2012 MODEL INFORMATION

OVERVIEW ----------------------- P.2

AT A GLANCE -------------------- P.5

KEY FEATURES ------------------ P.6

ENGINE ---------------------------------- P.5

FRAME --------------------------------- P.10

SUSPENSION --------------------------- P.13

OTHER PERFORMANCE FEATURES ------ P.15

CUTTING-EDGE TECH TO HELP RIDER

EXPLORE THE LIMIT -------------------- P.18

AGGRESSIVE & ELEGANT STYLING ----- P.22

COLOUR(S) --------------------- P.26

MODEL NAME
Ninja ZX-10R / Ninja ZX-10R ABS SPECIFICATIONS --------------- P.27

MARKETING CODE ZX1000JCF/KCF

Version: 10 Oct 2011 Intended as a general reference for the preparation of marketing materials, some of the material contained
herein may not apply to all markets. Canadian model may not be exactly as shown.
 OVERVIEW

EXPLORE THE LIMIT

Ninja ZX-10R models have always pursued
the highest circuit performance. To remain
competitive, each iteration has offered
more power and more control. Redesigned
in 2011 to feature a new engine, new
frame and new suspension, Kawasaki’s
latest litrebike flagship represents the first
complete redesign since the Ninja ZX-10R’s
debut, and offers a significant jump in base
performance.

Designed to enable a greater number of

riders to experience the thrill of riding a
superbike at the limit, the Ninja ZX-10R
is loaded with cutting-edge technology.
Features like Kawasaki’s race-type traction
control system (S-KTRC) and supersport-
grade ABS (KIBS) are there to assist riders
explore the limit.

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 OVERVIEW

MORE POWER. MORE CONTROL.

More power, Enhanced engine-chassis
more often package
- Full power: 131.7 kW
- Considerable weight reduction
(188.0 PS) with ram air
• 198 kg (non-ABS model)
- Linear power delivery
• 10 kg lighter than predecessor
right to peak power
- High controllability in all situations thanks to
- Peak torque moved to
improved flex character and increased mass
higher rpm range
centralisation
• Eliminates torque
• Engine layout
valleys/peaks
• Engine position in frame
• No more mid-range torque than necessary
• Twin-spar frame
- More time at full throttle
• Horizontal Back-link rear suspension
- Racer friendly: cassette transmission facilitates
• Large pre-chamber, small silencer
gear ratio changes to suit track conditions

Instrumentation
Aluminium features Race Mode
twin-spar
frame enables - Highly visible LED-backlit bar-graph
increased tachometer (mass-production first)
control - LED brightness adjusts automatically
- Easier to control - Shift indicator: LEDs flash when set rpm is
Horizontal Back-link rear suspension reached
- Increased
- Enables better road holding - Display in Race Mode
cornering stability
- Smoother action • Main LCD: Speed Gear position
- High level of
- Better feedback • Right Side: Clock Speedometer
feedback
- Contributes to mass (Left-side display needs to be set to
centralisation Lap timer to activate Race Mode)
BPF (Big Piston Front fork) - Minimal effect from
Race-based performance as
heat translates to stable
standard equipment damping performance
- Smoother pitching motion - Equipped with piggyback
- Increased damping performance under reservoir
heavy loads

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 OVERVIEW

CUTTING-EDGE TECH TO HELP RIDERS EXPLORE THE LIMIT

Predictive race-type traction control: S-KTRC Power Mode selection with variable Middle mode
(Sport-Kawasaki TRaction Control)
- 3 modes: Full, Middle, Low
- Based on feedback from MotoGP racing - Middle mode allow access
- High-spec traction control system designed to help riders to Full power depending on
push harder throttle application
- Enables riding at the edge of traction to maximise - Power Mode and S-KTRC
acceleration can be set independently
- A number of parameters used to get an accurate real-time
picture of conditions: F/R wheel speed, engine rpm,
throttle position, slippage, acceleration, etc
- Conditions confirmed every 5 milliseconds
- Complex analysis used to predict when traction conditions will become unfavourable
- Simple hardware + sophisticated software = minimal additional weight
- 3 modes (each able to handle a wide range of conditions) + OFF

Supersport-grade high-precision ABS: KIBS

(Kawasaki Intelligent anti-lock Brake System / ZX1000K only)
Clutch Engine speed Throttle
- Multi-sensing system enables high-precision brake fluid actuation position
control
• Pressure drops minimised
• Lever feel maintained when ABS is active
• ABS pulses feel smooth (not heavy)

