the diameter of the flywheel for more inertia. This improved low-rpm torque and smoother running just off idle. The license plate assembly was redesigned for quicker removal when preparing the motorcycle for track use. The muffler cover was also redesigned for improved appearance.


The CBR1000RR was awarded Cycle World's International Bike of the Year for 2008-09 by the world's moto-journal communities as well as journalists. The 2009 CBR1000RR won the Best Sportbike of the Year Award in Motorcycle USA Best of 2009 Awards, having also won the over 750 cc open sportbike class in 2008.


The CBR1000RR has been used extensively in the international racing scene since its inception in 2004. Chris Vermeulen and the Dutch Ten Kate Racing team placed the bike fourth in the standings in its debut year in the World Superbike class. The following year, the bike and team secured runner-up honours. In 2007, the Hannspree Ten Kate team was able to secure the first World Superbike Championship with the CBR1000RR with Briton James Toseland. Also, Ryuichi Kiyonari was able to win back to back titles in the British Superbike Championship in 2006-07 using the CBR1000RR with the HM Plant Honda team.

The CBR1000RR has also been used heavily in the road racing scene, most notably at the famous Macau Grand Prix. Since its debut in 2004, it has recorded 4 victories with Michael Rutter having taken back to back victories in 2004–2005 and Scottish motorcycle racer Stuart Easton achieving the same, in 2008–2009. Arguably, the most famous of all road races has been the annual Isle of Man TT races which the CBR has been used to continue Honda's success at the circuit. Since 2006, the HM Plant team and Padgett's UK Honda team utilising the CBR1000RR have achieved eight victories at the event ranging from the Superbike, Superstock and the blue riband Senior TT races. 2009 was an especially dominant year for the Fireblade, having achieved the top 5 positions in the Superbike TT final standings, as well as another CBR1000RR whitewash in the Superstock TT where they occupied the top 5 again. Steve Plater also won the blue riband Senior TT race to secure Honda the manufacturers crown, fittingly as it was Honda's 50th racing year at the event.


All specifications are manufacturer claimed.
Engine Type998 cc (60.9 cu in) liquid-cooled inline four-cylinder999 cc (61.0 cu in) liquid-cooled inline four-cylinder
Bore/Stroke75.0 × 56.5 mm (2.95 × 2.22 in)76 × 55.1 mm (2.99 × 2.17 in)
Compression Ratio11.9:112.2:112.3:1
Valve TrainFour valves per cylinder (DOHC)
CarburetionDual Stage Fuel Injection (DSFI)
IgnitionComputer-controlled digital transistorized with 3D mapping
TransmissionCassette-type, close-ratio six-speedClose-ratio six-speed
Final Drive#530 O-ring sealed chain
Front Suspension43 mm (1.7 in) inverted HMAS cartridge fork with spring-preload, rebound and compression-damping adjustability; 4.7 in (120 mm) travel43 mm (1.7 in) inverted Big Piston Fork with spring preload, rebound and compression damping adjustability
Rear SuspensionHMAS Pro-Link single shock with spring-preload, rebound and compression-damping adjustability; 5.3 in (130 mm) travelUnit Pro-Link HMAS single shock with spring pre-load, rebound and compression damping adjustability; 5.4 in (140 mm) travelUnit Pro-Link Balance-Free Rear Shock with spring pre-load, rebound and compression damping adjustability
Front BrakesDual full-floating 310 mm (12 in) discs with four-piston radial-mounted callipersDual full-floating 320 mm (13 in) discs with four-piston radial-mounted callipers
Rear BrakesSingle 220 mm (8.7 in) disc with single-piston calliper
Front Tire120/70ZR-17 radial
Rear Tire190/50ZR-17 radial
Rake23.75 deg23.45 deg23.3 deg
Trail102 mm (4.0 in)100 mm (3.9 in)96.2 mm (3.79 in)96.0 mm (3.78 in)
Wheelbase55.6 in (1,410 mm)55.2 in (1,400 mm)55.4 in (1,410 mm)55.5 in (1,410 mm)
Seat Height32.5 in (830 mm)32.3 in (820 mm)
Dry Weight396 lb (180 kg)388 lb (176 kg)385 lb (175 kg)
Wet Weight466 lb (211 kg)451 lb (205 kg)439 lb (199 kg)441 lb (200 kg)
Fuel Capacity4.8 US gal (18 l; 4.0 imp gal), including 1.06 US gal (4.0 l; 0.88 imp gal) reserve4.7 US gal (18 l; 3.9 imp gal), including 1.06 US gal (4.0 l; 0.88 imp gal) reserve
Power Output148.6 hp (111 kW) @ 10,750 rpm158.8 hp (118 kW) @ 11,500 rpm178.0 hp (133 kW) @ 12,000 rpm
Torque76.4 lbf·ft (103.6 N·m) @ 8,500 rpm79.6 lbf·ft (107.9 N·m) @ 8,750 rpm82.6 lbf·ft (112.0 N·m) @ 8,500 rpm