APRILIA TUONO 1000 R FACTORY OVERVIEW
Here is a bike that really has no rivals. Whatever competition the Tuono has taken part in, it has emerged the uncontested winner and most impressive protagonist. Unrivalled on the naked racing scene, the Tuono has even taken on the fastest superbikes on their home ground – the racetrack – and won.
On the road the Tuono is in a class of its own. On the racetrack it is a proven winner. Hungry for success, the Tuono has been an exceptional flag-bearer for Aprilia’s motorcycle design philosophy even outside its native Italy, and has demonstrated its prowess in epic races like the Isle of Mann TT and the Macao GP. Now the Tuono 1000 R Factory has picked up where the victorious Tuono Racing left off, with even better technical characteristics and performance.
Here is a bike that really has no rivals. Whatever competition the Tuono has taken part in, it has emerged the uncontested winner and most impressive protagonist. Unrivalled on the naked racing scene, the Tuono has even taken on the fastest superbikes on their home ground – the racetrack – and won.
On the road the Tuono is in a class of its own. On the racetrack it is a proven winner. Hungry for success, the Tuono has been an exceptional flag-bearer for Aprilia’s motorcycle design philosophy even outside its native Italy, and has demonstrated its prowess in epic races like the Isle of Mann TT and the Macao GP. Now the Tuono 1000 R Factory has picked up where the victorious Tuono Racing left off, with even better technical characteristics and performance.
With the arrival of the new Factory version, the most racing naked and the meanest on the road clearly demonstrates its racing spirit. The Tuono 1000 R Factory delivers power that is simply unthinkable for any other twin, with a chassis that is more sophisticated than ever and easily on a par with the best superbikes. The new Tuono 1000 R Factory is a truly professional machine for all those riders who demand the state of the art in technology and the absolute maximum in performance. Expert riders with a taste for the exceptional will know how to appreciate the record-beating performance of this stupendous street-fighter.
A new engine, new suspension, ultra-light wheels and a host of carbon fibre components have boosted performance and reduced weight to a new record for this type of bike. As with the RSV 1000 R Factory, from which it has been derived, the Tuono 1000 R Factory is designed and built for “total ridability”, a concept that has always characterised high performance Aprilia motorcycles.
Thanks to the many improvements introduced, the Tuono 1000 R Factory sets new standards for performance nakeds. The following are the most important of its unique characteristics.
· The latest generation Magnesium 60° V twin engine with bigger exhaust valves
· New, larger diameter exhaust pipes
· New external catalytic converters located nearer to the collector pipes for enhanced efficiency and environmental friendliness
· New injection mapping
· Fully adjustable Öhlins Racing 43 mm fork
· Fully adjustable Öhlins piggy back monoshock
· Anodised finish, forged aluminium wheels
· New carbon fibre belly pan
· Carbon fibre side panels
· Carbon fibre mudguards
· Carbon fibre spoilers
· Dedicated fasteners with countersunk screw heads
The Tuono 1000 R Factory is a special bike for special riders, people who appreciate exclusive design and build quality and who also know how to derive maximum pleasure and satisfaction from the amazing power and handling of the world’s most competitive naked. When it was first introduced, the Aprilia Tuono 1000 R set new standards for all big nakeds. Now, the Tuono 1000 R Factory has raised the bar even higher, establishing the perfect synthesis between quality, technology, and finish.
The performance of the Tuono 1000 R Factory has been boosted to record levels by adopting the same latest generation engine that powers the RSV 1000 R Factory. Now developing 102 kW (139 HP) at the crank and a maximum torque of nearly 11 kgm at only 8,500 rpm, the Aprilia Tuono R Factory is the uncontested leader of all naked twins.
An even more sophisticated chassis enhances the bike’s exceptional dynamics under all possible conditions and enables you to perform like a true professional not only on the road but on the track too.
STYLE
The bike’s styling is like its performance: extreme. The Factory takes the whole Tuono concept to its logical conclusion, even in terms of design. With its aggressive graphics and sporty colour schemes, it is simply impossible to mistake the Tuono 1000 R Factory. The most stunning advanced technology is laid bare on a bike that is proud to show exactly what it’s made of. The fork, frame, swingarm and wheels are all rigorously exposed, because on the Tuono 1000 R Factory, fundamental to performance means fundamental to style. The aggressive looking nose fairing with close-mounted twin headlights is a universally recognised feature of the Tuono, so naturally it remains an essential part of the new, mean looking Factory. The nose fairing has been tested in the wind tunnel to provide maximum wind protection for the rider and to generate lift at high speeds, keeping handling light and precise at all times.
The new engine’s record performance would not be possible without super-efficient aspiration. The Tuono’s Air Runner ram air intake plays a major role in ensuring effective engine breathing. The Tuono is the only naked equipped with this exclusive air intake system.
The Magnesium Evolution 60° V twin engine
The 1000 cc Magnesium Evolution 60° V twin engine is directly derived from the unit that powers the RSV 1000 R Factory. Only minor modifications have been made to boost torque and muscle at low revs. In its latest form, this is the top performing engine on any production twin. Its exceptional power output is not only fully usable but is always delivered with Aprilia’s legendary reliability.
New, larger exhaust valves (increased from 31 to 33 mm in diameter) improve engine breathing, as do the new, larger diameter exhaust downpipes. Thanks to these advances, the new Magnesium V twin puts out more power than ever, achieving an amazing 139 HP at 9,500 rpm, as well as an impressive torque of 10.9 kgm at 8,500 rpm, a figure that clearly tells you what sort of muscle you can expect even at low engine speeds.
The new silencers feature catalytic converters located as near as possible to the collector pipes. This solution has cut converter activation time by 50% and further slashed emissions, keeping them well within the threshold imposed by Euro 3 standards. The second exhaust pipe section has been extended by 200 mm to improve torque at low revs.
In parallel with optimised through-flow and combustion dynamics, the new bike also incorporates improved ignition and injection mapping designed to improve power delivery at all engine speeds.
The following are the most essential characteristics of the Magnesium Evolution 60° V twin engine:
· New, optimised cylinder heads with larger diameter valves and one spark plug per cylinder
· 57 mm throttle bodies with one injector per cylinder
· High strength conrods
· Reduced overall weight thanks to a large number of magnesium engine parts
· Close ratio gearbox
· Dry sump lubrication system with two trochoid pumps and separate oil tank and oil cooler
· Mixed gear and chain valve timing drive with the two gears (one per timing chain) located in the crankcase to reduce cylinder head dimensions
· Anti Vibration Double Countershaft (AVDC)
· Hydraulic action clutch assisted by Aprilia’s patented PPC (Pneumatic Power Clutch) system to control rear wheel bounce during fierce braking
The Tuono 1000 R Factory has inherited the RSV’s ram air duct, with an intake just below the headlights. The intake remains exactly on the bike’s centreline, where ram air pressure is highest. Air reaches the generous 10.3 litre airbox through the Air Runner duct (which also supports the nose fairing and instrumentation) under enough pressure to allow the engine to develop its full power potential. Thanks to the Air Runner system, airbox overpressure increases with speed, leading to a 3% gain in maximum power at top speed.
An engine management unit made in conjunction with Siemens VDO controls all engine parameters. The ECU receives real time signals from 15 parameter sensors, processes them and controls the actuators in real time too, keeping the engine running smoothly at all times.
The flash EPROM already contains racing mapping for unrestricted exhausts. Aprilia service engineers can therefore easily load it on request from customers who intend to use their bikes exclusively on the racetrack.
CHASSIS
In line with Aprilia practice, the frame incorporates aluminium-silicon castings and Peraluman 450 pressings in a super-sophisticated structure that is more rigid yet lighter than ever before. Weighing in at less than 10 kg (9,650 grams to be precise) the frame of the Tuono 1000 R Factory is the lightest on any bike of this type.
The swingarm features a special double member design that provides a clear passage for the new twin silencer exhaust system, and weighs an amazing 4,860 grams, well under the swingarm weight benchmark of 5 kg.
Another factor that contributes to the bike’s unrivalled handling is its minimal unsuspended weight. The Tuono 1000 R Factory is equipped with ultra-light forged aluminium wheels, manufactured by Aprilia specifications. The dramatic weight saving achieved by these fundamental components has minimised inertia and created a bike that is more responsive and precise than ever in establishing trajectories through bends. Lighter wheels also mean less resistance to acceleration and braking, and therefore even better performance.
Superb handling on the track is also ensured by fitting the new Tuono 1000 R Factory with 190/55 rear tyres, specially selected to promote manoeuvrability and responsiveness without penalising grip. As with all sporting Aprilias, however, the Tuono 1000 R Factory is actually homologated for use with three different tyre sizes: 180/55, 190/50 and 190/55.
SUSPENSION
Maximum performance on the racetrack does not allow for compromises in suspension. That is why the system fitted to the Tuono 1000 R Factory is state-of-the-art. An Öhlins 43 mm upside down fork guarantees unrivalled action and precision. The unit is obviously fully adjustable in spring preload and compression and rebound damping, to permit all riders to find the most suitable settings for their own level of skill and experience.
The Öhlins monoshock at the rear is also fully adjustable and specially selected for its smoothness and precision action. Like the forks, this unit makes a major contribution to the road and track handling of the Tuono 1000 R Factory.
BRAKING SYSTEM
The Tuono 1000 R was already fitted with the best braking technology on the market: Brembo Gold radial calipers. The Tuono 1000 R Factory benefits from the same advanced system. The front calipers are fitted with four separate pads (one per piston), made from a special sintered material, to double the number of leading edges in the pad-disc system and deliver greater braking power for the same effort at the lever.
The two 320 mm floating steel discs feature a narrower braking track to minimise inertia and weight, and are fixed in place by Aprilia’s exclusive six spoke flange.
The rear braking system is Brembo Gold too, with a 220 mm stainless steel disc and a caliper with two 32 mm pistons.
The front and rear brakes both use aeronautical metal braided hoses to eliminate the sponginess inevitably associated with conventional brake hoses and to ensure maximum braking precision.
COMPONENTS
The Tuono 1000 R Factory is a special machine in every way, as is every component on it. Made from top quality carbon fibre, aluminium and magnesium, only the best components available have been used to ensure that the bike is not only amazingly powerful, but extremely light and absolutely unique among nakeds.
The following components deserve special mention:
- The new belly pan, side panels and mudguards are made from carbon fibre, contributing (together with the forged aluminium wheels) to a new record weight for this class of bike (181 kg dry weight*).
- The dashboard is a mixed (digital-analog) unit. It receives all its data over a single electrical system CAN line, and acts as an integral part of the autodiagnostic system thanks to a built-in computerised memory unit. Among other functions, the dashboard provides a self-timing function for use on the racetrack, complete with 40 lap memory. The dashboard is extremely modern and compact in design and the entire system weighs only a few kilograms. All functions are controlled from two practical push-buttons incorporated in the lighting switch block on the left handlebar.
The dashboard’s LED backlighting can also be adjusted to three levels of intensity.
- The headlight cluster is derived from that of the RSV, and incorporates four light units for perfect night-time visibility.
- The ignition key is internally coded, and the ignition block is fitted with an engine immobiliser as standard.
TUONO 1000 R FACTORY Technical sheet
Engine: V60 Magnesium. Longitudinal 60° V twin four stroke. Liquid cooling with three-way pressurised circuit. Double overhead cams, mixed gear/chain timing drive, four valves per cylinder. Patented AVDC anti-vibration double countershaft. Euro 3.
Fuel: B95 RON unleaded petrol.
Bore x Stroke: 97 x 67,5 mm
Total displacement: 997,62 cc
Compression ratio: 11,8 : 1
Maximum power at the crank: 102 kW (139 HP) at 9,500 rpm.
Maximum torque at the crank: 10.9 kgm (107 Nm) at 8,500 rpm.
Fuel system: Integrated electronic engine management system. Indirect multi-point electronic fuel injection. 57 mm diameter throttle bodies. 10.3 litre airbox with Air Runner ram air intake.
Ignition: Digital electronic ignition, integrated with the fuel injection system. One spark plug per cylinder.
Starting: Electric starter.
Exhaust: Two silencers with three way catalytic converter and lambda probe oxygen sensor (Euro 3).
Generator: 12V – 500 W
Lubrification: Dry sump with separate oil reservoir. Double trochoid pump with oil cooler. Steel oil reservoir.
Gear box: 6 speed. Transmission ratios: 1st 34/15 (2.27) 2nd 31/19 (1.63) 3rd 26/20 (1.3) 4th 24/22 (1.091) 5th 24/25 (0.96) 6th 23/26 (0.88)
Clutch: Multiple disc in oil bath with patented PPC power-assisted hydraulic control. Metal braided clutch hose. Radial master cylinder.
Primary drive: Spur gears. Transmission ratio: 60/31 (1.935:1).