- Sport riding benefits

• Rear-lift suppression
• Smooth operation = reduced rider distraction
• Rear brake control retained when downshifting

- World’s smallest, lightest ABS unit

• Designed specifically for motorcycle use
• 45% less volume, 800 g lighter (than current units)
Hydraulic
• Adds only 3 kg (including heavier battery) compared to Gear
pressure
non-ABS model position F/R wheel speed
• Unit located close to CofG, behind left engine cylinder (Front caliper)

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 AT-A GLANCE

Easily removable street-use parts – P.23,24 High-visibility instrumentation – P.26

Turn signals integrated into mirrors and easily Multi-function instrumentation features the
removable rear flap assembly facilitate trackday industry’s first LED-backlit bar-graph tachometer.
preparation. Built-in light sensor automatically adjusts
brightness levels. Standard and Race Mode allow
riders to display information most relevant to
Adjustable footpegs – P.16
their riding situation.
A choice of footpeg position allows riders to
prioritise track or street riding. Ram Air – P.8

Ram Air intake is positioned closer to the front of

Secondary balancer – P.7 the bike for more efficient filling.

Addition of a secondary balancer reduces BPF (Big Piston Front fork) – P.13
engine vibration. Vibration-reducing parts could
consequently be simplified, contributing to BPF offers greater control over the fork’s damping
reduced weight. characteristics, contributing to greater composure
underbraking and increased chassis stability on
corner entry.
Larger pre-chamber, smaller silencer – P.9
Triple petal disc brakes – P.16
Larger volume exhaust pre-chamber enables
a smaller silencer, contributing to both mass
310mm front discs at the front are joined by a
centralisation and enhanced styling.
220mm disc at the rear. Radial pump brake master
cylinder and radial-mount front calipers deliver
Race-quality steering damper – P.17 superb stopping power and excellent control.

Specially developed Öhlins steering damper KIBS (Kawasaki Intelligent anti-lock

ensures stable damping performance even under Brake System)(ZX1000K model only) – P.21
race conditions.
Multi-sensing system, ideally suited to supersport
models, uses high precision control to offer added
Aluminium twin-spar frame – P.11 braking reassurance in emergencies with minimal
intrusion during hard sport riding.
Twin-spar frame offers an ideal flex character that
contributes to the Ninja ZX-10R’s superb chassis S-KTRC (Sport-Kawasaki TRaction Control)
control. All-cast construction enables significant – P.18
weight reduction.
Highly sophisticated MotoGP-based system was
designed to help riders push harder by maximising
Horizontal Back-link rear suspension – P.14 Gravity-cast wheels Cassette Track-focused 998cc liquid-cooled, acceleration.
– P.16 transmission – P.9 4-stroke In-line Four – P.6
Rear suspension arrangement, which positions the Power Mode selection with variable
shock unit and linkage above the swingarm, offers Lightweight 3-spoke Racer friendly Engine offers a blend of high power and manageability. Linear Middle mode – P.20
a number of benefits: increased road holding, wheels contribute to feature facilitates power delivery makes it easy to access the engine’s heady peak
smoother suspension action, increased stability reduced unsprung gear ratio changes power, while engine tuning facilitates opening the throttle. Engine A choice of Full power and two other modes
and feedback when cornering, and increased mass weight. to suit track layout raises the centre of gravity, contributing to the Ninja ZX- enables riders to set power delivery to suit
centralisation. conditions. 10R’s nimble handling. conditions and/or preference.

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 KEY FEATURES

ENGINE
Designed for both stunning maximum power and manageability, the Ninja ZX-10R engine offers a 131.7 kW (188.0 PS) with ram air output,
increased throttle control and an engine character that enables more time at full throttle.

