KAWASAKI Ninja ZX-6R (2010)
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- 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. -
KAWASAKI Ninja ZX-6R (2010)
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Features and specifications >
Ninja ZX-6R (2010) specifications | features
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KAWASAKI Ninja ZX-6R (2010)
Features and Specifications
Pictures >
USA Specifications
MSRP $10,499 USD
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
Good Times™ Protection Plan 12, 24, 36 or 48 months
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KAWASAKI Ninja ZX-6R (2010)
Features and Specifications
Pictures >
The Middleweight Sportbike That Won Just About Every Magazine Comparo!
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.
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
2010 Kawasaki Ninja ZX-6R Technology
Engine
Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.
Precise throttle control
= Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
= Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
= Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
= New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.
Slipper clutch
= Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.
Increased mid-range performance
= New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
= Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
= Pistons with new profiles and improved crown finishing contribute to the gain in performance.
= Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
= Piston rings with less tension reduce mechanical loss.
= Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.
= Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.
Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.
Chassis
One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better “fit” and to enhance the high level feedback that communicates to the rider what the bike is doing.
Revised chassis balance and mass centralisation
= While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.
= The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.
= New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.
Ergonomics and chassis feedback
= Kawasaki’s Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike’s naturally intuitive riding position.
= Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.
= Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.
= Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the chassis.
= Steeper caster angle (25o >> 24o) enhances communication from the front tire.
= Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.
= Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.
Lower seat height
= The narrow width of the new rear sub-frame helps make it easier to reach the ground.
= The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
= Seat height is approximately 5 mm lower than that of the ZX600P.
Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.
Lighter Weight
In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.
Additional Features
= New cowling offers the rider better wind protection and was designed to better withstand side winds.
= Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.
= New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.
= An inner fender added above the swingarm helps keep the undertail clean.
= Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
= A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.
= Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.
= Revised 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 ZX1000E, the new instrument panel gives at-a-glance information to the rider.
Suspension
= The new BPF is one of the great contributing factors to the new Ninja ZX-6R’s great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (f37 mm vs f20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the 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 begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.
= Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.
= Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.
Brakes
= Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.
= Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.
= A 220 mm petal disc slows the rear.
= Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.
Corner-Entry Controllability
The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa’s BPF (Big Piston Front fork), Kawasaki’s acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.
Weight Savings
= Camshafts are now made of SCM for a weight savings of approximately 400 g.
= Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.
= For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).
= Revised top injector mounting plate saves approximately 80 g.
= While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.
= Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.
= Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.
= Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.
= Revised and relocated heat pads contribute approximately 170 g to weight savings.
Lightweight chassis
= The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
= Resonator box and stays for the instrument panel and mirrors are unitised with the Ram Air duct, contributing to weight savings and increased rigidity.
= Frame brackets revised to reduce overall number of parts, which also contributes weight savings.
= New throttle case material contribute a weight savings of approximately 30 g.
= While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.
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.
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
2010 Kawasaki Ninja ZX-6R Technology
Engine
Precise Engine Control At All Rpm And Powerful Mid-Range Torque
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.
Precise throttle control
= Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
= Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
= Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
= New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.
Slipper clutch
= Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.
Increased mid-range performance
= New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
= Optimised cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
= Pistons with new profiles and improved crown finishing contribute to the gain in performance.
= Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
= Piston rings with less tension reduce mechanical loss.
= Revised cam chain guides stabilise chain motion, further contributing to reduced mechanical loss.
= Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.
Additional Features
Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimise silencer volume.
Chassis
One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralised to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better “fit” and to enhance the high level feedback that communicates to the rider what the bike is doing.
Revised chassis balance and mass centralisation
= While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimises front-rear rigidity balance.
= The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s C of G is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.
= New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralisation.
Ergonomics and chassis feedback
= Kawasaki’s Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike’s naturally intuitive riding position.
= Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.
= Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.
= Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the chassis.
= Steeper caster angle (25o >> 24o) enhances communication from the front tire.
= Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.
= Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.
Lower seat height
= The narrow width of the new rear sub-frame helps make it easier to reach the ground.
= The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
= Seat height is approximately 5 mm lower than that of the ZX600P.
Race-quality steering damper
An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.
Lighter Weight
In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.
Additional Features
= New cowling offers the rider better wind protection and was designed to better withstand side winds.
= Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.
= New one-piece front fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.
= An inner fender added above the swingarm helps keep the undertail clean.
= Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
= A cover integral with the exhaust pre-chamber gives it the appearance of being unitised with the lower fairing.
= Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.
= Revised 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 ZX1000E, the new instrument panel gives at-a-glance information to the rider.
Suspension
= The new BPF is one of the great contributing factors to the new Ninja ZX-6R’s great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (f37 mm vs f20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the 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 begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.
= Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.
= Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.
Brakes
= Large-diameter semi-floating 300 mm stainless-steel front petal discs deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.
= Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offers superb control.
= A 220 mm petal disc slows the rear.
= Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.
Corner-Entry Controllability
The new Ninja ZX-6R takes corner entry performance to the next level. Featuring the first production-use of Showa’s BPF (Big Piston Front fork), Kawasaki’s acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R offers supersport riders the calm composure and precise control and feel to enter corners harder.
Weight Savings
= Camshafts are now made of SCM for a weight savings of approximately 400 g.
= Lightweight magnesium engine covers are fit standard so that riders looking to maximise circuit performance do not need to change them. The magnesium covers save approximately 610 g.
= For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminum covers).
= Revised top injector mounting plate saves approximately 80 g.
= While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.
= Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.
= Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.
= Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.
= Revised and relocated heat pads contribute approximately 170 g to weight savings.
Lightweight chassis
= The 2-piece sub-frame is an aluminum die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
= Resonator box and stays for the instrument panel and mirrors are unitised with the Ram Air duct, contributing to weight savings and increased rigidity.
= Frame brackets revised to reduce overall number of parts, which also contributes weight savings.
= New throttle case material contribute a weight savings of approximately 30 g.
= While the rear flap stay has the same shape as the ZX-10R, using a new resin material saves approximately 150 g.
MSRP $10,499 USD
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
Good Times™ Protection Plan 12, 24, 36 or 48 months
Motorcycle Insurance Informations BIKE INSURANCE THAT WON’T BREAK YOUR BUDGET http://www.insureonthespot.com/
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gambar motor BMW R1200GS (2010) | insurance info |
Gambar Motor BMW R1200GS (2010)
- For some people it´s a universal tool which practically never fails them - whether on a local run, the daily journey to work or weekend trips with or without gravel tracks. For others it´s a way of life - just the right machine for every tour, whether a one-week trip for two on one of our BMW Tours or fulfilling the dream of a lifetime thousands of miles away from home -
BMW R1200GS (2010)Klik gambar untuk download ukuran 1600 x 1200
The “GS” is not just able to handle everything, it is actually built to do so. And in this synthesis of easy handling, supreme touring suitability, off-road potential and comfort for rider and pillion passenger, there’s simply no other motorcycle which does it better. That’s not just what we think: it’s the result of independent tests worldwide........... Read more >
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- BMW Motorcycle Pictures, Review and Specifications -
BMW R1200GS features and specs (2010)
BMW R1200GS (2010)
Features and Specifications
Pictures >
For some people it´s a universal tool which practically never fails them - whether on a local run, the daily journey to work or weekend trips with or without gravel tracks. For others it´s a way of life - just the right machine for every tour, whether a one-week trip for two on one of our BMW Tours or fulfilling the dream of a lifetime thousands of miles away from home
The “GS” is not just able to handle everything, it is actually built to do so. And in this synthesis of easy handling, supreme touring suitability, off-road potential and comfort for rider and pillion passenger, there’s simply no other motorcycle which does it better. That’s not just what we think: it’s the result of independent tests worldwide.
Yet the current version goes one step further still - with a level of 2-cylinder power which is unsurpassed, and not just within its own segment. The reason is the new DOHC engine*, which first displayed its impressive performance in the legendary HP2 Sport. For the R 1200 GS, torque was given higher priority than output in line with practical considerations. And you can feel it. 120 Nm at the peak at 6000 rpm is one thing, but the consistently higher level of torque in the relevant range up to 5000 rpm can be fully experienced. The output has been increased to 81 kW (110 bhp) at 7750 rpm. The supreme riding pleasure is underscored by a powerful sound from the new exhaust system with exhaust flap which will everyone will love. Together with the new paint finishes, a wide range of special equipment features such as the unique off-road ESA and ASC and extensive motorcycle fittings, there is virtually no situation in which the R 1200 GS doesn’t fit perfectly. And that applies to all riders - so take a test ride now!?