Final drive: Chain Transmission ratio: 40/16 (2.5:1).
Frame: Box section sloping twin-spar frame in aluminium alloy.
Front suspension: Öhlins Racing 43 mm upside-down fork with adjustment for spring preload, compression and rebound damping. 120 mm wheel travel.
Rear suspension: Aluminium alloy double member swingarm. APS (Aprilia Progressive System) rising rate linkages. Öhlins Racing piggy-back monoshock with adjustment for spring preload, compression and rebound damping. Wheel travel 133 mm.
Shock absorbers: Front: double floating disc in stainless steel, Ø 320 mm. Brembo, Triple Bridge, radial calipers with four 34 mm pistons and four sintered pads. Metal braided brake hose. Rear: Brembo stainless steel disc, Ø 220 mm. Single caliper with two 32 mm pistons and sintered pads. Metal braided brake hose.
Wheels: Forged, in aluminium alloy. Front: 3.50 x 17". Rear: 6.00 x 17".
Tyres: Radial tubeless. Front: 120/70 ZR 17. Rear: 180/55 ZR 17 (alternatives: 190/50 ZR 17 and 190/55).
Dimensions: Overall length: 2,025 mm Overall width: 830 mm (at handlebars) Overall height: 1,100 mm (at handlebars) Seat height: 810 mm Handlebar height: 1,020 mm at bar ends Wheelbase: 1,410 mm Trail: 103.7 mm Steering rake angle: 25°
Dry weight: 181 kg dry *
Fuel tank capacity: Capacity 18 litres, 4 litre reserve.
Price : $ 16999
Other: *The weight declared by Aprilia does not include the battery or any fluids. It does include: forged wheels, aluminium steering pin and carbon fibre parts
2011 Triumph Speed Triple
The icon. Redefined.
New for 2011, Triumph has taken all that’s good about the Speed Triple and created an all new model. A new chapter in the legacy. All-new chassis is the sharpest tool in the box. And that 1050cc triple. Oh yes, the engine. And the look? Short. Stubby. Aggressive. Twin headlights. Single sided swingarm. Alloy bars. Pure Speed Triple. Improved. Speed Triple. Real world performance for riders who know. The definitive streetfighter. The benchmark. The best. In a word. Legend.
Triumph Speed Triple
The beautifully sculpted frame retains the traditional Speed Triple styling cues, such as the twin over-engine spars and single-sided swingarm, but the geometry is all-new. Weight distribution has been improved by moving the engine forward in the frame and relocating the battery in front of the airbox, creating a Speed Triple that sets new standards in handling, stability and agility. New for 2011 is the latest incarnation of Triumph's most iconic model . the Speed Triple.
With an all-new chassis, the 1050cc 2011 Speed Triple delivers a new level of handling and composure to the super naked class. With a sharper and even more aggressive look, and more power from the legendary 1050cc triple, this new model looks set to add further to a legacy that has seen over 65,000 Speed Triples sold since its introduction in 1994.
At 214kg fully fuelled, the 2011 Speed Triple is a whole 3kg lighter than the previous model. Front and rear wheels are each over one kilogram lighter, while the narrower frame and improved packaging allows for increased ground clearance and makes the machine feel incredibly light and nimble.
The new 43mm forks offer excellent control and plushness and are fully-adjustable for preload, rebound and compression damping on both legs, while Brembo radial caliper brakes grip 320mm
discs which are 0.5mm thinner than the outgoing Speed Triple for further reduction in unsprung
weight. ABS is an option for the first time on the Speed Triple.
All-new body panels and heavily sculpted seat accentuate the Speed Triplefs aggressive street fighting stance and complement the newly-styled twin headlights. Colour-coded radiator cowls are a new feature and sport new decals. Three colour options are available: Crystal White, Phantom Black and Diablo Red, with colour-coded flyscreen, seat cowl and belly pan available as genuine
Triumph accessories.
Ergonomics have been improved and the 820mm seat height is lower than the previous Speed Triple. The all-new riding position makes the Speed Triple more accessible and comfortable than before, placing the rider further forward and inspiring much more confidence when carving through twisting corners.
Triumph's 1050cc triple is just about the only thing that carries over from the previous model, although even that hasnft remained untouched. The already class-leading torque has been increased by 8% to 111Nm at 7750rpm, with a 5PS increase in power to give the Speed Triple a mighty 135PS at the top end. With Triumph's latest generation ECU software and modified exhaust system, the new Speed Triple delivers its raw power in a satisfyingly refined manner.
The 2011 Speed Triple features a high specification as standard, including fat alloy handlebars, a coded-key immobiliser and an improved instrumentation which includes digital speedometer, fuel gauge, trip computer, analogue tachometer, lap timer, programmable gear change lights and
service interval announcement display.
Triumph's accessories division has also developed a full range of official accessories for the new Speed Triple. Highlights include performance enhancing slip on silencers and a full three-into-one elow boyf exhaust system developed in conjunction with Arrow Special Parts, while a tyre pressure sensor kit is available for the first time on the Speed Triple.
A full range of soft luggage and gel comfort seats have also been developed to increase the practicality of the Speed Triple. The new Triumph Speed Triple is available from December 2010.
2011 Triumph Speed Triple Highlights
1050cc Engine: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Rear Suspension: Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Rear Brakes: Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Wheels: Cast aluminium alloy multi-spoke
- Brand new for 2011
- All-new chassis delivers class-leading handling
- More power and torque from iconic 1050cc three-cylinder engine
- Sharp new styling for most aggressive look yet
- 3kg lighter than previous Speed Triple
- Standard fit key-coded immobiliser for added security
- ABS option for first time on Speed Triple
- Full range of performance accessories available
- Two-year unlimited mileage warranty
2011 Triumph Speed Triple Features and Benefits
All-new chassis and riding position inspires total confidence with light and precise handling that is perfectly balanced for an incredibly planted and stable ride.
Triumph’s trademark twin headlights, single-sided swingarm and high-level silencers have all been restyled for a more aggressive and contemporary look, as well as improved performance, while the soulful 1050cc triple has been refined and uprated with 7% more torque for an even more engaging experience.
The 2011 Speed Triple sports the kind of specification you would expect from a top-of-the-range naked sportster. Track derived specification includes four-piston Brembo brakes for eye-popping stopping power, fat alloy handlebars, fully-adjustable 43mm upside down forks for maximum control and a comprehensive instrumentation that includes lap timer and programmable gear shift light.
The 2011 Speed Triple also comes with optional anti-lock brakes for the first time and is available with a host of genuine accessories to personalise the look, performance and practicality of this exciting machine.
- Engine
Liquid cooled 12-valve DOHC in-line three-cylinder 1,050cc engine. Max torque. Max pulling power. 1050cc triple delivers a punch unlike any other. More torque and greater refinement than ever.
. Frame
Design and function. All-new twin-tube over engine design is carefully sculpted to accentuate the styling while delivering class leading agility and stability in one package.
. Styling
Twin headlamps up front are a new interpretation of the classic ‘bug-eye’ look while classic Speed Triple cues remain throughout, including single-sided swingarm, twin silencers and that stubby, aggressive stance.
. Security and Safety
Coded key immobiliser comes as standard. Sophisticated ABS and tyre pressure monitors are options for first time on a Speed Triple.
2011 Triumph Speed Triple - USA Specifications
American MSRP: $11,799 / $12,599 (with ABS) USD
Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI
Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts
Frame
Aluminum beam twin spar
Swingarm
Single-sided, aluminum alloy with eccentric chain adjuster
Front Wheel
Cast aluminum alloy , multi spoke, 17 x 3.5in
Rear Wheel
Cast aluminium alloy multi-spoke 17 x 6.0in
Front Tyre
120/70 ZR 17
Rear Tyre
190/55 ZR 17
Front Suspension
Showa 43mm upside down forks with dual rate springs and adjustable preload, rebound and compression damping, 120mm travel
Rear Suspension
Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Front Brakes
Twin 320mm floating discs, Brembo 4-piston 4-pad radial calipers (ABS model available)
Rear Brakes
Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Dimensions
Length
82.1 in
Width (Handlebars)
28.6 in
Height
40.6 in
Seat Height
32.5 in
Wheelbase
56.5 in
Rake/Trail
22.8 degree/90.9mm
Wet Weight
471lbs
Fuel Tank Capacity
4.6 US gal
Performance (measured at crankshaft to 95/1/EC)
Maximum Power EC
133bhp @ 9400 rpm
Maximum Torque EC
82ft.lbs @ 7750 rpm
Colours
Phantom Black, Crystal White, Diablo Red
Price
$11,799 / $12,599 (with ABS)
*Actual price determined by dealer. Price excludes taxes, license, options and $495 in destination/handling charges ($800 for AK and HI ). Prices and specifications subject to change without notice.
2011 Triumph Speed Triple - Canada Specifications
Canadian MSRP: $13,495 / ABS $14,295 CDN
Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI (except NZ, ZA, AU)
Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts
Frame
Aluminium beam twin spar
Swingarm
Single-sided, alumium alloy with eccentric chain adjuster
Front Wheel
Cast aluminium alloy , multi spoke, 17 x 3.5in
Rear Wheel
Cast aluminium alloy, multi spoke, 17 x 6.0in
Front Tyre
120/70 ZR 17
Rear Tyre
190/55 ZR 17
Front Suspension
Showa 43mm upside down forks with dual rate springs and adjustable preload, rebound and compression damping, 120mm travel
Rear Suspension
Showa Monoshock with adjustable preload and rebound and compression damping, 130mm rear wheel travel
Front Brakes
Twin 320mm floating discs. Brembo 4 piston 4 pad radial calipers (ABS model available)
Rear Brakes
Single 255mm disc, single Nissin 2 piston sliding caliper (ABS model available)
Dimensions
Length
2086mm (82.1in)
Width (Handlebars)
728mm (28.6in)
Height
1033mm (40.6in)
Seat Height
828mm (32.6in)
Wheelbase
1437mm (56.5in)
Rake/Trail
22.8 degrees/90.9mm
Wet Weight
219kg (471lbs)
Fuel Tank Capacity
17.5 litres (4.6 US gal)
Performance (measured at crankshaft to 95/1/EC)
Maximum Power EC
135PS / 133bhp / 99kW @ 9400 rpm
Maximum Torque EC
111Nm / 82ft.lbs @ 7750 rpm
Colours
Pantom Black, Crystal White, Diablo Red
Price
$13,495 / ABS $14,295
2011 Triumph Speed Triple - UK Specifications
United Kingdom MSRP £TBC OTR
Engine and Transmission
Type Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity 1050cc
Bore/Stroke 79.0 x 71.4mm
Fuel System Multipoint sequential electronic fuel injection with SAI
Exhaust Stainless Steel 3 into 1 into 2, twin high level stainless steel silencers
Final Drive X ring chain
Clutch Wet, multi-plate
Gearbox 6-speed
Oil Capacity 3.8 litres (1.0 US gals)
Chassis, Running Gear and Displays
Frame Aluminium beam twin-spar
Swingarm Single-sided, aluminium alloy with eccentric chain adjuster
Wheel Front Cast aluminium alloy multi-spoke 17 x 3.5in
Rear Cast aluminium alloy multi-spoke 17 x 6.0in
Tyre Front 120/70 ZR 17
Rear 190/55 ZR 17
Suspension Front Showa 43mm upside down forks with adjustable rebound and compression damping, 120mm travel
Rear Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Brakes Front Twin 320mm floating discs, Brembo 4-piston 4-pad radial calipers (ABS model available)
Rear Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Instrument Display/Functions LCD multi-functional instrument pack with digital speedometer, fuel gauge, trip computer, analogue tachometer, lap timer, programmable gear change lights, service interval announcement display, TPMS ready
Dimensions and Capacities
Length 2086mm (82.1in)
Width (handlebars) 728mm (28.6)
Height without mirrors 1033mm (40.6in)
Seat Height 828mm (32.6in)
Wheelbase 1437mm (56.5in)
Rake/Trail 22.8º / 90.9mm
Fuel Tank Capacity 17.5 litres (4.6 US gals)
Wet Weight (ready to ride) 214 kg (471 lbs)
Performance (measured at crankshaft to 95/1/EC)
Maximum Power 135PS / 133bhp / 99 kW @ 9400rpm
Maximum Torque 111Nm / 82 ft.lbs @ 7750rpm
The icon. Redefined.
New for 2011, Triumph has taken all that’s good about the Speed Triple and created an all new model. A new chapter in the legacy. All-new chassis is the sharpest tool in the box. And that 1050cc triple. Oh yes, the engine. And the look? Short. Stubby. Aggressive. Twin headlights. Single sided swingarm. Alloy bars. Pure Speed Triple. Improved. Speed Triple. Real world performance for riders who know. The definitive streetfighter. The benchmark. The best. In a word. Legend.
