Some colors are available only in certain areas. Ask your local distributor.
Hailing from the proving grounds of the FIM WorldSBK Championship, the 2020 Kawasaki Ninja® ZX™-10R ABS motorcycle is the direct result of decades of world-class road racing innovation. A 998cc engine, superb handling and aggressive styling come together with sophisticated next-level electronics to make the Ninja ZX-10R ABS ready for racing or street riding. Premium features include state-of-the-art Brembo® brakes, Sport Kawasaki Traction Control (KTRC), and Kawasaki Cornering Management Function (KCMF).
Sudden over-application of the brakes, or braking on low-grip surfaces (surfaces with a low coefficient of friction) such as wet asphalt or manhole covers, may cause a motorcycle's wheel(s) to lock up and slip. ABS was developed to prevent such incidents. Kawasaki ABS systems are controlled by highly precise and extremely reliable programming formulated thorough testing of numerous riding situations. By ensuring stable braking performance, they offer rider reassurance for even greater riding enjoyment.
To meet the special requirements of certain riders, specialized ABS systems are also available. For example, KIBS (Kawasaki Intelligent anti-lock Brake System) is a precision-tuned brake system designed specifically for supersport models, enabling sport riding to be enjoyed by a wider range of riders. By linking the front and rear brakes, K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS provides the confidence to enjoy touring on heavyweight models. Kawasaki is continually working on the development of other advanced ABS systems.
Using high-precision electronics 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 signals when current riding conditions are consuming an optimally 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" emblem appears on the LCD screen of the instrument panel. By riding so that the "ECO" mark remains on, fuel consumption can be minimized.
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 minimize 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, and Cruise Control.
When comparing Kawasaki's traditional Uni-Trak® rear suspension, which mounts the shock unit vertically, with Horizontal Back-link rear suspension, the shock unit is almost horizontal. Kawasaki's original suspension arrangement places the shock unit very close to the bike's center of gravity, greatly contributing to mass centralization. And because there is no linkage or shock unit protruding beneath the swingarm, this frees up space for a larger exhaust pre-chamber (an exhaust expansion chamber situated just upstream of the silencer). With a larger pre-chamber, silencer volume can be reduced, and heavy exhaust components can be concentrated closer to the center of the bike, further contributing to mass centralization. The overall result is greatly improved handling.
Another benefit is that the shock unit is placed far away from exhaust heat. Because it is more difficult for exhaust heat to adversely affect suspension oil and gas pressure, suspension performance is more consistent. Horizontal Back-link Rear Suspension offers numerous secondary benefits like this.
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 makes skilful use of the magic formula tyre model as it 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 and pitch rate are measured. The yaw rate is calculated by the ECU. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.
With the addition of the IMU and the latest evolution of Kawasaki’s advanced modelling software, Kawasaki’s electronic engine and chassis management technology takes the step to the next level – changing from setting-type and reaction-type systems to feedback-type systems – to deliver even greater levels of riding excitement.
The Kawasaki Engine Brake Control system allows riders to select the amount of engine braking they prefer. When the system is activated, the engine braking effect is reduced, providing less interference when riding on the circuit.
Designed to assist riders by optimizing acceleration from a stop, KLCM electronically manages engine output to minimize wheelspin when moving off. With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Once the rider releases the clutch lever to engage the clutch, engine speed is allowed to increase, but power is regulated to minimize wheelspin and help keep the front wheel on the ground. The system disengages automatically once a predetermined speed has been reached, or when the rider shifts into 3rd gear. Depending on the model, riders can choose from multiple modes, each offering a progressively greater level of intrusion.
Using the latest evolution of Kawasaki’s advanced modeling 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, wheelie and sliding control)
KLCM (including traction and wheelie control)
KIBS (including pitching and corner braking control)
Kawasaki developed KIBS to take into account the particular handling characteristics of supersport motorcycles, ensuring highly efficient braking with minimal intrusion during aggressive sport riding. It is the first mass-production brake system to link the ABS ECU (Electronic Control Unit) and engine ECU.
In addition to front and rear wheel speed, KIBS monitors hydraulic pressure of the front brake caliper(s), throttle position, engine speed, clutch actuation and gear position. This diverse information is analyzed to determine the ideal hydraulic pressure for the front brake. Through precise control, the large drops in hydraulic pressure seen on standard ABS systems can be avoided. Additionally, the tendency for the rear wheel of supersport models to lift under heavy braking can be suppressed, allowing the rider to maintain control of the rear brake when downshifting.
Designed to help riders maximise their acceleration on the circuit by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. Depending on ECU settings (or when a race kit ECU is used), clutchless downshifts are also possible.
Power modes offer riders an easily selectable choice between Full and Low Power. While Full Power is unrestricted, in Low Power mode, maximum power is limited to approximately 75-80% of Full. Throttle response is also milder in Low Power mode. Riders may opt to use Low Power mode for rainy conditions or city riding, and Full Power when sport riding.
Available on the Ninja® ZX™-14R / ZZR1400, Versys® 1000 and other Kawasaki models, when combined with the 3-mode KTRC (+ OFF) Traction Control system, Power Mode selection offers a total of eight combinations (KTRC: Mode 1/2/3/+OFF x Power Mode: Full/Low) to suit a wide range of riding situations. For example, an experienced rider enjoying sport riding on dry pavement might choose Full Power and Mode 1. On a wet or slippery surface, choosing Low Power and Mode 3 would yield the lowest chance of incurring wheel-spin, and the milder throttle response would offer a higher level of riding safety.
S-KTRC, Kawasaki's original predictive traction control, uses the same base technology as the Kawasaki works machines that competed in MotoGP, the pinnacle of motorcycle racing. This technology continually controls the rear wheel slip that occurs when power is applied, ensuring optimal acceleration. In general, maximum forward drive requires a certain amount of slip (usually between 20-30% slip ratio, i.e. the rear wheel is turning 20-30% faster than the front). To ensure the most effective transfer of power to the tarmac, S-KTRC monitors the slip ratio in real time, and governs engine power delivery to optimize rear wheel traction.
S-KTRC monitors a number of parameters, including front and rear wheel speed, engine rpm and throttle position. Conditions are confirmed every five milliseconds, at which time the system looks at each of the parameters, as well as their rate of change. This unique Kawasaki method makes it possible to interpolate and predict how the bike will behave in the next instant.
Unlike 1-mode KTRC, which cuts power as soon as rear slip is detected, S-KTRC uses minimal power drops to ensure the slip ratio for optimal traction is maintained. Because its goal is to maximize acceleration, as long as sufficient forward motion is detected, this sport riding system will allow power wheelies as the bike comes out of corners.
Please note: The linked sites are not under the control of Kawasaki and Kawasaki is not responsible for the contents of any linked site or any link contained in a linked site, or any changes or updates to such sites. Kawasaki is not responsible for webcasting or any other form of transmission received from any linked site. Kawasaki is providing these links to you only as a convenience, and the inclusion of any link does not imply endorsement by Kawasaki of the site.