Version: 18 Nov 2005

2006 MODEL INFORMATION MODEL NAME

N i n j a ZX-10R MARKETING CODE

ZX1 0 0 0D

CONTENTS

BACKGROUND ---------------------------------------- P.3

IN BRIEF --------------------------------------------- P.5

AT A GLANCE ---------------------------------------- P.6

HOW WE DID IT -------------------------------------- P.7 SUPERIOR CORNERING PERFORMANCE ....................... P.7 IMPRESSIVE POWER-TO-WEIGHT RATIO ...................... P.12 IMPROVED AERODYNAMICS..................................... P.17 RACETRACK TOOLS .............................................. P.19 TRACK-BIASED RIDING POSITION ............................. P.20 OTHER TRICK BITS .............................................. P.21

ADDITIONAL FEATURES ---------------------------- P.27

COLOUR(S) ------------------------------------------ P.28

SPECIFICATIONS ----------------------------------- P.29

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BACKGROUND

Ultimate Ninja When it comes to the Ninjas, Kawasaki has a simple goal: to ensure that every bike bearing the Ninja name is the No.1 circuit performer in its category. Why? Because we want every Ninja rider to experience the unique brand of excitement and exhilaration that only the Ninjas have to offer. And Kawasaki wants every racer to know that when he rolls up to the starting line on a Ninja and snaps that visor shut, his bike has the potential to win. As they do for all the Ninjas, Kawasaki engineers drew heavily from the latest technology, know-how from many years of developing supersport machines and even a few hints from the factory’s MotoGP effort. The new Ninja ZX-10R is the latest expression of Kawasaki’s commitment to building the most exciting supersport bikes in the world. Rider or racer, when it comes to hard-core machines, everyone knows that the Ninja ZX10R is the ultimate supersport bike. But that’s only because they haven’t seen what Kawasaki engineers have in store for them. That’s right, for ’06 the 10R is getting a complete engine, chassis and aerodynamic makeover to ensure that the big bad Ninja will continue to dominate on track or street. Riders who have experienced the 10R’s awesome engine performance at full whack will find it hard to believe, but our men in the white coats have found ways to unleash even more power from the 10R’s engine. A thorough package of upgrades to reduce mechanical loss and improve combustion efficiency results in more power across the rev range (enough, in fact, to comfortably meet Euro-III emissions regulations while maintaining the awesome output of the ’05 model), with smoother, more linear delivery.

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BACKGROUND Cornering performance has also been uprated, as has rear wheel traction. The chassis runs a new frame with revised geometry, more centralised mass, a relocated swingarm pivot, revised stiffness balance, retuned suspension units and a host of other upgrades that most riders won’t even notice until they check their lap times. And as befits its track orientation, the new 10R comes fitted with a race-quality steering damper as standard equipment. What would a new engine and chassis be without new bodywork to show it off? Yep, the 10R gets an all-new aerodynamics package that lets it rip through the air like a jet on afterburner. Even from a distance, no one will mistake this two-wheeled rocketship for anything other than a Kawasaki. The new Ninja ZX-10R – The Ultimate Ninja.

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IN BRIEF The 10R was designed to be the No.1 performer on the circuit. The chassis was reconfigured to reduce lap times, the engine output is still phenomenal and aerodynamic performance was improved. This is a serious track-oriented bike developed for supersport riders looking for the high excitement in a litre-class bike and a dominating track-day tool. Riders seriously considering racing will find the 10R to be an excellent racing platform.

More Power, Better Power A new fuel injection system and toolbox full of friction reducing tricks allow the liquidcooled, DOHC, 16-valve, power unit to churn out the same mind-altering horsepower and still meet Euro-III emissions standards. The fuel injection system, with its 43 mm throttle bodies and dual throttle valves gets new, ultra-fine-atomising injectors. Especially notable is a big boost in mid-range power. Power delivery is more linear (also thanks to a new crankshaft with increased flywheel mass), and off-corner acceleration is simply mindboggling. Additionally, improvements to the shift linkage result in slicker shifting.

