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Description
Specs
Standard Features
Color

Description

Simply Put, the World’s Ultimate Sporting Motorcycle

It’s hard to imagine a more advanced or more capable sportbike than the completely new and totally redesigned Kawasaki Ninja® ZX™-10R. After all, it packs the very latest in sportbike technology, much of it right off the MotoGP circuit, including the most advanced traction-control system in production bike history.

But the ZX-10R has an even smarter sibling – the 2011 Ninja ZX-10R ABS.

Specs

Manufacturer
Kawasaki
Model Year
2011
Model
Ninja® ZX™-10R ABS
Starting at MSRP
 $14,799.00*

Dimensions

Length
81.7 in.
Height
43.9 in.
Width
28.2 in.
Wheelbase
56.1 in.
Seat Height
32 in.

Engine

Engine
4-stroke, DOHC, 4-valves per cylinder, inline-4
Displacement
998 cc
Bore x Stroke
76 x 55 mm
Compression Ratio
13:1
Fuel System
DFI® with (4) 47 mm Keihin throttle bodies with oval sub-throttles, 2 injectors per cylinder
Fuel Tank Capacity
4.5 gal.
Ignition
TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)
Cooling
Liquid

Drivetrain

Transmission
6-speed
Final Drive
Chain

Brakes/Wheels/Tires

Brakes
Front: Kawasaki Intelligent anti-lock Braking (KIBS), 2 semi-floating 310 mm petal discs with (2) 4-piston radial-mount calipers
Rear: KIBS-controlled, (1) 220 mm petal disc with aluminum 1-piston caliper
Tires
Front: 120/70 ZR17
Rear: 190/55 ZR17

Operational

Suspension
Front: 43 mm inverted Big Piston Fork (BPF) with DLC coating, adjustable rebound and compression damping and spring preload adjustability; 4.7 in. travel
Rear: Horizontal back-link with gas-charged shock and top-out spring, stepless, dual-range (low- / high-speed) compression damping, stepless rebound damping, fully adjustable spring preload; 4.9 in. travel
Rake
25°
Trail
4.3 in.

