Kawasaki ZX-10R 2008 <-- Bikeintro Motorcycles

Wed

Sep

Kawasaki ZX-10R 2008

Pruusapuu

Model years 2007/08 have been big for Team Green, and the stampede of new bikes just keeps a comin’. Kawasaki is taking its attack on the market seriously, not resting for a moment, it seems, as its superbike effort has been stepped up with a heavily revised ZX-10R. This can only serve the company well, as the mighty Ninja is the latest (and last) entry from the Big Four to ante up. Yamaha and Suzuki overhauled their liter machines last year, and we now know (much to their chagrin) from about two weeks ago that Honda is going to unveil a new CBR1000RR this week.

As an indication of how committed Kawi is to its literbikes, they proudly proclaim that Japanese Superbike racer Akira Yanagawa was the willing guinea pig chosen to help bring the 10R back to the ring to take another swing. The ‘08 bike is basically a ground-up restoration, so let’s dive in and see what’s new.

Plenty of tweaking and twiddling happened in and around the 998cc liquid-cooled, DOHC, 16-valve, inline-Four. Intake ports, exhaust ports and combustion chambers were reshaped in an effort to improve flow with a focus on top-end poke without sacrificing the mid-range grunt that the previous 10R was famous for. Specifically, the exhaust ports are narrower, while exhaust valves went on a diet, shrinking from 25.5mm to 24.5mm. Cam profiles also received attention, getting higher lift for greater power at higher revs.

On the induction side of things, the ZX picked up secondary fuel injectors aimed at improving top-end spank, and oval throttle bodies replace the old round units with the hope of better and more precise throttle response. Additionally, the ram-air system had its intake duct reshaped in order to quiet intake noise (Ugh! Why do that?) while force-feeding a bigger airbox with new oval-shaped velocity stacks.

Tied directly to the improvements in the fueling is a new ignition system that “assists with torque management by monitoring throttle opening, gear position and rate of rpm change, then retarding ignition timing to reduce torque when sudden unwanted rpm spikes are detected.” This sounds suspiciously like a form of traction control, although the TC term is not used in Kawi’s press materials. Basically, the idea is that the bike’s brain will make the decision for you as to whether or not you really need all the power you requested at that moment when it considers a myriad of other factors.

If you can’t tell by looking at the photos, an all-new exhaust system resides mostly under the engine, not under the seat as in ‘07. Looking an awful lot like systems on other bikes these days, it has a pre-chamber located under the engine to help with noise reduction while keeping the titanium can as small as possible. It also meets those stupid Euro III standards and keeps the C of G desirably low. Chalk up another Buell philosophy convert?

“First, fourth and fifth gear ratios were lowered, and the countershaft and rear sprockets run a 17/41 combo.”

To complement the newfound power characteristics of the ZX-10R, the gearbox has received several tweaks. First, fourth and fifth gear ratios were lowered, and the countershaft and rear sprockets run a 17/41 combo.

All the power in the world is useless if you can’t control it. Improving the balance between stiffness and feedback in the twin-spare aluminum frame is the hope of Kawi engineers. In light of that, concave components (stampings) were turned inside out to become convex in order to reduce stresses. Also, wall thickness was increased, and ribbing was added to the interior of the pivot plate around the swingarm pivot point that moved. Of the pivot point, Kawi won’t say if it moved forward or back, just that “a slight front-rear weight balance change” took place. Wheelies are fun, but the wheelie monster ZX-10R could use a little more bias toward the front, in our opinion.

Speaking of the swinger, it’s now made with pressed instead of cast-aluminum beams. And just to prove no stone was left unturned, even the sub-frame was overhauled, becoming narrower, and it now mounts to the frame’s upper cross-member in order to give the rider more feedback as to what the rear suspension is doing.

More newness makes its way onto the Zed, this time in the suspension. Super-slick Diamond Like Carbon (DLC) coating graces the fork tubes for less stiction on the fully-adjustable 43mm inverted fork. Relocating springs to the bottom of the fork is said to reduce oil frothing. Rear suspension changes include dual (low and high-speed) compression damping on the fully-adjustable rear shock, and a new mounting spot for the Uni-Trak linkage connects that shock to the top-braced swingarm.

A process called squeeze-casting results in what Kawasaki says are lighter and stiffer five-spoke wheels. The benefit is less unsprung weight which should translate to better handling and suspension control. Braking duties are handled by radial mounted Tokico calipers that crush down on 310mm (10mm bigger than last year) petal rotors, and feature reduced thickness from 6 to 5.5mm. The rear petal disc is 220mm.

Although Kawasaki likes to tout the ZX-10R (and 6R) as racebikes with lights, it appears that street people weren’t forgotten. A reshaped fuel tank has more flare (we wish we could come up with a really good “Office Space” reference) to allow the rider to rest his or her weary arms whilst caning the bike through a turn. The top of the tank has a recess added to make room for the helmet’s chin bar when in a full tuck behind a new, flatter windscreen. A quick note about this reshaped tank: the compact fuel pump from the 2007 ZX-6R now resides in the 10R’s tank because it takes up less space and permits the same tank volume despite the additional space required for the secondary injectors.

The saddle also got some work. It’s now shorter front to back, narrower at the front and softer (Thank you!). We’re not sure if this will matter to anyone, but a “special rib” was added to the end of a new throttle. This is supposed to give the rider better feel through the rubber grip.

Lastly, a new front fender directs cool air toward the radiator, redesigned mirrors now have integrated turn signals and are easily removable for race day, as is the new license plate holder/rear signal combo. A new LED taillight keeps others on the road aware of your presence and intentions.

The 2008 liter wars are shaping up nicely, with Honda’s soon-to-be-released CBR1000RR, this Kawasaki and the recently upgraded R1 and GSX-R1000 from 2007. Bikeintro.com can’t wait! How about you?

Bike Spec.

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 998cc
Bore x stroke: 76.0 x 55.0mm
Maximum torque: TBD
Compression ratio: 12.7:1
Fuel injection: DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition: TBD
Transmission: TBD
Final drive: TBD
Rake/trail: TBD
Front tire: 120/70 ZR17
Rear tire: 190/55 ZR17
Wheelbase: TBD
Front suspension/travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs/TBD
Rear suspension/travel: Bottom-Link Uni-Trak with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload/TBD
Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear brakes: Single 220mm petal disc with single-piston aluminum caliper.