Triumph Speed Triple
The beautifully sculpted frame retains the traditional Speed Triple styling cues, such as the twin over-engine spars and single-sided swingarm, but the geometry is all-new. Weight distribution has been improved by moving the engine forward in the frame and relocating the battery in front of the airbox, creating a Speed Triple that sets new standards in handling, stability and agility. New for 2011 is the latest incarnation of Triumph's most iconic model . the Speed Triple.
With an all-new chassis, the 1050cc 2011 Speed Triple delivers a new level of handling and composure to the super naked class. With a sharper and even more aggressive look, and more power from the legendary 1050cc triple, this new model looks set to add further to a legacy that has seen over 65,000 Speed Triples sold since its introduction in 1994.
At 214kg fully fuelled, the 2011 Speed Triple is a whole 3kg lighter than the previous model. Front and rear wheels are each over one kilogram lighter, while the narrower frame and improved packaging allows for increased ground clearance and makes the machine feel incredibly light and nimble.
The new 43mm forks offer excellent control and plushness and are fully-adjustable for preload, rebound and compression damping on both legs, while Brembo radial caliper brakes grip 320mm
discs which are 0.5mm thinner than the outgoing Speed Triple for further reduction in unsprung
weight. ABS is an option for the first time on the Speed Triple.
All-new body panels and heavily sculpted seat accentuate the Speed Triplefs aggressive street fighting stance and complement the newly-styled twin headlights. Colour-coded radiator cowls are a new feature and sport new decals. Three colour options are available: Crystal White, Phantom Black and Diablo Red, with colour-coded flyscreen, seat cowl and belly pan available as genuine
Triumph accessories.
Ergonomics have been improved and the 820mm seat height is lower than the previous Speed Triple. The all-new riding position makes the Speed Triple more accessible and comfortable than before, placing the rider further forward and inspiring much more confidence when carving through twisting corners.
Triumph's 1050cc triple is just about the only thing that carries over from the previous model, although even that hasnft remained untouched. The already class-leading torque has been increased by 8% to 111Nm at 7750rpm, with a 5PS increase in power to give the Speed Triple a mighty 135PS at the top end. With Triumph's latest generation ECU software and modified exhaust system, the new Speed Triple delivers its raw power in a satisfyingly refined manner.
The 2011 Speed Triple features a high specification as standard, including fat alloy handlebars, a coded-key immobiliser and an improved instrumentation which includes digital speedometer, fuel gauge, trip computer, analogue tachometer, lap timer, programmable gear change lights and
service interval announcement display.
Triumph's accessories division has also developed a full range of official accessories for the new Speed Triple. Highlights include performance enhancing slip on silencers and a full three-into-one elow boyf exhaust system developed in conjunction with Arrow Special Parts, while a tyre pressure sensor kit is available for the first time on the Speed Triple.
A full range of soft luggage and gel comfort seats have also been developed to increase the practicality of the Speed Triple. The new Triumph Speed Triple is available from December 2010.
2011 Triumph Speed Triple Highlights
1050cc Engine: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Rear Suspension: Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Rear Brakes: Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Wheels: Cast aluminium alloy multi-spoke
- Brand new for 2011
- All-new chassis delivers class-leading handling
- More power and torque from iconic 1050cc three-cylinder engine
- Sharp new styling for most aggressive look yet
- 3kg lighter than previous Speed Triple
- Standard fit key-coded immobiliser for added security
- ABS option for first time on Speed Triple
- Full range of performance accessories available
- Two-year unlimited mileage warranty
2011 Triumph Speed Triple Features and Benefits
All-new chassis and riding position inspires total confidence with light and precise handling that is perfectly balanced for an incredibly planted and stable ride.
Triumph’s trademark twin headlights, single-sided swingarm and high-level silencers have all been restyled for a more aggressive and contemporary look, as well as improved performance, while the soulful 1050cc triple has been refined and uprated with 7% more torque for an even more engaging experience.
The 2011 Speed Triple sports the kind of specification you would expect from a top-of-the-range naked sportster. Track derived specification includes four-piston Brembo brakes for eye-popping stopping power, fat alloy handlebars, fully-adjustable 43mm upside down forks for maximum control and a comprehensive instrumentation that includes lap timer and programmable gear shift light.
The 2011 Speed Triple also comes with optional anti-lock brakes for the first time and is available with a host of genuine accessories to personalise the look, performance and practicality of this exciting machine.
- Engine
Liquid cooled 12-valve DOHC in-line three-cylinder 1,050cc engine. Max torque. Max pulling power. 1050cc triple delivers a punch unlike any other. More torque and greater refinement than ever.
. Frame
Design and function. All-new twin-tube over engine design is carefully sculpted to accentuate the styling while delivering class leading agility and stability in one package.
. Styling
Twin headlamps up front are a new interpretation of the classic ‘bug-eye’ look while classic Speed Triple cues remain throughout, including single-sided swingarm, twin silencers and that stubby, aggressive stance.
. Security and Safety
Coded key immobiliser comes as standard. Sophisticated ABS and tyre pressure monitors are options for first time on a Speed Triple.
2011 Triumph Speed Triple - USA Specifications
American MSRP: $11,799 / $12,599 (with ABS) USD
Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI
Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts
Frame
Aluminum beam twin spar
Swingarm
Single-sided, aluminum alloy with eccentric chain adjuster
Front Wheel
Cast aluminum alloy , multi spoke, 17 x 3.5in
Rear Wheel
Cast aluminium alloy multi-spoke 17 x 6.0in
Front Tyre
120/70 ZR 17
Rear Tyre
190/55 ZR 17
Front Suspension
Showa 43mm upside down forks with dual rate springs and adjustable preload, rebound and compression damping, 120mm travel
Rear Suspension
Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Front Brakes
Twin 320mm floating discs, Brembo 4-piston 4-pad radial calipers (ABS model available)
Rear Brakes
Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Dimensions
Length
82.1 in
Width (Handlebars)
28.6 in
Height
40.6 in
Seat Height
32.5 in
Wheelbase
56.5 in
Rake/Trail
22.8 degree/90.9mm
Wet Weight
471lbs
Fuel Tank Capacity
4.6 US gal
Performance (measured at crankshaft to 95/1/EC)
Maximum Power EC
133bhp @ 9400 rpm
Maximum Torque EC
82ft.lbs @ 7750 rpm
Colours
Phantom Black, Crystal White, Diablo Red
Price
$11,799 / $12,599 (with ABS)
*Actual price determined by dealer. Price excludes taxes, license, options and $495 in destination/handling charges ($800 for AK and HI ). Prices and specifications subject to change without notice.
2011 Triumph Speed Triple - Canada Specifications
Canadian MSRP: $13,495 / ABS $14,295 CDN
Engine
Type
Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity
1050cc
Bore/Stroke
79 x 71.4mm
Compression Ratio
12.0:1
Fuel System
Multipoint sequential electronic fuel injection with SAI (except NZ, ZA, AU)
Transmission
Final Drive
X ring chain
Clutch
Wet, multi-plate
Gearbox
6-speed
Cycle Parts
Frame
Aluminium beam twin spar
Swingarm
Single-sided, alumium alloy with eccentric chain adjuster
Front Wheel
Cast aluminium alloy , multi spoke, 17 x 3.5in
Rear Wheel
Cast aluminium alloy, multi spoke, 17 x 6.0in
Front Tyre
120/70 ZR 17
Rear Tyre
190/55 ZR 17
Front Suspension
Showa 43mm upside down forks with dual rate springs and adjustable preload, rebound and compression damping, 120mm travel
Rear Suspension
Showa Monoshock with adjustable preload and rebound and compression damping, 130mm rear wheel travel
Front Brakes
Twin 320mm floating discs. Brembo 4 piston 4 pad radial calipers (ABS model available)
Rear Brakes
Single 255mm disc, single Nissin 2 piston sliding caliper (ABS model available)
Dimensions
Length
2086mm (82.1in)
Width (Handlebars)
728mm (28.6in)
Height
1033mm (40.6in)
Seat Height
828mm (32.6in)
Wheelbase
1437mm (56.5in)
Rake/Trail
22.8 degrees/90.9mm
Wet Weight
219kg (471lbs)
Fuel Tank Capacity
17.5 litres (4.6 US gal)
Performance (measured at crankshaft to 95/1/EC)
Maximum Power EC
135PS / 133bhp / 99kW @ 9400 rpm
Maximum Torque EC
111Nm / 82ft.lbs @ 7750 rpm
Colours
Pantom Black, Crystal White, Diablo Red
Price
$13,495 / ABS $14,295
2011 Triumph Speed Triple - UK Specifications
United Kingdom MSRP £TBC OTR
Engine and Transmission
Type Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
Capacity 1050cc
Bore/Stroke 79.0 x 71.4mm
Fuel System Multipoint sequential electronic fuel injection with SAI
Exhaust Stainless Steel 3 into 1 into 2, twin high level stainless steel silencers
Final Drive X ring chain
Clutch Wet, multi-plate
Gearbox 6-speed
Oil Capacity 3.8 litres (1.0 US gals)
Chassis, Running Gear and Displays
Frame Aluminium beam twin-spar
Swingarm Single-sided, aluminium alloy with eccentric chain adjuster
Wheel Front Cast aluminium alloy multi-spoke 17 x 3.5in
Rear Cast aluminium alloy multi-spoke 17 x 6.0in
Tyre Front 120/70 ZR 17
Rear 190/55 ZR 17
Suspension Front Showa 43mm upside down forks with adjustable rebound and compression damping, 120mm travel
Rear Showa Monoshock with adjustable preload, rebound and compression damping, 130mm rear wheel travel
Brakes Front Twin 320mm floating discs, Brembo 4-piston 4-pad radial calipers (ABS model available)
Rear Single 255mm disc, Nissin single 2-piston sliding caliper (ABS model available)
Instrument Display/Functions LCD multi-functional instrument pack with digital speedometer, fuel gauge, trip computer, analogue tachometer, lap timer, programmable gear change lights, service interval announcement display, TPMS ready
Dimensions and Capacities
Length 2086mm (82.1in)
Width (handlebars) 728mm (28.6)
Height without mirrors 1033mm (40.6in)
Seat Height 828mm (32.6in)
Wheelbase 1437mm (56.5in)
Rake/Trail 22.8º / 90.9mm
Fuel Tank Capacity 17.5 litres (4.6 US gals)
Wet Weight (ready to ride) 214 kg (471 lbs)
Performance (measured at crankshaft to 95/1/EC)
Maximum Power 135PS / 133bhp / 99 kW @ 9400rpm
Maximum Torque 111Nm / 82 ft.lbs @ 7750rpm
RS 125 OVERVIEW
Aprilia has always been the undisputed leader in 125 cc supersports, a market segment in which Aprilia has pioneered new concepts and advanced solutions, and developed technology that others have struggled to follow. Like all Aprilia motorcycles, the RS 125 has benefited from the sophisticated technology that has been developed over years of success in GP racing, and quickly transferred into production. Over the years, the RS 125 has forged a reputation as the standard setter for sports 125’s. Sales success has come naturally too, with the RS 125 topping the sales tables on major European markets. The RS 125 is the inevitable choice of riders entering Sport Production racing. And rightly so, because when the competition gets tough, there is simply no other bike like the Aprilia RS 125. The Aprilia RS 125 offers young riders the best in components and equipment, and a concentration of technical refinements worthy of a flagship supersport.
The following are just some of the main features of the Aprilia RS 125:
• tried and tested yet extremely sophisticated Rotax two stroke engine;
• super-rigid aluminium frame and swingarm derived from Aprilia’s vast GP experience;
• upside down fork;
• front brake with radial caliper and four opposed pistons;
• RSV 1000 R style fairing, windshield and tail;
• RSV Factory style, crossed spoke wheels;
• analog/digital instrument panel with multi-functional computer;
• RSV Factory style, forged steering yoke;
• oval section racing silencer with riveted end plates;
STYLE
The mean, cutting edge look of the new RS 125 tells you that this is a professional racing machine. The styling of the RS, like that of all Aprilia sports bikes, is the result of painstaking aerodynamic research.
The fairing, for example, was perfected by extensive wind tunnel testing, to guarantee great wind protection and minimum drag for maximum racetrack efficiency. The fairing, windshield and tail not only look mean and aggressive, but allow the RS 125 to reach a blistering top speed, eliminating all turbulence around the rider and allowing man and machine to become one.
The latest generation twin halogen headlight also adds to the mean look of the new RS 125, and delivers a high power light beam for enhanced visibility and safety at night. The sleek tail looks exactly like the tail of a GP racer. Thanks to the effort put into the design of the RS 125’s tail, not even the passenger seat disturbs the bike’s impeccable lines.
The crossed spoke wheels are not only lighter and more stylish, but safer and more reliable too.