* DOHC = Double Overhead Camshaft, two overhead camshafts per cylinder
The new BMW R1200GS is one of a kind. An unstoppable machine that offers unlimited freedom to the rider. It is equally serene on tarmac and rough terrain alike - so now the only restriction on your touring is how homesick you get. It features an upgraded drive train, an even more expressive design, and, for the first time, the Enduro ESA suspension option. The BMW R1200GS - because even the most free of spirits need something to rely on.
The 2010 model year R 1200 GS features a new updated boxer engine which gives you more torque at lower revs, improved responses and better acceleration across the rev range. The two-cylinder DOHC (Double overhead camshaft) engine delivers 120 Nm at 6000 rpm, and output has been increased to 110hp at 7750 rpm.
Yet the current version goes one step further still - with a level of 2-cylinder power which is unsurpassed, and not just within its own segment. The reason is the new DOHC engine*, which first displayed its impressive performance in the legendary HP2 Sport. For the R 1200 GS, torque was given higher priority than output in line with practical considerations. And you can feel it. 120 Nm at the peak at 6000 rpm is one thing, but the consistently higher level of torque in the relevant range up to 5000 rpm can be fully experienced. The output has been increased to 81 kW (110 bhp) at 7750 rpm. The supreme riding pleasure is underscored by a powerful sound from the new exhaust system with exhaust flap which will everyone will love. Together with the new paint finishes, a wide range of special equipment features such as the unique off-road ESA and ASC and extensive motorcycle fittings, there is virtually no situation in which the R 1200 GS doesn’t fit perfectly. And that applies to all riders - so take a test ride now!?
* DOHC = Double Overhead Camshaft, two overhead camshafts per cylinder
The new BMW R1200GS is one of a kind. An unstoppable machine that offers unlimited freedom to the rider. It is equally serene on tarmac and rough terrain alike - so now the only restriction on your touring is how homesick you get. It features an upgraded drive train, an even more expressive design, and, for the first time, the Enduro ESA suspension option. The BMW R1200GS - because even the most free of spirits need something to rely on.
The 2010 model year R 1200 GS features a new updated boxer engine which gives you more torque at lower revs, improved responses and better acceleration across the rev range. The two-cylinder DOHC (Double overhead camshaft) engine delivers 120 Nm at 6000 rpm, and output has been increased to 110hp at 7750 rpm.
General information
Model: BMW R 1200 GS
Year: 2010
Category: Enduro / offroad
Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed
Transmission type final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated
Physical measures
Dry weight: 203.0 kg (447.5 pounds)
Weight incl. oil, gas, etc: 229.0 kg (504.9 pounds)
Seat height: 850 mm (33.5 inches) If adjustable, lowest setting.
Overall height: 1,450 mm (57.1 inches)
Overall length: 2,210 mm (87.0 inches)
Overall width: 935 mm (36.8 inches)
Wheelbase: 1,507 mm (59.3 inches)
Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 25.7°
Trail: 101 mm (4.0 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 190 mm (7.5 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 200 mm (7.9 inches)
Front tyre dimensions: 110/80-R19
Rear tyre dimensions: 150/70-R17
Front brakes: Double disc
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 265 mm (10.4 inches)
Exhaust system: Closed-loop 3-way catalytic converter, emission standard EU-3
Speed and acceleration
Power/weight ratio: 0.5086 HP/kg
Other specifications
Fuel capacity: 20.00 litres (5.28 gallons)
Reserve fuel capacity: 4.00 litres (1.06 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.30 litres (1.14 gallons)
Color options: Black, gray, white, red
Model: BMW R 1200 GS
Year: 2010
Category: Enduro / offroad
Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed
Transmission type final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated
Physical measures
Dry weight: 203.0 kg (447.5 pounds)
Weight incl. oil, gas, etc: 229.0 kg (504.9 pounds)
Seat height: 850 mm (33.5 inches) If adjustable, lowest setting.
