Kawasaki to Update Z1000 in 2010

The rumor is about that Kawasaki intends to update the Z1000 for the 2010 model line up. No facts yet on what the bike have technically, but good rumor doesn’t have a concept photo? Moto Revue have whipped up a little photoshop diddy of what they hope the bike will look like.

While looking more like a Yamaha (not that there’s anything wrong with that), the concept looks very sharp. If the final Z1000 looks anything like this, we might have to persuade Kawasaki to let us borrow one for a while.

2010 Kawasaki Versys

Kawasaki Versys

Expected Launch Date: September, 2010

Estimated Price Tag : Rs 6,50,000 /-

The 2010 Kawasaki Versys has a new design and some updated technical innovations that reflect the agility and fun of this sports bike. The 2010 Versys will be equipped with ABS for a smarter and safer ride, and will have a more comfortable seat for two. While not designed to be an offroad model, its long-travel fork and suspension will suit most terrain.



Kawasaki says of its new bike:

Now and then, a clean-sheet idea that just plain works appears from out of nowhere, and everybody wonders why nobody thought of it before… That’s the Kawasaki Versys®. Following its debut just a couple of years ago, the world’s motorcycle press unanimously embraced the Versys’ unique combination of utility, versatility, affordability and just plain fun — and they haven’t stopped singing its praises. Motorcyclist magazine named it “Motorcycle of the Year,” and the Versys made top 10 lists around the world. Luckily, the brains at Kawasaki who dreamed up the Versys are not afraid to mess with success, so for 2010, there’s even more to love.

After the jump you’ll find the features and technical specs for the 2010 Kawasaki Versys.

• A new fairing, stacked dual headlight, new front fender and mirrors, and a Z1000-style LED tail light, give the Versys a bold new high-tech look
• A larger windscreen provides a larger still-air pocket for increased comfort; three-position adjustability makes it adaptable to fit a variety of riders and climates
• Revised passenger grab rails, new seat cover material, and a little fine-tuning of the passenger seating position make the Versys even more fun for passengers
• Rubber bushings at the rear engine mounts and hollow rubber-covered footpegs result in reduced engine vibration and a more comfortable ride
• Revisions to the muffler, clutch cover, sprocket and alternator covers, radiator shrouds, swingarm pivot covers and rear fender all contribute to the Versys’ bold new high-quality look
Engine Type Four-stroke, liquid cooled, DOHC, four-valve per cylinder, parallel twin
Displacement 649 cc
Bore & Stroke 83.0 x 60.0 mm
Compression Ratio 10.6:1
Cooling Liquid
Fuel Injection Digital fuel injection with two 38mm Keihin throttle bodies
Ignition Digital CDI
Transmission 6-Speed
Final Drive O-Ring Chain
Frame Semi-double cradle, high-tensile steel
Rake/Trail 25 degrees/4.3 in.
Front Tire Size 120/70-17
Rear Tire Size 160/60-17
Wheelbase 55.7
Front Suspension / Wheel Travel 41mm hydraulic telescopic fork with stepless adjustable rebound and preload / 5.9 in.
Rear Suspension / Wheel Travel Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in.
Front Brake Type Dual 300mm petal discs with two-piston caliper
Rear Brake Type Single 220mm petal disc with single-piston caliper
Fuel Tank Capacity 5.0 gal.
Seat Height 33.1
Curb Weight 454.1 lbs.
Overall Length 83.7 in.
Overall Width 33.1 in.
Overall Height 51.8 in.
Color Metallic Spark Black
Warranty 12 months
Good Times™ Protection Plan 12, 24, 36 or 48 months

Kawasaki Vulcan 2000

Kawasaki Vulcan 2000

Kawasaki Vulcan 2000 2008
Category: Cruiser

Specifications

Engine: Four-stroke, 52-degree V-twin, dual cams, eight valves
Displacement: 2053 cc/125ci
Bore and Stroke: 103.0 x 123.2 mm
Maximum Torque: 141 lb-ft @ 3,000 rpm
Cooling: Liquid, plus cooling fins
Compression Ratio: 9.5:1
Induction: Digital fuel injection, dual 46mm Keihin throttle bodies
Ignition: TCBI with Digital Advance
Transmission: 5-Speed
Rake/Trail: 32°/7.2 in.

Suspensions
Front / Wheel Travel: 49mm telescopic fork / 5.9 in.
Rear / Wheel Travel: Triangulated steel tube swingarm with direct-action single shock, fully-adjustable spring preload, eight-way rebound damping / 3.9 in.

Tires
Front Tire Size: 150/80-16
Rear Tire Size: 200/60-16

Brakes
Front Brake Type: Dual 300mm Discs with 4-Piston Calipers
Rear Brake Type: 320mm disc with dual-piston caliper

Capacity
Fuel Tank Capacity: 5.5 gal.

Dimensions
Overall Length: 99.8 in.
Overall Width: 40.4 in.
Overall Height: 45.5 in.
Wheelbase: 68.3 in.
Ground Clearance: 5.3 in.
Seat Height: 26.8 in.
Dry Weight: 750 lb.

Kawasaki Z1000

Kawasaki Z1000

Expected Launch Date: August, 2010

Estimated Price Tag : Rs 9,00,000 /-

Kawasaki Z1000 2008
Category: Sport/Naked Bike

Specifications

Engine Type: 4-Stroke, Liquid-Cooled, DOHC, 4-Valve, 4-Cylinder
Displacement: 953 cc
Bore & Stroke: 77.20 x 50.9 mm
Maximum Torque: 72.8 lb/ft @ 8,200 rpm
Compression Ratio: 11.2:1
Fuel Injection: DFI® with four 36mm Keihin throttle bodies, oval sub-throttles, ultra-fine atomizing fuel injectors
Ignition: TCBI Digital Advance
Transmission: 6-Speed
Final Drive: X-Ring Chain
Frame Type: Backbone, high-tensile steel tubes and cast aluminum engine sub-frame
Rake/Trail: 24.5 deg. / 4.0 in.

Suspension
Front/Wheel Travel: 41mm inverted cartridge fork with stepless rebound damping and adjustable spring preload / 4.7 in.
Rear/Wheel Travel: Bottom-Link Uni-Trak® with gas-charged shock, stepless rebound damping and adjustable spring preload / 5.9 in.

Tires
Front Tire Size: 120/70 ZR17
Rear Tire Size: 190/50 ZR17

Brakes
Front Brake Type: Dual 300mm petal rotors with radial-mount four-piston calipers
Rear Brake Type: Single 250mm petal rotor with single-piston caliper

Capacity
Fuel Tank Capacity: 4.9 gal.

Dimensions
Overall Length: 82.3 in.
Overall Width: 30.7 in.
Overall Height: 41.9 in.
Seat Height: 32.3 in.
Wheelbase: 56.9 in.

2010 Kawasaki ZX-6R

When it comes to performance, no class is more competitive than middleweight sportbikes. To stand out in this crowd, a motorcycle needs to do everything better than well — it needs to kick serious tail in every department. Hats off to the Kawasaki Ninja® ZX™-6R then, winner of 600cc comparison tests in just about every publication and website of note on the planet. With an engine the critics agree feels bigger than 599cc, and a chassis that out handles all others, the ZX-6R returns as the bike to beat in 2010.

With a fine-tuned chassis including a class-exclusive Big Piston Fork and fully adjustable shock out back, razor-sharp handling sets the ZX-6R apart. To optimize front-rear rigidity balance, frame stiffness around the swingarm pivot and the rear engine mounts is carefully tuned, with the compact engine rotated forward around the output shaft for a steep cylinder bank angle and optimal center of gravity. An exhaust layout with a short side muffler keeps the weight low, and an exhaust pre-chamber further contributes to the ZX-6R’s mass centralization.

The Ninja ZX-6R’s lean physique is fundamental to its light handling, with every component on the bike carefully scrutinized for minimal weight. The intake resonator box and supports for the instrument panel and mirrors are unitized with the enlarged —to optimize intake volume — Ram Air duct, contributing to weight savings and improving rigidity. Camshafts are made of lightweight chrome-moly steel, and light, magnesium engine covers all add up to big weight savings, along with transmission, oil pump and starter gears carefully engineered for maximum strength and minimal weight.

Along with its light weight and compact design, the ZX-6R engine is packed with details to give it precise throttle control and amazing performance, particularly in the mid-range. Smooth power delivery is achieved through outstanding combustion efficiency. Cylindrical guides in the top of the airbox guide the fuel charge into the intake funnels to reduce buffeting and improve cylinder filling, along with advanced cylinder porting techniques. High-current secondaries in the ignition coils provide hot, consistent sparks at all rpm.

In addition to its more than healthy bottom-end torque and smooth throttle response, the engine’s mid-range performance benefits from a similar number of refinements, including double-bore velocity stacks with inlets at two different heights, special-profile pistons with low piston-ring tension for reduced friction, and advanced cam chain guides for excellent cam-chain stabilization.

That strong mid-range provides great drive out of corners and is harmonized with the engine’s silky smooth high-rpm performance. This linear throttle torque delivery results in unparalleled controllability and offers the rider precise throttle control at all rpm. This predictability pays dividends when making mid-corner power adjustments. When combined with the reduced need to downshift provided by its healthy mid-range performance, the predictable throttle response makes it easier for riders to maintain their rhythm when stringing corners together.

In keeping with its racing heritage, the ZX-6R employs a cassette-type transmission that simplifies gearing changes at the track, reducing set-up time and allowing more time for riding. A slipper clutch allows quick downshifts without upsetting the rest of the chassis when reducing speed on corner entry.

