Sticks_n_Stones
Needs a job
Posts: 3930
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posted January 10, 2008 08:26 AM
SpeedTV.com rides the '08 ZX-10 and raves about it!
I trimmed the story to fit, and fixed some typo's lol
"Pulling into the pits at the Losail International Circuit in Qatar, I am sweating like Valentino Rossi during tax season.
The culprit is the newest Superbike to roll out of the KHI factory in Japan. Screaming out 191 crankshaft horsepower at 12,500 rpm, the 2008 ZX-10R is just so freakin fast it's mind altering. The way it pulls out of any given corner, and the speed it attains in the brief moments it takes to arrive at the next one is pure insanity. Hitting 180 mph on the front straight, lifting the front wheel to over triple digit speeds under acceleration in second gear, I'm so far over in the turns, my boots are on the deck. Now, slumped in my chair at the back of the pit garage after twenty minutes in the saddle, I am gasping for air and sucking down cold water, while examining my destroyed knee pucks and toe sliders. Out on the ultra high-speed 5.4 km Losail racetrack, the new Ninja is kicking my arse and I can't wait to get back out for more.
Heading half way around the world to ride the big K, the buzz words circulating internet chat rooms and bike night gatherings lately have been "traction control," so let's get straight to the point. According to Kawasaki's Karl Edmondson, the new ZX-10R doesn't have traction control, but it does have a system called KIMS (Kawasaki Ignition Management System). According to Edmondson, should a sudden spike in engine speed be detected, the powerful ECU will alter the ignition timing to reduce power to the rear wheel, presumably to stop it from spinning. Apparently though, it doesn't do this on an open throttle, and will only activate if you are on a steady throttle. The bike will still do burnouts, for those who need to, and it will spin the tire on corner exit if you apply too much throttle, as some of my peers found out. Receiving deliberately vague and seemingly evasive answers when looking for more information, I ended up more confused than when I started.
What I do know is, the KIMS monitors engine speed, throttle position, vehicle speed and gear position. It also reads intake air temperature and pressure, engine temperature and changes in engine speed. Talking to the technicians in the garage, a true traction control as used in Superbike racing would need to monitor both front and rear wheels to be effective. Something the new ignition management system doesn't do. So, if it isn't really a traction control, and is only going to work if you spin the rear wheel up on a completely steady throttle, what in the world is it? Well, the best deduction I could make is, it will give teams racing Superstock classes in Europe the ability to tune it to their needs, while remaining legal in their class. Not too conclusive I'm afraid, but the best I can do at this point.
Taking a look at the new ZX-10R for the first time, it doesn't take long to figure out Kawasaki went back to the drawing board for this one. Looking a lot slimmer and sharper than the last version, one of the surprises of the tech brief was the bike is actually eight pounds heavier. It also has a slightly longer wheelbase and more relaxed rake and trail figures, which on paper would seem like a strange direction to take. Out on the smooth Losail racetrack, you would never guess. The bike feels lighter and is definitely easier to transition through the turns than the '06, especially at higher speeds.
Using the latest incarnation of their trademark Backbone Twin-tube frame, Kawasaki has reshaped the pressed parts on the sides, replacing the old concave pieces with convex for more strength. The air intake path has also been enlarged and strengthened, while a new sub frame now bolts to the rear. This is a two-piece item made from die cast aluminum and is narrower and more compact this year. It also unbolts in the middle for those wanting to fit race bodywork. There is no denying the previous generation ZX-10R was somewhat porky in the rear, but not this year. With the single pipe exiting to the side of the bike, the back end is very svelte this year. Not so the new swing arm, which looks simply massive in its construction when viewing a static model without the bodywork. Riding in a revised pivot to give the bike a better weight distribution, it's manufactured from pressed beams, which is said to give the rider better feedback.
I can't say the suspension gave me any trouble on the '06, but Kawasaki has made improvements again this year with the focus being solidly on the racetrack. Using the same inverted 43mm fork, the springs are now mounted in the bottom of the fork so they remain permanently submerged in oil. According to Kawasaki this makes for less frothing and better damping across the range. They also applied a Diamond Like Coat (DLC) to the fork legs for less friction. The rear Uni Track suspension comes with a new linkage and the addition of low and high-speed compression damping adjustment.
Typically, having joined a number of Kawasaki track events, I will always take a ZX 6R over a ZX 10R, as it feels more comfortable. The bigger bike always seems more unwieldy and its smaller sibling seems to be easier to cut fast lap times on. Now, with the changes to the new bike, I might be forced to change my mind here.