Body

Colors
Two-tone Ebony / Flat Ebony, Two-tone Lime Green / Ebony

Standard Features

New for 2011
 Totally redesigned DOHC 16-valve inline-4 engine makes more linear, controllable power than ever before  
 Stronger camshafts, pistons and crankshaft maintain legendary Kawasaki reliability in the face of the engine's increased horsepower potential  
 Ultra-advanced Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops  
 All-new S-KTRC electronic traction control system comes directly from MotoGP and allows riders to explore the edge of traction more successfully for faster laps and maximum cornering speeds  
 All-new ECU electronics also include a Power Mode system, which allows riders to pick between 3 power modes for changing conditions  
 Revised transmission shaft layout raises the engine’s center of mass slightly for better mass centralization  
 Newly designed titanium-header exhaust system has nearly identical specs to its road racing counterpart  
 Revised fuel injection system features larger throttle bodies and dual injectors  
 All-new aluminum twin-spar frame is lighter and offers optimal flex characteristics for the best possible handling  
 43 mm Big Piston Fork (BPF) is lighter than a conventional design and offers improved action and response  
 New horizontal back-link rear suspension offers better wheel control and improved mass centralization, all of which improves stability and overall handling  
 Shock and linkage assemblies are now positioned above the swingarm, which frees space below it for a large exhaust sub-chamber, which allows a shorter (and lighter) muffler  
 Lighter and stronger 3-spoke gravity-cast wheels minimize unsprung weight for exceptional handling quickness  
 Revised ergonomics offer a slightly roomier cockpit, a slightly lower seat and adjustable footpegs  
 Revised chassis geometry – steeper rake, less trail, slightly raised CG – allows even sharper handling characteristics  
 Significant weight reduction compared to the 2010 machine  
 Radical new bodywork features more rounded edges and a revised ram-air intake  
 Mirrors integrate trick, LED turn signals and remove easily for track-day use  
 Revised transmission gear ratios for better on-track performance  
 High visibility instrumentation includes an LED bar graph tachometer and a full complement of LCD readouts to keep riders fully informed  
Key Features
 All-new engine and chassis add up to enhanced power delivery and more control  
 Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops  
 All-new Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction  
 All-new Power Mode selector allows riders to select power level and power delivery on the fly  
 All-new aluminum frame has ideal strength and rigidity  
 All-new Big Piston Fork helps maintain composure under braking  
 All-new horizontal back-link rear suspension helps improve road holding, and helps deliver smoother suspension action  
 2011 ZX™-10R ABS is significantly lighter than the 2010 model  
 Improved mass centralization  
 Slipper-type back-torque limiting clutch helps improve corner entry handling  
 All-new race-oriented instrumentation offers riders a wealth of information  
New-generation Liquid-cooled DOHC 998 cc Inline-4 Engine
 All-new design is compact, narrow and lightweight, and features a revised internal transmission shaft layout that optimizes CG and engine placement in the frame  
 Stronger camshafts, crankshaft and pistons increase durability and are able to withstand the new engine’s increased horsepower potential  
 Larger intake valves (now 31 mm), revised camshaft profiles and optimized port shapes help maximize power production and smooth power delivery  
 Cylinder bores are machined with a “dummy” head bolted in place, yielding improved bore circularity and precision, so lower-tension piston rings can be used to reduce mechanical losses  
 Offset cylinder bores (relative to the crankshaft) are positioned 2 mm toward the exhaust side of the engine, resulting in reduced lateral piston force at the point of maximum combustion pressure and lower piston loads – which allows the use of lighter pistons  
 Larger diameter intake tappets (now 29 mm) suit the higher-lift camshafts  
 New, chromoly camshafts (previously cast iron) receive a new nitriding process and lapping treatment to help cope with heavier valve spring pressure and enhance durability  
 New, harder crankshaft features stronger pins and journal fillets; gear teeth durability was also increased  
 Single-shaft secondary balancer was added to help reduce vibration, and its use allowed several vibration-damping parts to be simplified and lightened  
 Connecting rods are stronger overall to suit the engine's increased power potential  
 New ECU is dramatically lighter than the old unit and is small enough to be tucked away in a slot in the airbox assembly  
 A lighter battery replaces the old unit for even more weight savings  
 1-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity  
 Low friction oil pump reduces parasitic power loss  
 A lightweight radiator with tightly packed cores provides efficient engine cooling  
 A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation  
 Intake and exhaust valves are titanium for reduced reciprocating weight and higher rpm capabilities  
Dual-injector Digital Fuel Injection
 Larger throttle bodies (47 mm vs. 43 mm) help produce more power and improved throttle control  
 Secondary fuel injectors improve top-end power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm  
 Oval-shaped throttle bodies – larger for 2011 – allow precise throttle control and instant response  
 An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed for more stable operation; also contributes to easier starts and better off-idle throttle response  
Sport-Kawasaki Traction Control – S-KTRC
 A highly sophisticated electronic system based on actual Kawasaki MotoGP experience that’s designed to maximize forward motion by allowing riders to more easily ride at the very edge of traction  
 The system, anchored by an all-new Electronic Control Unit (ECU), crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage, acceleration, etc. with help from a speed sensor fitted to each wheel  
 The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows a slight bit of wheelspin  
 Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable; by acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction  
 S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick reaction  
 Riders can choose between 3 operational modes, depending on skill level and conditions  
 A level meter on the LCD instrument panel lets the rider know when the system is operating  
Kawasaki Intelligent Anti-lock Braking System (KIBS)
 The most advanced anti-lock braking system ever utilized on a production motorcycle  
 Utilizes the smallest and lightest ABS unit available – a Bosch-built unit that’s half the size of a standard unit and considerably lighter  
 KIBS monitors a wide range of data, including front and rear wheel speed, throttle position, gear selection, engine rpm, caliper pressure, clutch actuation and more to help prevent wheel locking  
 High-precision brake pressure control offers a number of sport riding benefits, including rear-end lift suppression, minimal kickback during operation and consistent lever feel  
 ABS unit is located close to the bike’s center of mass, behind the left engine cylinder, which minimizes the effects of the added weight  
 System uses wheel speed sensors already fitted to the non-ABS ZX-10R (used for S-KTRC traction control system)  
 A radial-pump front master cylinder provides the ultimate in front brake feel and feedback  
 Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, increased control, progressive feel and a high degree of feedback to the rider  