Track-tuned Handling Already the top chassis in its category, for ’06 the 10R benefits from a host of changes to help riders get around the track even faster. A repositioned CG, revised stiffness balance, a repositioned steering head, new motor mounts, more centralised mass, and relocated swingarm pivot combine to make the new 10R an even more potent track performer. A race-spec Öhlins steering damper is fitted as standard equipment.

Race-oriented Performance The combination of a short wheelbase with a long swingarm gives the Ninja ZX-10R incredibly nimble yet stable handling performance. The concave tank top and an idealised relationship between pegs, handlebars and seat, creates an aggressive, compact riding position. Close-ratio transmission, slipper clutch, radial mount calipers, petal disc brakes and fully adjustable suspension are also all designed to make the 10R unbeatable on the track.

Aggressive New Styling One look says it all: this machine was born for the circuit. No frills, nothing superfluous. This is the most purposeful looking machine in its category. A perfect example of function expressed as form. The new fairing significantly improves the 10R’s aerodynamic efficiency at high speeds. Aerodynamic performance and looks are further improved by the trick new dual under-seat muffler.

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AT A GLANCE

Racer-friendly riding position – P.20

All-new 998 cm3 liquid-cooled, 4-stroke In-line Four – P.12,15

Race-quality steering damper – P.19

The pegs/seat/bar relationship and narrow fuel tank and frame create a naturally aggressive riding position ideal for circuit riding.

Ultra-fine atomisers, friction-reducing tricks and numerous engine layout revisions enable the engine to produce the same awesome power and meet stringent Euro-III emissions regulations.

Specially developed Öhlins steering damper ensures stable damping performance even under race conditions.

Flush turn signals – P.18

Aerodynamic bodywork – P.17

Front and rear turn signals are flush-mounted, complementing the bike’s aerodynamic bodywork.

New front cowl and bodywork result in seriously slippery aerodynamics.

Dual underseat exhaust – P.18 New 4-2-1-2 exhaust system locates mufflers under the seat, out of the air stream.

Lower swingarm pivot – P.9 The lower swingarm pivot contributes to improved rear wheel traction and allows a wider range of settings.

Revised chassis geometry – P.8,24

Revised steering head – P.9

Hybrid instrument cluster – P.19

Aluminium backbone/twin-tube frame with completely revised geometry raises the bike’s CG for improved roll response.

Moving the steering head forward and increasing the caster angle results in a more rearwardoriented weight balance under braking.

New at-a-glance instrument cluster features a back-lit analogue tachometer and a digital speedometer.

Larger rear tyre – P.9 Larger rear tyre contributes to improved rear wheel traction and is consistent with high grip tyres used in racing.

Revised engine layout – P.8 Numerous changes help increase power while maintaining the 10R’s bank angle.

Increased flywheel mass – P.10 Increased flywheel mass helps corner entry and contributes to smoother, more linear power application.

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Higher crankshaft location – P.8 New engine locates the crankshaft higher, contributing to the bike’s higher CG.

Petal brake discs – P.26 Addition of a radial-piston front brake master cylinder offers improved feel to the already formidable stopping power of the triple petal discs.

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HOW WE DID IT SUPERIOR CORNERING PERFORMANCE

One of the most significant things we have learned over the years is that on the racetrack, maximum power is important — but it isn’t everything. To go quickly on the track, the rider has to get into the turns smoothly, even under hard braking, he must be able to hold or even adjust his line mid-turn, and then be able to get the gas on early to make a strong corner exit — because it is this corner exit speed which ultimately decides how fast the rider can go down the straightaway. To achieve these goals Kawasaki engineers and test riders took the tricks they learned from years of racing and developing supersport machines and applied them to the 10R’s chassis, thoroughly investigating both static and kinetic centres of gravity. They also redesigned the 10R’s power curve for more power in the mid range and more linear power delivery across the rpm range. All these changes mean greater control of the bike’s line through corners as well as more confidence to get back on the gas earlier and stay on longer, maximising the time at full-throttle.

