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Discussion Starter · #1 ·
Does anyone know if 08 -2010 cranks will work in an 06/07 motor. They are reportedly 2lbs lighter than the 2nd gens. I'm looking to reduce the gyroscopic effect and make the bike more flick-able. The crank cases changed but the dimensions are supposed to be the same.

Thanks for any advice
 

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Discussion Starter · #10 ·
http://kawasakiworld.com/zx-10r/39295-2010-kawasaki-zx-10r-ninja-information-specifications.html

Four-Cylinder, DOHC 998cc Engine
- Very compact, narrow and lightweight design makes it possible to position the engine perfectly within the chassis for optimal weight distribution
- One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
- Oil is routed through channels milled into the cases on various parts of the engine, eliminating external oil lines and reducing weight
- Stacked, triangular layout of crank axis, input shaft and output shaft reduces engine length and aids mass centralization for quick handling
- Lightweight crankshaft maintains the same inertial moment as a heavier design but saves about two pounds compared to a conventional crank
- Low friction oil pump reduction ratio reduces parasitic power loss
- Water pump uses the same type impeller as the ZX-14, with pump rpm optimized for reduced friction
- A lightweight Denso radiator with tightly packed cores provides the most efficient engine cooling possible
- Specially designed internal fins on the liquid-cooled, aluminum oil cooler promote high-efficiency heat dissipation
 

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Discussion Starter · #11 ·
http://kawasakiworld.com/zx-10r/39295-2010-kawasaki-zx-10r-ninja-information-specifications.html

Four-Cylinder, DOHC 998cc Engine
- Very compact, narrow and lightweight design makes it possible to position the engine perfectly within the chassis for optimal weight distribution
- One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
- Oil is routed through channels milled into the cases on various parts of the engine, eliminating external oil lines and reducing weight
- Stacked, triangular layout of crank axis, input shaft and output shaft reduces engine length and aids mass centralization for quick handling
- Lightweight crankshaft maintains the same inertial moment as a heavier design but saves about two pounds compared to a conventional crank
- Low friction oil pump reduction ratio reduces parasitic power loss
- Water pump uses the same type impeller as the ZX-14, with pump rpm optimized for reduced friction
- A lightweight Denso radiator with tightly packed cores provides the most efficient engine cooling possible
- Specially designed internal fins on the liquid-cooled, aluminum oil cooler promote high-efficiency heat dissipation
 

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I am running a 3rd gen crank in a 2nd gen with 2nd gen basket and 1st gen clutch. The only thing that got my attention with the crank swap was the 08 crank didn't have an oil hole on one of the mains, but it's holding up pretty good so far and quickest and fastest 1k at the track that I go to.
 

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So what was the final verdict on this? I'm trying to go the other way, putting a Gen 2 crank into a Gen 3 motor since I can only find 1 decent used one for the Gen 3 and they want $450 for it.

:thumbsup:
 
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