The 2006 Kawasaki ZX-10R

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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 Ohlins steering damper as standard equipment.

Like the ZX-RR, the 10R chassis minimises the distance between the steering stem and swingarm pivot to create a compact, responsive package.

A new massive, braced swingarm delivers the rigidity needed for a machine with the ZX-10R’s horsepower. The 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.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.

Centre of Gravity

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 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.

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.

Although the steering head has been moved forward and the frame geometry has been changed, the wheelbase remains unchanged.

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