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HOW WE DID IT

Track-tuned Chassis 06MY 05MY

* The engine has been repositioned to locate the crankshaft higher, which, together with the frame modifications, results in a higher CG and improved mass centralisation. The higher CG improves the bike’s roll response. This is particularly noticeable in how easily and quickly the bike enters corners (even on the brakes), when flipping the bike from side to side through a series of high-speed esses, or when returning the bike to vertical on corner exit. At both corner entry and exit the bike will follow the line of the rider’s choosing, making it easy for riders to adjust when the “racing line” is already occupied. * The decision to raise the centre of gravity resulted in a host of changes to the engine. The modified engine layout sees the cylinder bank angle been increased from 20o to 23o, the ACG moved from behind the cylinders to the crankshaft end, and the starter clutch moved from the left side to the right side cover. The starter is located behind the cylinders. This relocation prevented an increase in engine width, helping to maintain the superb 52o bank angle. (Photo 1)

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HOW WE DID IT

Track-tuned Chassis

cont'd

* Changes to the frame geometry include positioning the steering head further forward and increasing the caster angle (which moves the chassis weight balance rearward). These changes combined with the higher CG result in lighter steering, making it easier to turn into corners even under braking. * The new frame uses new castings in the steering head area and uses rigid engine mounts, both of which change the frame’s stiffness balance. 2

* Also new is the swingarm, which, while slightly shorter from pivot to rear axle, accommodates higher-profile rear tyres. The new design uses castings around the pivot area, pressings for the beams and a bottom-located stabiliser. (Photo 2)

* Additionally, the swingarm pivot location has been lowered. Combined with the higher CG and larger rear tyre, this contributes to excellent rear wheel traction on corner exit, improved feedback from the rear tyre and superb stability when fully banked in high-speed corners. The lower pivot also allows a wider range of settings. (Photo 3)

3

* A larger rear tyre (190/50ZR17 -> 190/55ZR17) with a higher profile results in excellent rear wheel traction when driving off corners (especially when returning from full lean) and easily handles minor imperfections in the road surface. * A race-quality steering damper has been fitted with track use in mind, however, it is quite all right to remove the damper for street riding. * This comprehensive package of chassis upgrades makes the 10R a track tool of unsurpassed potential. Likewise, it offers supersport enthusiasts the brilliant handling performance for track or street that they demand.

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HOW WE DID IT

Smooth Power Delivery

* With the 10R churning out the same torque in 1st, 2nd and 3rd gears as the GP bike (and consequently the same back-torque), controlled power delivery is becoming more and more important. To offer greater stability on corner entry, the crankshaft’s flywheel mass was increased. The increased mass helps prevent the rear wheel from locking when shutting off the gas, and helps the slipper clutch better prevent wheel hop. * The increased flywheel mass also contributes to improved off-corner acceleration, providing a greater resistance to wheelying in 1st, 2nd and 3rd gears. Throttle control is simply superb. This is of course thanks in part to a new fuel injection system with ultrafine atomising injectors (please also refer to P.13). The smooth, instantaneous throttle response will be best appreciated when making minute throttle adjustments mid-corner and getting back on the gas from zero throttle. * Corner exit performance is indirectly improved by the more linear power characteristics of the new engine and the stronger mid-range performance, both of which significantly improve off-corner acceleration. * New, round throttle pulley reduces throttle load and revised ECU mapping results in smoother transitional power characteristics when getting back on the gas exiting a turn. It also makes for smoother throttle work when getting on and off the gas during city riding or in the twisties.