ENGINE
The powerful but reliable, single cylinder, two stroke, Rotax-Aprilia engine needs no introduction. Over the years it has won a reputation for being unbeatable on the track and dependable on the road.
Still today, this engine boasts technical solutions that are state-of-the-art for two strokes, including a crankcase reed valve intake, liquid cooling, an anti-vibration balancer shaft, and an automatic mixing system. The RS 125’s engine has been constantly updated over the years to keep in line with the latest emission control legislation without penalising performance. A catalytic converter and precision carburation has won Aprilia’s single cylinder two stroke homologation to Euro 3 standards. And the amazing thing is that this has been achieved without losing out on performance: the Aprilia RS 125 engine remains the reference point for all 125 cc powerplants.
CHASSIS
Without a doubt, the most advanced single component on the RS 125 is its frame. Developed from Aprilia’s vast experience in GP 125 racing, the RS 125 frame is made from cast aluminium alloy with cross-ribbing reinforcement. Despite its extremely light weight, this advanced structure achieves amazing torsional rigidity, setting the standards for Aprilia’s competitors.
The box section, aluminium alloy swingarm has the highest torsional rigidity of all production 125 cc swingarms. Differential side members enable the exhaust to follow a path that maximises engine performance and enables more acute angles of lean to be achieved on bends without risking dangerous contact with the asphalt.
The suspension too plays a fundamental role in ensuring not only the RS 125’s performance, but its safety and comfort too. The RS 125 can rely on an upside-down fork that has been optimised for maximum performance on the racetrack while also delivering a more satisfying ride on public roads.
The rear suspension features rising rate linkages based on Aprilia’s 125 GP racing technology, for excellent traction and superb comfort even over uneven road surfaces. The hydraulic monoshock that provides the damping for the swingarm is also adjustable in spring preload.
BRAKES
Like any self-respecting supersport motorcycle, the RS 125 has to have the best when it comes to components. The braking system is the best available, and designed for maximum efficiency under competitive riding conditions. The front brake is a genuine state-of-the-art, high performance system with a radial caliper and four opposed pistons. In addition to the 320 mm front disc, the system also incorporates a radial master cylinder and aeronautical hoses for maximum precision and unrivalled braking power. The rear disc is 220 mm in diameter and is also equipped with metal braided hoses for perfectly balanced, high performance braking.
EQUIPMENT
The Aprilia RS 125 is packed with prestige components. Compact and impressively light in weight, the instruments include an analog rev counter and a multifunctional digital display with an on-board computer that can be operated from the handlebars. The speedometer, rev counter, coolant temperature gauge and exclusive racing chronometer put you in total control. The on-board computer even has provision for interfacing with the optical finishing systems used on racetracks.
RS 125 Technical sheet
Engine: Liquid cooled, single cylinder two stroke. Aluminium cylinder with Nikasil coated liner. Read valve intake. Separate lubrication. Homologated to Euro 3 standards.
Fuel: Dell’Orto VHST 28
Bore x Stroke: 54 x 54,5 mm
Total displacement: 124,8 cc
Compression ratio: 12,5 ± 0,5:1
Fuel system: Dell’Orto VHST 28.
Ignition: Electronic CDI ignition.
Starting: Electric
Generator: 12V - 180 W
Lubrification: Separate mixing with variable displacement, volumetric pump.
Gear box: 6 speed. 1st 10/30 (0.33) 2nd 14/29 (0.48) 3rd 17/27 (0.63) 4th 19/25 (0.76) 5th 21/24 (0.87) 6th 22/23 (0.67)
Clutch: Multi-plate in oil bath.
Primary drive: Gearbox: 63/19 (3.31).
Final drive: Chain: 17/40 (2.35).
Frame: Sloping twin-spar frame in thin wall box section cast aluminium, with reinforcement cross-ribbing.
Front suspension: Upside down hydraulic fork, Ø 40 mm. Wheel travel 120 mm.
Rear suspension: Swingarm with asymmetric members in thin wall box section cast aluminium. Hydraulic monoshock with adjustable spring preload. Wheel travel 120 mm.
Brakes: Front: Floating Ø 320 mm disc. Radial caliper with four differential diameter pistons, Ø 32 mm – Ø 27 mm. Rear: Single Ø 220 mm disc. Caliper with two Ø 30 mm pistons.
Wheels: Aluminium alloy. Front 3.00 x 17”; rear 4,00 x 17”.
Tyres: Tubeless radial. Front 110/70 17”; rear 150/60 17”.
Dimensions: Overall length 1955 mm Overall width (at handlebars) 720 mm Overall height (at windshield) 1100 mm Seat height 805 mm Wheelbase 1345 mm
Fuel tank capacity: 14 litres (3.5 litre reserve).
Carburettor: The 21 kW RS 125 (sold on the German market) is still equipped with a Dell’Orto PHBH 28 carburettor and is homologated to Euro 2 standard.
Price : $ 5499
Aprilia has always been the undisputed leader in 125 cc supersports, a market segment in which Aprilia has pioneered new concepts and advanced solutions, and developed technology that others have struggled to follow. Like all Aprilia motorcycles, the RS 125 has benefited from the sophisticated technology that has been developed over years of success in GP racing, and quickly transferred into production. Over the years, the RS 125 has forged a reputation as the standard setter for sports 125’s. Sales success has come naturally too, with the RS 125 topping the sales tables on major European markets. The RS 125 is the inevitable choice of riders entering Sport Production racing. And rightly so, because when the competition gets tough, there is simply no other bike like the Aprilia RS 125. The Aprilia RS 125 offers young riders the best in components and equipment, and a concentration of technical refinements worthy of a flagship supersport.
The following are just some of the main features of the Aprilia RS 125:
• tried and tested yet extremely sophisticated Rotax two stroke engine;
• super-rigid aluminium frame and swingarm derived from Aprilia’s vast GP experience;
• upside down fork;
• front brake with radial caliper and four opposed pistons;
• RSV 1000 R style fairing, windshield and tail;
• RSV Factory style, crossed spoke wheels;
• analog/digital instrument panel with multi-functional computer;
• RSV Factory style, forged steering yoke;
• oval section racing silencer with riveted end plates;
STYLE
The mean, cutting edge look of the new RS 125 tells you that this is a professional racing machine. The styling of the RS, like that of all Aprilia sports bikes, is the result of painstaking aerodynamic research.
The fairing, for example, was perfected by extensive wind tunnel testing, to guarantee great wind protection and minimum drag for maximum racetrack efficiency. The fairing, windshield and tail not only look mean and aggressive, but allow the RS 125 to reach a blistering top speed, eliminating all turbulence around the rider and allowing man and machine to become one.
The latest generation twin halogen headlight also adds to the mean look of the new RS 125, and delivers a high power light beam for enhanced visibility and safety at night. The sleek tail looks exactly like the tail of a GP racer. Thanks to the effort put into the design of the RS 125’s tail, not even the passenger seat disturbs the bike’s impeccable lines.
The crossed spoke wheels are not only lighter and more stylish, but safer and more reliable too.
ENGINE
The powerful but reliable, single cylinder, two stroke, Rotax-Aprilia engine needs no introduction. Over the years it has won a reputation for being unbeatable on the track and dependable on the road.
Still today, this engine boasts technical solutions that are state-of-the-art for two strokes, including a crankcase reed valve intake, liquid cooling, an anti-vibration balancer shaft, and an automatic mixing system. The RS 125’s engine has been constantly updated over the years to keep in line with the latest emission control legislation without penalising performance. A catalytic converter and precision carburation has won Aprilia’s single cylinder two stroke homologation to Euro 3 standards. And the amazing thing is that this has been achieved without losing out on performance: the Aprilia RS 125 engine remains the reference point for all 125 cc powerplants.
CHASSIS
Without a doubt, the most advanced single component on the RS 125 is its frame. Developed from Aprilia’s vast experience in GP 125 racing, the RS 125 frame is made from cast aluminium alloy with cross-ribbing reinforcement. Despite its extremely light weight, this advanced structure achieves amazing torsional rigidity, setting the standards for Aprilia’s competitors.
The box section, aluminium alloy swingarm has the highest torsional rigidity of all production 125 cc swingarms. Differential side members enable the exhaust to follow a path that maximises engine performance and enables more acute angles of lean to be achieved on bends without risking dangerous contact with the asphalt.
The suspension too plays a fundamental role in ensuring not only the RS 125’s performance, but its safety and comfort too. The RS 125 can rely on an upside-down fork that has been optimised for maximum performance on the racetrack while also delivering a more satisfying ride on public roads.
The rear suspension features rising rate linkages based on Aprilia’s 125 GP racing technology, for excellent traction and superb comfort even over uneven road surfaces. The hydraulic monoshock that provides the damping for the swingarm is also adjustable in spring preload.
BRAKES
Like any self-respecting supersport motorcycle, the RS 125 has to have the best when it comes to components. The braking system is the best available, and designed for maximum efficiency under competitive riding conditions. The front brake is a genuine state-of-the-art, high performance system with a radial caliper and four opposed pistons. In addition to the 320 mm front disc, the system also incorporates a radial master cylinder and aeronautical hoses for maximum precision and unrivalled braking power. The rear disc is 220 mm in diameter and is also equipped with metal braided hoses for perfectly balanced, high performance braking.
EQUIPMENT
The Aprilia RS 125 is packed with prestige components. Compact and impressively light in weight, the instruments include an analog rev counter and a multifunctional digital display with an on-board computer that can be operated from the handlebars. The speedometer, rev counter, coolant temperature gauge and exclusive racing chronometer put you in total control. The on-board computer even has provision for interfacing with the optical finishing systems used on racetracks.
RS 125 Technical sheet
Engine: Liquid cooled, single cylinder two stroke. Aluminium cylinder with Nikasil coated liner. Read valve intake. Separate lubrication. Homologated to Euro 3 standards.
Fuel: Dell’Orto VHST 28
Bore x Stroke: 54 x 54,5 mm
Total displacement: 124,8 cc
Compression ratio: 12,5 ± 0,5:1
Fuel system: Dell’Orto VHST 28.
Ignition: Electronic CDI ignition.
Starting: Electric
Generator: 12V - 180 W
Lubrification: Separate mixing with variable displacement, volumetric pump.
Gear box: 6 speed. 1st 10/30 (0.33) 2nd 14/29 (0.48) 3rd 17/27 (0.63) 4th 19/25 (0.76) 5th 21/24 (0.87) 6th 22/23 (0.67)
Clutch: Multi-plate in oil bath.
Primary drive: Gearbox: 63/19 (3.31).
Final drive: Chain: 17/40 (2.35).
Frame: Sloping twin-spar frame in thin wall box section cast aluminium, with reinforcement cross-ribbing.
Front suspension: Upside down hydraulic fork, Ø 40 mm. Wheel travel 120 mm.
Rear suspension: Swingarm with asymmetric members in thin wall box section cast aluminium. Hydraulic monoshock with adjustable spring preload. Wheel travel 120 mm.
Brakes: Front: Floating Ø 320 mm disc. Radial caliper with four differential diameter pistons, Ø 32 mm – Ø 27 mm. Rear: Single Ø 220 mm disc. Caliper with two Ø 30 mm pistons.
Wheels: Aluminium alloy. Front 3.00 x 17”; rear 4,00 x 17”.
Tyres: Tubeless radial. Front 110/70 17”; rear 150/60 17”.
Dimensions: Overall length 1955 mm Overall width (at handlebars) 720 mm Overall height (at windshield) 1100 mm Seat height 805 mm Wheelbase 1345 mm
Fuel tank capacity: 14 litres (3.5 litre reserve).
Carburettor: The 21 kW RS 125 (sold on the German market) is still equipped with a Dell’Orto PHBH 28 carburettor and is homologated to Euro 2 standard.
Price : $ 5499
2011 Kawasaki Ninja ZX-6R
Pound for pound, the strongest middle class sportbike in History
Technological tour de force. That's the only way to describe the original Ninja ® 600 sportbike of 1985. Packing 16-valve liquid-cooled inline-four (the first in a middle-class streetbike), twin-spar frame cover, anti-dive fork and grab the right aesthetic of the Grand Prix circuit, the original ZX600-A1 is a dominant, larger middle-class-of-life.
Apparently, some things never change.
2011 ZX-6R ™ brings that tradition of dominance of the middle class and a surprising level (which would have blown minds in 1985). And in the ultra-competitive market is currently 600 supersport, where technology, horse racing streetbike success and intelligence can change dramatically from year to year, it says a lot. Do not believe us? Then ask a lot of top-level magazines and websites that choose the time-spec ZX-6R as Best medium. It is 600 really dominate crossfire performance - and one must be replicated in 2011 because of DNA ZX-6R's track-honed and smooth all-around capability.