Sitting in the late afternoon sun checking the bike out one last time, my eyes were again drawn back to the new brake calipers. Whether or not it is just my perception or not, they just look so aggressive with the two machined rings and solid block-like appearance. They are new for '08 and now feature one single brake pad, compared to the two on previous models. In the ever-changing world of disc size and thickness, the petal rotors are now bigger at 310mm and thinner with a width of 5.5mm. The rotors are actually lighter this year, being made of aluminum, and feature ten buttons over the previous seven for better heat dissipation.
Using the same radial master cylinder, the change in the pad construction has taken out some of the harsh initial bite. Having never ridden the bike on the street, I can't comment, but it was a concern that was raised enough to make a change. This meant that there is a range of operation at the beginning of the stroke that is very smooth and progressive. The more you pull the more you get, but without any fear of instant overbite. Cranking up the speed as the test wore on, my corner approaches got significantly faster, and this is when I found the second level of brake performance. Suddenly really beginning to clamp down hard, the level of power actually took me by surprise the first few times. Quickly getting used to it tough, it became a big factor in chopping my lap times. This is good news for the street rider, as they are not going to be caught out, and fast track riders have access to one of the best sets of binders in the business.
Leaving the best for last, the 2008 ZX-10R's four-cylinder engine comes with even more power and an even more refined delivery. Initially catching me out with its smoothness and lack of pronounced power step, I found myself hitting the rev limiter in complete shock that the engine was revving so high. Making for some deceptive forward motion, it initially reminded me why I have so much trouble going fast on big Ducatis, where the low revving sound of the engine doesn't match the corresponding speed.
Kawasaki is now claiming 181 horsepower at the crankshaft with 11,500 rpm showing on the tachometer, which is up six from last years model. Calculating the effect of the ram air, this figure is supposed to climb to 192 horsepower. Whichever way you decide to measure it, this is a lot of horsepower in a package that weighs 393.8 pounds without fluids. This extra power comes from re-shaped intake and exhaust ports, lighter titanium valves and re-shaped cam profiles. The exhaust valves are actually smaller, but the intakes that were reduced in size on the previous model, stay the same. None of this is earth shattering, but when combined with the changes in the fueling system and the exhaust, they add up for the increased power output this year. For 2008, the new Ninja gets oval throttle bodies and a secondary fuel injector. It also uses a new flat style fuel pump of similar design to the ZX-6R that takes up less room in the gas tank. This allows the air box to be bigger, which better benefits the new larger air intake system.
Out on the track, the engine appears to be faultless. On or off the throttle there are no glitches and the bike will pull at any rpm you desire. For really rapid progress though, it is better to keep the motor spinning above eight grand, with things really coming alive when the needle hit's ten. With the world coming at you rather quickly at this point, Kawasaki has thoughtfully redesigned the tachometer, so the numbers get bigger as they climb, and they are offset against a clean, white background. With the increased levels of smoothness, the engine also seems quieter at first. But listening to it approaching redline, there is a menacing shriek right around twelve grand that you will want to aim for. This is the magic zone, where the ten is thumping out all its power and devouring the super smooth Qatar asphalt at an alarming rate.
As a cohesive package of increased power, better handling, and user-friendly brakes, the way you fit on the bike is also part of the equation. Taking notes from Jamie Hacking and Roger Hayden, there are special indents on the side of the tank to rest your arms, and a flat section of the frame to tuck your leg up against in the frame rails. With more room to scoot back in the saddle also, the overall ride ergonomics are first class. Kawasaki told us during our technical presentation that this was to give the rider more feedback. From my seat of the pants perspective, I felt so comfortable on the bike it didn't detract from the job of keeping it headed in the correct direction for one second. It felt that natural.
Turn signals are going to be loved or hated, but whatever you think, they are different looking. The mirrors are also very futuristic and have a neat system for adjustment. I'm not sure how well they work, as they didn't get much use at racetrack speeds, but they should be effective with such a good range of movement. The instrument panel is all pretty standard fare, featuring a lap timer, two odometers, and all the usual warning lights, bells and whistles. As mentioned, the easy to read tach is nice, and as before, you can program where your shift light comes on.
Priced at $11,549, the new ZX-10R is well priced and most certainly delivers the goods. Better than the GSXR1000 and the R1? Well, at this point, I would say yes by a whisker, although the proof will be during a multi bike shoot out, and we don't know how the Honda is going to stack up yet. Whatever the outcome, the bike is definitely an improvement on the previous model, and I can't wait to see what Messrs Hacking and Hayden can do with the new ZX-10R in race form during next year's AMA Superbike series."
Well, looks like it's ZX-10 for the win this year! Damn, thing will be a monster on the 1/4 mile too, I bet.
Can you imagine what the next ZX-14 will be like if they keep upping the power like they are?  Cant wait!
____________
'06 zx14
Muzzy M10/M14
PCIII w/ Muzzy map
Flies out K&N in!
bits n pieces...