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HOW WE DID IT

Other Useful Features * Already formidable front brake performance is further enhanced with a new radial-pump master cylinder that offers superb feel at the lever. (Photo 4)

* Shift lever with modified shift linkage makes shifting easier. (Photos 5,6) 5

05MY

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06MY

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HOW WE DID IT IMPRESSIVE POWER-TO-WEIGHT RATIO One of the keys to the new 10R’s enhanced track potential is its incredible power-to-weight ratio. Awesome engine output, stronger mid-range power and improved aerodynamic efficiency mean quicker acceleration off of turns and off the line. In spite of this impressive power output, the 10R is also environmentally friendly, clearing the Euro-III emissions standards.

More Power, Less Weight * Liquid-cooled, DOHC, 16-valve, 998 cm3 engine benefits from a thorough package of friction-reducing tricks that contribute to increased power across the rev range. (Photos 7-9) 7

8

9

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HOW WE DID IT

More Power, Less Weight

cont'd

* New, ultra-fine-atomising injectors feed 43 mm throttle bodies fitted with dual throttle valves. Improved fuel atomisation, thanks to a droplet size of a mere 50 microns, boosts combustion efficiency for greater power output, more linear power delivery and a smooth, step-free torque curve. (Photos 10 -12) 10

11

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* From the new Ram Air duct to the smaller intake valves, the entire intake system has been completely revised. A more efficient Ram Air duct, new airbox, new throttle bodies, revised intake porting and new 30 mm intake valves (previously 31 mm) improve airflow for more efficient cylinder filling. * The higher location of the engine allows the ACG to be relocated from behind the cylinders to the crankshaft end without compromising the bike’s bank angle. The result is a gain in power as well as reduced engine weight. (Photo 13)

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HOW WE DID IT

More Power, Less Weight

cont'd

*New lightweight Denso radiator has tightly packed cores for improved cooling. (Photos 14,15) 14

15

* The new die-cast, one-piece seat rail contributes to weight reduction.

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HOW WE DID IT

Euro-III Compliant

05MY

06MY

05MY

* The racy looking new dual under-seat exhaust system features a 4-2-1-2 design. The advanced exhaust system locates oxygen sensors upstream of the two catalysers (one in the first collector and one in the second). Feedback from those sensors is used to control exhaust temperature to ensure low emissions which meet the EuroIII standards. (Illustration A, Photos 16,17)

06MY

05MY

06MY

A

* Also contributing to the 10R’s low emissions (and the improved power) are new, ultra-fine atomizing injectors which are re-angled and located closer to the intake valves. These new injectors significantly improve air/fuel atomization, for more output, cleaner emissions and better fuel economy. * The all-titanium exhaust system also uses a butterfly valve to control exhaust pulses within the exhaust pipes to ensure smooth power delivery across the rpm range. 16

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HOW WE DID IT

Engine Features Maintained from the ’05 Ninja ZX-10R * Idealised dimensions for the intake and exhaust ports, determined using flow analysis, ensure efficient cylinder filling and high power output. Titanium exhaust valves reduce reciprocating weight for incredible high-rpm performance. * Hot-sparking iridium plugs and high-voltage coils ensure high combustion efficiency. * Camshaft lobes and tappet surfaces feature soft-nitriding surface treatment for long wear and high-rpm reliability. * Sintered aluminium valve spring retainers reduce reciprocating weight for reliable valve control at high-rpm. * Forged pistons are lightweight and very tough, for low reciprocating weight and high heat resistance. Their flat tops enable a compact combustion chamber with improved combustion efficiency. * Plated cylinders are long wearing and offer excellent heat dispersion. Passageways in cylinders ensure efficient crankcase breathing and reduce pumping loss. * Intake air is routed via the central Ram Air duct and through the frame tubes to the airbox. A duct between the frame and the air cleaner prevents ingress of water. * Compact air cleaner fits snugly between the frame rails, allowing use of a seamless, highcapacity, flat-bottomed fuel tank. Flow analysis was also used to ensure efficient air flow inside the airbox. * One-piece cylinder/crankcase design, compact cylinder head and “stacked” tri-axis transmission/crankshaft layout allows an amazingly compact and lightweight engine. The engine is short enough to fit below the twin beams of the frame, allowing the 10R to have the narrow compactness of a 600-class machine. * Single valve springs use oval-section wire to realise short springs and a compact cylinder head design. * Camshafts are machined from forged billets of SCM420K steel for light weight and high strength. * Lightweight magnesium engine covers contribute to the engine’s low weight. * Liquid-cooled oil cooler with internal aluminium fins is lightweight and keeps oil temperatures under control.