Overall height: 1,450 mm (57.1 inches)
Overall length: 2,210 mm (87.0 inches)
Overall width: 935 mm (36.8 inches)
Wheelbase: 1,507 mm (59.3 inches)
Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 25.7°
Trail: 101 mm (4.0 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 190 mm (7.5 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 200 mm (7.9 inches)
Front tyre dimensions: 110/80-R19
Rear tyre dimensions: 150/70-R17
Front brakes: Double disc
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc
Rear brakes diameter: 265 mm (10.4 inches)
Exhaust system: Closed-loop 3-way catalytic converter, emission standard EU-3
Speed and acceleration
Power/weight ratio: 0.5086 HP/kg
Other specifications
Fuel capacity: 20.00 litres (5.28 gallons)
Reserve fuel capacity: 4.00 litres (1.06 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.30 litres (1.14 gallons)
Color options: Black, gray, white, red
Motorcycle Insurance Informations
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gambar motor BMW K1300S (2010) | specifications |
Gambar Motor BMW K1300S (2010)
- The interceptor. The athlete. Aerodynamic, avant-garde. -
BMW K1300S (2010)Klik gambar untuk download ukuran 1600 x 1200
The interceptor. The athlete. Aerodynamic, avant-garde. Do you know of another sporty bike with this profile? A bike that develops such pulling power with 175 hp that it take the heat out of many a 200 hp bike? But a bike you can still take out on a quick trip simply because it has great everyday suitability? At the same time a technological treat? The reasons: 103 lb/ft (140 Nm) from 1,293 cc – and at 8,250 rpm too. With a throaty sound from a cool, hexagonal tube. With catalytic converter and exhaust valve. And with fuel consumption and exhaust emission values which would suit many a machine with half the dynamic performance.
USA Specifications
USA MSRP: $15,550 USD
Engine
Type Water-cooled 4-stroke in-line four-cylinder-engine, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 80 mm x 64.3 mm
Capacity 1293 cc
Rated output 175hp (129 kW) at 9,250 rpm
Max. torque 103 lb/ft (140 Nm) at 8,250 rpm
Compression ratio 13,0 : 1
Mixture control / engine management Electronic intake pipe injection/digital engine management including knock sensor (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed Over 125mph 200 km/h
Fuel consumption per 100 km at constant 90 km/h 4,7 l
Fuel consumption per 100 km at constant 120 km/h 5,3 l
Fuel type Unleaded Premium
Electrical system
Alternator three-phase alternator 580 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, hydraulically operated
Gearbox Constant mesh 6-speed gearbox
Drive Shaft drive
Chassis / brakes
Frame Bridge-type frame, cast aluminium, load-bearing engine
Front wheel location / suspension BMW Motorrad Duolever; central spring strut
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central spring strut with lever system, spring pre-load adjustable hydraulically (continuously variable) at handwheel, adjustable rebound damping
Suspension travel front / rear 4.5 inches (115 mm) / 5.3 inches (135 mm)
Wheelbase 62.4 inches (1585 mm)
Castor 4.1 inches (104.4 mm)
Steering head angle 60.4°
Wheels Cast aluminium
Rim, front 3,50 x 17"
Rim, rear 6,00 x 17"
Tyres, front 120/70 ZR 17
Tyres, rear 190/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, 4-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS Standard equipment: BMW Motorrad Integral ABS (part-integral)
Dimensions / weights
Length 86 inches (2182 mm)
Width (incl. mirrors) 35.6 inches (905 mm)
Height (excl. mirrors) 48 inches (1221 mm)
Seat height, unladen weight 32.3 inches (820 mm) (low seat: 31.1 inches [790 mm])
Inner leg curve, unladen weight 71.2 inches (1810 mm) (low seat: 68.9 inches [1750 mm])
Unladen weight, road ready, fully fuelled 1) 560 lbs (254 kg)
Dry weight 2) 503 lbs (228 kg)
Permitted total weight 1014 lbs (460 kg)
Payload (with standard equipment) 454 lbs (206 kg)
Usable tank volume 5 U.S. gallons (19 litres)
Reserve approx. 1 U.S. gallon (4.0 litres)
Technical data relate to the unladen weight (DIN)
