The chassis has been extensively reworked as well. In order to achieve the optimum rigidity "balance," certain pressed aluminum sections of the frame were switched from concave to convex shape to alleviate stress areas. The wall thickness of the swingarm pivot plates was changed to increase rigidity, with ribbing added to the interior of the plates where it joins the upper cross-member to "slightly slow down the frame feedback for a more accurate feel." The steering tube was moved forward 10mm and its length changed an undisclosed amount (again, for rigidity balance), and the swingarm pivot location was moved an undisclosed amount for a "slight front/rear weight balance change." The two-piece die-cast aluminum subframe is narrower and mounts directly to the frame's upper cross-member (instead of to the swingarm pivot plates) for "more direct rear suspension feedback to the rider." The new swingarm's pressed-beam construction was also tailored toward feedback and rigidity balance, with the bracing now back on top, ostensibly for stiffness (but more to make room for the under-engine exhaust, in our opinion).
Suspension-wise, the new 10R still has a 43mm inverted fork with DLC coating on the tubes for less stiction, but like last year's 6R, it has the springs mounted on the bottom to submerge them in the oil and reduce cavitation. The rear shock linkage has moved to make room for the exhaust, and the shock gains separate high- and low-speed compression damping adjustments. New radial-mount Tokico calipers still utilize four separate pads for increased initial bite and progressive feel, with the petal discs growing to 310mm from 300mm (and a corresponding shrinkage from 6.0mm to 5.5mm thickness) for improved braking performance. The five-spoke aluminum alloy wheels are lighter, courtesy of a pressure-casting technique that allows for less material with identical strength.
The new 10R's ergonomics have been designed to offer the rider "increased contact with the bike...[for] very accurate feedback regarding chassis performance and road surface." The fuel tank is flared around its top to make it easier for the rider to rest his outside arm on while leaning through a turn, and the seat is narrower at the front and shorter front-to-back. The bodywork follows the MotoGP "minimalist" design trend, with smaller fairing sides decreasing side wind susceptibility. Other nice touches include mirror stalks with pivots to decrease the possibility of tip-over damage and UV-blocking glass on the instrument panel to make the LCD panels easier to read.
ZX-14
Although the ZX-14 looks the same externally, some subtle internal changes result in significant performance advances, with the big Kawasaki getting a boost in overall power while still meeting ever-stricter Euro III emission and noise standards. In fact, one was actually a by-product of the other.
In order to meet the latest Euro III emission standards, a third honeycomb catalyzer was added to the exhaust system, positioned in the collector leading to the twin silencers (where the other two catalyzers are located). Because the collector had to be modified to accept the cata-lyzer, the connecting tubes between the primary headers from cylinders 1-4 and 2-3 were enlarged approximately 75 percent to compensate for the new collector shape. The silencers themselves were redesigned, with the first and third chambers' capacity modified, along with the lengths of the pipes protruding from each baffle plate. Also, the secondary air-injection ports in the cylinder head were made 20 percent larger to handle the increased flow.
In order to increase combustion efficiency, the EFI injector angle in the throttle bodies was increased from 15 to 20 degrees to disperse the atomized fuel over a wider area. The intake ports were subtly massaged for improved flow. The intake and exhaust modifications resulted in a boost in overall torque across the rpm range, especially in the low end.
Reducing mechanical noise was achieved by revising piston profiles and adding a urethane insulation sheet inside the cam chain cover.
Switching to pressure die-casting in the portions of the monocoque chassis' formerly gravity-cast aluminum parts also allowed Kawasaki to shave some weight from the 14.
Ninja 250r
The smallest Ninja receives some long-needed upgrades, starting with revisions to the cams and a new 2-into-1 exhaust system that results in more low-end and midrange torque. The pistons feature reinforcement in the crown and pin boss area for improved durability, while the rings were redesigned to reduce oil consumption. The 250R now has a full fairing resembling its bigger brethren for improved wind protection and finally gets 17-inch wheels to allow fitment of modern sport rubber. A new 37mm conventional fork enhances overall handling, and the single front disc grows to a 290mm petal unit, providing better braking power.