DNA began with the valve 16 -, DOHC inline-four engine is all-shelf powerplant upper middle class should be: powerful, smooth, and blessed with reliability as a hammer. Critics everywhere agree ZX-6R walk and perform like a larger motorcycle-displacement, and one that packs the rolling chassis are out-handle and out-put off everyone else. This is the perfect combination for road riders, track day junkies and racers together, the flexibility that helps explain the number of 600 victories comparo.
It all started with machine ZX-6R's jewel-like, a collection of all things Kawasaki 599cc know about powerplant building, and the result of countless hours of testing and repairs to collect from the dyno room for horse racing and back again. Taxing of small displacement has become a forte Kawasaki over the years, from 350cc to 500cc A7 Avenger H1, and the birthright of a multiple of 600 to the latest ZX-6R, leading first class a Kawasaki Ninja sportbike.
And there is more than top-end power too pale. Machine dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce smooth low-end types and mid-range power that make dealing with traffic, road surface and the daily ride much more enjoyable affair. Add to that the great throttle response and control of liquid-smooth feel and you have a supersport bike with easy commuting behavior in accordance with phenomenal horse racing prowess.
Many of these shipments, rheostat-like soft power is achieved through outstanding combustion efficiency. The cylinder at the top airbox guide manual loading fuel into the intake tract immediately to reduce the beat and improving cylinder filling. Advanced port cylinder head slammed air / fuel cost of entry and exit of the combustion chamber post-haste, while the high secondary current in the coil ignition provides a hot, consistent spark at all rpm for maximum combustion impact. mid-range engine performance also benefits from two boring pile of speed with the hole at two different heights, special piston-profile with low-tension piston rings for friction-reduced, and advanced cam chain guides to the highest level of stabilization of the cam-chain.
Ultra-strong midrange strength not only provide hands-on stretching away corner. It also offers unparalleled control and throttle control precisely the type that pays big dividends when making mid-corner power adjustments when arranging a set of angle along the winding backroad or when negotiating a complex set turns your favorite racetrack.
In accordance with racing heritage, the ZX-6R using a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allow more time to ride. A clutch of high-tech shoes - hardware usually found only on high-end racebikes - allows quick, easy downshifts when diving into corners more slowly than large velocity without disturbing the chassis.
Chassis control, of course, is the other half of the equation supersport 600, and the ZX-6R once again dominated the field with a fork Big Piston Front exclusive class, full of surprises is set, the ideal engine placement, optimum frame rigidity and the very latest in mass centralization.
The slender physical Ninja ZX-6R is important to deal with superior, carefully check every component for a minimum weight. For example, intake resonator kotak and support for the instrument panel and mirrors unitized with magnified - to optimize intake volume - ram airways, both which contribute to weight savings and enhanced stiffness. Camshafts are made from chrome-moly steel light, while the magnesium engine covers also help to shed pounds. internal engine parts such as transmission, oil pump and starter gears are carefully designed for maximum strength and minimal weight.
If weight is less large, top-shelf suspension technology to control it even better, and ZX-6R many packages. A perfect example is the revolutionary ZX-6R's Showa-built BPF (Big Piston Front fork) front suspension, which is one big technological step beyond the cartridge-type fork used on other 600s. Wonders of Big Piston forks rear larger-diameter piston, which allows the reduction in damping pressure smooth action and feedback the better end of the front - especially under braking and initial corner turn-in. In addition, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and produce a lighter weight fork as a whole. The result is more control and better feedback, just what you need while ripping through the right-hander's favorite tracks during the day, or tip-toeing along the rain-slicked backroad on the way home from work.
out the rear suspension is the same advanced, and includes gas charged shock with dual-range (high and low speed) stepless compression damping, 25-way adjustable rebound damping and spring preload fully adjustable mated to the link-under Uni-Trak ® system.
recognized Kawasaki triple petal disc brake package - with radial-mount front calipers - is as smooth and strong as usual. Very stiff four-piston calipers and 300mm petal-type rotors provide incredible strength and feel very good in the front wheel. 220mm petal-type disc rear is equipped with a pedal mounted coaxially with the footpeg for increased mid-stroke braking efficiency and optimal pedal feedback. Its master cylinder reservoir forward of the swingarm mounts, freeing up space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable calmness under braking, and helps provide precise control and feel that allows racers to enter corners supersport harder - and the daily riders to slow things comfortable and in control.
To better utilize advanced lightweight and precise control response, the 6R's ergonomics have been improved to enhance feedback from the bike to the rider and vice versa. Relations chair-pegs-bar where the handlebars closer to the rider and sloping to very intuitive riding position. Closing the fuel tank fired only once around the edge of the summit, providing a large contact patch and contributing to a very good rider feedback - similar to the new ZX-10R. A narrower rear sub-frame and seat leading edge gives the position, slim rose extremely flexible to move around the bike, and a shorter reach to the pavement.
A very fine fairing and front fender gives a very good aerodynamics and airflow to the radiator, along with outstanding wind protection for riders and beat of minimal crosswind. A rear fender mounted on the inside of the swingarm also reduces turbulence and helps keep the back of the net aerodynamic motorcycle. Instrument Panel ZX-6R's provides much-glance information, while the adjusted race-spec Ohlins twin-tube steering damper with relief valve complete track-ready package.
It's all here: power, handling, lightweight, sophisticated technology and reliability typical Kawasaki - exactly what you need to tame the racetrack, the streets are mean - or both.
Authentic Kawasaki Accessories available through Kawasaki dealers.
2011 Kawasaki Ninja ZX-6R features motorcycle model
Key Features
- Lean physical, low mass, strong power, controlled power delivery and precise control of the overall
- 599cc inline-four with the DFI is a lightweight but strong
- Fully adjustable front and rear suspension including Showa Big Piston Front fork (BPF), which offers a fantastic wheel and chassis control
- Lightweight aluminum chassis where the engine in an ideal location for excellent handling and rider feedback
- Radial-mount front brake calipers and radial-pump front brake master cylinder offer exceptional braking power and control
- Race-quality adjustable Ohlins steering damper comes standard
- Slipper-type back torque-limiting clutch offers quick downshifts without agitation chassis
- Named one of the 10 best bike magazine Cycle World
Light Engine
- Camshafts are made from chrome-moly steel
- Lightweight magnesium engine covers are standard
- Injector Lightweight mounting plate
- Dental Light transmission and gear dog
- Light oil pump and starter gear
- Inlet pressure pulse monitor does away with the cam angle sensor, contributing to the light
- Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time on the track
Massive Mid-range Performance
- Double-bore velocity stacks feature hole at two different altitudes to enhance performance in both the mid and high rpm range
- Cam and tappet nitriding enables high-load cam profiles for maximum performance
- Crown-finished piston
- Molybdenum-coated piston skirts to reduce friction and engine break-ins
- Low-tension piston rings reduce mechanical loss
- Advanced cam chain guides stabilize chain motion and reduced mechanical losses
- Exhaust collector layout contributes to exceptional performance low and mid-range while maintaining high-rpm performance
Precise Throttle Control
- Guide the cylinder above the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake tract, improving combustion efficiency
- The length of the throttle body between oval sub-throttles and round the main throttle produces smooth transition to the inlet turbulence intake is reduced and efficiency improvement
- Advanced ported cylinder provides excellent cylinder filling and scavenging
- High-current circuit secondary coil for optimum combustion efficiency
Lightweight Chassis
- Twin spar aluminum frame both light and stiff, and places the machine at the optimum position for exceptional handling and rider feedback
- Sub-frame is a two-piece aluminum die-casting consisting of front and rear
- Sub-frame is very narrow light to the back of the compact and slim
- Intake resonator box and supports for the instrument panel and mirrors unitized with ram air duct, contributing to weight savings and increased rigidity
Chassis Tuned Mass Balance and Centralization
- Rigidity Frame and swingarm pivot around the rear engine mount to optimize front-rear rigidity balance
- Engine rotated forward around the output shaft for intake steep angle and a very good CG
- Layout Exhaust with a short side muffler kept low weight
- Exhaust pre-chamber further contributes to mass centralization
Ergonomics and Response Chassis
- Seat-pegs-bar handlebar places the rider a close relationship with it; bar tilt to a very intuitive and comfortable ride position
- Fuel tank profile is lit around the top, similar to the ZX-10R ™, provides a large contact patch for the feedback a very good rider
- The fuel tank Slim-waisted make it easy for riders to grip the tank with their knees or to hang alternately
- Chairs carved allows riders to shift their body as far back in the rear seat step, helping to reduce driver fatigue
- Steep rake steering angle for fast response and improved communications from the front tire
- Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg for simplicity and weight savings
Low Seat Height
- Narrow the rear sub-frame makes it easy to reach the ground
- Front seats narrower and edged low to the position and short reach to the pavement
Advanced Suspension
- ZX-6R features Showa's Big Piston Front fork (BPF) design for a fantastic wheel and chassis control
- The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and produce lighter overall weight fork
- The diameter of the BPF's internal piston allows the pressure drop reduction for better feedback and smoother action
Brake
- Radial calipers and 300mm petal-type front discs offer excellent braking power and control
- Petal-type disc 220mm rear
- Rear brake lever is mounted coaxially with the footpeg for excellent braking efficiency in mid-stroke and optimal feel
Quality Race Steering Damper
- A race quality adjustable Ohlins steering damper with relief valve and twin-tube design fitted as standard equipment
Additional Features
- Highly evolved fairing offers great wind protection and minimize the effects of cross-wind
- Position lamps are integral with the light beam projector
- One piece fenders offer excellent aerodynamics
- Fender mind over swingarm helps to reduce turbulence and keep clean undertail
- Front brake hose routing with a combination of three ways under the three clamp facilitates bleeding air from brake lines
- The instrument panel gives the rider a lot of information at a glance
2011 Kawasaki Ninja ZX-6R motorcycle technology model
Engine
Precise Engine Control On All Rpm Power Torque And Mid-Range
One of the greatest sources of joy when riding supersport riders will come from the reaction when turning the throttle. Engine development is focused on providing the proper throttle control and improve performance, especially in mid range. Changes to driveability improve throttle response produced highly linear driver that gives a sense that is connected directly to the rear wheels. Strong mid-range torque means the driver can enjoy a larger drive from the corner and high-rpm performance silky smooth.
Precise throttle control
Cylindrical guides added to the top of the clean air box ensures fog more accurate fuel sprayed from the secondary injectors. With fuel more precisely directed into the intake channel, improved combustion efficiency.
Longer throttle bodies increase the distance between the main and sub-throttle at 10 mm. Smooth transition between the sub-throttle oval and round main throttles the flow of air into the engine smooth, so that better driveability.
Revised cylinder porting provide improved filling efficiency, to improve performance in the rev range.
new stick ignition coils have 12% of secondary coil is greater today. Results improved combustion efficiency improve performance and driveability.
Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear wheel hop that may occur when downshifting at high rpm.
Improved mid-range performance
New double bore intake channel ("speed stacks") inlet features in two different heights, enabling improved performance in both the mid and high rpm ranges.
Optimized cam nitriding (NV) and tappets with increased durability allows the use of high-load cam profiles that improve overall performance.
Pistons with new profiles and finishing crown increase in profit contribution in performance.
Molybdenum coating on piston skirts reduce friction and facilitate machine break-ins.
Piston rings with less tension reduce mechanical loss.
Revised cam chain guides stabilize chain motion, contributing to reduced mechanical losses.
Revised exhaust collector layout contributes to low performance and enhanced mid-range while maintaining high-rpm performance.
Additional Features
Pre-chamber exhaust under the engine to make efficient use of space, reduce noise and help reduce the volume of exhaust silencer.
Chassis
One of the goals for the 2009 Ninja ZX-6R is to provide a new bike lighter handling. The combination of remarkable stability mid corner and the ability to change the line at the behest of ZX600P maintained, but the stiffness of the frame has been revised and more centralized mass to create a new Ninja ZX-6R is easier to tip into corners. Furthermore, natural ergonomic package aggressively fine-tuned to offer motorists a "match" is even better and to increase high-level feedback to the cyclist who communicates what is done.
Revised chassis balance and mass centralization
While the main frame structure is basically the same as that of ZX600P, revised stiffness around the swingarm pivot and rear engine mount to optimize front-rear rigidity balance.
Machines fitted with cylindrical steep bank angle. Rotated around the output shaft, C G engine is 16 mm higher and the head pipe is 10 mm higher. The result is improved performance and easier swirling.
New exhaust layout with a short side muffler to lose weight previously located under the seat, contributed to a much lighter feel when turning. The use of pre-chamber exhaust more to contribute to mass centralization.
Ergonomics and chassis feedback
Kawasaki Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned slightly. New position to contribute to naturally intuitive riding position.
Fuel Tank cover of ZX1000E more light around the top, making it easier for riders to rest his arm on the inside of the tank when leaning into a turn. Patch contact feedback contribute larger increases to motorists.