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HOW WE DID IT IMPROVED AERODYNAMICS One way to make a bike quicker is to increase its power; the other is reduce wind resistance. Since we already had an abundance of power, with the new 10R we decided to get serious about aerodynamics. One look tells you that this bike is all business. The new fairing, seat cowl and dual under-seat exhaust system deliver significantly improved aerodynamics, especially in the upper speed ranges. The slippery aerodynamics package is worth 7.5 kW of power at 280 km/h.

Looks Like A Racer * New front cowl design is aerodynamically very efficient at higher speeds. On the racetrack, this reduction in wind resistance can make a big difference in lap times. (Illustration B, Photo 18) B

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HOW WE DID IT

Looks Like A Racer

cont'd

* The use of new, extremely light and very compact projector beam headlights allowed the design freedom to create the more aerodynamic cowl as well as a more efficient Ram Air duct. (Illustrations C,D, Photos 19,20) C

05MY 19

* Reshaped rear seat cowl improves airflow around the rear of the machine, reducing drag-inducing (and speed-sapping) turbulence. It looks very cool, also.

D

06MY 20

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* The new dual under-seat exhaust also reduces drag by eliminating the turbulence and drag caused by the mufflers. (Photo 21)

* Front and rear turn signals integrated with the fairing reduce wind resistance and look very cool. (Photos 22, 23) 22

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HOW WE DID IT RACETRACK TOOLS The new 10R is designed to be circuit ready, right out of the crate. We made sure you would have all the tools you need to be able to go straight from your garage to the track for another day of chiselling away at lap times.

Fully Equipped For Racetrack Glory * An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals ensure stable damping performance even under race-use conditions. (Even if the damping fluid within the cylinder gets hot it will not froth.) This race-quality unit was developed in collaboration with Öhlins specially for the Ninja ZX-10R. The damper unit has an integral clamp so that piston motion is not hindered. (Illustration E, Photo 24) 24

E

* All-new hybrid instrument cluster gives at-a-glance information on the 10R’s operating conditions. An important consideration when you can’t take your eyes off the track for more than a millisecond. The new instrument layout features an analogue tachometer and easyto-read digital speedometer, both illuminated from behind with LED lights. Adjustable illumination has four levels of brightness. Existing features such as the lap timer and clock functions remain. (Photos 25,26) 25

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* Standard rear tyre size (190/55ZR17) is consistent with high-grip tyres used in racing.

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HOW WE DID IT TRACK-BIASED RIDING POSITION From its concave fuel tank top that allows you to tuck in behind the low screen, to the narrow, waisted tank that keeps your knees from creating excessive drag, the new 10R’s ergos are designed for the track. That said, an ideal relationship between handlebars, seat and footpegs make this a surprisingly comfortable machine to ride on the street as well.

The Ergonomics Of Speed * The riding position was specially designed to make the 10R as racer-friendly as possible. * The narrow frame and engine create an overall narrow package, allowing the rider to keep his or her knees and feet close together. (Photo 27) * Sculpted fuel tank conforms to the rider’s legs and is narrow at the rear, allowing riders to hug the tank with their knees and keep out of the slipstream. (Photo 28) * Thin pads on the upper frame rails offer additional grip. 27

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HOW WE DID IT OTHER TRICK BITS Eye candy abounds on this Ninja track star. Even standing still the big Ninja looks like its going 200 km/h. And it is this attention to detail that makes Kawasaki supersport machines stand out from the crowd.