USA MSRP: $15,550 USD
Engine
Type Water-cooled 4-stroke in-line four-cylinder-engine, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 80 mm x 64.3 mm
Capacity 1293 cc
Rated output 175hp (129 kW) at 9,250 rpm
Max. torque 103 lb/ft (140 Nm) at 8,250 rpm
Compression ratio 13,0 : 1
Mixture control / engine management Electronic intake pipe injection/digital engine management including knock sensor (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed Over 125mph 200 km/h
Fuel consumption per 100 km at constant 90 km/h 4,7 l
Fuel consumption per 100 km at constant 120 km/h 5,3 l
Fuel type Unleaded Premium
Electrical system
Alternator three-phase alternator 580 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, hydraulically operated
Gearbox Constant mesh 6-speed gearbox
Drive Shaft drive
Chassis / brakes
Frame Bridge-type frame, cast aluminium, load-bearing engine
Front wheel location / suspension BMW Motorrad Duolever; central spring strut
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central spring strut with lever system, spring pre-load adjustable hydraulically (continuously variable) at handwheel, adjustable rebound damping
Suspension travel front / rear 4.5 inches (115 mm) / 5.3 inches (135 mm)
Wheelbase 62.4 inches (1585 mm)
Castor 4.1 inches (104.4 mm)
Steering head angle 60.4°
Wheels Cast aluminium
Rim, front 3,50 x 17"
Rim, rear 6,00 x 17"
Tyres, front 120/70 ZR 17
Tyres, rear 190/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, 4-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS Standard equipment: BMW Motorrad Integral ABS (part-integral)
Dimensions / weights
Length 86 inches (2182 mm)
Width (incl. mirrors) 35.6 inches (905 mm)
Height (excl. mirrors) 48 inches (1221 mm)
Seat height, unladen weight 32.3 inches (820 mm) (low seat: 31.1 inches [790 mm])
Inner leg curve, unladen weight 71.2 inches (1810 mm) (low seat: 68.9 inches [1750 mm])
Unladen weight, road ready, fully fuelled 1) 560 lbs (254 kg)
Dry weight 2) 503 lbs (228 kg)
Permitted total weight 1014 lbs (460 kg)
Payload (with standard equipment) 454 lbs (206 kg)
Usable tank volume 5 U.S. gallons (19 litres)
Reserve approx. 1 U.S. gallon (4.0 litres)
Technical data relate to the unladen weight (DIN)
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gambar motor BMW F650GS (2010)
Gambar Motor BMW F650GS (2010)
- From model year 2010 on the F 800 GS will be available in the following paint finishes: Lava Orange Metallic / Black Satin, Alpine White. The paint finishes Dark Magnesium Metallic Matt and Sunset Yellow / Black Satin are no longer available. -
BMW F650GS (2010)Klik gambar untuk download ukuran 1600 x 1200
General information
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gambar VICTORY Cross Roads (2010)
Gambar Motor VICTORY Cross Roads (2010)
- For smooth, powerful, luxury cruising on Main Street or touring across state lines, the Cross Roads provides a fantastic experience. -
VICTORY Cross Roads (2010)
Klik gambar untuk download ukuran 1200 x 1600
New for 2010, the Victory Cross Roads Motorcycle, with the most horsepower and cargo capacity in its class, has the power to take you farther and the storage to let you stay awhile. Its 106-cubic-inch Freedom V-Twin Engine and 21 gallons of cargo capacity matched with its distinctive cruiser styling, comfortable seating, a wind-blocking windshield - give the rider an appetite for the open road.
For smooth, powerful, luxury cruising on Main Street or touring across state lines, the Cross Roads provides a fantastic experience. Find out more about its features, specifications, pricing, comparisons, reviews, videos, images, brochures, downloads, and locate your nearest dealer that has the Victory Cross Roads Motorcycle.
For smooth, powerful, luxury cruising on Main Street or touring across state lines, the Cross Roads provides a fantastic experience. Find out more about its features, specifications, pricing, comparisons, reviews, videos, images, brochures, downloads, and locate your nearest dealer that has the Victory Cross Roads Motorcycle.