Slim, waisted fuel tank make it easy for riders to grip the tank with your knees or hanging on a rotating basis.
Front to back, new seat is shorter, allowing rider to rest tailbone on the rear seat step. This "fit" improved feedback also contributes to a very good rider to get from the chassis.
Casters steep angle (25o> 24o) to improve communications from the front tires.
Changes in the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipes offer a more direct feel from the front. Adjustments to the stiffness around the swingarm and the swingarm pivot to provide a clear sense of rear wheel traction.
Relocating the rear brake master cylinder tank forward of the swingarm mount frees up space around the footpeg. This change also allows the reduction of short-interval part and contribute to weight savings.
High low chair
Narrow width of the new rear sub-frame helps make it easier to reach the ground.
The front seats are narrow, contributing to a narrow riding position and offers a shorter reach to the pavement.
Seat height is approximately 5 mm lower than ZX600P.
Race-quality steering damper
An adjustable Ohlins steering damper with relief valve and twin-tube designs are fitted as standard equipment. The second tube, which acts like a reservoir tank, and the internal damper, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) Damper unit has an integral clamp so that piston motion is not obstructed.
Lighter Weight
In addition to handling more flickable, our engineers want to create a new bike as possible. All engine and chassis parts are re-evaluated to reduce weight. Ninja ZX-6R has a new curb mass of about 10 kg lighter than its predecessor.
Additional Features
cowling new offer wind protection better rider and designed to withstand winds over the side.
Position lamps are now integral with the projector beam headlights. As ZX1000E, Ninja ZX-6R new features dual position lamps.
Just one part of the front fender (previously a three-piece construction) offers better aerodynamics and contribute to the reduction in parts.
An added inner fender above the swingarm helps keep the undertail clean.
Taking the channel in front of the fairings under the direct cold air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
A cover that is not integral with the exhaust pre-chamber to give the appearance that incorporates the lower fairing.
Left side of the swingarm now such design features of these ZX1000E. In addition to the plate in and out of the left, another part of the same with ZX1000E including the right inner plate, rear stand bosses, brake caliper stopper and keep the chain and pivot shaft.
Revisi front brake hose routing with a three-way sharing under triple-clamp facilitates bleeding air from brake lines.
Similar in design to that of ZX1000E, new instrument panel-glance information to motorists.
Suspension
The new BPF is one of the major contributing factor to the peace of the new Ninja ZX-6R under braking. Compared with the cartridge-type fork of the same size, BPF main piston features almost twice the size (37 mm vs. 20 mm in ZX600P??); Oil in the act BPF on the surface area nearly four times the size. Larger surface area allows the pressure of damping to be reduced while ensuring the force remains the same attenuation. Reduce pressure pipe damping allows the slide to move more smoothly, which is especially visible at the beginning of the stroke. The result is greater control as the fork compresses and very quiet start to change attitudes as the mass moved forward as reducing speeds, and thus greater stability of the chassis on corner entry.
Because the BPF eliminates many of the internal components used in cartridge-type fork, construction is simplified so that the overall light weight fork.
Compression and rebound damping adjustment is located at the top of each fork tube. Preload adjustment is at the bottom.
Brake
Large-diameter semi-floating 300 mm stainless steel front petal discs provide strong stopping power. 6 mm thick, hard disks that can hold up circuit.
Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offer exceptional control.
A 220 mm petal disc slow the rear.
Revised rear brake pedal is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and brake pedal greater feeling of stroke.
Corner-Entry Control
Ninja ZX-6R new entry point to bring performance to the next level. Displaying the production of the first use of Showa's BPF (Big Piston Front fork), recognized triple Kawasaki disc package brake petal with calipers and radial cylinder radial-pump master, and clutch slippers are very effective, the rider supersport Ninja ZX-6R offers the calm serenity and control precise and feels harder to enter the corner.
Weight Savings
Camshafts are now made of SCM for saving weight about 400 g.
Lightweight magnesium engine covers fit the standard so that the rider wanted to maximize the performance of circuit do not need to change it. magnesium include store about 610 g.
For racing applications, noise-reducing bearings in the engine cover can be removed for an additional reduction of approximately 340 g (950 g for a total savings compared with aluminum cover.)
Revised top injector mounting plate saves approximately 80 g.
While maintaining stiffness, transmission gear tooth form narrow and savings contributions revision dog weighs 170 g.
Oil pump and starter gear has a little meat, contributes to weight loss of about 70 g.
incoming pulse pressure monitoring allows the cam angle sensor to be eliminated, contributing to the reduction in engine weight.
Coolant reservoir relocated and redesigned. New shape and shorter tube save approximately 150 g.
Revised and relocated heat pads contribute approximately 170 g for weight savings.
Lightweight chassis
The 2-piece sub-frame is an aluminum die-casting consisting of front and rear. This layout enables a very precise construction and very light. New sub-frame is also very narrow, which allows the back of a bike that will be very compact and slim.
Resonator box and fixed to the instrument panel and mirrors are assembled with Ram Air channel, contributing to weight savings and increased violence.
Frame brackets revised to reduce the total number of parts, which also contributed to weight savings.
New throttle case material contribution to weight savings of about 30 g.
While staying back cover has the same shape as the ZX-10R, using a new resin materials saves about 150 g.
2011 Kawasaki Ninja ZX-6R - USA Specifications
MSRP: $ $ 10.699
Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI ® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: X-ring chain
Rake / trail: 24 degrees / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston forks with stepless compression top-out springs, and rebound damping, fully adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak ® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high-/low-speed) stepless compression damping, 25-way adjustable rebound damping , fully adjustable spring preload / 5.3 in.
Brakes Front: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Brakes Rear: petal rotor with single-piston caliper Single 220mm
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 pounds.
Color choices: Lime Green / Ebony, Ebony / Flat Black,
Candy Plasma Blue / Ebony
Warranty: 12 Months
2011 Kawasaki Ninja ZX-6R - Specifications Canada
MSRP: $ 13,199.00 CDN
MACHINE
Type Liquid-cooled, 4-stroke In-Line Four
Displacement 599 cc
Diameter and Stroke 67.0 x 42.5 mm
Compression ratio 13.3:1
Fuel System Fuel injection: ø38 mm x 4 (Keihin) with oval sub-throttles, dual injection
Valve System DOHC, 16 valves
Lubrication Forced lubrication, wet flood
Digital Ignition
Electric Start
Drivetrain
6-speed transmission, again, cassette
Wet multi-disc clutch, manual
Final Reduction Ratio 2.688 (43/16)
Sealed Chain Final Drive
Primary Reduction Ratio 1.900 (76/40)
Gear Ratios: 1st 2.714 (38/14)
2 2.200 (33/15)
3 1.850 (37/20)
4 1,600 (32/20)
5 1.421 (27/19)
6 1,300 (26/20)
FRAME
Type Perimeter, pressed-aluminum
Tires: Front 120/70ZR17M/C (58W)
Wheel Travel: Front 120 mm
Tires: Rear 180/55ZR17M/C (73W)
Wheel Travel: Rear 134 mm
Caster (Rake) 24 °
Trail 103 mm
Steering Angle (Left / Right) 27 ° / 27 °
SUSPENSION
Front: Type 41 mm inverted fork with top-out springs
Home: Compression Damping Stepless
Home: Stepless Rebound Damping
Home: Spring Preload Fully adjustable (0-15mm)
Rear: Bottom-Link type Uni-Trak with gas-charged shock, top-out spring and pillow ball upper mount
Rear: Damping Compression Stepless, dual-range (high / low speed)
Rear: Rebound Damping 25-way
Rear: Fully adjustable Spring Preload (5.5 to 15.5 mm)
Brake
Front Dual semi-floating 300 mm (x t6 mm) petal disc
Front calipers Dual radial-mount, opposed 4-piston (aluminum), 4-pad, Nissin
Rear Single 220 mm (x t5 mm) petal disc
Rear Caliper Single-bore pin-slide, aluminum piston, Tokico
PERFORMANCE
Maximum Power 92.7 kW {126 PS} / 13,500 rpm
Maimum Power w / Air Ram 97.1 kW {132 PS} / 13,500 rpm
Maximum torque 66.7 N m {6.8 kgf · M} / 11,800 rpm
DIMENSIONS
Overall Length 2090 mm
Overall Width 705 mm
Overall Height 1115 mm
Wheelbase 1400 mm
Seat Height 815 mm
Curb mass of 191 kg
Fuel Capacity 17 liters
Fuel consumption 6.2 l/100 km (45 MPG)
Details
MSRP * $ 13,199.00
Color Lime Green / Ebony, Ebony / Flat Black
Warranty 12 months
ADDITIONAL COST OPTIONS
Good Times Protection Plan 24 or 36 months (Kawasaki GTPP coverage begins after standard limited warranty runs out)
* The Manufacturer Suggested Retail Price does not include freight, pre-shipment inspection or applicable taxes. The final price is at the discretion of the dealer. Prices and specifications subject to change without notice.
The specifications mentioned here apply to and have been achieved by production models under standard operating conditions. We only intend to give a fair and vehicle performance capabilities but these specifications may not apply to every machine supplied for sale. Kawasaki Heavy Industries, Ltd. reserves the right to change specifications without prior notice. Equipment illustrated and specifications may vary to meet individual markets. Available colors may vary depending on the market.
Pound for pound, the strongest middle class sportbike in History
Technological tour de force. That's the only way to describe the original Ninja ® 600 sportbike of 1985. Packing 16-valve liquid-cooled inline-four (the first in a middle-class streetbike), twin-spar frame cover, anti-dive fork and grab the right aesthetic of the Grand Prix circuit, the original ZX600-A1 is a dominant, larger middle-class-of-life.
Apparently, some things never change.
2011 ZX-6R ™ brings that tradition of dominance of the middle class and a surprising level (which would have blown minds in 1985). And in the ultra-competitive market is currently 600 supersport, where technology, horse racing streetbike success and intelligence can change dramatically from year to year, it says a lot. Do not believe us? Then ask a lot of top-level magazines and websites that choose the time-spec ZX-6R as Best medium. It is 600 really dominate crossfire performance - and one must be replicated in 2011 because of DNA ZX-6R's track-honed and smooth all-around capability.
DNA began with the valve 16 -, DOHC inline-four engine is all-shelf powerplant upper middle class should be: powerful, smooth, and blessed with reliability as a hammer. Critics everywhere agree ZX-6R walk and perform like a larger motorcycle-displacement, and one that packs the rolling chassis are out-handle and out-put off everyone else. This is the perfect combination for road riders, track day junkies and racers together, the flexibility that helps explain the number of 600 victories comparo.
It all started with machine ZX-6R's jewel-like, a collection of all things Kawasaki 599cc know about powerplant building, and the result of countless hours of testing and repairs to collect from the dyno room for horse racing and back again. Taxing of small displacement has become a forte Kawasaki over the years, from 350cc to 500cc A7 Avenger H1, and the birthright of a multiple of 600 to the latest ZX-6R, leading first class a Kawasaki Ninja sportbike.
And there is more than top-end power too pale. Machine dual cams, 16 valves, 13.3:1 compression and 38mm throttle bodies produce smooth low-end types and mid-range power that make dealing with traffic, road surface and the daily ride much more enjoyable affair. Add to that the great throttle response and control of liquid-smooth feel and you have a supersport bike with easy commuting behavior in accordance with phenomenal horse racing prowess.
Many of these shipments, rheostat-like soft power is achieved through outstanding combustion efficiency. The cylinder at the top airbox guide manual loading fuel into the intake tract immediately to reduce the beat and improving cylinder filling. Advanced port cylinder head slammed air / fuel cost of entry and exit of the combustion chamber post-haste, while the high secondary current in the coil ignition provides a hot, consistent spark at all rpm for maximum combustion impact. mid-range engine performance also benefits from two boring pile of speed with the hole at two different heights, special piston-profile with low-tension piston rings for friction-reduced, and advanced cam chain guides to the highest level of stabilization of the cam-chain.
Ultra-strong midrange strength not only provide hands-on stretching away corner. It also offers unparalleled control and throttle control precisely the type that pays big dividends when making mid-corner power adjustments when arranging a set of angle along the winding backroad or when negotiating a complex set turns your favorite racetrack.
In accordance with racing heritage, the ZX-6R using a cassette-type transmission that greatly simplifies gearing changes at the track, reducing set-up time and allow more time to ride. A clutch of high-tech shoes - hardware usually found only on high-end racebikes - allows quick, easy downshifts when diving into corners more slowly than large velocity without disturbing the chassis.
Chassis control, of course, is the other half of the equation supersport 600, and the ZX-6R once again dominated the field with a fork Big Piston Front exclusive class, full of surprises is set, the ideal engine placement, optimum frame rigidity and the very latest in mass centralization.