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HOW WE DID IT

Bodywork * The redesigned front cowl with Kawasaki’s trademark Ram Air duct and compact new projector headlamps give the new 10R a fierce expression. (Photo 29) * Front and rear integrated turn signals feature clear lenses with orange bulbs, further enhancing the machine’s high-quality appearance. (Photo 30) * An alumite coating on the fork’s top triple clamp, sculpted passenger peg brackets and a flush-mounted fuel cap are some of the details that give the 10R the designer appeal expected of a top-of-the-line supersport machine. (Photo 31) 29

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* Aerodynamic mirrors look great and offer high visibility. * Seamless fuel tank design with new fuel cap enhances the 10R’s high-quality look and feel. (Photo 32) 32

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HOW WE DID IT

Bodywork

cont'd

* 3-piece front fender is highly aerodynamic and contributes to the front end’s light appearance. * Micro inner fender is lightweight and contributes to laminar flow of air around the rear wheel. * Flush-surface LED tail light curves up slightly over the top of the seat cowl, making the 10R very visible to the drivers of high vehicles. (Photos 33,34) 33

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* Frame is finished in flat black to enhance its aggressive, racy image. * Robot welding is used for high quality and a superior finish. * Optional single seat cover can replace the tandem seat for an even more aggressive image. (Photos 35,36) 35

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HOW WE DID IT

Frame 06MY 05MY

* Revised frame geometry sees the steering head moved forward and the caster angle increased, which moves the weight balance rearward. A lower swingarm pivot contributes to improved traction, and both these changes when combined with the higher CG result in quicker corner entries, greater stability through the corners and more time spent at full throttle. * Like the ZX-RR, the 10R chassis minimises the distance between the steering stem and swingarm pivot to create a compact, responsive package. * Massive braced swingarm of all-new design delivers the rigidity needed for a machine with the ZX-10R’s horsepower. Long swingarm design reduces the engine’s leverage on the rear suspension, for excellent suspension action and superb road holding qualities. Specially configured for high torsional rigidity and more flexible lateral rigidity, this “balanced flex” contributes significantly to the 10R’s brilliant handling qualities. Amazingly lightweight, the swingarm weighs about the same as the ZX-6R swingarm.

05MY

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HOW WE DID IT

Suspension * New front and rear suspension settings complement the new chassis and higher CG. Pitching motion when braking or accelerating is smooth and easily controlled and bump absorption is superb. The result is very linear tracking through corners, allowing riders get back on the gas earlier and stay at full throttle even when tracking over rough spots in the course. * Highly rigid 43 mm inverted fork is fully adjustable and features settings that are biased towards track riding. (Photo 37) * A super-hard DLC coating (Diamond-Like Carbon) on the outer surface of the inner fork tubes reduces sliding friction (stiction) and improves action, especially in situations where the suspension is subjected to heavy loads, such as during braking or when banked over. While the coating provides its greatest benefits on the racetrack, street riding is also notably smoother. The increased surface hardness also helps to prevent scratches and damage to the tubes. * Both front and rear suspension are fitted with top-out springs for stable suspension performance. Because the top-out springs regulate suspension elongation, the rider will also experience less nose dive feel under heavy braking after hard acceleration, as well as greater stability when getting back on the gas after hard braking. * Linkage-equipped rear gas shock with reservoir is fully adjustable. (Photo 38) * Lightweight aluminium suspension linkage reduces chassis weight and contributes to the responsive rear suspension action.

