Source: Supplied.

Kawasaki Motors unwrapped its brand new 2016 model ZX-10R in Europe overnight, developed in association with the WorldSBK champion Kawasaki Racing Team of Jonathan Rea and Tom Sykes. The new bike will be available in both ABS and standard braking versions, expected to be released in December 2015, however pricing is TBA. It will be on display at November’s Sydney Motorcycle Show.

All-new in 2011, the Ninja ZX-10R’s engine balanced stunning power with manageability, and facilitated getting back on the gas by moving peak torque higher up in the rpm range. The new engine maintains this essential character, but offers a stronger low-mid range for increased acceleration coming out of corners.

The engine is also more responsive, spinning up more quickly thanks to a crankshaft with a lower moment of inertia – something that benefits both acceleration and deceleration, as well as cornering performance.

Numerous other changes based on feedback from Kawasaki’s factory race machine, as well as ongoing development research contribute to increased power, ensuring that the engine’s peak power output was maintained. Heat-resistant titanium header pipes and silencer contribute to performance, long-lasting durability, light weight and mass centralisation.

Electronic throttle valves allow the ECU to deliver the ideal amount of fuel and air to the engine. The system also enables more precise control of S-KTRC, as well as implementation of systems like KLCM and Kawasaki Engine Brake Control.

Race-style cassette transmission facilitates gear ratio changes to suit track conditions. The cassette is located high enough that it can be accessed without having the engine oil drain out.

With the addition of a Bosch IMU (Inertial Measurement Unit) and the latest evolution of this advanced modelling software, electronic management technology takes the step to the next level – changing from setting-type and reaction-type systems to feedback-type systems – to deliver even greater levels of riding excitement.

The electronic management systems on the new Ninja ZX-10R have an even greater capacity to facilitate rider control and assist riders to experience what it is like to ride a high-powered superbike at the limit on the track.

Feedback from the IMU enables the addition of a new function. The new cornering management function uses KIBS and S-KTRC to assist riders in tracing their intended line through the corner.

The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing.

Kawasaki’s proprietary dynamic modelling program makes skilful use of the magic formula tyre model as it examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.

The addition of an IMU (Inertial Measurement Unit) enables inertia along six DOF (degrees of freedom) to be monitored. Acceleration along longitudinal, transverse and vertical axes, plus roll rate and pitch rate are measured.

The yaw rate is calculated by the ECU. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.

With the addition of the IMU and the latest evolution of Kawasaki’s advanced modelling software, Kawasaki’s electronic engine and chassis management technology takes the step to the next level – changing from setting-type and reaction-type systems to feedback-type systems – to deliver even greater levels of riding excitement.

S-KTRC, Kawasaki’s original predictive traction control, uses the same base technology as the Kawasaki works machines that competed in MotoGP, the pinnacle of motorcycle racing. This technology continually controls the rear wheel slip that occurs when power is applied, ensuring optimal acceleration.

Source: Supplied.

In general, maximum forward drive requires a certain amount of slip (usually between 20-30 percent slip ratio, i.e. the rear wheel is turning 20-30 percent faster than the front). To ensure the most effective transfer of power to the tarmac, S-KTRC monitors the slip ratio in real time, and governs engine power delivery to optimise rear wheel traction.

S-KTRC monitors a number of parameters, including front and rear wheel speed, engine rpm and throttle position. Conditions are confirmed every 5 milliseconds, at which time the system looks at each of the parameters as well has how much they are changing (i.e. their rate of change).

This unique Kawasaki method makes it possible to interpolate and predict how the bike will behave in the next instant. Unlike one-mode KTRC, which cuts power as soon as rear slip is detected to allow rear traction to be regained, S-KTRC uses minimal power drops to ensure the slip ratio for optimal traction is maintained.

Because its goal is to maximise acceleration, as long as sufficient forward motion is observed, this sport riding system will allow power wheelies as the bike comes out of corners.

Power Modes allow available power and throttle response to be selected to suit conditions. On the supersport Ninja ZX-10R, three modes are available: Full, Low (which limits power to about 60 percent of Full) and Middle mode, which falls between the two.

More than a simply bisecting the Full and Low mode power curves, in Middle mode performance characteristics vary depending on engine speed and throttle position. At less than 50 percent throttle application, engine performance is essentially the same as in Low mode. However, opening the throttle past 50 percent allows performance up to that of Full power to be accessed.

This advanced engine management system allows mild engine character for normal riding situations, with the option to tap into greater power for a quick burst of acceleration. Variable Middle Mode offers riders the ability to alter engine performance and delivery by conscious use of throttle control.