The slender physical Ninja ZX-6R is important to deal with superior, carefully check every component for a minimum weight. For example, intake resonator kotak and support for the instrument panel and mirrors unitized with magnified - to optimize intake volume - ram airways, both which contribute to weight savings and enhanced stiffness. Camshafts are made from chrome-moly steel light, while the magnesium engine covers also help to shed pounds. internal engine parts such as transmission, oil pump and starter gears are carefully designed for maximum strength and minimal weight.
If weight is less large, top-shelf suspension technology to control it even better, and ZX-6R many packages. A perfect example is the revolutionary ZX-6R's Showa-built BPF (Big Piston Front fork) front suspension, which is one big technological step beyond the cartridge-type fork used on other 600s. Wonders of Big Piston forks rear larger-diameter piston, which allows the reduction in damping pressure smooth action and feedback the better end of the front - especially under braking and initial corner turn-in. In addition, the BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and produce a lighter weight fork as a whole. The result is more control and better feedback, just what you need while ripping through the right-hander's favorite tracks during the day, or tip-toeing along the rain-slicked backroad on the way home from work.
out the rear suspension is the same advanced, and includes gas charged shock with dual-range (high and low speed) stepless compression damping, 25-way adjustable rebound damping and spring preload fully adjustable mated to the link-under Uni-Trak ® system.
recognized Kawasaki triple petal disc brake package - with radial-mount front calipers - is as smooth and strong as usual. Very stiff four-piston calipers and 300mm petal-type rotors provide incredible strength and feel very good in the front wheel. 220mm petal-type disc rear is equipped with a pedal mounted coaxially with the footpeg for increased mid-stroke braking efficiency and optimal pedal feedback. Its master cylinder reservoir forward of the swingarm mounts, freeing up space around the footpeg, reducing parts and contributing to weight savings. It all adds up to unflappable calmness under braking, and helps provide precise control and feel that allows racers to enter corners supersport harder - and the daily riders to slow things comfortable and in control.
To better utilize advanced lightweight and precise control response, the 6R's ergonomics have been improved to enhance feedback from the bike to the rider and vice versa. Relations chair-pegs-bar where the handlebars closer to the rider and sloping to very intuitive riding position. Closing the fuel tank fired only once around the edge of the summit, providing a large contact patch and contributing to a very good rider feedback - similar to the new ZX-10R. A narrower rear sub-frame and seat leading edge gives the position, slim rose extremely flexible to move around the bike, and a shorter reach to the pavement.
A very fine fairing and front fender gives a very good aerodynamics and airflow to the radiator, along with outstanding wind protection for riders and beat of minimal crosswind. A rear fender mounted on the inside of the swingarm also reduces turbulence and helps keep the back of the net aerodynamic motorcycle. Instrument Panel ZX-6R's provides much-glance information, while the adjusted race-spec Ohlins twin-tube steering damper with relief valve complete track-ready package.
It's all here: power, handling, lightweight, sophisticated technology and reliability typical Kawasaki - exactly what you need to tame the racetrack, the streets are mean - or both.
Authentic Kawasaki Accessories available through Kawasaki dealers.
2011 Kawasaki Ninja ZX-6R features motorcycle model
Key Features
- Lean physical, low mass, strong power, controlled power delivery and precise control of the overall
- 599cc inline-four with the DFI is a lightweight but strong
- Fully adjustable front and rear suspension including Showa Big Piston Front fork (BPF), which offers a fantastic wheel and chassis control
- Lightweight aluminum chassis where the engine in an ideal location for excellent handling and rider feedback
- Radial-mount front brake calipers and radial-pump front brake master cylinder offer exceptional braking power and control
- Race-quality adjustable Ohlins steering damper comes standard
- Slipper-type back torque-limiting clutch offers quick downshifts without agitation chassis
- Named one of the 10 best bike magazine Cycle World
Light Engine
- Camshafts are made from chrome-moly steel
- Lightweight magnesium engine covers are standard
- Injector Lightweight mounting plate
- Dental Light transmission and gear dog
- Light oil pump and starter gear
- Inlet pressure pulse monitor does away with the cam angle sensor, contributing to the light
- Cassette-type transmission makes it easy to quickly swap gear ratios, reducing set-up time on the track
Massive Mid-range Performance
- Double-bore velocity stacks feature hole at two different altitudes to enhance performance in both the mid and high rpm range
- Cam and tappet nitriding enables high-load cam profiles for maximum performance
- Crown-finished piston
- Molybdenum-coated piston skirts to reduce friction and engine break-ins
- Low-tension piston rings reduce mechanical loss
- Advanced cam chain guides stabilize chain motion and reduced mechanical losses
- Exhaust collector layout contributes to exceptional performance low and mid-range while maintaining high-rpm performance
Precise Throttle Control
- Guide the cylinder above the air cleaner box ensure accurately sprayed fuel mist from the secondary injectors into the intake tract, improving combustion efficiency
- The length of the throttle body between oval sub-throttles and round the main throttle produces smooth transition to the inlet turbulence intake is reduced and efficiency improvement
- Advanced ported cylinder provides excellent cylinder filling and scavenging
- High-current circuit secondary coil for optimum combustion efficiency
Lightweight Chassis
- Twin spar aluminum frame both light and stiff, and places the machine at the optimum position for exceptional handling and rider feedback
- Sub-frame is a two-piece aluminum die-casting consisting of front and rear
- Sub-frame is very narrow light to the back of the compact and slim
- Intake resonator box and supports for the instrument panel and mirrors unitized with ram air duct, contributing to weight savings and increased rigidity
Chassis Tuned Mass Balance and Centralization
- Rigidity Frame and swingarm pivot around the rear engine mount to optimize front-rear rigidity balance
- Engine rotated forward around the output shaft for intake steep angle and a very good CG
- Layout Exhaust with a short side muffler kept low weight
- Exhaust pre-chamber further contributes to mass centralization
Ergonomics and Response Chassis
- Seat-pegs-bar handlebar places the rider a close relationship with it; bar tilt to a very intuitive and comfortable ride position
- Fuel tank profile is lit around the top, similar to the ZX-10R ™, provides a large contact patch for the feedback a very good rider
- The fuel tank Slim-waisted make it easy for riders to grip the tank with their knees or to hang alternately
- Chairs carved allows riders to shift their body as far back in the rear seat step, helping to reduce driver fatigue
- Steep rake steering angle for fast response and improved communications from the front tire
- Rear brake master cylinder reservoir forward of the swingarm mount frees up space around the footpeg for simplicity and weight savings
Low Seat Height
- Narrow the rear sub-frame makes it easy to reach the ground
- Front seats narrower and edged low to the position and short reach to the pavement
Advanced Suspension
- ZX-6R features Showa's Big Piston Front fork (BPF) design for a fantastic wheel and chassis control
- The BPF eliminates many of the internal components used in a cartridge-type fork, simplifying construction and produce lighter overall weight fork
- The diameter of the BPF's internal piston allows the pressure drop reduction for better feedback and smoother action
Brake
- Radial calipers and 300mm petal-type front discs offer excellent braking power and control
- Petal-type disc 220mm rear
- Rear brake lever is mounted coaxially with the footpeg for excellent braking efficiency in mid-stroke and optimal feel
Quality Race Steering Damper
- A race quality adjustable Ohlins steering damper with relief valve and twin-tube design fitted as standard equipment
Additional Features
- Highly evolved fairing offers great wind protection and minimize the effects of cross-wind
- Position lamps are integral with the light beam projector
- One piece fenders offer excellent aerodynamics
- Fender mind over swingarm helps to reduce turbulence and keep clean undertail
- Front brake hose routing with a combination of three ways under the three clamp facilitates bleeding air from brake lines
- The instrument panel gives the rider a lot of information at a glance
2011 Kawasaki Ninja ZX-6R motorcycle technology model
Engine
Precise Engine Control On All Rpm Power Torque And Mid-Range
One of the greatest sources of joy when riding supersport riders will come from the reaction when turning the throttle. Engine development is focused on providing the proper throttle control and improve performance, especially in mid range. Changes to driveability improve throttle response produced highly linear driver that gives a sense that is connected directly to the rear wheels. Strong mid-range torque means the driver can enjoy a larger drive from the corner and high-rpm performance silky smooth.
Precise throttle control
Cylindrical guides added to the top of the clean air box ensures fog more accurate fuel sprayed from the secondary injectors. With fuel more precisely directed into the intake channel, improved combustion efficiency.
Longer throttle bodies increase the distance between the main and sub-throttle at 10 mm. Smooth transition between the sub-throttle oval and round main throttles the flow of air into the engine smooth, so that better driveability.
Revised cylinder porting provide improved filling efficiency, to improve performance in the rev range.
new stick ignition coils have 12% of secondary coil is greater today. Results improved combustion efficiency improve performance and driveability.
Slipper clutch
Adjustable back-torque limiting clutch helps reduce rear wheel hop that may occur when downshifting at high rpm.
Improved mid-range performance
New double bore intake channel ("speed stacks") inlet features in two different heights, enabling improved performance in both the mid and high rpm ranges.
Optimized cam nitriding (NV) and tappets with increased durability allows the use of high-load cam profiles that improve overall performance.
Pistons with new profiles and finishing crown increase in profit contribution in performance.
Molybdenum coating on piston skirts reduce friction and facilitate machine break-ins.
Piston rings with less tension reduce mechanical loss.
Revised cam chain guides stabilize chain motion, contributing to reduced mechanical losses.
Revised exhaust collector layout contributes to low performance and enhanced mid-range while maintaining high-rpm performance.
Additional Features
Pre-chamber exhaust under the engine to make efficient use of space, reduce noise and help reduce the volume of exhaust silencer.
Chassis
One of the goals for the 2009 Ninja ZX-6R is to provide a new bike lighter handling. The combination of remarkable stability mid corner and the ability to change the line at the behest of ZX600P maintained, but the stiffness of the frame has been revised and more centralized mass to create a new Ninja ZX-6R is easier to tip into corners. Furthermore, natural ergonomic package aggressively fine-tuned to offer motorists a "match" is even better and to increase high-level feedback to the cyclist who communicates what is done.
Revised chassis balance and mass centralization
While the main frame structure is basically the same as that of ZX600P, revised stiffness around the swingarm pivot and rear engine mount to optimize front-rear rigidity balance.
Machines fitted with cylindrical steep bank angle. Rotated around the output shaft, C G engine is 16 mm higher and the head pipe is 10 mm higher. The result is improved performance and easier swirling.
New exhaust layout with a short side muffler to lose weight previously located under the seat, contributed to a much lighter feel when turning. The use of pre-chamber exhaust more to contribute to mass centralization.
Ergonomics and chassis feedback
Kawasaki Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned slightly. New position to contribute to naturally intuitive riding position.
Fuel Tank cover of ZX1000E more light around the top, making it easier for riders to rest his arm on the inside of the tank when leaning into a turn. Patch contact feedback contribute larger increases to motorists.
Slim, waisted fuel tank make it easy for riders to grip the tank with your knees or hanging on a rotating basis.
Front to back, new seat is shorter, allowing rider to rest tailbone on the rear seat step. This "fit" improved feedback also contributes to a very good rider to get from the chassis.
Casters steep angle (25o> 24o) to improve communications from the front tires.
Changes in the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipes offer a more direct feel from the front. Adjustments to the stiffness around the swingarm and the swingarm pivot to provide a clear sense of rear wheel traction.
Relocating the rear brake master cylinder tank forward of the swingarm mount frees up space around the footpeg. This change also allows the reduction of short-interval part and contribute to weight savings.
High low chair
Narrow width of the new rear sub-frame helps make it easier to reach the ground.
The front seats are narrow, contributing to a narrow riding position and offers a shorter reach to the pavement.
Seat height is approximately 5 mm lower than ZX600P.
Race-quality steering damper
An adjustable Ohlins steering damper with relief valve and twin-tube designs are fitted as standard equipment. The second tube, which acts like a reservoir tank, and the internal damper, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) Damper unit has an integral clamp so that piston motion is not obstructed.
Lighter Weight
In addition to handling more flickable, our engineers want to create a new bike as possible. All engine and chassis parts are re-evaluated to reduce weight. Ninja ZX-6R has a new curb mass of about 10 kg lighter than its predecessor.
Additional Features
cowling new offer wind protection better rider and designed to withstand winds over the side.
Position lamps are now integral with the projector beam headlights. As ZX1000E, Ninja ZX-6R new features dual position lamps.
Just one part of the front fender (previously a three-piece construction) offers better aerodynamics and contribute to the reduction in parts.
An added inner fender above the swingarm helps keep the undertail clean.
Taking the channel in front of the fairings under the direct cold air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
A cover that is not integral with the exhaust pre-chamber to give the appearance that incorporates the lower fairing.
