Posts by Gen101
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2021 Kawasaki Ninja ZX-10R and ZX-10RR – A Detailed First Look
Kawasaki has announced the polarizing new ZX-10R and ZX-10RR, with its dramatic styling and even more of a track focus. Here we take a deeper look at both.
This increased rev limit is made possible thanks to the titanium connecting rods that are paired with lightweight pistons, both manufactured by Pankl. With each connecting rod being 102 grams lighter than its single-R counterpart, the double-R crankshaft’s moment of inertia is reduced by 5%. From the saddle, this should result in a more lively, freer-revving engine. Further, compared to the 10R, the RR pistons use one less piston ring, allowing for a 33.7mm shorter piston height, resulting in less mechanical loss due to friction.
Since the ZX-10RR is designed for the track and high rpm, it does away with the dual-height intake funnels used on the ZX-10R. Where the 10R stacks are 10-30-30-10mm, respectively, for better mid-range performance, the RR’s funnels have an effective height of 5mm across the board to maximize top-end power.
Also, maximizing power is a more aggressive camshaft specific to the RR. Kawasaki says it’s designed for more top-end power, so we can only assume this means it has greater valve lift compared to the R model. This hypothesis is supported by the fact the RR uses machined valve spring retainers due to their greater precision during the manufacturing process – something you want when you’re looking for reliable high-rpm running.
On the suspension side, the ZX-10RR uses the same Showa Balance Free Fork and shock as the standard R model, the only difference is adjusted base settings of the clickers to accommodate the other big change – lightweight forged aluminum seven-spoke wheels from Marchesini. They’re wrapped in Pirelli Supercorsa SP tires instead of the Bridgestone RS10 rubber on the standard R
For the street the extra 500-800 rpm at the very top is basically a waste (although it gets there a bit quicker). The bigger issue is two piston rings, possible oil consumption unless you break it in right (hard). Also the question is how long it will hold compression (i.e. these engines aren't designed to go 75k+ miles before a rebuild, they are essentially race motors)
if you love the solid green color (I do) just get some aftermarket bodywork for $800
if you love the solid green color (I do) just get some aftermarket bodywork for $800
The S1000RR is a great bike, just left me a little cold because overall it feels kind of cheap, even the levers are plastic and fairings are low grade China junk. Display is nice but I'd prefer an old school tach honestly
Brenflash is required and it's $850 (and up), plus $21k price tag (new). Just wasn't worth it when I can get 90% of the experience and probably better reliability in a Gen 1 ZX-10
Brenflash is required and it's $850 (and up), plus $21k price tag (new). Just wasn't worth it when I can get 90% of the experience and probably better reliability in a Gen 1 ZX-10
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