Kawasaki developed KIBS to take into account the particular handling characteristics of supersport motorcycles, ensuring highly efficient braking with minimal intrusion during hard sport riding. It is the first mass-production brake system to link the ABS ECU (Electronic Control Unit) and engine ECU.

In addition front and rear wheel speed, KIBS monitors front brake caliper hydraulic pressure, throttle position, engine speed, clutch actuation and gear position. This diverse information is analysed to determine the ideal front brake hydraulic pressure.

Through precise control, the large drops in hydraulic pressure seen on standard ABS systems can be avoided. Additionally, the tendency on supersport models for the rear wheel to lift under heavy braking can be suppressed and rear brake controllability can be maintained when downshifting.

The Kawasaki Engine Brake Control system allows riders to select the amount of engine braking they prefer. When the system is activated, the engine braking effect is reduced, providing less interference when riding on the circuit.

Engine braking can be used advantageously to help a bike decelerate, but not all riders prefer strong engine braking. With KEBC, riders are able to select the amount of engine braking they prefer. When KEBC is activated, the engine braking effect is reduced, providing less interference when riding on the circuit.

Designed to help riders maximise their acceleration on the circuit by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. Depending on ECU settings, clutchless downshifts are also possible.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output.

The system also makes a significant contribution to reduced emissions. Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control and Cruise Control.

Designed to assist riders by optimising acceleration from a stop, KLCM electronically manages engine output to prevent wheelspin when moving off. Riders can choose from three modes, each offering a progressively greater level of intrusion. Each mode allows the rider to leave from a stop with the throttle held wide open.

Source: Supplied.

With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Engine speed is allowed to increase, but power is regulated to prevent wheelspin and help keep the front wheel on the ground. The system disengages automatically at 150km/h or when the rider shifts into third gear.

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider’s control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel.

The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed, an ECO mark appears on the instrument panel’s LCD screen.

By riding so that the ECO mark remains on, fuel consumption can be reduced. While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the ECO mark to appear can help riders improve their fuel efficiency. Further, keeping fuel consumption low also helps minimise negative impact on the environment.

Specially developed Öhlins electronic steering damper provides just the right amount of damping based on vehicle speed and degree of acceleration or deceleration. Revised settings were optimised for the racetrack and winding roads.

Revised geometry care of a steering head moved closer to the rider, and a longer swingarm put more weight on the front for increased corner entry stability and confidence on the circuit.

Fork damping force is generated outside of the main tube (in the Damping Force Chamber). This allows the whole surface of the main piston to act as a pump, pushing oil towards the valves. This arrangement also helps to suppress pressure balance fluctuations (which can cause cavitation) as a result of fork compression and extension.

External Compression Chamber containing pressurised nitrogen gas helps to manage the pressure increases in the Damping Force Chamber, enabling very stable pressure increases, which ensures consistent damping force generation.

Compression and rebound damping are generated and adjusted completely independently from one another. This hydraulic circuit design does not generate the pressure balance fluctuations typical of conventional damping systems. This, and concentrating the damping force generation mechanism outside the cylinder, makes it possible to achieve smooth, optimum oil flows.

Showa’s new BFRC lite rear shock is a lighter, more compact version of their ealier BFRC shock. The high-spec shock unit offers numerous benefits including increased ride comfort and traction, independently adjustable compression and rebound damping, plus reduced weight.

A Horizontal Back-link rear suspension arrangement offers excellent performance while contributing to mass centralisation. Revised linkage ratios offer a more linear feeling, which makes suspension adjustments easier to feel.

It has a swingarm with optimised rigidity, designed using Kawasaki’s advanced dynamic rigidity analysis and a from-the-outside-in approach, swingarm with optimised rigidity contributes to nimbler handling.

Dual high-spec Brembo M50 monobloc calipers gripping larger 33mm discs, specially prepared radial-pump master cylinder and race-quality steel-braided lines deliver next-level braking performance.

A larger upper cowl cuts through the air more efficiently and offers the rider greater wind protection, making it easier to shift position for corner entry when riding on the track.

The centrepiece of the Ninja ZX-10R’s instrument panel is the highly visibly LED-backlit bar-graph tachometer with shift indicator – the LEDs will flash when the set rpm is reached. Riders can set the shift indicator rpm according to preference. Digital display updated to include the new KLCM, Kawasaki Engine Brake Control and KQS functions, as well as an indicator for the IMU.

Complete information on the Australian variants available is now ready to view on Kawasaki Motors Australia’s official website at www.kawasaki.com.au.