Corner-entry controllability is yet another ZX-6R strong suit, thanks to the use of Showa’s revolutionary BPF (Big Piston Front fork). The BPF utilizes a large-diameter internal piston, which permits a reduction in damping pressure, for smoother action and better front end feedback — especially under braking and initial corner turn-in. Additionally, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in a lighter overall fork weight.

Having already designed a lighter and more rigid swingarm for the Ninja ZX-10R sportbike, the Kawasaki engineers utilized many of the same design components for the ZX-6R’s swingarm. Shared swingarm parts include both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft.

The response from Kawasaki’s acclaimed triple petal disc brake package with radial calipers is as refined and powerful as ever. Radial-mounted four-piston calipers and 300mm petal rotors up front provide awesome power and excellent feel. The 220mm rear petal disc features a pedal coaxially mounted with the footpeg for increased mid-stroke braking efficiency and optimum feel. Its master cylinder reservoir mounts forward of the swingarm — freeing up space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable composure under braking, and helps provide the precise control and feel that allows Supersport racers to enter corners harder.

To better capitalize on this lighter machine and its precise control response, the rider interface is appropriately fine-tuned to enhance feedback from bike to rider and vice versa. The relationship of the seat-to-pegs-to-bar “rider triangle” places the handlebars close to the rider and angled for a highly intuitive riding position. The fuel tank cover is flared just so around its top edge, providing a large contact patch and contributing to excellent rider feedback — similar to the ZX-10R. A narrow rear sub-frame and seat leading edge provide a slim, highly flexible riding position for moving around the bike, as well as a shorter reach to the pavement.

A highly refined fairing and one-piece front fender provide excellent aerodynamics and airflow to the radiator, along with great wind protection and minimal crosswind buffeting. An inner rear fender above the swingarm also reduces turbulence and helps keep the tail clean. The ZX-6R’s instrument panel provides information at-a-glance, and a race-quality adjustable twin-tube Öhlins steering damper with relief valve completes the track-ready package.

Highly confidence inspiring, the engine and chassis control precision offered by the Ninja ZX-6R enables riders to push harder and maximize the excitement that comes from actively controlling such a high-performance track-focused machine.

Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles and recreation utility vehicles through a network of more than 1,475 independent retailers, with an additional 8,000 retailers specializing in Kawasaki power products and general purpose engines. KMC and its affiliates employ nearly 3,300 people in the United States, with 400 of them located at KMC’s Irvine, California headquarters.

Kawasaki’s tagline, “Let the good times roll.™”, is recognized worldwide. The Kawasaki brand has become synonymous with powerful, stylish motorcycles for over four decades. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com.

Features and Benefits

Key Feature
* Lean physique, low-mass, awesome power delivery and precise control

Lightweight Engine
* Camshafts are made of chrome-moly steel
* Lightweight magnesium engine covers are standard
* Lightweight top injector mounting plate
* Lightweight transmission gears and gear dogs
* Lightweight oil pump and starter gears
* Inlet pressure pulse monitor does away with cam angle sensor, further contributing to lightness
* Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time at the track

Massive Mid-Range Performance
* Double bore velocity stacks feature inlets at two different heights, for increased performance in both the mid- and high-rpm ranges
* Cam and tappets nitriding enables high-load cam profiles, for maximum performance
* Crown-finished pistons
* Molybdenum-coated piston skirts for reduced friction and engine break-in
* Low-tension piston rings reduce mechanical loss
* Advanced cam chain guides stabilize chain motion and further reduce mechanical loss
* Exhaust collector layout contributes to superb low and mid-range performance while maintaining high-rpm performance

More Precise Throttle Control
* Cylindrical guides in the top of the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake funnels, improving combustion efficiency
* Long throttle bodies between oval sub-throttles and round main throttles yield a smooth intake transition, for reduced inlet turbulence and increased efficiency
* Advanced cylinder porting delivers excellent cylinder-filling and scavenging
* High-current secondary coil circuitry for optimum combustion efficiency

Lightweight Chassis
* The sub-frame is a 2-piece aluminum die-casting consisting of a front and rear section
* The lightweight sub-frame is very narrow, for a compact and slim rear end
* Intake resonator box and supports for the instrument panel and mirrors are unitized with the Ram Air duct, contributing to weight savings and increased rigidity

Tuned Chassis Balance and Mass Centralization
* Frame stiffness around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance
* Engine is rotated forward around the output shaft for steeper intake angle and excellent CG
* Exhaust layout with a short side muffler keeps the weight low
* Exhaust pre-chamber further contributes to mass centralization

Ergonomics and Chassis Feedback
* Seat-pegs-bar relationship places handlebars close to the rider and turned in slightly for a highly intuitive riding position
* Fuel tank profile is flared around its top, similar to the ZX-10R, providing a large contact patch for excellent rider feedback
* Slim-waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns
* Sculpted seat allows the rider to shift his body far back on the rear seat step, helping to reduce rider fatigue
* Steep rake angle for quick steering response and enhanced communication from the front tire
* Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg, for simplicity and weight savings

Low Seat Height
* Narrow rear sub-frame makes it easy to reach the ground
* Front of seat is narrow and low, for a slim riding position and a short reach to the pavement

Advanced Suspension
* ZX-6R features Showa’s Big Piston Front fork (BPF) design, for fantastic braking and initial corner turn-in
* The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and resulting in lighter overall fork weight
* The large-diameter of the BPF’s internal piston allows a reduction in damping pressure, for better feedback and smoother action
* The ZX-6R swingarm uses many of the same parts as the ZX-10R; both left and right inner plates, the left outer plate, rear stand bosses, brake caliper stopper, chain guard and swingarm pivot shaft

Brakes
* 220mm rear petal disc
* Rear brake lever is mounted coaxially with the footpeg for excellent mid-stroke braking efficiency and optimum feel

Race-Quality Steering Damper
* A race-quality adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment

Additional Features
* Highly evolved fairing for great wind protection, minimal cross-wind effects
* Position lamps are integral with the projector beam headlights; the Ninja ZX-6R features dual position lamps like the ZX-10R
* One-piece fender offers excellent aerodynamics
* Inner fender above the swingarm helps to reduce turbulence and keeps the undertail clean
* Front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines
* Similar in design to that of the ZX-10R, the instrument panel gives at-a-glance information to the rider

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six speed
Final drive: X-ring chain
Rake / trail: 24 deg / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston Front fork with top-out springs, stepless compression and rebound damping, fully-adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high/low-speed) stepless compression damping, 25-way adjustable rebound damping, fully-adjustable spring preload / 5.3 in.
Front brakes: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Rear brake: Single 220mm petal rotor with single-piston caliper
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 lbs.
Color choices: Passion Red, Metallic Spark Black, Lime Green/Metallic Spark Black
Warranty: 12 Months

2010 Kawasaki Z1000

With this latest in a long line of naked Kawasaki streetbikes, we threw out the old rules and started with a clean sheet, drawing upon more than 35 years of experience in giving the people what they want. If the new Z1000 knocks your eyeballs out, that’s exactly what we had in mind. Even more important, though, is the feeling this one provides every time you twist the throttle.

A sharp new front cowl sloped back at an acute angle highlights the Z1000’s new nose, followed by a tilting instrument panel, visible through an orange lens, that can be angled to suit rider preference. Just below that a long, narrow headlight represents Kawasaki’s first use of a line-beam unit. Following the lines rearward, the eyes will next encounter a dynamically designed steel gas tank, flared on the sides to let you grab it with your knees, and trim at the rear for a snug fit. The seat’s low and narrow at the front to make ground contact easy, and it flows beautifully rearward to end in a futuristically retro LED taillight behind a red lens.

Previous Z1000s used a steel frame, but this one gets its own all-new aluminum one. Similar in concept to the frame of the Ninja® ZX™-10R sportbike, the frame beams curve over the engine, resulting in a narrow bike that’s easy to grip with the knees. The engine bolts in solidly, stressed-member style, at three places, and in a rubber mount at the upper rear of the crankcase for great torsional rigidity and solid handling. Wherever possible, welds were eliminated for a smooth, organic appearance. The main frame and swingarm pivot areas, for example, are cast as a single unit. The rear subframe is a three-piece aluminum die-casting, light, smooth and beautiful.

At the heart of every naked bike is its engine. We didn’t just bolt it into that frame for solid handling, we did it so you won’t forget what you’re riding: You’ll definitely feel those 1,043 cubic centimeters of fuel-injected Kawasaki four-cylinder every time you twist the throttle. A secondary balance shaft eliminates excess vibes, but on this bike, a little bit of character is designed in. In the same spirit, the bike’s cool air system uses ducts just ahead of the fuel tank to usher air into the airbox, a placement that lets the rider savor the bold sound of screaming air being sucked into the engine’s downdraft intakes.

The Z1000’s four-cylinder uses a longish stroke—56mm—to make the most impact in the rpm range most used by naked bike riders. Long-stroke engines keep intake air velocity up for maximum midrange power whatever the displacement. From nearly any rpm, rolling the Z1000’s throttle open provides the kind of instant gratification most sportbikes just can’t quite muster. Having said that, this engine also spins up noticeably faster from about 7000 rpm upwards, with a silky smooth, highly intoxicating response.

What more do you need? Not much. How about new five-spoke wheels, with spokes machined near the rims for a custom-wheel look. We carried forward the quad-pipe theme from the last Z1000 (and the first Z1), but an under-engine pre chamber let the engineers use shorter mufflers for great looks, better mass centralization and light, quick handling. A solid-mount handlebar and aluminum footpegs lifted from the Ninja ZX-10R complete with machined edges contribute to the Z1000’s direct feel.

