ESPECIFICACIONES DEL MODELO

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider's control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an "ECO" mark appears on the instrument panel. By riding so that the "ECO" mark remains on, fuel consumption can be reduced.

While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the "ECO" mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimise negative impact on the environment.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.

Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, dual-direction KQS, and Electronic Cruise Control.

El sistema de control de freno del motor de Kawasaki permite a los pilotos controlar y regular la cantidad de frenado del motor de acuerdo a su preferencia. Cuando el sistema está activado, el efecto de frenado del motor se reduce, produciendo menos interferencia al pilotar en el circuito.

Using the latest evolution of Kawasaki’s advanced modelling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:

    - S-KTRC/KTRC (including traction management and wheel lift management)

    - KLCM* (including traction management and wheel lift management)

            *Designed to optimise acceleration from a standstill under close-course conditions

    - KECS

    - KIBS (including pitching management and corner braking management)

    - ABS (including pitching management and corner braking management)

    - Kawasaki Engine Brake Control

Diseñado para ayudar a los motoristas mediante la optimización de la aceleración desde una parada, KLCM gestiona electrónicamente la potencia del motor para minimizar el derrape de las ruedas cuando se desplaza. Con la palanca del embrague presionada y el sistema activado, la velocidad del motor se limita a una velocidad determinada mientras el motorista mantiene el acelerador abierto. Una vez que el motorista suelta la palanca del embrague para embragar, se puede aumentar la velocidad del motor, pero se regula la potencia para minimizar el derrape de las ruedas y mantener la rueda delantera en el suelo. El sistema se desactiva automáticamente una vez que se ha alcanzado una velocidad predeterminada, o cuando el motorista cambia a 3ª marcha. Dependiendo del modelo, los motoristas pueden elegir entre varios modos, cada uno de los cuales ofrece un nivel de intrusión cada vez mayor.

Diseñado para ayudar a los pilotos a maximizar su aceleración en el circuito permitiendo cambios ascendentes sin embrague con el acelerador completamente abierto, el KQS detecta que la palanca de cambios se ha accionado y envía una señal a la ECU para cortar el encendido de modo que se pueda acoplar la siguiente marcha sin tener que utilizar el embrague.  En función de los ajustes de la ECU (o cuando se utiliza un juego de carreras ECU), también es posible reducir los cambios sin embrague.

KTRC, Kawasaki's advanced traction control system provides both enhanced sport riding performance and the confidence to negotiate low-traction surfaces. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximising forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc, and adapt accordingly.

In the more intrusive modes (and for some models, in any mode), when excessive wheel spin is detected, engine output is reduced to allow grip to be regained, effectively enabling riders to negotiate both short, challenging patches (train tracks or manhole covers) and extended stretches of low-traction conditions (wet pavement, cobblestone, gravel) with confidence.

Some models equipped with IMU incorporate chassis-orientation feedback to offer even more precise management.

For off-road models, KTRC facilitates acceleration out of corners by mitigating excessive rear wheel spin in low-traction conditions. Multiple modes allow riders to set the level of traction control to suit preference or course conditions. 

Drawing on the know-how and technology possessed by the Kawasaki Heavy Industries (KHI) Group, Kawasaki’s supercharged engines deliver high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engines’ superchargers – vehicle-specific units designed completely in-house with technology from Kawasaki’s Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.

One of the greatest benefits of designing the superchargers in-house and tailoring their design to match the engines’ characteristics was that engineers were able to achieve high-efficiency operation over a wide range of conditions – something that would not have been possible by simply dropping in or trying to adapt an aftermarket automotive supercharger.

The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, Kawasaki’s superchargers offer high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The superchargers’ high efficiency and minimal heat gain also meant that for motorcycle applications an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.

The supercharged engine used on Kawasaki’s high-performance side x sides takes advantage of the greater available space to incorporate an intercooler. Cooling the intake air allows a greater volume of air to be flowed, contributing to overall performance. 

Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure (releasing and reapplying pressure so that traction can be regained) until normal operation resumes. On models with front-wheel ABS, the same principles apply.

The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki’s proprietary dynamic modelling program examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.

The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored: acceleration along longitudinal, transverse and vertical axes, plus roll rate, pitch rate and yaw rate. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.

Kawasaki desarrolló el KIBS teniendo en cuenta las características de maniobrabilidad particulares de las motocicletas superdeportivas, a fin de garantizar un frenado de alta eficiencia e intrusión mínima para un andar deportivo exigente. Es el primer sistema de frenado de producción masiva que conecta la ECU (Unidad de Control Electrónico) del ABS con la EC

U del motor.

Además de la velocidad de los neumáticos delantero y trasero, el KIBS supervisa la presión hidráulica de la pinza de freno delantera, la posición del acelerador, la velocidad del motor, el accionamiento del embrague y la posición de las marchas. Esta información diversa se analiza para obtener la presión hidráulica ideal del freno delantero. Este control preciso evita las gotas grandes de líquido hidráulico que se ven en los sistemas ABS convencionales. Además, se puede suprimir la tendencia de que en los modelos superdeportivos se levante la rueda trasera al frenar en forma abrupta y mantener el control del freno trasero al hacer rebajes.

La pintura original de alta calidad de Kawasaki tiene un aspecto metálico similar al cristal y sumamente reflectante. Su lanzamiento en la Ninja H2 y la Ninja H2R en 2015 marcó su primera utilización en un vehículo de producción en masa, tanto en el sector del automóvil como en el sector de las motos.

A la sombra, la pintura tiene el aspecto de su color de capa base, pero con la luz del sol su superficie sumamente reflectante adquiere el aspecto del entorno circundante. La intensa diferencia en el aspecto de la pintura a la luz y en sombra resalta la forma esculpida de la carrocería a la que se aplica.
La superficie sumamente reflectante se crea para generar una reacción de espejo plateado (una reacción química entre una solución de iones de plata y un agente reductor) que forma una capa de plata (Ag) pura. Esta capa de Ag es lo que crea el aspecto metálico similar al cristal de la pintura. En comparación con las pinturas tipo Candy, que utilizan escamas de aluminio para generar un efecto resplandeciente, la capa de Ag tiene un aspecto de superficie metálica uniforme.

A la sombra, la capa de Ag es translúcida, permitiendo que se muestre el color de la capa base. Esto proporciona a la pintura una calidad tridimensional de profundidad. Aunque las múltiples capas de pintura de los modelos de producción en masa habituales se aplican con pintores robóticos, en el caso de esta pintura de plata de efecto espejo, cada capa (desde el imprimador a la capa transparente) recibe el acabado cuidadoso de las manos de los artesanos de Kawasaki, que garantizan una superficie impecable y lustrosa.