* The engine offers linear power delivery right to its heady peak power. Great care was taken
to ensure ideal engine manageability during all parts of the corner: getting off the throttle
in corner entry, getting back on the throttle mid-corner, opening the throttle on corner exit.
Peak torque was moved to the higher rpm range, eliminating the torque peaks and valleys
that made it difficult for racers to open the throttle with confidence. Keeping mid-range
torque at a level no more than necessary further facilitates getting back on the gas.
* The engine features a crank/transmission shaft layout: the transmission input shaft is located
above the other two. Further, relative to the output shaft, the crankshaft is located about
10 degrees higher. The layout contributes to a higher centre of gravity and more centralised
mass, enabling even more nimble handling.
* Cylinder bores are machined with a “dummy” head bolted in place, yielding improved bore
circularity and cylindricity. As a result of the increased precision, lower tension piston rings
can be used, reducing mechanical loss.
* The engine also features offset cylinder shafts: relative to the crankshaft, the cylinder bore
centres are positioned 2 mm toward the exhaust side of the engine. This results in reduced
lateral piston force at the point of maximum combustion pressure (reducing mechanical loss)
and lower piston loads (enabling the use of lighter pistons).
* Larger intake valves (30 mm 31 mm) and wider intake ports (polished, as on the ZX1000F)
are complemented by 24.5 mm exhaust valves and exhaust ports. The arrangement
contributes to more efficient breathing, reduced engine braking effect, more linear power
delivery and increased control on throttle opening.

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 KEY FEATURES

* High-lift cams offer increased valve lift and revised valve overlap.
IN: 9.7 mm 10.3 mm
EX: 8.5 mm 9.1 mm
* This also contributes to the idealised engine braking, offering improved rear wheel traction,
as well as greater stability and increased control on corner entry. The changes also facilitate
carrying speed into corners (also due to revisions to the chassis), and, along with the
engine’s overall character, increase the ability to control the chassis using the throttle.
* Larger-diameter intake tappets (26.5 mm 29 mm) are used to suit the high-lift cams.
* Lightweight pistons features shorter skirts (20 mm 16.5 mm). Using thinner oil rings (1.5
mm 1.2 mm) accommodates the deeper recesses necessary to suit the higher-lift cams.
* Camshafts made of chromoly (formerly cast iron) contribute to weight savings. The
camshafts receive a soft nitriding treatment and the cam portions receive a lapping
treatment to ensure sufficient durability to handle the heavier valve springs needed for use
with high-power cams and increased operating speed.
* Connecting rods features stronger rods and big ends to suit the increased power output.
* Crankshaft made from harder material features stronger pins and journal fillets. Durability
of the gear teeth was also increased.
* Ignition stick coils have greater secondary coil current. The improved combustion efficiency
results in improved performance and driveability.
* A single-shaft secondary balancer helps reduce engine vibration. Its use allows a number
of vibration-damping parts to be simplified, contributing to weight savings. (In particular,
handlebar weights could reduced, improving steering response.)
* Engine ECU weighs a mere 242 g (previously 305 g) and is small enough to be mounted in
a slot built into the airbox body. While the ECU body itself adds to weight savings, a shorter
harness contributes significantly to both weight savings and mass centralisation. Finally, an
increased number of ECU connector pins (68 78) offers greater functionality.
* A compact battery is both smaller and lighter, weighing less than half that of the previous
battery (4130 g 2040 g). ABS models (ZX1000K) require a slightly larger battery, but at
3080 g, even this offers significant weight savings.
* Lightweight fuel pump contributes to weight savings.

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 KEY FEATURES
Ram Air / Airflow / Dual injection
* Ram Air intake is positioned closer to front of the bike (where air
pressure is higher), contributing to increased airbox filling efficiency.
(Photo 1)
1 2
* The airbox has a higher ceiling, allowing air to enter the intake funnels
from above, for more efficient breathing. Airbox volume has also
increased (8 litres 9 litres) and the air filter offers a greater effective
area (up approximately 48%), both of which further contribute to efficient
breathing.
* Oval intake funnels (velocity stacks) contribute to flow efficiency
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* Throttle bodies features larger ø47 mm main throttle valves (previously
ø43 mm) for increased power and improved throttle control. Oval
sub-throttle valves are also correspondingly larger. (Photo 2)
* An ISC (Idle Speed Control) valve mounted on the throttle body unit
automatically adjusts idle speed for more stable performance. In addition
to helping meet emissions requirements, this device contributes to easier
starting and improved driveability from stops.
* Secondary fuel injectors contribute to top-end power output and power
characteristics in the high-rpm range. While the lower injectors operate all
the time, operation of the upstream injectors is determined by the degree
of throttle opening and engine rpm.
8
 KEY FEATURES

Ram Air / Airflow / Dual injection

* Exhaust header pipes, formed from heat-resistant titanium alloy, have * Smaller silencer (also formed from stainless steel) features a
almost the same length and diameter as their race-use counterparts. straight-pipe construction, offering improved performance and
(This feature makes it3 contributing to 5
for easier for mass centralisation.
riders to Thanks to the larger
increase exhaust pre-chamber, the
performance (for track silencer finishes
applications) without before the rear
having to replace the axle, adding to the
entire exhaust system.) compact image.
(Photo 3) (Photo 5)

* Header collectors (4-2 and 2-1 sections) are hydroformed, resulting in a

simple, lightweight construction.