Nobody scrimped on the suspension and running gear, either: A radial-pump master cylinder provides the latest in braking feel and feedback. Adding compression damping adjustability to the 41mm inverted fork gives it all-way tunability, and a completely new, horizontal placement of the rear shock provides typically UNI-TRAK®-like performance.

The next time somebody complains to you that modern motorcycles have no soul, take them for a ride on a new Z1000. Everything about it is up-to-the-minute modern. But you can feel its roots every time you hit the starter. This one’s classic Kawasaki all the way.

Authentic Kawasaki Accessories are available through Kawasaki dealers.

Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles and recreation utility vehicles through a network of more than 1,475 independent retailers, with an additional 8,000 retailers specializing in Kawasaki power products and general purpose engines. KMC and its affiliates employ nearly 3,300 people in the United States, with 400 of them located at KMC’s Irvine, California headquarters.

Kawasaki’s tagline, “Let the good times roll.™”, is recognized worldwide. The Kawasaki brand has become synonymous with powerful, stylish motorcycles for over four decades. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com.

All-new Engine
- Liquid-cooled, DOHC, 16-valve 1,043cc inline-four offers greater torque and a stronger top-end rush than previous Z1000 models
- Bore and stroke of 77.0 x 56.0 mm were chosen to achieve the desired engine character —strong in the everyday rpm range most used by naked super bikes
- 38mm downdraft throttle bodies allow intake air to travel to the engine in the shortest possible distance
- Oval sub-throttles help keep the engine slim — a good thing since the throttle bodies are positioned between the rider’s knees
- Soft rev limiter provides good overrev; power doesn’t drop off suddenly at high rpm
- Crankshaft and transmission shafts are arranged in a straight line instead of a triangular layout, to maintain the design from the previous Z1000 — a design that offers the best look for a naked model
- The crankshaft was lowered to allow for a longer stroke without adding engine height
- A secondary balancer, driven off a gear on the sixth web of the crankshaft, eliminates excess vibration

Cool Air System
- The intake system routes cool air to the airbox from ducts above the radiator shrouds, minimizing performance loss due to heated intake air
- Positioning the ducts close to the rider allows the intake sound to be enjoyed by the rider
- A resonator inside the airbox reduces noise at low rpm, and enhances intake sound at high rpm

Exhaust System
- The exhaust system features a 4-into-2-pre-chamber-into-2 layout. Silencer end-caps maintain the quad-style image
- Main and pre-catalyzers ensure emissions are clean
- Thanks to the under-engine pre-chamber, silencer volume could be reduced. The silencers are also lighter. Overall exhaust system weight is about the same, but the new system offers much better mass centralization and contributes to a lower center of gravity

Fuel Pump
- Slim-type fuel pump features an integral fuel gauge
- With revised fuel tank design and the slim-type fuel pump, dead volume inside the tank is minimized; fuel capacity is 4.1 gallons

All-New Aluminum Backbone Frame
- An aluminum backbone frame designed specifically for the Z1000, and similar in concept to the frame of the Ninja ZX-10R, allows a narrow construction that is easy to grip with the knees
- Lightweight and highly rigid, the frame uses the engine as a stressed member, for a firm, planted feeling and enhanced stability
- Frame is tuned to transmit the ideal level of engine feedback directly to the rider
- The frame’s five-piece construction consists of steering stem, left and right main frames, and two cross pieces. The two main frame components have open C-shaped cross sections
- As much as possible, welds were eliminated for simplicity and appearance. The frame beams and swingarm brackets are now single die-cast pieces
- The new frame uses four engine mounts; three mounts are rigid, the upper rear crankcase mount is rubber
- The rear sub-frame is a three-piece aluminum die-casting construction, light, strong and good for mass centralization
- The sub-frame is an example of form and function combined, negating the need for side covers and allowing underseat narrowness for a shorter reach to the ground

All-New Horizontal Rear Monoshock
- New rear suspension positions the shock unit and linkage above the swingarm where it’s less exposed to exhaust heat and contributes to mass centralization
- Visible from the outside, the horizontal monoshock contributes to the aggressive appearance of the new Z1000
- Linkage characteristics are the same as those of a standard UNI-TRAK rear suspension: Wheel movement versus shock stroke is the same ratio
- The shock features rebound damping and spring preload adjustability

Fully Adjustable Front Fork
- The Z1000’s 41mm inverted fork is adjustable for compression damping, rebound damping and spring preload — and it’s protected from harm by a cool-looking shroud
- Settings are designed for both sporty back road performance and excellent comfort on the street

Handlebar, Grips and Footpegs
- The tubular handlebar is rigid-mounted, contributing to sharp, direct handling
- A wide, flat bend handlebar offers a design similar to those on off-road bikes, for excellent control
- Tapered-type grips, like those used on supersport models, offer more direct feel
- Ninja ZX-10R-style footpegs with knurling offer good grip, direct feel and control and no-nonsense looks
- The passenger footpeg brackets incorporate convenient luggage hooks

Brakes
- The Z1000’s 300mm front petal brake discs are gripped by opposed four-piston radial-mount calipers. (Caliper piston size is 4×30 mm)
- A radial-pump front brake master cylinder contributes to the superb control and feel offered by the new calipers
- The rear brake is a single piston, pin-slide caliper gripping a 250mm petal disc. The caliper is mounted below the swingarm, and located by a torque rod

Instrumentation
- A distinctive tilting instrument panel with multifunction LCD display behind an orange lens covers all systems

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 1043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 11.8:1
Fuel Injection: DFI® with four 38mm Keihin throttle bodies, oval sub-throttles
Ignition: TCBI with digital advance
Transmission: Six-speed
Final Drive: X-ring chain
Rake / Trail: 24.5 degrees / 4.1 in.
Frame Type: Aluminum Backbone
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 56.7 in.
Front Suspension / Wheel Travel: 41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.
Rear Suspension / Wheel Travel: Horizontal monoshock with stepless rebound damping, adjustable spring preload / 5.4 in.
Front Brakes: Dual 300mm petal-type rotors with radial-mount four-piston calipers
Rear Brake: Single 250mm petal-type rotor with single-piston caliper
Overall Length: 82.5 in.
Overall Width: 31.7 in.
Overall Height: 42.1 in.
Seat Height: 32.1 in.
Fuel Capacity: 4.1 gal
Color Choices: Pearl Stardust White, Metallic Spark Black
Warranty: 12 Months

2010 Kawasaki ER-6n

Some riders like a fully faired sportbike, some don’t. But nearly all riders agree Kawasaki’s Ninja® 650R is a great, fun-to-ride middleweight motorcycle. The ER-6n simply leaves a little more of that torquey, rev-happy 650 twin’s innovative inner beauty out where you can see it, revealing this soulful machine’s mechanical purity of purpose. The ER-6n gets a vestigial flyscreen around its headlight / instrument pod, but for the most part the fairing of this “naked” style bike has gone bye-bye. This one’s for riders who love the feel of being in the wind — a particularly good thing if you mostly ride where the weather’s hot. Otherwise, the ER-6n packs all the hardware and handling that’s made it and its Ninja 650R brother such media darlings. And did we mention deleting the fairing also brings the price down substantially?

The key to the ER-6n’s slender size is its compact liquid-cooled, fuel-injected, DOHC 8-valve 649cc parallel-twin engine, which permits the use of a narrow, lightweight frame. Its fuel injection settings grant the engine plenty of bottom-end torque and smooth low-mid rpm response. Its coolant is routed to the cylinder and head through the engine cases, reducing the number of hoses and simplifying the cooling system.
The clean, size-efficient engine delivers good fuel economy and also meets stringent emission regulations, thanks to its precise fuel-injection and a three-way catalyzer system.

The non-intimidating twin-cylinder appeals to riders with its excellent mid-range and plenty of character to thrill more advanced riders. This manageable powerplant offers superb roll-on response and enables the ER-6n to fluently slice through commuter traffic or carve canyons like a skilled surgeon.
The ER-6n shares its signature trellis frame, offset laydown rear shock, swingarm, suspension and chassis with the Ninja 650R. The chassis rigidity balance and suspension settings, and the rubber upper-rear engine and handlebar mounts offer vibration dampening and lighter handling qualities. The rider and passenger footpegs are also rubber coated for a further reduction in the amount of vibration transferred to the rider. A slim and low seat further enhances the ER-6n’s natural riding position and makes reaching the ground easy for even not-so-tall riders.
Part of the ER-6n’s distinctive character comes from sharp, muscular bodywork that gives it an aggressive, dynamic persona. The ER-6n’s bodywork accentuates the frame, rather than hiding it. The angular lines and simple design flows through the frame, rear suspension and swingarm creating an integrated line running from the steering head to the rear hub. Its tall fuel tank, raked-back radiator shrouds and sharp tail cowl further enhance the bike’s front-to-back compactness. The attention to detail is evident in the ER-6n’s high-quality paint finish.
The instrument cluster is uniquely stacked with a sharp design and easy layout from the analog speedometer to the multi-function LCD screen. The instrumentation features include a fuel gauge, bar-style digital tachometer, clock, odometer and dual trip meters. Besides the rubber coating on the footpegs, the passenger also benefits from the easy to reach aluminum grab rails — nothing like a relaxed passenger to allow the rider to fully enjoy the ER-6n’s friendly ergonomics and versatile cockpit.
Quite simply, this is a motorcycle that both novice and experienced riders can be at home on and equally comfortable employing its assets to the fullest, whether it be navigating urban environs or enjoying a weekend canyon run. In other words, this real world overachiever begs to demonstrate its versatility and everyday usefulness.

