New Kawasaki Z 1000 2010 : Reviews and Specs


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New Kawasaki Z 1000 2010 : Reviews and Specs

New Kawasaki Z 1000 2010 : Reviews and Specs


To please or not, the Z1000 is launching a new aesthetic challenge interesting, with that tank top and a wonderful tail markedly sharper style MotoGP (with perfectly integrated LED taillight) that I personally suggest a bison ready to load. Bello also the "plow" in the engine, at least seen from the right, which extends to the maxi-silencing short and thick, concealing almost completely (at least in the vertical motion), the massive central exhaust chamber. On the first sketches the muffler had to be lonely, but obviously the type-approval rules, rather than a love of symmetry, have imposed a doubling of volumes, then it's twin on the left. But has no protection, leaving to view the final part of the exhaust manifold, which is not a pretty sight (as indeed it is not the horn placed below the radiator. The two silencers are not too intrusive, however, if you look the bike from behind, because most of the volume has been absorbed by the compensator below. Another nice find on the new dashboard is completely digital and very compact apart from the "glass" yellow, it is interesting the possibility to rotate the whole group forward or backward, through a simple and quick manual system. Note that the ignition lock is now set in front of the tank. The latter, despite appearances, actually contains only 15.5 liters, up from 18.5 before.

Engine

He too is all new, created specifically for this bike. Of course we're talking about a quadricilindrico 16-valve etc etc, as before. But the displacement is increased from 953 to 1043 cc, thanks to a relationship bore / stroke 77x56 mm against 77.2 x50, 9 of the previous Z1000 and 76x55 Engine Ninja ZX-10R. Just to make it clear that there are pertinent. Swept volume and longer stroke than the two other engines mentioned, are clearly in order to obtain more substantial benefits at low and medium speeds, which are those that exploit almost always in common use. Then we have new throttle bodies (now vertical ovals) from 38 mm in diameter instead of 36, and a significant increase in overall performance (documented by our charts, see Gallery) notable: the power is increased from 125 hp at 10,000 rpm to 138 at 9,600 while the value of the maximum torque has increased from 10.21 to 11.2 kgm at 8,200 rpm to 7,800. But it also changed the layout of the interior of the engine drive shaft and gearbox are no longer arranged in a triangle, but in line and below, for improved handling. It's also added a balancer to reduce vibration. That there still are - the curious statement that the vibrations are part of the character of a motorcycle: it usually does for a twin - but not increased compared to before, when the frame was steel and the handle was mounted elastically. Despite the revolution, the motor is more cumbersome than before. As for the air intakes for the air box, have been designed specially to hear the pilot, sitting just above the voice of a horny aspiration, achieved with the addition of a special apparatus of internal resonances (presumably a resonator Helmotz ) that minimizes the noise at low revs, and emphasizes the high.



Maurice Tanca( moto.it)

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