Specifications
MSRP: US Starting At: $15,999
Engine Type 4-stroke 50° V-Twin
Cooling Type Air / Oil
Displacement 106 ci / 1,731 cc
Bore x Stroke 101 x 108 mm
Compression Ratio 9.4:1
Valve Train Single overhead camshafts with 4 valves
per cylinder, self-adjusting cam chains, hydraulic lifters
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Fuel Capacity 5.8 gal / 22 ltr
Exhaust Split dual exhaust with crossover
Oil Capacity 5.0 qts / 4.75 ltr
Charging System 50 amps max output
Battery 12 volts / 18 amp hours
Primary Drive Gear drive with torque compensator
Clutch Wet, multi-plate
Transmission 6-speed constant mesh
Final Drive Carbon Fiber Reinforced Belt
Length 104.4 in / 2,652 mm
Wheelbase 65.7 in / 1,670 mm
Seat Height 26.25 in / 667 mm
Ground Clearance 5.8 in / 148 mm
Rake/Trail 29.0° / 5.6 in / 142 mm
Dry Weight 745 lbs / 338 kg
GVWR 1,360 lbs / 618 kg
Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with constant rate linkage, 4.7 in/120 mm travel, air adjustable springs
Front Brake Dual 300mm floating rotor with 4-piston caliper
Rear Brake 300mm floating rotor with 2-piston caliper
Front Wheel 18 x 3.0 in
Rear Wheel 16 x 5.0 in
Front Tire 130/70R18 Dunlop Elite 3
Rear Tire 180/60R16 Dunlop Elite 3
Solid Colors Solid Black, Solid Midnight Cherry
Multiple Colors
Motorcycle Insurance Informations
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gambar motor VICTORY Hammer (2010)
Gambar Motor VICTORY Hammer (2010)
- Modern American muscle inspires the 2010 Victory Hammer Motorcycle -
VICTORY Hammer (2010)
Klik gambar untuk download ukuran 1200 x 1600
Modern American muscle inspires the 2010 Victory Hammer Motorcycle. Are you feeling the need? Then try this: a wide 250mm rear tire, 97 horsepower, 113 foot-pounds of torque, inverted front forks, dual-disk front brakes & a speedo & tach — standard. These performance features make such a strong statement that fully expresses the Hammer.
For cruising on Main Street or cruising across state lines, the Hammer provides a fantastic experience. Find out more about its features, specifications, pricing, comparisons, reviews, videos, images, brochures, downloads, and locate your nearest dealer that has the Victory Hammer Motorcycle.
For cruising on Main Street or cruising across state lines, the Hammer provides a fantastic experience. Find out more about its features, specifications, pricing, comparisons, reviews, videos, images, brochures, downloads, and locate your nearest dealer that has the Victory Hammer Motorcycle.
Specifications
Engine Type 4-stroke 50° V-Twin
Cooling Type Air / Oil
Displacement 106 ci / 1,731 cc
Bore x Stroke 101 x 108 mm
Compression Ratio 9.4:1
Valve Train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Fuel Capacity 4.5 gal / 17.0 ltr
Exhaust Staggered slash-cut dual exhaust with crossover
Oil Capacity 5.0 qts / 4.75 ltr
Charging System 38 amps max output
Battery 12 volts / 18 amp hours
Primary Drive Gear drive with torque compensator
Clutch Wet, multi-plate
Transmission 6-speed overdrive constant mesh
Final Drive Carbon Fiber Reinforced Belt
Length 93.1 in / 2,366 mm
Wheelbase 65.7 in / 1,669 mm
Seat Height 26.5 in / 673 mm
Ground Clearance 5.8 in / 148 mm
Rake/Trail 32.7° / 5.5 in / 140 mm
Dry Weight 672 lbs / 305 kg
GVWR 1,173 lbs / 533 kg
Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with rising rate linkage, 3.9 in/100 mm travel, preload adjustable spring
Front Brake Dual 300mm floating rotor with 4-piston caliper
Rear Brake 300mm floating rotor with 2-piston caliper
Front Wheel 18 x 3.5 in
Rear Wheel 18 x 8.5 in
Front Tire 130/70R18 Dunlop Elite 3
Rear Tire 250/40R18 Dunlop Elite 3
Solid Colors
Multiple Colors Blue Ice w/ Extreme Graphics
Motorcycle Insurance Informations
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