* A larger-volume pre-chamber (formed from stainless steel) contains two

catalysers and an exhaust device located at the pre-chamber exit. The
Cassette transmission
pre-chamber * Race-style cassette transmission facilitates gear ratio changes to suit
4
enables both track conditions. With the revised engine layout, the “cassette” is
reduced exhaust located high enough that it can be accessed without having the engine
noise and high oil drain out.
performance, and
contributes greatly to * Fine-tuned primary and final reduction ratios minimise rear end
mass centralisation. movement (squat/lift) on acceleration/deceleration. The more
(Photo 4) composed rear enables greater freedom with suspension settings.
Primary reduction ratio: 1.611 (87/54) 1.681 (79/47)
Final reduction ratio: 2.412 (41/17) 2.294 (39/17)

* Closer 4th, 5th and 6th gear ratios complement the Ninja ZX-10R’s
circuit performance.

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 KEY FEATURES

FRAME
The chassis, featuring an aluminium twin-spar frame, was completely re-evaluated in 2010 for enhanced handling, high controllability and
significant weight savings.

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 KEY FEATURES

Aluminium Twin-spar frame Aluminium swingarm

* The twin-spar frame 6 * Like the frame, the swingarm is an all-cast (3-piece) construction. The
traces a more direct swingarm’s rigidity balance was designed to complement the frame.
line from the head pipe (Photo 7)
to the swingarm pivot.
This delivers more 7
linear behaviour,
translating to greater
control. Frame twist
was designed to be as
close to the main
pipes as possible,
which further
facilitates rider
control. (Photo 6)

* Complex design contributes to appearance and a high-quality image.

(Photo 8)

8
* Frame also offers increases cornering stability and a high level of
feedback.

* The frame is an all-cast construction consisting of only seven pieces.

This afforded engineers a great deal of design freedom. Wall thickness
could be minimised while ensuring the required strength and rigidity.

* Fewer pieces also means fewer welds, contributing to a higher-quality

appearance and reduced variance in production.

* Engine hangers (for the upper engine mounts) are unitised with the
frame’s main pipes, contributing to weight savings.

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 KEY FEATURES

Chassis geometry
* While the CofG is 4 mm lower than that of the ZX1000F, relocating the
engine shafts to position heavy items closer to CofG (crankshaft is
28 mm higher; transmission input shaft is 107 mm higher) contributes to
the Ninja ZX-10R’s enhanced handling qualities.
* Swingarm length was balanced with power delivery and pivot location
to achieve the best forward driving force. A longer swingarm moves less
with wheel travel, smoothing the reaction to engine input; a shorter
swingarm pushes the rear wheel to the ground more firmly and moves
more, making it easier to feel. With the smoother engine, using a shorter
swingarm was possible.
* A steeper rake and shorter trail contribute to more flickable handling.
Rake Trail
2010 25.5° 110 mm
2011 25° 107 mm
* The revised geometry also contributes to greater feel from the front.
With greater weight on the front, it is easier to load the front tyre when
on the brakes. Cornering stability is also improved, especially from
mid-corner to exit, where there is a reduced tendency to wheelie.
* Modifying or removing the exhaust pre-chamber (for racetrack
applications only) enables 2 chain links to be removed. This offers
riders the possibility to alter chassis geometry (shortening the
wheelbase by 16 mm) to suit preference when circuit riding.

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 KEY FEATURES

SUSPENSION
BPF (Big Piston Front fork) * Because the BPF eliminates many of the internal components used in a
cartridge-type fork, construction is simplified resulting in lighter overall
* The second generation BPF with ø43 mm inner tubes is one of the great fork weight. (Illustration A)
contributing factors to the new Ninja ZX-10R’s enhanced composure
A
under braking. Compared to a cartridge-type fork of the same size, the
BPF features a main piston almost twice the size (ø39.6 mm vs ø20 mm
on ZX1000F); oil inside the BPF acts on a surface area almost four times
the size. The larger surface area allows the damping pressure to be
reduced while ensuring the damping force remains the same. Reducing
the damping 9
pressure allows the
slide pipe to move
more smoothly,
which is especially
noticeable at the
initial part of the
stroke. The result
is greater control
as the fork begins
to compress and
very calm attitude
change as vehicle
weight shifts
forward when * Compression and 10
reducing speed, rebound damping
and thus greater adjustment are
chassis stability located at the top
on corner entry. of each fork tube.
(Photo 9) Preload adjustment
is at the bottom.
(Photo 10)