 A pair of 5.5 mm thick, 310 mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use  
 A 220 mm rear petal disc gripped by a 1-piston caliper provides excellent feel and feedback  
Ram-air Intake
 A highly efficient and more forward-positioned ram-air intake is designed for lower intake noise, higher intake efficiency  
 Redesigned and larger airbox (now 9 l instead of 8) with a new filter element improves breathing and power  
 Oval-section intake funnels promote non-turbulent flow at all rpm  
Titanium Exhaust System
 All-new titanium-header exhaust system with hydro-formed header pipes and small, lightweight muffler assembly uses a larger volume pre-chamber that houses 2 catalyzers for reduced emissions and sound  
 Headers have nearly identical specs to their road racing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly  
 Dual catalyzers help the 2011 ZX-10R meet strict U.S. and Euro III exhaust emissions standards  
6-speed Transmission
 Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits  
 With the revised engine shaft layout, the “cassette” is located high enough that it can be accessed without having to drain engine oil  
 Fine-tuned primary and final reduction ratios minimize rear end movement (squat / lift) during acceleration and deceleration; the more composed rear end action allows more freedom with suspension settings  
 Closer-ratio 4th, 5th and 6th gears complement the new ZX-10R’s circuit performance  
 Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges  
 An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking  
Chassis / Frame
 All-new aluminum-alloy frame connects the swingarm pivot with the steering head more directly, and offers optimal flex and rigidity characteristics for balanced handling on street or track  
 Revised chassis geometry incorporates slightly steeper rake (0.5°) and a bit less trail (3 mm); the result is more weight on the front wheel, which allows sharper steering characteristics and crisper handling with no corresponding tradeoff in chassis stability at speed  
 Frame is an all-cast construction of only 7 pieces, which allowed engineers much design freedom, including minimizing wall thicknesses while providing adequate strength and ideal rigidity  
 Fewer frame pieces mean fewer welds, which contributes to more pleasing aesthetics  
 More front end weight also aids aggressive, on-the-gas corner exits, as there is less tendency to wheelie  
 Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables 2 chain links to be removed, which offers riders the opportunity to alter chassis geometry even further by shortening the wheelbase by 16 mm  
 Like the frame, the alloy swingarm is an all-cast design, with just 3 pieces  
 Narrow sub-frame layout contributes to the compact and slim tail section  
Horizontal Back-link Rear Suspension
 All-new design positions the shock and linkage above the swingarm  
 The new design offers a host of benefits, including improved road-holding, smoother suspension action (especially in the final 3rd of the stroke range), increased stability and feedback when cornering, and improved mass centralization  
 The design also frees space under the swingarm for a larger exhaust pre-chamber, which allows the use of a shorter and lighter muffler assembly  
 The design also positions the shock’s upper link (mounted to the frame’s upper cross member) further from the swingarm pivot, helping to spread out the load and contribute to enhanced overall frame rigidity and chassis balance  
 The fully adjustable shock features a piggyback reservoir and dual (high- and low-speed) compression damping, which enables fine tuning for racing or track-day use  
 Between the Big Piston Fork (BPF) and new Back-link suspension system, pitch control during aggressive riding is minimized, which contributes to added rider control and faster lap times  
 Minimal effect from exhaust heat due to the new design translates to more stable damping performance  
Big Piston Fork (BPF)
 The Big Piston Fork (BPF) fitted to the 2011 Ninja® ZX-10R features 43 mm inner tubes and is one of the contributing factors to the new bike’s enhanced composure under braking  
 Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size as the piston on the previous ZX-10R: 39.6 mm vs. 20 mm  
 Oil inside the BPF acts on a surface area almost 4 times the size of a conventional fork’s the larger surface area allows damping pressure to be reduced while ensuring that damping force remains the same  
 Reducing damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke; the result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and thus greater chassis stability on corner entry  
 Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced  
 Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom  
Race-spec Steering Damper
 An adjustable twin-tube Öhlins steering damper is standard; the 2nd tube acts like a reservoir, allowing the internals to help ensure stable damping and excellent feedback even under racing conditions  
Lightweight 3-spoke Cast Aluminum Wheels
 New gravity-cast alloy wheels feature a 3-spoke design that’s lighter than previous hoops by 330 g (0.73 lbs.) up front and nearly 500 g (1.1 lbs.) in back  
 Lighter wheels reduce unsprung weight, which allows the suspension system to work more efficiently  
Ergonomics
 Fine-tuned rider accommodations feature a lower seat (by 17 mm), adjustable footpegs moved slightly lower (by 5 mm) and forward (by 2 mm), and clip-ons with a bit less downward angle  
 Lower seat makes it easier to reach the ground  
 Newly shaped fuel tank offers an even better ergonomic fit with the rider’s forearms and inner thighs when riding  
 Adjustable foot pegs can be lowered an additional 15 mm when street riding or touring  
Advanced Aerodynamic Bodywork
 A total body redesign results in a lighter, more compact and even sexier shape, with more curved – instead of “edged” – surfaces  
 High-quality fit and finish, and superb attention to detail, is evident front to back  
 Larger ducting aids engine heat dissipation  
 Line-beam headlights enable the fairing to be shorter, which furthers the compact, aggressive styling  
 LED 3-bulb position lamp at the top of the new ram-air duct is highly visible to drivers and pedestrians  
 Fairing-mounted mirrors feature integrated, LED-type turn signals  
 Turn signals are electrically connected via couplers, which allows easy mirror removal for track-day riding  
 Compact tail section includes an elegant, 9-bulb taillight  
 Taillight and turn signal stalks are mounted on a rear fender assembly that’s easily removable for track-day riding  
Advanced Electronic Instrumentation
 All-new instruments feature a high-visibility bar graph LED tachometer positioned above a multi-window LCD info panel that offers riders a massive quantity of information  
 The tachometer also functions as a shift indicator: LEDs flash when the pre-set rpm is reached, and riders can set shift rpm according to preference  
 The multi-function LCD features 2 display modes: Standard and Race; switching to Race Mode alters the Speed display by changing it to Gear Position, and by changing the Clock display to Speed  
 Additional functions include odometer, dual trip meters, average fuel consumption, instant fuel consumption, Power Mode (x3), S-KTRC (x4), S-KTRC level indicator, low fuel indicator, Economical Riding indicator (shows most favorable fuel consumption), water temperature and a host of indicator lamps  

Color


Two-tone Ebony / Flat Ebony

Two-tone Lime Green / Ebony
*Price, if shown, is Manufacturer's Suggested Retail Price (MSRP) and does not include government fees, taxes, dealer freight/preparation, dealer document preparation charges or any finance charges (if applicable). MSRP and/or final actual sales price will vary depending on options or accessories selected.

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