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HOW WE DID IT

Brakes/Wheels/ Tyres * The Ninja ZX-10R was the first production supersport bike to feature petal brake discs. This unique disc shape improves cooling and helps prevent disc warp. They are also lighter than conventional discs. (Photos 39,40) 39

40

* New radial-pump front brake master cylinder operates the dual 300 mm front discs. Radial 4-pot opposed-piston calipers with 4 independent pads deliver impressive stopping performance with excellent feel at the lever. (Photos 41,42) * The lightweight 220 mm rear petal disc is operated by a lightweight single-piston caliper. 41

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ADDITIONAL FEATURES

Engine * Idling Speed Control system contributes to easy starting. * Internal oil feed is via grooves machined in the crankcase mating surfaces, eliminating the plumbing and complexity of conventional oil feed systems.

Chassis * Immobiliser function incorporated into the ignition switch on most European models helps prevent theft. * Narrow design of the rear of the fuel tank and front of the seat make it easy to reach the ground with both feet – convenient when stopped at lights when street riding. * Under-seat storage space has room for a security device. (Photo 43) 43

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COLOUR(S) * Lime Green / Flat Stoic Black

* Ebony

* Metallic Raw Titanium / Flat Stoic Black (EUR)

* Pearl Solar Yellow / Flat Stoic Black (USA / CAN /AUS)

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SPECIFICATIONS

ENGINE

ZX1000D6F

Type Displacement Bore and Stroke Compression ratio Valve system Fuel system Ignition Starting Lubrication

Liquid-cooled, 4-stroke In-Line Four 998 cm3 76.0 x 55.0 mm 12.7:1 DOHC, 16 valves Fuel injection: ø43 mm x 4 (Mikuni) Digital Electric Forced lubrication, wet sump with oil cooler

DRIVETRAIN Transmission Final drive Primary reduction ratio Gear ratios: 1st 2nd 3rd 4th 5th 6th Final reduction ratio Clutch

6-speed, return Sealed chain 1.611 (87/54) 2.533 (38/15) 2.053 (39/19) 1.737 (33/19) 1.524 (32/21) 1.381 (29/21) 1.304 (30/23) 2.353 (40/17) Wet multi-disc, manual

FRAME Type Wheel travel: front rear Tyre: front rear Caster (rake) Trail Steering angle (left/right)

Backbone/Twin-tube, aluminium (Pressed/die-cast composite structure) 120 mm 125 mm 120/70ZR17M/C (58W) 190/55ZR17M/C (75W) 24.5° 102 mm 27°/ 27°

SUSPENSION Front: Type

43 mm inverted fork with rebound and compression damping, spring preload adjustability and top-out springs

Rear: Type

Bottom-Link Uni-Trak with gas-charged shock and top-out spring Stepless Stepless Fully adjustable

Compression damping Rebound damping Spring preload

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SPECIFICATIONS

BRAKES

ZX1000D6F

Front: Type Caliper Rear: Type Caliper

Dual semi-floating 300 mm petal discs Dual radial-mount, opposed 4-piston, 4-pad Single 220 mm petal disc Single-bore pin-slide

DIMENSIONS Overall length Overall width Overall height Wheelbase Ground clearance Seat height Dry weight Fuel capacity

2,065 mm 705 mm 1,130 mm 1,390 mm 120 mm 825 mm 175 kg 17 litres

PERFORMANCE Maximum power

128.7 kW {175 PS} / 11,700 rpm (40A, 40B) 128.7 kW {175 PS} / 11,500 rpm (201, 202, 205, 303) 120.5 kW {164 PS} / 10,000 rpm (310) 78.2 kW {106 PS} / 11,500 rpm (40D)

Maximum power with Ram Air

135.3 kW {184 PS} / 11,700 rpm (40A, 40B) 135.3 kW {184 PS} / 11,500 rpm (201, 202, 205, 303) 125.5 kW {171 PS} / 10,000 rpm (310)

Maximum torque

115 N·m {11.7 kgf·m} / 9,500 rpm (40A, 40B, 201, 202, 205, 303, 310) 86 N·m {8.8 kgf·m} / 5,200 rpm (40D)

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