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 KEY FEATURES

Horizontal Back-link rear suspension

* The rear suspension 11 * Further, the arrangement positions the shock’s upper link (mounted
positions the shock to the frame’s upper cross member) further from the swingarm pivot.
unit and linkage Where the area between the upper cross member and swingarm pivot
above the swingarm. was previously a 13
(Photo 11) concentration of high
rigidity, the increased
distance between
the two allows this
rigidity to be spread
out, contributing to
enhanced rigidity
tuning and improved
chassis balance.
* The arrangement offers a number of benefits, including increased (Photo 13)
road holding (especially in the final third of the stroke range), smoother
suspension action from initial through mid-stroke (even with hard
settings), increased stability and feedback when cornering, as well as
contributing to mass centralisation.
* The fully adjustable shock features a piggyback reservoir and dual (low
* The Horizontal Back- 12 and high-speed) compression damping, which enables the fine-tuning
link rear suspension needed for circuit riding. (Photos 14-15)
arrangement frees
14 15
up space taken
up by the Uni-Trak
suspension lower
linkage, enabling a
larger pre-chamber,
which in turn
allows the use of
a shorter muffler
and contributes to
mass centralisation. * Between the BPF and Horizontal Back-link rear suspension, pitching
(Photo 12) control on the Ninja ZX-10R is excellent.
* Minimal effect from engine/exhaust heat translates to stable damping
performance.

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 KEY FEATURES

OTHER PERFORMANCE FEATURES

Completely revised engine-chassis package Ergonomics
* Revised in 2010, the new engine layout, engine position in the frame, * Fine-tuned rider’s triangle sees the seat height lowered 17 mm, the
twin-spar frame, Horizontal Back-link rear suspension and larger footpegs moved 5 mm down and 2 mm forward and handlebar position
pre-chamber with smaller silencer create a completely revised engine- maintained but 16
chassis package. with a reduced
down angle. The
* The resultant improved flex character and increased mass centralisation
revised position
offer high controllability on all situations.
enables both
circuit and street
riding. Increased
rider confidence

Reduced weight also enables more

aggressive riding.
* Compared to its predecessor, the 2012 Ninja ZX-10R weights (Photo 16)
significantly less.
2010 2012
Curb mass 208 kg 198 kg (non-ABS model) * The lower seat height contributes to an easier reach to the ground.
(Photo 17)
* The greatest contributing factor is the frame. The all-cast construction
allowed wall thickness to be optimised, and the frame was made from 17
fewer pieces.
* Other chassis components like the BPF, gravity-cast wheels and rear
brake caliper with smaller piston also contribute, as does a lighter
harness made possible due to the relocated ECU.

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 KEY FEATURES

* The fuel tank offers

an ergonomic fit with
18 Lightweight wheels
the rider’s forearm * Gravity-cast wheels feature a 3-spoke design. The lighter wheels
and inner thigh when reduce unsprung weight, saving 330 g (front) and 490 g (rear)
cornering. (Photo 18) compared to the previous generation. (Photos 20-21)

20 21

* Adjustable footpegs 19
can be lowered a
further 15 mm for a
more relaxed position
when street riding.
(Photo 19)
Brakes
* Radial-pump front 22
brake master cylinder
operates Tokico
radial-mount brake
calipers with dual
pads for formidable
stopping performance,
superb initial bite
characteristics and a
high level of control
care of progressive
feel after the initial bite.
(Photos 22)

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 KEY FEATURES

* ø310 mm petal discs

are 5.5 mm thick
23
Back-torque limiter
for efficient heat * Easily adjustable back-torque limiting clutch facilitates smooth
dissipation. Because downshifts. This highly acclaimed feature is one of the main
these brakes are less contributors to the rear’s stable composure under hard braking.
influenced by heat,
brake feel remains
more consistent and
more responsive
during extended Öhlins steering damper
periods of heavy
* Adjustable Öhlins steering damper with twin-tube design is fitted as
use – such as during
standard equipment. The second tube, which acts like a reservoir
a race or a trackday.
tank, and the damper internals, ensure stable damping performance
(Photo 23)
even under racing conditions. This race-quality unit was developed in
collaboration with Öhlins specially for the Ninja ZX-10R. (Photo 25)
* Aluminium rotor carriers reduce unsprung weight, and feature
25
10 buttons which rigidly support the disc rotor and contribute to heat
dissipation for stable braking performance.