Authentic Kawasaki Accessories are available through Kawasaki dealers.
Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles and recreation utility vehicles through a network of more than 1,475 independent retailers, with an additional 8,000 retailers specializing in Kawasaki power products and general purpose engines. KMC and its affiliates employ nearly 3,300 people in the United States, with 400 of them located at KMC’s Irvine, California headquarters.
Kawasaki’s tagline, “Let the good times roll.™”, is recognized worldwide. The Kawasaki brand has become synonymous with powerful, stylish motorcycles for over four decades. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com.

Quick-Revving, 649cc Parallel-Twin Engine
- Liquid-cooled, DOHC, 8-valve fuel-injected twin cylinder delivers smooth, responsive performance, especially in the low to medium rpm range
- Excellent mid-range power, exceptional roll-on response and impressive passing performance make even commuter traffic enjoyable
- Silky smooth engine vibes via a 180° crankshaft-driven balancer shaft, which in turn drives the water pump
- Oil jets on the connecting rod big ends spray oil on the undersides of the pistons to aid cooling
- Lightweight plug-mounted ignition coils deliver a hot spark and save space
- Wide radiator offers plenty of cooling efficiency
- Coolant routing travels directly to the engine cases, then on to the cylinder and head through internal passages, which keeps external plumbing to a minimum
- Fine-tuned shift lever position is easy to use

Digital Fuel Injection
- Fuel injection settings permit healthy bottom-end torque while letting the engine rev fast
- Sub-throttle valve equipped 38mm Keihin throttle bodies offer optimum performance and rideability
- Located behind the main throttle valves, the sub-throttles are controlled by the DFI® system ECU for a precise throttle response, similar to a constant-velocity carburetor
- Auto-fast idle system simplifies starting and helps ensure the catalyzer reaches optimum temperature quickly
- The lightweight fuel pump is mounted inside the fuel tank.

Compact Engine Design
- Powerful twin-cylinder engine is the most compact in its category, which helps reduce the dimension of the entire motorcycle and allows use of a slim, minimalist frame
- Triangular setup of the crankshaft and transmission shafts makes the engine short front-to-back
- Transmission input shaft, output shaft and change drum are contained in a “cassette”-style package that allows a compact layout and eases transmission maintenance chores
- Semi-dry sump design reduces engine height
- Plated, linerless aluminum cylinders with a narrow cylinder pitch keep the engine light and slim

Cleaner Emissions
- Efficient fuel injection and a three-way catalyzer inside the exhaust produce very low emissions, able to pass the stringent Euro-III emission regulations
- Utilizes a compact and light 300-cell catalyzer unit
- Under-engine muffler placement improves mass centralization and the bike’s low center of gravity
- The exhaust pipe bend and under-engine muffler arrangement contribute to the ER-6n’s attractive styling

Vibration Control
- Rubber upper-rear engine mounts decrease the vibration transferred to the rider through the seat
- Handlebar is rubber-mounted to lessen vibration transmitted through the handle grips
- Rider and passenger footpegs are rubber coated to further reduce vibration

Lighter Handling Trellis Frame
- Frame has all the key ER-6n elements — slim, low, lightweight and compact design that is narrow at the knees and footpegs for rider comfort and control
- The strong, high-tensile steel trellis frame not only looks lightweight, it is — rivaling that of aluminum frames
- Balanced rigidity, achieved through extensive 3D analysis, translates directly into superb handling
- The frame, rear suspension and swingarm designs flow together with an integrated line running from the steering head to the rear hub
- Short front-to-back dimensions of the engine allow for a long swingarm and a short wheelbase combination that contributes to the light and nimble handling

Rigid Swingarm
- Swingarm stiffness adds balance to the frame’s rigidity — due primarily to the rubber engine mounts
- The D-shaped cross-section swingarm, stabilizer, chain adjuster design and elegant one-piece rider/passenger footpeg stays complement the ER-6n’s high-quality appearance

Suspension
- Front and rear suspension settings match the frame and swingarm rigidity values for lighter, rider-friendly handling
- Shape of the 41mm fork lower ends around the axle shaft adds to the bike’s performance and high quality image

Confidence Inspiring Ergonomics
- An ideal handlebar, seat and footpeg relationship results in a comfortable and natural riding position suiting a wide range of riders
- Frame narrows just aft of the fuel tank enabling a slimmer seat, making the reach to the ground even easier
- The offset single-shock rear suspension layout with the battery located beside the shock instead of beneath it allows a lower seat height as well
- Low seat height and slim overall design make it easy to plant both feet firmly on the ground when stopped
- Aluminum passenger grips are positioned and shaped for easy grabbing by the passenger

Sharp Masculine Styling
- Angular, stacked dual headlight and shroud contribute to the ER-6n’s masculine image and features two-position lights
- Headlights can be adjusted behind the headlight cover
- Reinforcing the ER-6n’s masculine styling, the sharp, edgy radiator shrouds feature integrated front turn signals with clear lenses and orange bulbs and forward-leaning lines
- A flush-surface fuel cap and its sharp-edged motif give the tank a distinctive look
- The ER-6n’s compact front-to-rear appearance is enhanced by the short front cowl, short rear cowl with its LED tail light and shrouds that start behind the front fork
- Finishing out the bike’s aggressive image is a sharp tail cowl design featuring a slimmer rear mud flap and turn signals that can also function as hazard lights
- A long front fender keeps the water splashing to a minimum and its two-tone design matches the ER-6n’s light, compact theme
- An inner rear fender helps keep the underside of the tail cowl clean
- Storage options include four tie-down hooks for baggage or a spare helmet to be secured to the seat and a storage space under the seat with room for a U-lock or similar device

Mirrors
- Mirror design is a similar supersport style and offers an unparalleled rear view

Brakes
- Dual 300mm front petal disc brakes with twin 27mm piston front brake calipers and a single 220mm rear petal disc deliver plenty of braking power
- Housed in a curved brake master cylinder reservoir , the front brake lever utilizes an optimized ball-joint and pivot location to deliver smooth actuation of its 14mm master cylinder piston

Wheels
- Attractive six-spoke supersport-style wheels augment the bike’s light look while reducing unsprung weight

Instruments/Controls
- Stacked instrument cluster has a sharp design and clean layout with an analog speedometer that uses white LED backlights for excellent visibility at night
- The multi-function LCD screen has amber backlighting and its features include a fuel gauge, bar-style digital tachometer, clock, odometer and dual trip meters
- Inner cover inside the front cowl provides a clean appearance in this area
- Handlebar mount design and curved shapes on the brake master cylinder reservoir and clutch lever contribute further to the ER-6n’s masculine appearance

Engine: Four-stroke, liquid-cooled, DOHC, four-valve per cylinder, parallel twin
Displacement: 649cc
Bore x stroke: 83.0 x 60.0mm
Compression ratio: 11.3:1
Cooling: Liquid
Fuel injection: Digital fuel injection with two 38mm Keihin throttle bodies
Ignition: Digital CDI
Transmission: Six-speed
Final drive: O-ring chain
Frame: Semi-double cradle, high-tensile steel
Rake / trail: 24.5 degrees / 4.0 in.
Wheelbase: 55.3 in.
Front suspension / wheel travel: 41mm hydraulic telescopic fork / 4.7 in.
Rear suspension / wheel travel: Single offset laydown shock with adjustable spring preload / 4.9 in.
Front tire: 120/70×17
Rear tire: 160/60×17
Front brake: Dual 300mm petal discs with two-piston calipers
Rear brake: Single 220mm petal disc with single piston caliper
Overall length: 82.7 in.
Overall width: 29.9 in.
Overall height: 43.3 in.
Seat height: 29.7 in.
Curb weight: 441.0 lbs.
Fuel capacity: 4.1 gal.
Color: Metallic Flat Spark Black

2010 Kawasaki Concours 14 ABS

More Technology and Refinement for This Multiple Award Winner

Performance touring comes naturally to Kawasaki, seeing as how we already had the performance part of the equation nailed with the incredible Ninja® ZX™-14 sportbike. That bike’s amazing 1,352cc engine and unique monocoque frame lent themselves perfectly to this exciting new class of transcontinental sport touring motorcycles, and the original Kawasaki Concours™ 14 and Concours 14 ABS rose immediately to the top of the critics’ lists just two short years ago. But the people who ride these motorcycles are not known for their patience. Two years on, the next-generation Concours 14 benefits from an entire laundry list of comfort, convenience and safety items carefully engineered to surpass all expectations of what a perfect sport tourer should be.

The biggest change is immediately apparent: All-new bodywork not only gives the new Concours 14 an even more aggressive demeanor, it’s also designed to channel more heat away from the rider for increased comfort. Meanwhile, a 2.75-inch taller, electric-adjustable windscreen creates a bigger still-air pocket for the rider and passenger, and new ducts above the instrument panel relieve the low pressure area behind the windscreen for an even smoother, quieter cruise. When the weather turns cooler, the new bike’s got your hands covered, with standard grip heaters that are easily adjustable via a control right next to the new, lockable storage compartment in the left inner fairing. Connoisseurs of fine cruising will note that all the redesigned body and trim pieces fit together with a level of precision and quality normally found on motorcycles costing thousands of dollars more.

