Freer-flowing catalyzers in both primary and secondary collectors clean up the Kawasaki's exhaust enough to pass EPA and Euro III emissions standards, while the pre-chamber and exhaust valve help quell noise.
The rear subframe is now a two-piece aluminum die casting, with the rearmost section removable for racing purposes. The subframe now mounts directly to the main rear frame cross-member where the rear shock is mounted; Kawasaki claims that the more direct path to the rider improves feedback.
Constructed from pressed-aluminum-sheet beams welded to a die-cast pivot/shock-mount section, the ZX-10R's swingarm is now braced on top instead of the bottom, presumably to make room for the under-engine exhaust. The swingarm pivot was lowered 2mm.
Changes to the new frame's rigidity were achieved by switching internal sections of the pressed main spar areas (red) from concave to convex shape, in addition to a tube welded into each spar (yellow) and additional strengthening ribs added to the top interior of the swingarm pivot plates. The steering-head pipe was moved forward 10mm and lengthened by 20mm for increased rigidity, while the ram-air intake was straightened and enlarged for better efficiency.
The radiator is narrower but taller than the previous unit to provide additional cooling capacity without adding aerodynamic frontal area. The water pump uses improved design borrowed from the ZX-14 to prevent cavitation during extended high-rpm use.
The same adjustable (via different spacers/springs) slipper clutch is kept for the new ZX-10R, while shorter first, fourth and fifth gear ratios-plus a lower final-drive ratio due to a one-tooth-larger rear sprocket-help retain midrange acceleration lost from the more aggressive cams. Crankshaft is 1kg lighter but maintains the same inertia due to reshaped counterweights.
Throttle bodies now feature oval subthrottle plate sections for improved throttle response, and the ZX-10R finally gets secondary shower-style injectors this year for better top-end power. A straighter and larger ram-air intake tract combines with an airbox twice as large (from four- to eight-liter capacity, made possible by a flat-type fuel pump) to enhance volumetric efficiency.
The new cylinder head features reshaped intake and exhaust ports, with all titanium valves (previously only intakes were titanium) and the exhaust poppets are now 1mm smaller. The combustion-chamber shape is revised, and the intake cams feature 0.6mm higher lift, while the exhaust cam timing has been retarded slightly for improved top-end power.
The radial-mount brake calipers now use two brake pads instead of four for less aggressive response, with different-size leading/trailing pistons to maintain even pad wear. The petal-type discs grow to 310mm from 300mm while becoming 0.5mm thinner. Disc carriers are now aluminum, with three more buttons per disc to spread load and heat better.
Type: Liquid-cooled, transverse inline, DOHC 4-stroke four
Bore x stroke: 76 x 55mm
Compression ratio: 12.9:1
Induction: Keihin electronic fuel injection, 43mm throttle bodies
w/oval subsections; two injectors/cyl.
Front tire: 120/70ZR-17 Bridgestone BT-016
Rear tire: 190/55ZR-17 Bridgestone BT-016
Rake/trail: 25.5 deg./4.3 in. (110mm)
Wheelbase: 55.7 in. (1415mm)
Fuel capacity: 4.5 gal. (17L)
Claimed dry weight: 395 lb. (179kg)