  
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Sticks_n_Stones
Needs a job
Posts: 3930
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posted January 10, 2008 08:28 AM
can an admin sticky this to the Sportbike Zone?
____________
'06 zx14
Muzzy M10/M14
PCIII w/ Muzzy map
Flies out K&N in!
bits n pieces...
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stevewfl
Moderator
Posts: 27920
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posted January 11, 2008 02:45 PM
NICE!
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike
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stevewfl
Moderator
Posts: 27920
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posted January 12, 2008 02:43 PM
quote:
can an admin sticky this to the Sportbike Zone?
paste it to the smackhouse and sportbike forums?
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike
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capt10ed
Expert Class
Posts: 327
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posted January 13, 2008 10:23 AM
Aaccording to the article the bike sounds awsome.
I Saw the bike at the NY bike show and the Bike feels right
but
the exhaust and turn signals are butt ugly
____________
2014 Loring AFB 14 runs over 200mph
with a best of 208.1 in 1.5 miles
and 204.5 in the mile.
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stevewfl
Moderator
Posts: 27920
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posted January 13, 2008 03:22 PM
quote:
Aaccording to the article the bike sounds awsome.
I Saw the bike at the NY bike show and the Bike feels right
but
the exhaust and turn signals are butt ugly
googled-eyed head lights don't do much for me either but the bike is a bad mo-fo for sure!
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike
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Sticks_n_Stones
Needs a job
Posts: 3930
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posted January 14, 2008 07:05 AM
Blinkers and exhaust might be a bit odd, but damn, if they are going to make some styling thing that is going to controversial, at least they made them parts that are easily removed/ changed! Unlike those Honda fairings... lol.
I'm wondering if the ZX-10 will now be quicker and faster than the heavy big monster ZX-14?? After all, its over 100 pounds lighter with a smaller drag coefficient. Hmm. Time will tell.
____________
'06 zx14
Muzzy M10/M14
PCIII w/ Muzzy map
Flies out K&N in!
bits n pieces...
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stevewfl
Moderator
Posts: 27920
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posted January 17, 2008 06:52 AM
if MCN mag is right the ZX10 with 170 HP will HUMBLE the ZX14 and '08 busa! Less weight, more HP, you do the math
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike
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salsa1
Needs a life
Posts: 5971
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posted January 17, 2008 09:08 AM
quote:
if MCN mag is right the ZX10 with 170 HP will HUMBLE the ZX14 and '08 busa! Less weight, more HP, you do the math
Comon stevewfl you are an engineer ...right?
You should know peak hp does not yield total energy output of an engine in a given run .....or how well the bike comes on in the bottom end or midrange rush...but it is possible to be close (all out) in a race between the ZX-14 and a ZX-10R.... heck the ZX-10R already is close ..within a couple of tenths in the 1/4 mile for example..... . equal mods...with a light rider...just ask smoking.....he is considered an in house expert...
The math needed incorporates a very good number of factors..... not just peak hp....
torque alone is a huge factor...
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Salsa1
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yelozx10r
Expert Class
Green '07 zx6r
Posts: 122
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posted January 17, 2008 09:22 AM
I read on one of these write ups that apparently the front indicators are designed to help air flow over or around the rider (on the street).
Another thing I've noticed just now with that pick of the dial... there is a lack of the Kawasaki immobiliser!
maybe its just a given that it has it that they don't put that red ring around the key hole anymore... donno, all I know is that my insurance company likes the fact that I have that system on the bike... very much!!!
Still a hot bike!!! Gotta start saving 
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By the time you read this, I'll be gone!
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Sticks_n_Stones
Needs a job
Posts: 3930
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posted January 18, 2008 12:54 PM
Would love for that to be my next bike. Have to sit on it to see if I fit, though. Too damn tall for most 1000's nowadays.
Remember the old days when the larger cc bikes where actually LARGER?? lol
____________
'06 zx14
Muzzy M10/M14
PCIII w/ Muzzy map
Flies out K&N in!
bits n pieces...
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stevewfl
Moderator
Posts: 27920
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posted January 18, 2008 02:53 PM
ya they are all designed for the lightest weight possible and seem to fit the little race jockeys. rear sets and extended handle bar clips are about required for us taller riders on the 1000s and 600s.
____________
2010 Concours14
'08 R1 YAMAHA
ZX14 gone!
CBR600RR track bike
|
Sticks_n_Stones
Needs a job
Posts: 3930
|
posted January 18, 2008 05:10 PM
Hmm. extended clip-ons. never thought of that before. +1
____________
'06 zx14
Muzzy M10/M14
PCIII w/ Muzzy map
Flies out K&N in!
bits n pieces...
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