The Concours 14 ABS’s chiseled new looks are backed up by a full complement of sophisticated new safety electronics. Second-generation K-ACT (Kawasaki Advanced Coactive-braking Technology) relies upon a powerful ECU to provide your choice of two modes of highly refined, linked anti-lock braking. And while the ABS sensors were already in place on the wheels, the Concours 14’s engineers used them as part of Kawasaki’s first-ever traction control system: KTRC (Kawasaki Traction Control) monitors any difference between the front and rear wheel speeds to help reduce wheelspin on slick surfaces, and provide extra peace of mind for the rider. (KTRC can of course, be easily switched on and off, at the rider’s discretion.)

The heart of the matter remains the same. The Concours 14 engine generates prodigious torque down low, followed by an impressive mid-range surge that transitions into a top-end rush most open class sportbikes would envy. A big part of its tremendously wide powerband can be attributed to its variable valve timing (VVT) system. VVT automatically alters camshaft profiles according to rpm, to boost low-end and mid-range torque without sacrificing top-end power. Advanced fuel injection, sub-throttle valves, ram-air induction and decades of experience building the world’s most potent motorcycle engines add up to an amazing powerplant, a huge force to be reckoned with in the performance sport-touring segment.

Good thing the rest of the Concours 14’s running gear is up to the challenge. Its unique monocoque frame provides massive structural integrity along with excellent handling characteristics. Embracing the engine from on top, its compact structure keeps the bike narrow where it needs to be and allows optimum packaging of the bike’s vital systems. The Tetra-Lever shaft drive, which sends all that power rearward, uses a four-link design to offset the lifting and squatting tendencies of lesser shaft drive systems when the throttle is opened and closed, which results in true sportbike handling — and Tetra-Lever is almost completely maintenance free. The Concours 14’s powertrain has earned critical acclaim around the world for its silky smooth power delivery.

To that awesomely solid foundation we add a carefully sculpted saddle, all the creature comforts you’d expect and a pair of beautifully integrated, capacious, waterproof saddlebags — and away you go. An integrated high-speed touring machine with unquestionable supersport DNA, the Concours 14 and Concours 14 ABS are more ready to get you there than ever.

Details & Features

Enhanced Comfort & Touring Potential • A completely redesigned, more aggressive fairing with new inner guide surfaces and outlets is designed to facilitate heat dissipation, greatly reducing the amount of hot air transmitted to the rider • A 70mm taller windscreen with a wider upper portion reduces upper-body turbulence. The screen is electrically adjustable, with four new programmable preset positions • When the power is turned off, the windscreen goes to its lowest position. When the power is turned back on, the windscreen’s memory function returns it to the selected preset position • Passages from windscreen slits direct air through the inner fairing to vents next to the instrument panel; alleviating the lower pressure helps prevent turbulence around the rider’s head • An exhaust pipe guard added to the upper part of the exhaust mid-pipe helps protect the rider from heat when stopped • Stepless adjustable grip heaters are standard, with an easy-to-reach switch located in front of the new lockable storage case on the inner left fairing panel • A new, lockable storage case in the left fairing inner panel uses an electromagnet lock to prevent entry when the engine is off • New mirrors positioned 40mm higher increase rear visibility and provide increased hand protection from the wind • New hooks at the front of the tank facilitate securing a tank bag New KTRC Traction Control • KTRC (Kawasaki Traction Control): Kawasaki’s first traction control system reduces engine output when wheel spin is detected, allowing the rear tire to regain grip • Advanced, 3-way control (airflow, ignition timing, fuel delivery) gives KTRC smooth operation, natural feel and the ability to operate on long stretches of bad road • KTRC adds no weight, since it uses the existing ECU and ABS sensors New 2nd Generation K-ACT ABS • 2nd Generation K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS links front and rear brakes for most effective front-rear brake force distribution • A smaller, lighter K-ACT ABS unit with a higher-spec ECU is capable of more detailed calculations for smoother operation • The rider can choose one of two modes to suit riding situation or rider preference: The linked effect from front brake lever actuation is largely the same in both modes, but the linked effect when actuating the rear brake pedal is quite different • In Standard Mode, rider control is prioritized, with linked effect reduced at initial pedal stroke for natural sensation when sport riding • In High Combined Mode, there’s a more pronounced linked effect from the beginning of the pedal stroke — ideal for touring and two-up highway use • A low-battery mode maintains the ABS function as best possible when the battery charge is low. In low-battery mode, ABS timing and pressure relief functions are maintained, so brake effectiveness is preserved (although riders will notice that ABS operation is not as smooth). The K-ACT lamp will flash and “Low Battery” will be displayed on the LCD screen. The system resets when the engine is turned off New Fuel Economy Assistance Mode • Activating fuel economy assistance mode changes the engine to a leaner map which prioritizes fuel economy, for as much as a 25 percent MPG boost • Fuel economy assistance works in any gear, as long as rpm is below 6000, throttle opening less than 30 percent and speed less than 80 mph • KTRC adds no weight, since it uses the existing ECU and ABS sensors Improved KIPASS • Now each Concours 14 comes with one key fob (kept in a pocket) and a small card-type key for emergency/backup use. • The new card-type key includes an immobilizer function (but no remote activation) and is highly portable, measuring just 1.2 x 1.6 x 0.25 inch Improved Finish, Higher Quality Design • Improved overall fit and finish results in a higher quality, more luxurious feel • A revised muffler end cap gives the silencer a more compact appearance; internal construction is unchanged, but the end cap itself is 1.6 inches shorter • Multi-function display now includes outside air temperature. The sensor is located at the intake duct (the furthest point from the engine) • Other new instrument functions include the K-ACT mode indicator, Economical Riding Indicator, and Fuel Economy Assistance Mode mark • The Mode-Select button on the front of the left grip lets the rider change LCD modes without taking his/her hand off the grip, toggling through average fuel consumption, instant fuel consumption, remaining range, tire pressure, battery voltage and outside temperature New Accessories • Engine guards, a larger top case, tank bag, GPS bracket, a low seat and side spoilers join the list of authorized Kawasaki Accessories. 1,352cc Four-Cylinder, DOHC Engine with Variable Valve Timing (VVT) • Tuned to provide smooth power across a wide rev range, the Concours 14 has power to spare • Variable valve timing improves the engine’s flexibility and efficiency by altering the camshaft profiles to boost low-end and mid-range torque without sacrificing top-end power • Its compact and narrow engine design keeps the weight down for maximum handling and performance • Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability under high loads Gear-Driven Dual Engine Balancers • Already in perfect primary balance, the Concours inline four-cylinder engine uses dual secondary balancers to virtually eliminate unwanted vibrations for enhanced rider comfort Ram Air Induction • Ram air ducts provide a straight path for cool, high-pressure air to enter the airbox for maximum intake efficiency and power Digital Fuel Injection • A digital computer feeds the engine exactly the amount of fuel it needs for cleaner emissions and maximum fuel economy • A 32-bit electronic control unit works with the dual throttle-valve system to further enhance throttle response and control Digital Ignition • Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve optimum timing • An idle speed control system included in the ECU provides easy starting and warm-up Radial Pump Clutch Master Cylinder • A hydraulic radial-pump clutch master cylinder delivers smooth, precise clutch engagement Monocoque Aluminum Frame • Hollow aluminum box sections arch over the engine from the steering head to the swingarm pivot for a narrow, rigid and very light frame • The rigid-mounted engine acts as a stressed frame member to increase the frame’s torsional rigidity while reducing weight • Forward engine positioning, wheelbase length and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling Radial-mount Petal-type Front Disc Brakes • Radial design uses mounting points at the top and bottom of the caliper, with mounting bolts inserted through the rear of the caliper instead of the side/front for increased rigidity and improved brake feel • Separate brake pads for each caliper piston provide increased cooling efficiency and more consistent brake feel under extreme conditions. • Petal design front and rear brake rotors provide enhanced cooling and better warp resistance • Radial-pump front brake master cylinder improves brake performance and lever feel Tetra-Lever Shaft Drive • This unique four-link design offsets lifting and squatting tendencies of shaft drive when the throttle is opened and closed, significantly reduces driveline lash during sport riding and provides smooth acceleration when exploiting the engine’s incredible power output • Virtually maintenance-free, the Tetra-Lever system dramatically reduces routine maintenance requirements Plenty of Storage Room • Concours 14’s large-volume, easily detachable sidebags are integrally designed to complement the rest of the machine. Water-resistant, they easily hold a full-face helmet. • The cases are mounted as close as possible to the bike’s centerline and center of gravity, with lightweight construction that minimizes their influence on handling • A lightweight resin-construction rear carrier is designed to be compatible with an accessory top case • An all-purpose 40-watt accessory socket is mounted on the dash, providing convenient access to power for electronics Full Instrumentation • Easy-to-read speedometer and tachometer, multi-function LCD digital display including an odometer, two trip meters, fuel gauge, gear position indicator, tire pressure indicator and a clock are just a partial listing of the 2010 Concours 14’s display capabilities • Controller Area Network (CAN) interface between the gauges uses fewer wires and allows a greater volume of information to be exchanged than in traditional instrument panels • Kawasaki’s Intelligent Proximity Activation Start System (KIPASS) now comes with a small card-type key for emergency use Engine: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four with VVT Displacement: 1,352cc Bore x stroke: 84.0 x 61.0mm Maximum torque: 102.0 lb-ft @ 6,200 rpm Compression ratio: 10.7:1 Fuel Injection: Digital Fuel Injection w/ 40mm throttle bodies Ignition: TCBI with Digital Advance Transmission: Six-speed Final drive: Tetra-Lever shaft drive Rake / trail: 26.1 degrees / 4.4 in. Front tire: 120/70 ZR-17 Rear tire: 190/50 ZR-17 Front Suspension / Wheel Travel: 43mm inverted, telescopic fork with adjustable rebound damping and spring preload / 4.4 in. Rear Suspension / Wheel Travel: Tetra-Lever with stepless rebound damping adjustment and remote spring preload adjuster / 5.4 in. Brakes, front: Dual floating 310mm petal discs with four-piston calipers (optional ABS) Brakes, rear: Single 270mm petal disc (optional ABS) Fuel capacity: 5.8 gal. Seat height: 32.1 in. Wheelbase: 59.8 in. Overall Length: 89.4 in. Overall Height Fairing Lowered / Raised: 50.8 in. / 55.3 in. Overall Width at Handlebars / at Saddlebags: 30.7 in. / 39.4 in. Curb Weight: Concours 14 / Concours 14 ABS: 670.3 / 679.1 lbs. Color: Candy Neptune Blue/Flat Super Black Warranty: 12 months

2010 Kawasaki Vulcan 1700 Classic LT

Behind every good man there’s a strong woman. Or vice versa? Let’s just say the Vulcan® 1700 Classic is built with two-up cruising in mind, with just the right mix of features – a large windscreen, leather saddlebags and a passenger backrest – to make any road trip an offer your significant other just won’t want to refuse, no matter who’s in control.