* Slowing the rear 24

is a ø220 mm disc
gripped by a single-
piston caliper. Piston
diameter is ø30 mm.
(Photo 24)

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 KEY FEATURES

CUTTING-EDGE TECH TO HELP RIDERS EXPLORE THE LIMIT

A number of high-tech features facilitate rider control and assist riders to experience the thrill of riding a high-powered superbike at
the limit. S-KTRC (Sport-Kawasaki TRaction Control), Kawasaki’s predictive race-type traction control, helps riders push harder on the
racetrack by maximising acceleration. KIBS (Kawasaki Intelligent anti-lock Brake System), Kawasaki’s supersport-grade high-precision
ABS, uses high-precision control to offer added braking reassurance in emergency situations while minimising intrusion during hard sport
riding. Power Mode selection offers riders a choice of power delivery to suit conditions.

Predictive race-type traction control: S-KTRC (Sport-Kawasaki TRaction Control)

* Highly sophisticated system is based on MotoGP B
racing technology. Unlike the KTRC system used on
the Concours 14 ABS which was designed to offer
rider reassurance when traversing slippery surfaces,
the S-KTRC was designed to maximise forward
motion, allowing riding at the edge of traction.
(Illustration B)

* The quickest acceleration requires a certain amount

of slip, so, in order to optimise traction, S-KTRC
actually allows slip. The ideal slip ratio varies
according to conditions. The system looks at a
number of parameters to get an accurate real-time
picture of what is going on: front and rear wheel
speed (slippage), engine rpm, throttle position,
slippage, acceleration, etc.

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 KEY FEATURES

* Using complex analysis, the system is able to predict when traction * There are three D
conditions are about to become unfavourable. By acting before available modes,
slippage exceeds the range for optimal traction, drops in power can be which riders can DRY
Circuit
minimised, resulting in ultra-smooth operation. (Illustration C) set according to with DRY DRY WET WET
Winding City Circuit City
preference (and skill high grip
tires
C level). Each mode is
able to accommodate
a range of riding 1
conditions. Of 2
course, engine 3
manageability is
such that riders
*Situations shown are for image purposes only
can opt to turn the
system OFF without
fear of making the 26
bike uncontrollable.
(Illustration D, Photo 26)

* The system is also able to distinguish between torque wheelies, which

are smooth, and sudden wheelies, which can be dangerous. Torque
wheelies are allowed as long as acceptable acceleration is maintained.
Sudden wheelies trigger system intervention.
* S-KTRC uses minimal hardware but complex software. Apart from
* S-KTRC confirms conditions every 5 milliseconds and governs ignition, the engine ECU, the system relies on only front and rear wheel speed
which allows extremely quick reaction. sensors – which means minimal additional weight.
* A level meter on the instrument’s LCD lets the rider know when the
system is operating.

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 KEY FEATURES

Power Mode selection with variable Middle mode

* In addition to Full power mode, the Ninja F

ZX-10R comes with two additional modes
(Middle, Low), allowing riders to select power
delivery to suit preference and conditions.
(Illustration F)

Full Full power operation

Middle Variable operation depending on
throttle application
Low Limited operation (about 60% of full)

* In Middle mode, performance varies

according to throttle position and engine
speed. At less than 50% throttle opening,
performance is essentially the same as
Low mode. By opening the throttle more
than 50%, riders can gain access to the
performance range between the Low and
Full power curves.

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 KEY FEATURES

Supersport-grade high-precision ABS: 27

KIBS (Kawasaki Intelligent anti-lock

Brake System) (ZX1000K only)
* KIBS is a multi-sensing system, using the input from numerous sources.
In addition to front and rear wheel speed sensors (standard for any ABS
system), KIBS also monitors front caliper hydraulic pressure and various
information from the engine ECU (throttle position, engine speed, clutch
actuation and gear position). It is the first mass-production motorcycle
system to feature communication between the engine ECU and ABS
ECU. (Photos 27-28)