A pair of top-grain, reinforced cowhide saddlebags are at the core of the Classic LT’s touring package, with leather carefully selected to minimize flaws and deep-dyed to help protect its finish from minor scrapes. These ideally-sized bags feature a slant-top opening held shut by two 1.5-inch wide leather straps, fitted with chrome buckles and concealed quick-release fasteners. Rolled and riveted lid tops along with metal reinforced upper edges maintain the bags’ shape and help keep unwanted moisture away from your cargo.
Comfortable rider and passenger seats are a must on a cruiser able to tackle anything from daily commuting to day trips with a partner, and the Classic LT’s got them, along with a classic-style backrest to keep the passenger relaxed and smiling as the miles tick by. Detailed with chrome plated brass studs to match the bags, the classically styled seat and backrest blend attractive visual appeal with practical comfort.

A large, optically correct, acrylic windshield rounds out the additional 1700 Classic LT features. It offers adjustable height and delivers serious wind protection for the rider and passenger.

The Classic LT V-twin uses a single overhead cam in each cylinder head, rather than a push-rod overhead-valve arrangement, to boost efficiency and provide quick acceleration and superior passing performance. The engine’s long-stroke design, high compression and big displacement produce massive amounts of quick-revving horsepower, all of it delivered with a distinct V-twin character.

A fully electronic throttle valve system feeds that big V-twin exactly what it needs. Working with a powerful ECU and the rest of the fuel injection system, the electronic throttle valve enhances response without detracting from its distinctive V-twin feel—delivering ultra-precise intake flow to the engine under nearly any conditions.

The system utilizes an Accelerator Position Sensor (APS) and a Throttle Position Sensor (TPS). Both units feed data to the ECU, which adjusts the throttle plates to tailor intake airflow accordingly. The system offers a natural throttle feel, because the APS is activated by a throttle body pulley that’s connected by cables to the throttle grip. Like the systems in use on the Ninja® 650R and Vulcan 900 motorcycles, the Classic LT’s fuel injection uses one sensor in place of the usual three, for less complexity and weight. Besides the obvious FI advantages like improved fuel economy and automatic adjustment for altitude changes, the system also permits easy hands-off warm-up and idle speed control. This cruising-oriented machine features FI and exhaust system tuning that has been optimized to deliver peak torque at a lower rpm – ideal for urban and back road environments.

Mated to that rumbling V-twin engine, a six-speed transmission featuring overdriven fifth and sixth gears contributes to a relaxed ride and better fuel economy at highway speeds. The Classic LT transfers torque from the transmission to the rear wheel through a thin and light carbon fiber final drive belt that’s just 28mm wide. Thanks to its carbon fiber construction, the belt offers 40-percent higher tensile strength than a Kevlar unit of the same width.

Designed to be as light and slim as possible, the Classic LT’s single backbone double cradle frame offers a short seat-to-steering head distance, with a correspondingly short wheelbase. Those easy-reach handlebars facilitate slow-speed maneuvering and help maximize rider confidence. Adding to the light and easy handling are suspension components that match the Vulcan 1700 Classic LT’s intended usage. An elegantly simple rear swingarm with twin air-assisted shocks provides 3.1 inches of rear suspension travel, and features air spring preload and four-way rebound adjustment. Up front, a large 43mm fork offers precise steering feedback and 5.5 inches of travel.

The LT rolls on nine-spoke cast wheels, which use tubeless tires and complement its open-road character. A 130/90 front radial and a 170/70 rear are mounted on those attractive wheels. Dual 300mm front disc brakes with twin-piston calipers and a 300mm rear disc brake with a two-piston caliper help bring this stylish machine to sure, powerful stops.

The Vulcan 1700 Classic LT also features a liquid-cooled alternator with rare-earth metals that produces a staggering 46.8 amps of electrical output, providing the 1700 Classic LT with more than enough current to power additional accessories.

Technologically modern though it may be, the Vulcan 1700 Classic LT is still infused with all the charm and visual appeal that’s expected from a Kawasaki cruiser. Careful attention to detail and exquisite craftsmanship of the engine covers, bodywork and those beautiful saddlebags add up to a motorcycle that turns heads whether it’s parked in your garage or cruising down the highway.

Details & Features
New for 2010
• Improved exhaust pipe heat shielding reduces radiant heat felt by the rider
• Improved radiator ducting helps keep heat away from the rider’s right leg
• A 5mm shorter coolant pipe makes it possible to remove the pipe without removing the alternator cover, simplifying oil-screen maintenance
Adjustable Windscreen
• Adjustable handlebar-mounted optically correct windscreen is shaped for optimum airflow management without compromising the Vulcan 1700 Classic LT’s cruiser styling
• Strong chrome plated steel supports
• Two-position height adjustability accommodates different sized riders
Studded Seats and Passenger Backrest
• Studded rider and passenger seats feature a sculpted shape that complements the rich visual tone of the bodywork
• Detailed with ½-inch diameter chrome plated brass studs
• Passenger backrest has strong chrome plated steel supports for a secure feeling and traditional cruiser styling
Saddlebags
• Made of reinforced top grain cowhide carefully selected with minimal flaws and deep dyed to resist finish damage due to minor scrapes
• Slant top opening lid, secured with two 1.5-inch wide leather straps with chrome buckles and concealed quick release fasteners
• Dual panel lid construction with embossed Vulcan logo detail
• Metal reinforced upper edge help bags hold their shape
• Rolled and riveted top lid minimizes water intrusion
• Chrome plated brass stud accents match the seats
Powerful 1700cc V-Twin engine
• Liquid cooled, 4-valve per cylinder, fuel-injected 1700cc 52° V-twin engine
• Long-stroke 102 x 104mm bore and stroke helps deliver massive torque, distinctive V-twin feel
• Valve system uses a single overhead cam arrangement instead of pushrods, for quick revability and enhanced mid-high rpm power
• Semi-dry sump allows a low crankshaft placement and a long piston stroke without increasing engine height
• Single-pin crank accentuates the engine’s V-twin character by providing strong power-pulses
• Large capacity airbox is located on both sides of the engine
• Small-diameter iridium sparkplugs reach deep into the combustion chamber for high combustion efficiency, especially during low-load operation
• Dual staggered mufflers offer a rich sound and stylish appearance
• Engine tuning offers superior acceleration in the 50-70mph range
• Even in overdrive, the engine pulls strongly, facilitating overtaking at highway speeds
Next Generation FI
• Based on the systems used by the Ninja 650R and Vulcan 900 motorcycles
• Utilizes one sensor in place of the usual three, for simplicity and light weight
• The Vulcan 1700 takes advantage of FI and exhaust tuning optimized for maximum performance in the low-mid-rpm range, giving it plenty of grunt on the boulevard
Electronic Throttle Valve System
• Fully electronic throttle actuation system enables the ECU to control the volume of intake air (via throttle valve angle) and fuel (via fuel injector timing) delivered to the engine
• Optimized fuel injector timing and throttle valve position results in accurate, powerful engine response
• Control of both fuel injection and airflow provides easy starting and precise cold-engine idle speed control
• From the rider’s perspective, the ETV works like a standard cable-operated throttle
• the throttle grip is still connected to cables, so the feel at the grip is the same
• Twisting the throttle turns a pulley on the throttle body which triggers the Accelerator Position Sensor (APS) to send a signal to the ECU, which then modulates the throttle valves via a DC motor
• Accurate throttle position is relayed to the ECU by a Throttle Position Sensor (TPS)
• APS and TPS send two sets of signals to the ECU for system redundancy in the unlikely event of a sensor failure
On Board Diagnostics
• Diagnostic system allows self testing of the electronic systems on the Vulcan 1700
• Displays codes on the instrumentation, which can be read by owner from the accessory manual
Six-Speed Transmission / Final Drive
• 5th and 6th are overdrive gears, contributing to stress-free riding and excellent fuel economy when cruising at highway speeds
• 28mm carbon fiber final drive belt offers a 40 percent increase in tensile strength compared to current Kevlar belts, allowing use of a belt only 2mm wider than the Kevlar belt on Vulcan 900
• Belt drive system is quiet, efficient and offers reduced maintenance compared to a chain
Light Handling Chassis
• Compact frame features a short wheelbase, and short distance between the seat and steering head, for great ergonomics and easy maneuverability
• Light and slim as possible, the frame minimizes the number of forged parts and trims any unnecessary metal. The only forged parts are areas that require additional strength
• the down-tube joint, engine brackets, side-stand bracket, and rear fender/shock absorber bracket
• The compact design contributes to light handling and facilitates handling at low speeds, especially when executing precise slow-speed maneuvers like parking or making U-turns
43mm Telescopic Fork
• Provides superb steering feedback
• 5.5 inches of travel for excellent ride quality
Dual Adjustable Rear Air-Shocks
• Air adjustable spring preload can be tuned to match varying rider and passenger loads
• 4-way rebound damping adjustments help the shocks compensate for changes in spring pressure
• Chromed shock covers contribute to the bike’s luxurious finish
9-Spoke Cast Wheels
• Allow the use of tubeless tires and complement the Vulcan 1700’s muscular styling
• 130/90 front and 170/70 rear radial tires
• Tire choice and suspension settings selected to augment the chassis’ light handling characteristics
Brakes
• Dual 300mm front and a single 300mm rear disc are squeezed by twin-piston calipers. This braking system is tuned to provide sure, powerful stops
Classic V-twin Appeal
• The line created by the top of the airbox and the cylinder heads forms a curved shape that continues to flow through the bike
• Deeply chromed engine covers have curved upper surfaces. Their three-dimensional form adds volume and gives a high quality appearance
• The edges of the cooling fins receive a special NC treatment that makes them gleam in sunlight
• All the non-chromed parts of the engine have a matte black finish that further accentuates the gleaming chrome

Bodywork
• The fuel tank’s hand-sculpted contours employ a constantly varying radius, giving the bike a dynamic flowing style which is pleasing both to the eye and to the touch
• Its lines flowing through the rest of the bike, the elegantly shaped fuel tank contributes to the Vulcan 1700’s curvaceous figure
• LED taillight offers elegant design and excellent long-term durability
Instrumentation
• Ignition switch allows on-position key removal; preventing key bunches from scratching the instrument cluster or tank while the bike is in operation
• Turning the ignition switch collar to the “OFF” position turns the engine off and necessitates re-insertion of the key to restart
• Multi-function LCD displays on the tank-mounted instrument cluster are controlled by switches on the right handlebar. Features include a gear position indicator, fuel gauge, clock, odometer, dual trip meters, remaining range and average fuel consumption
• Liberal use of chrome on the engine, fender brackets, light stays, and rear shock covers contrast nicely with the bodywork’s deep, lustrous paint
• The sculpted shape of the seat complements the rich visual tone of the bodywork

Engine: Four-stroke, liquid-cooled, SOHC, four valve per cylinder, 52˚ V-twin
Displacement: 1,700cc / 103.7ci
Bore x Stroke: 102 x 104mm
Compression Ratio: 9.5:1
Maximum Torque: 108 lb-ft @ 2,250 rpm
Cooling: Liquid, plus cooling fins
Induction: Digital fuel injection, dual 42mm throttle bodies
Ignition: TCBI with Digital Advance
Transmission: Six-speed with overdrive
Final drive: Belt
Frame: Steel, double-cradle with box-section single-tube backbone
Rake / Trail: 30° / 6.7 in.
Suspension, Front / Wheel Travel: 43mm hydraulic fork / 5.5 in.
Suspension, Rear / Wheel Travel: Swingarm with twin air-assisted shocks, with 4-way rebound damping / 3.1in.
Front Tire: 130/90×16
Rear Tire: 170/70×16
Brakes, Front – Dual 300 mm discs, dual twin-piston calipers
Brakes, Rear: Single 300 mm disc, twin-piston caliper
Overall Length: 98.4 in.
Overall Width: 40.4 in.
Overall Height: 57.7 in.
Ground Clearance: 5.1 in.
Seat Height: 28.3 in.
Wheelbase: 65.6 in.
Curb Weight: 798 lbs.**
Fuel Capacity: 5.3 gal.
Colors: Metallic Imperial Red/Metallic Titanium
MSRP: $14,199
Warranty: 24 Months

2010 Kawasaki KX450F

The 2010 Kawasaki KX450F provides an ideal platform for riders looking to win races. Its precise aluminum frame, premium suspension components and expert-tuned settings are designed to deliver superb high-speed stability, enabling racers to capitalize on its amazing engine performance. Holeshot acceleration is delivered by a strong powerband and optimized chassis geometry specifically engineered to maximize rear wheel traction. Monster Energy™ Kawasaki rider Ryan Villopoto used his new KX450F to win several AMA Supercross and Motocross races, during his first year on a 450.

The KX450F features a number of engine refinements, including the first mass-production use of a high-performance bridged-box bottom piston that offers more power in the high and over-rev rpm ranges. Revised cam timing and ECU settings provide better mid-high rpm performance, while reinforcements to the cylinder sleeve and right side crankcase increase durability.

The race-ready engine is compact and light, with a short 100mm cylinder head and a 12.5:1 compression ratio. A wedge-shaped crank web offsets 60% of the crankshaft’s reciprocating weight, producing an effective “counterweight” effect. This is on par with Kawasaki’s factory racers and helps reduce engine vibration, smooth power delivery and enhance low-rpm throttle response. A new 40mm shorter stainless steel exhaust pipe connects to a large-volume silencer which uses long-fiber packing material to maximize service intervals. A new rubber damping collar in the rear silencer mount provides a boost to long-term durability.

The KX450F’s Digital Fuel Injection (DFI) automatically adjusts to suit track and climate conditions, and offers stable fuel-metering, even when landing from jumps in tough motocross conditions. The DFI system includes a compact and lightweight ECU, a 43 mm throttle body, a lightweight aluminum in-tank fuel pump and an ultra-fine atomizing injector. Set at a 45° angle for ideal mid-range power, the 12-hole injector sprays precise, 60-micron fuel particles for smooth power delivery and accurate engine response throughout the rpm range.

Designed specifically for motocross, the KX450F’s lightweight DFI system doesn’t require a battery; the engine can be started within three rotations of the crankshaft, using only the electricity generated through the initial stroke of the kickstarter. A new ECU program with revised settings offers improved engine response at low-mid rpm.

An optional ECU Setting Tool allows racers to select from several different ECU data maps, or fine-tune a custom map that alters fuel injection and ignition timing to suit different tracks and conditions. The tool can also be used as a data logger, recording up to six hours of data, including engine rpm, degree of throttle opening, engine boost, coolant temp, air temp, ignition timing, fuel adjustments, gear position and system voltage.

The engine’s phenomenal power is delivered through a new clutch that features a lighter operating plate with improved oil drainage and new friction plates with 75% more friction material than last year’s unit. The entire assembly is designed to provide improved clutch feel and enhanced durability. A new final drive chain features thinner inner links and a 20 gram weight savings to help boost acceleration.

Chassis updates focus on making the KX450F even easier to ride fast. A new steering stem shaft and revised suspension tuning provide lighter handling, improved suspension action, increased comfort and greater cushioning when landing from jumps.

The 2010 KX450F’s D-shaped aluminum swingarm features a revised cross section with narrower ribs and thinner walls. It pivots high in the aluminum frame to maximize rear wheel traction. Mounting the arm of the Uni-Trak® rear suspension linkage below the swingarm provides a long rear suspension stroke and facilitates precise shock tuning.

Complementing the responsive chassis with settings optimized for experienced racers, the KX450F’s suspension offers a host of features for precise cornering and sharp handling. For 2010, the Kayaba Air-Oil-Separate (AOS) fork receives revised spring rate and damping settings working in conjunction with a less rigid steering stem to offer improved action and increased comfort during the initial phase of the suspension stroke. The fork features a Diamond-Like Carbon (DLC) coating on the outer surface of the inner fork tubes to minimize stiction when the fork is exposed to lateral forces that would otherwise hamper slide action. The result is smooth and precise fork response, especially during cornering. The overall suspension action is extremely smooth due to a friction-reducing Kashima Coat treatment on the inside surfaces of the outer fork tubes and the rear shock reservoir. Black wrap-around guards provide excellent protection for the fork sliders.

The 2010 KX450F’s Kayaba rear shock received new spring rate and damping settings which contribute to increased stability and improved impact performance when landing jumps. It features a large 50mm piston and a Kashima Coat treatment on the shock internals to help maintain a plush feel throughout the toughest motos. Easily accessible dual compression adjusters allow high- and low-speed damping to be tuned separately, giving mechanics and riders the ability to easily fine-tune the suspension for difficult track conditions.

New 10mm-thicker and 7.6mm-wider radiators feature increased fin and tube pitch for increased strength and better resistance to mud build-up. The extra strength of the new radiators allowed the reinforcing brackets to be eliminated, resulting in lower overall weight. New one-piece, dual injected, two-tone green and black plastic shrouds accommodate larger new radiators while still providing slim ergonomics.

A slim seat design with firm urethane foam, a non-slip top surface and smooth sides provides good seated grip and excellent rider mobility. The frame echoes the slim profile at the top, but widens at the lower end by the ankles to provide the rider with better feel and control. Completing the rider interface are wide 50mm footpegs that offer tenacious grip and a comfortable platform.

The 2010 KX450F is available in Kawasaki lime green, with black alumite-coated rims and aggressive graphics for a factory appearance.

Racers who ride their KX450F at designated events are eligible to receive support from Team Green™, Kawasaki’s amateur racing support program. Each year, Team Green provides regional support vehicles and highly trained technicians at more than 100 events throughout the United States, offering technical information and assistance to those who race Kawasaki products. Kawasaki also offers a comprehensive contingency program for amateur and professional riders who place well at designated events.