Engine speed Throttle position

28

* Supersport models
Hydraulic pitch more than most
Clutch actuation pressure motorcycles, so there
(Front caliper)
is a greater tendency
for the rear to lift
under hard braking.
Gear position F/R wheel speed
By monitoring front
caliper hydraulic
pressure, KIBS is
* This high-precision brake pressure control enables the system to avoid able to regulate
reduced brake performance due to excessive pressure drops, allows pressure increases,
lever feel to be maintained when KIBS is active, and ensures ABS pulses reducing the
feel smooth (not heavy). tendency of the rear to lift. This happens in two situations: 1) Before
* High-precision brake pressure control also offers a number of sport conditions require ABS intervention, KIBS prevents the pressure from
riding benefits: increasing too quickly, thus suppressing rear lift, and 2) after ABS has
1. Rear lift suppression decreased pressure to prevent wheel lock, KIBS pressure is not returned
too quickly, preventing a sudden increase that could induce rear lift.
2. Minimal kickback during operation
Suppressing this tendency contributes to enhanced braking stability.
3. Accounting for back-torque

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 KEY FEATURES

* Precise control of front caliper pressure also enables KIBS to minimise
kickback during operation. Pressure is increased in small amounts and
slips are minimised, resulting in a very smooth operation feeling. This of
course translates to minimal distraction to the rider during sport riding.
(Illustration E)
* KIBS features the world’s smallest and lightest ABS unit. The BOSCH
unit was designed specifically for motorcycle use, and makes its first
appearance on a mass-production machine. (Photo 29)
29

* The ABS unit is approximately 45% smaller (by volume) and 800 g
lighter than current units. The system adds only 3 kg compared to the
non-ABS models – 1 kg of which is accounted for by a larger battery.

30

* By accounting for back-torque, KIBS is able to offer increased rear

brake control during downshifts. KIBS parameters include throttle
position, clutch actuation and gear position, allowing the system to
recognise engine back-torque from downshifting or getting off the
gas at high rpm. Rear wheel slip due to engine braking often triggers
ABS action on standard systems, but by preventing unnecessary ABS
intervention in these situations, KIBS enables rear brake control to be
maintained.
* The unit is located close to the bike’s centre of gravity, behind the left
engine cylinder. (Photo 30)

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 KEY FEATURES

AGGRESSIVE & ELEGANT STYLING

The sleek curves of the new Ninja ZX-10R give it an air of aggression with a hint of elegance – an image not unlike that of a black panther:
graceful, muscular and deadly at the same time. Viewed from the side, the lowered front fairing and centralised mass offer a concentrated,
compact package. High-quality fit and finish and superb attention to detail ensure that Kawasaki’s latest supersport flagship cuts an
impressive figure, whether viewed from afar or up close.

* Canadian model may not be exactly as shown.

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 KEY FEATURES

Bodywork
* Completely revised in 31 * LED-type (3-bulb) 33
2010, the bodywork position lamp
uses curved rather located at the top
than edged surfaces. of the Ram Air duct
Coloured and black is highly visible and
pieces work together contributes to the
to create a sharp, aggressive styling
aggressive image. package. (Photo 33)

* Large openings in the

fairings aid engine
* Cowl-mounted mirrors features integrated LED-type (2-bulb) turn
heat dissipation.
signals (a first on a Japanese mass-production model). The turn
(Photo 31)
signals are
connected via
34
couplers, facilitating
mirror removal
for trackday use.
(Photo 34)

* Line-beam 32
headlamps enable
front cowl to be * Design of the 35
made shorter, sculpted fuel tank
contributing to the follows the same
sharp, aggressive theme of “curves.”
design. (Photo 32) Fuel tank capacity is
17 litres. (Photo 35)

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 KEY FEATURES

* Compact tail cowl culminates with an elegant LED (9-bulb) taillight.

* Compact turn signals 36

attached to the rear
flap assembly.
(Photo 36)

* Rear flap featuring 37

pipe-style stays are
easily removable for
trackdays. (Photo 37)

* Rear inner fender 38

elegantly incorporates
a rear brake hose
guide, contributing
to the clean lines at
the rear of the bike.
(Photo 38)

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 KEY FEATURES

Instrumentation
* The centrepiece of the instrument panel is the highly visibly LED-backlit * Additional functions include: odometer, dual trip meters, average fuel
bar-graph tachometer – a mass-production first. (Photo 39) consumption, instant fuel consumption, Power Mode (x3), S-KTRC
(x4), S-KTRC level indicator, low fuel indicator, Economical Riding
Indicator (please see below), water temperature and a host of indicator
39
lamps.