PRODUCT FEATURES – KX(TM)450F

At a glance…

- More Powerful Engine

- Revised Suspension Settings

- Refined Fuel Injection

- Still Super-Easy to Start!

Engine Overview

- 449cc liquid-cooled, DOHC, four-stroke single

- Cylinder skirt strengthened to handle increased engine performance

- Right-side crankcase reinforced at lower engine mount for increased strength and durability

- A forward lean angle of 3° puts the engine in the ideal position for maximum traction

- Tuned for a broad powerband with the torque curve set just under the wheel spin threshold

- High-acceleration cams help the engine rev quickly

- Maintenance free screw-type automatic cam chain adjuster

- Large flap inside the airbox helps prevent the ingress of mud and water

New Bridged-Box Bottom Piston

- First mass-production use of a bridged-box bottom piston design

- Same design as used on our factory racers, offers improved performance at all rpm

- 7 grams lighter than the ’09 piston

- 6mm shorter piston skirt features a low-friction coating for reduced mechanical losses

- Reinforced external ribs for strength and durability

- Revised profile with fully flush internal bracing, results in a lighter, stronger piston

- Shorter piston pin has a smaller inner diameter for increased strength

Cylinder Head

- New intake camshaft features a revised sprocket/shaft arrangement which advances intake valve timing by two degrees, to suit revised engine characteristics

- Compact head is only 100mm tall

- 36mm titanium intake and 31mm exhaust valves with aluminum spring retainers minimize reciprocating weight and cylinder height to help ensure reliable valve control at high rpm

- Double valve springs allow a short cylinder head height and help ensure stable valve operation

- Camshafts, lobes and tappet surfaces feature a soft-nitride treatment for long wear and high-rpm reliability

Crankshaft

- New crankshaft with a slightly higher inertial mass helps boost rear wheel traction

- Wedge-shaped crank web provides enough offsetting moment for a 60 percent balance factor – this is similar to the crank balance in Kawasaki’s factory race engines

- End result is reduced engine vibration, smoother power delivery and increased performance, with a noticeably snappier response at low rpm

- Crankshaft and connecting rod feature a special carburizing and quenching treatment to maximize rigidity

Digital Fuel Injection

- Self adjusts to atmospheric changes for easier starting, sharper throttle response and optimized power, and power stability when jumping/landing

- Ultra-fine atomizing injector with 12 holes sprays particles with a droplet size of 60µ for smooth power deliver and smooth engine response throughout the throttle range

- 43mm throttle body uses a progressive throttle linkage to deliver airflow in much the same way as an FCR carburetor.

- Using two linked shafts, the throttle body opens more quickly after reaching the 3/8 open position

- Lightweight throttle body is approximately half the weight of a FCR carburetor, saving over one pound in weight

- Fast-idle knob on the throttle body allows riders to increase engine speed when starting a cold engine

- Fuel injector set at 45°, the optimum angle for mid-range power

High performance ECU

- New ECU programming and revised settings offer improved response at low-mid rpm

- No Battery needed; the engine can be started with only three rotations of the crankshaft using the electricity generated by a single kick of the starter

- The system delivers electricity to FI system in sequence: first the ECU, then the fuel pump, and finally the injector for quick, easy starting

- Starting can be accomplished in a single kick

- The compact, lightweight ECU, located on the front of the steering head behind the number plate, was designed specifically for motocross use. The fuel pump relay is integrated with the ECU to help cope with the shocks and vibrations of motocross riding

Lightweight Aluminum Fuel Pump

- Located in the fuel tank

- Features a rubber fuel filter cover that wraps around the inlet port and acts as a fuel trap to help ensure a stable fuel supply during vigorous motocross riding

- Fuel return hose from the pressure regulator helps ensure there is always fuel in the inlet port, preventing stalls due to fuel splashing and enabling riders to use all the fuel

- 1.8 gallon fuel tank is formed using a rotational molding process

Optional User ECU Setting Tool

- Allows racers to reprogram the ECU’s data maps for volume of fuel injected and ignition timing to alter engine characteristics to suit rider preference – it is not necessary to re-tune, no changing needle jets to suit climatic conditions like on a carbureted model

- The tool can also be used as a data logger, recording up to six hours of data, including engine rpm, degree of throttle opening, engine boost, coolant temp, air temp, ignition timing, fuel adjustments, gear position and system voltage.

Easy Starting

- Strong output from the large ACG rotor provides enough electrical power for the battery-less FI system to enable true one-kick starting, without using a battery

- Equipped with an automatic compression release (ACR) system for quick and easy starting. The dual-weight centrifugal decompression system is fitted to the exhaust cam

- Compression release features 1.0mm of valve lift, to minimize the required kicking power

Better Cooling

- New radiators are 10mm taller and 7.6mm wider, with increased fin and tube pitch to provide a extra strength and better resistance to mud build-up

- High-capacity Denso radiators feature tightly packed cores and a fin design that delivers superior cooling efficiency

- Because the new radiators are stronger, reinforcing brackets could be eliminated, resulting in lower overall weight

- New shrouds feature a slightly slimmer design that is fine-tuned to accommodate the new radiators

- Radiator louvers feature four small blades set at a shallow angle, for minimum overlap and maximum air flow

Improved Clutch

- New clutch provides a more direct feel and increased control

- Material trimmed from the spring holders and outer surface of the plate, to optimize rigidity and improve oil drainage, contributing to more direct feel

- Friction plates feature approximately 75% more friction material, contributing to a more direct feel

- Operating plate pusher features an increased outer diameter, to reduce the clearance between the pusher and the input shaft hole, improving clutch operation

Close-Ratio 5-Speed Transmission

- 5-Speed transmission and low-rpm engine response combination offers riders more gear options for traversing rough sections or getting into the rhythm of a course easily so they can focus more on racing

- New chain with thinner inner links offers 20g weight savings

- Sprocket-style chain drive roller reduces the effect of driveline lash, helping smooth engine braking and facilitating additional corner entry control

Exhaust

- One-piece stainless steel exhaust pipe is 40mm shorter than the ’09 unit, contributing to improved mid-high rpm performance

- Optimized exhaust routing contributes to improved ergonomics

- High volume silencer body helps meet noise regulations – currently 99dB

- Right side panel has special passageway to help cool the silencer

Powerful Disc Brakes

- Revised rear brake pad material offers stronger braking performance

- Powerful twin piston hydraulic front caliper

- Lightweight semi-floating 250mm petal type front brake rotor

- Single piston hydraulic rear caliper squeezes lightweight 240mm petal type rotor

Light, Slim Chassis

- New steering stem shaft with lower rigidity contributes to lighter handling

- Main frame spars are 68mm tall and 24mm wide, to provide an ideal balance between stiffness and compliance

- Weight saving features include a slim head pipe, narrow cross section and a down tube that is now formed with a swaging (squeezing and hammering) process

- Swingarm pivot is located high in the frame to maximize rear wheel traction

Aluminum Swingarm

- Revised cross-section contributes to lighter handling

- Tapered “D” shape swingarm provides ideal rigidity for excellent stability, and is lighter than a comparable box-section unit

- Alloy swingarm features a cast front section, tapered hydroformed spars and forged chain adjusters

- Revised Uni-Trak® rear suspension linkage ratio increases rear traction performance

- Suspension arm is mounted below the swingarm, to allow a longer rear suspension stroke and more precise tuning

Front Fork

- Race-oriented suspension settings offer maximum over-all performance

- Revised spring rate and damping settings work with the less rigid steering stem to offer improved action and increased comfort during the initial phase of the suspension stroke

- Kayaba Air-Oil-Separate (AOS) fork keeps oil and air in separate chambers for stable damping performance during long motos. Low-friction fork seals contribute to smooth action

- Diamond-Like Carbon (DLC) coating on the outer surface of the inner fork tubes offers minimum stiction when the fork is exposed to lateral forces that would usually hamper slide action. The result is improved fork response, especially during cornering

- Friction-reducing Kashima Coat on the inside of the fork outer tubes contributes to smooth suspension action (especially at the initial part of the stroke) and a superb ride feel

- Wrap around black fork tube guards offer effective protection for the inner fork tubes

Rear Shock

- New spring rate and damping settings contribute to increased stability and improved impact performance when landing jumps

- Rear suspension settings and linkage ratios derived from extensive rider testing

- Kayaba rear shock features a large 50mm piston

- Rear shock features dual compression adjustability, allowing high-speed and low-speed damping to be tuned separately

- Also features Kashima Coat treatment on the cylinder for reduced friction and smoother suspension action

- Easy adjuster access for track-side suspension tuning

Rider Interface and Styling

- Dual injected 2-tone, one-piece plastic shrouds and side number plates

- Optimized exhaust routing contributes to improved ergonomics

- Right side panel has special passageway to help cool the silencer

- Black plastic covers, triple clamps, engine covers, and black alumite coated rims – just like Kawasaki’s factory teams

- Wide 50mm foot pegs provide excellent feel and a comfortable platform

- Frame is wider at the ankles to offer optimum grip, narrows below the seat to allow a slim riding position

- Slim seat design uses firmer urethane foam which keeps its original shape longer for the best possible ergonomics and feel

- Seat has a slip-resistant top surface for good grip when seated and smooth sides for excellent rider mobility

Additional Features

- Skid plate made of resin material offers great protection without excess weight

- Clutch cable boot features a large quick adjuster, making it easy for riders to adjust play in the clutch cable while on the fly

- Rear caliper guard helps protect the caliper from damage

- Ribless rear hub and butted spokes offer light weight and excellent durability