* The Economical Riding Indicator appears on the LCD screen to

indicate favourable fuel consumption. Paying attention to conditions
that result in the mark appearing can assist riders to maximise their
fuel efficiency. This handy feature is active all the time, although to be
effective, the rider must ride in a gentle manner: less than 6,000 rpm,
less than 30% throttle, under 160 km/h.

* A light sensor built in to the instrument panel adjusts the LED and LCD
brightness automatically.

Daytime Twilight Night

LED: 100% 20% 8%
LCD: 100% 100% 40%

LED brightness may also be set manually at 100%, 75% or 50%.

* The tachometer also functions as a shift indicator: the LEDs will flash
when the set rpm is reached. Riders can set the shift indicator rpm
according to preference.

* The multi-function LCD features two display modes: Standard and

Race. Switching to Race Mode alters the display as follows:

Main LCD: Speed Gear position

Right side: Clock Speed

To switch to Race Mode, toggle the multi-mode display on the left side
to Lap Timer.

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 COLOURS

* Lime Green / Metallic Spark Black (ZX1000JCF)

* Passion Red / Metallic Spark Black (ZX1000JCF)

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 COLOURS

* Metallic Flat Platinum Grey / Metallic Spark Black (ZX1000KCF)

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 SPECIFICATIONS

ZX1000JCF/KCF
ENGINE FRAME
Type Liquid-cooled, 4-stroke In-Line Four Type Twin spar, cast aluminium
Displacement 998cc Wheel travel: front 120 mm
Bore and Stroke 76.0 x 55.0 mm rear 140 mm
Compression ratio 13.0:1 Tire: front 120/70ZR17M/C (58W)
Valve system DOHC, 16 valves rear 190/55ZR17M/C (75W)
Fuel system Fuel injection: ø47 mm x 4 (Keihin) Caster (rake) 25°
with oval sub-throttles, dual injection Trail 107 mm
Ignition Digital TCBI with S-KTRC Steering angle (left/right) 27° / 27°
Starting (Sport-Kawasaki TRaction Control)
Electric
Lubrication Forced lubrication, wet sump with oil cooler
DRIVETRAIN SUSPENSION
Transmission 6-speed cassette, Front: Type 43 mm inverted fork with rebound
with positive neutral finder and compression damping, spring
Final drive Sealed chain preload adjustability and top-out
Primary reduction ratio 1.681 (79/47) springs
Gear ratios: 1st 2.600 (39/15) Rear: Type Horizontal Back-link with
2nd 2.053 (39/19) gas-charged shock, piggyback
3rd 1.737 (33/19) reservoir and top-out spring
4th 1.571 (33/21) Compression damping Stepless, dual-range
5th 1.444 (26/18) (high/low-speed)
6th 1.348 (31/23) Rebound damping Stepless
Final reduction ratio 2.294 (39/17) Spring preload Fully adjustable
Clutch Wet multi-disc, manual

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 SPECIFICATIONS

BRAKES PERFORMANCE
Front: Type Dual semi-floating 310 mm petal discs, Maximum power 131.7 kW {179.1 PS} @ 11,000 rpm
10-button aluminium rotor carrier
Caliper Dual radial-mount, opposed Maximum power 138.3 kW {188.0 PS} @ 11,000 rpm
4-piston (aluminium) with Ram Air

Rear: Type Single 220 mm petal disc Maximum torque 112 N.m {11.4 kgf.m} @ 11,000 rpm
Caliper Single-bore pin-slide, aluminium piston

DIMENSIONS
UP TO 3 YEARS
Overall length 2,075 mm ADDITIONAL To view our
Overall width 715 mm COVERAGE complete accessory
Overall height 1,115 mm with the Good Times™ M O N T H S catalogue visit:
Protection Plan* kawasaki.ca/accessories
Wheelbase 1,425 mm *Depending on the program purchased. EXTEND YOUR PROTECTION
Ground clearance 135 mm
Seat height 813 mm
Curb mass* 198 kg (ZX1000J)
201 kg (ZX1000K)
Fuel capacity 17 litres

Warranty 12 months The specifications mentioned here apply to and have been achieved by production models under
standard operating conditions. We intend only to give a fair description of the vehicle and its
performance capabilities but these specifications may not apply to every machine supplied for
sale. Kawasaki Heavy Industries, Ltd. and Canadian Kawasaki Motors Inc. reserves the right to
alter specifications without prior notice. Equipment illustrated and specifications may vary to meet
individual markets.
* Includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90% of capacity) and tool kit (if supplied)

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