Left side of the swingarm now such design features of these ZX1000E. In addition to the plate in and out of the left, another part of the same with ZX1000E including the right inner plate, rear stand bosses, brake caliper stopper and keep the chain and pivot shaft.
Revisi front brake hose routing with a three-way sharing under triple-clamp facilitates bleeding air from brake lines.
Similar in design to that of ZX1000E, new instrument panel-glance information to motorists.
Suspension
The new BPF is one of the major contributing factor to the peace of the new Ninja ZX-6R under braking. Compared with the cartridge-type fork of the same size, BPF main piston features almost twice the size (37 mm vs. 20 mm in ZX600P??); Oil in the act BPF on the surface area nearly four times the size. Larger surface area allows the pressure of damping to be reduced while ensuring the force remains the same attenuation. Reduce pressure pipe damping allows the slide to move more smoothly, which is especially visible at the beginning of the stroke. The result is greater control as the fork compresses and very quiet start to change attitudes as the mass moved forward as reducing speeds, and thus greater stability of the chassis on corner entry.
Because the BPF eliminates many of the internal components used in cartridge-type fork, construction is simplified so that the overall light weight fork.
Compression and rebound damping adjustment is located at the top of each fork tube. Preload adjustment is at the bottom.
Brake
Large-diameter semi-floating 300 mm stainless steel front petal discs provide strong stopping power. 6 mm thick, hard disks that can hold up circuit.
Powerful radial-mount calipers give a very direct feel at the lever.
Radial-pump master cylinder ensures excellent touch and offer exceptional control.
A 220 mm petal disc slow the rear.
Revised rear brake pedal is now mounted coaxially with the footpeg for increased mid-stroke braking efficiency and brake pedal greater feeling of stroke.
Corner-Entry Control
Ninja ZX-6R new entry point to bring performance to the next level. Displaying the production of the first use of Showa's BPF (Big Piston Front fork), recognized triple Kawasaki disc package brake petal with calipers and radial cylinder radial-pump master, and clutch slippers are very effective, the rider supersport Ninja ZX-6R offers the calm serenity and control precise and feels harder to enter the corner.
Weight Savings
Camshafts are now made of SCM for saving weight about 400 g.
Lightweight magnesium engine covers fit the standard so that the rider wanted to maximize the performance of circuit do not need to change it. magnesium include store about 610 g.
For racing applications, noise-reducing bearings in the engine cover can be removed for an additional reduction of approximately 340 g (950 g for a total savings compared with aluminum cover.)
Revised top injector mounting plate saves approximately 80 g.
While maintaining stiffness, transmission gear tooth form narrow and savings contributions revision dog weighs 170 g.
Oil pump and starter gear has a little meat, contributes to weight loss of about 70 g.
incoming pulse pressure monitoring allows the cam angle sensor to be eliminated, contributing to the reduction in engine weight.
Coolant reservoir relocated and redesigned. New shape and shorter tube save approximately 150 g.
Revised and relocated heat pads contribute approximately 170 g for weight savings.
Lightweight chassis
The 2-piece sub-frame is an aluminum die-casting consisting of front and rear. This layout enables a very precise construction and very light. New sub-frame is also very narrow, which allows the back of a bike that will be very compact and slim.
Resonator box and fixed to the instrument panel and mirrors are assembled with Ram Air channel, contributing to weight savings and increased violence.
Frame brackets revised to reduce the total number of parts, which also contributed to weight savings.
New throttle case material contribution to weight savings of about 30 g.
While staying back cover has the same shape as the ZX-10R, using a new resin materials saves about 150 g.
2011 Kawasaki Ninja ZX-6R - USA Specifications
MSRP: $ $ 10.699
Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement: 599cc
Bore x stroke: 67.0 x 42.5mm
Compression ratio: 13.3:1
Fuel injection: DFI ® with four 38mm Keihin throttle bodies, oval sub-throttles, two injectors per throttle body
Ignition: TCBI with digital advance
Transmission: Six-speed
Final drive: X-ring chain
Rake / trail: 24 degrees / 4.1 in.
Frame type: Aluminum perimeter
Front tire: 120/70 ZR17
Rear tire: 180/55 ZR17
Wheelbase: 55.1 in.
Front suspension / wheel travel: 41 mm inverted Showa Big Piston forks with stepless compression top-out springs, and rebound damping, fully adjustable spring preload / 4.7 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak ® with gas-charged shock, top-out spring and pillow ball upper mount, dual-range (high-/low-speed) stepless compression damping, 25-way adjustable rebound damping , fully adjustable spring preload / 5.3 in.
Brakes Front: Dual 300mm petal rotors with dual radial-mounted, four-piston, four-pad calipers
Brakes Rear: petal rotor with single-piston caliper Single 220mm
Overall length: 82.3 in.
Overall width: 28.0 in.
Overall height: 43.9 in.
Fuel capacity: 4.5 gal.
Seat height: 32.1 in.
Curb weight: 421.2 pounds.
Color choices: Lime Green / Ebony, Ebony / Flat Black,
Candy Plasma Blue / Ebony
Warranty: 12 Months
2011 Kawasaki Ninja ZX-6R - Specifications Canada
MSRP: $ 13,199.00 CDN
MACHINE
Type Liquid-cooled, 4-stroke In-Line Four
Displacement 599 cc
Diameter and Stroke 67.0 x 42.5 mm
Compression ratio 13.3:1
Fuel System Fuel injection: ø38 mm x 4 (Keihin) with oval sub-throttles, dual injection
Valve System DOHC, 16 valves
Lubrication Forced lubrication, wet flood
Digital Ignition
Electric Start
Drivetrain
6-speed transmission, again, cassette
Wet multi-disc clutch, manual
Final Reduction Ratio 2.688 (43/16)
Sealed Chain Final Drive
Primary Reduction Ratio 1.900 (76/40)
Gear Ratios: 1st 2.714 (38/14)
2 2.200 (33/15)
3 1.850 (37/20)
4 1,600 (32/20)
5 1.421 (27/19)
6 1,300 (26/20)
FRAME
Type Perimeter, pressed-aluminum
Tires: Front 120/70ZR17M/C (58W)
Wheel Travel: Front 120 mm
Tires: Rear 180/55ZR17M/C (73W)
Wheel Travel: Rear 134 mm
Caster (Rake) 24 °
Trail 103 mm
Steering Angle (Left / Right) 27 ° / 27 °
SUSPENSION
Front: Type 41 mm inverted fork with top-out springs
Home: Compression Damping Stepless
Home: Stepless Rebound Damping
Home: Spring Preload Fully adjustable (0-15mm)
Rear: Bottom-Link type Uni-Trak with gas-charged shock, top-out spring and pillow ball upper mount
Rear: Damping Compression Stepless, dual-range (high / low speed)
Rear: Rebound Damping 25-way
Rear: Fully adjustable Spring Preload (5.5 to 15.5 mm)
Brake
Front Dual semi-floating 300 mm (x t6 mm) petal disc
Front calipers Dual radial-mount, opposed 4-piston (aluminum), 4-pad, Nissin
Rear Single 220 mm (x t5 mm) petal disc
Rear Caliper Single-bore pin-slide, aluminum piston, Tokico
PERFORMANCE
Maximum Power 92.7 kW {126 PS} / 13,500 rpm
Maimum Power w / Air Ram 97.1 kW {132 PS} / 13,500 rpm
Maximum torque 66.7 N m {6.8 kgf · M} / 11,800 rpm
DIMENSIONS
Overall Length 2090 mm
Overall Width 705 mm
Overall Height 1115 mm
Wheelbase 1400 mm
Seat Height 815 mm
Curb mass of 191 kg
Fuel Capacity 17 liters
Fuel consumption 6.2 l/100 km (45 MPG)
Details
MSRP * $ 13,199.00
Color Lime Green / Ebony, Ebony / Flat Black
Warranty 12 months
ADDITIONAL COST OPTIONS
Good Times Protection Plan 24 or 36 months (Kawasaki GTPP coverage begins after standard limited warranty runs out)
* The Manufacturer Suggested Retail Price does not include freight, pre-shipment inspection or applicable taxes. The final price is at the discretion of the dealer. Prices and specifications subject to change without notice.
The specifications mentioned here apply to and have been achieved by production models under standard operating conditions. We only intend to give a fair and vehicle performance capabilities but these specifications may not apply to every machine supplied for sale. Kawasaki Heavy Industries, Ltd. reserves the right to change specifications without prior notice. Equipment illustrated and specifications may vary to meet individual markets. Available colors may vary depending on the market.
2010 Buell 1125CR
As Erik Buell's vision of a modern day cafe racer, the Buell® 1125CR blends class-leading performance with sinister styling and a wicked attitude to push the boundaries of the streetfighter category. Buell Lightning models and the new 1125CR™ are at the core of what Buell is all about - pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package.
Each Buell model is designed utilizing the Buell Trilogy of Technology™ - chassis rigidity, centralized mass, and low unsprung weight - to produce a motorcycle which responds instantly to rider input.
Model Highlights
New Tapered aluminum streetfighter handlebar
New Polished stainless steel headers
New Master cylinder piston seals for improved brake feel
New Engine cover sight glass for convenient oil-level checks
New Pre-wired battery tender harness
New Designer Black wheels with red pinstripe
New LED taillight
New Clear-lens rear turn signals
New Bodywork graphics and fly cut brake logos
New Arctic White/Midnight Black color combination
New Battery tender plug
• Buell® ZTL2™ four-pad, eight-piston front brake
• Two-piston rear brake caliper mounted directly to inner swingarm
• Brushed stainless steel exhaust outlets
• LED front turn signals integrated with mirrors
• Digital lap timer and gear indicator
• Minimalist flyscreen with integrated head lights
• Removable tail cowl over passenger seat
• Versatile riding position with relaxed footpegs and a short reach to the bars
Key Features
As Erik Buell’s vision of a modern day café racer, the Buell® 1125CR blends class-leading performance with sinister styling and a wicked attitude to push the boundaries of the streetfighter category.
Buell Lightning models and the new 1125CR™ are at the core of what Buell is all about – pure performance with a broad, seamless power delivery in a stripped down, raw and aggressive package.
Each Buell model is designed utilizing the Buell Trilogy of Technology™ – chassis rigidity, centralized mass, and low unsprung weight – to produce a motorcycle which responds instantly to rider input.
• Buell Helicon® 1125cc liquid-cooled fourstroke, 72-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM
• Compact oblique stacked six-speed transmission configuration
• Ram-air pressurized air box
• Goodyear® Hibrex® final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions
• Underslung muffler with Helmholtz chamber
• Twin side-mount radiators with outer covers designed to absorb impact
• HVA (Hydraulic Vacuum Assist) clutch with slipper action
• 6-spoke, cast aluminum wheels
• Pirelli Diablo Corsa III tires
• Steel braided brake lines
• Fully adjustable 47 mm Showa inverted fork
• Fully adjustable Showa rear shock absorber
• Fuel-in Frame Intuitive Response Chassis
• Rigid cast-aluminum swingarm
• Adjustable hand and foot controls
2010 Buell 1125CR - Specifications
USA MSRP: Midnight Black $11,999, Racing Red $11,999, Arctic White/Black $11,999
Canada MSRP: See Local Canadian Dealer For Pricing
Dimensions1
Overall Length2 80.7 in. (2,050 mm)
Seat Height, Laden3 30.5 in. (775 mm)
Seat Height, Unladen 32.7 in. (831 mm)
Overall Width without mirrors4 29.3 in. (744 mm)
Ground Clearance, Unladen2 5.43 in. (138 mm)
Rake (Steering Head Angle) at Ride Height (degrees) 21
Fork Angle at Ride Height (degrees) 21
Trail at Ride Height 3.3 in. (84 mm)
Wheelbase, Unladen 54.5 in. (1,384 mm)
Fuel Capacity, Total 5.3 gal. (20.1 l)
Fuel Capacity 0.8 gal. (3 l)
Oil Capacity5 3.3 qt. (3.1 l)
Dry Weight 375 lb. (170 kg)
Gross Vehicle Weight Rating 850 lb. (386 kg)
Load Carrying Capacity 390 lb. (177 kg)
Powertrain1
Engine Helicon, Liquid-cooled, 4-stroke, 72 V-Twin
Displacement 68.7 cu in (1,126 cc)
Bore 4.055 in. (103 mm)
Stroke 2.658 in. (67.51 mm)
Peak Torque per SAE J607, North America 82 ft-lb (111 Nm)
Peak Torque RPM per SAE J607, North America 8,000
Peak Horsepower per SAE J607, North America 146 hp (109 kW)
Peak Horsepower RPM per SAE J607, North America 9,800
Compression Ratio 12.3:1
Mileage per US EPA Urban Trace, CITY6 36 mpg (6.5 l/100 km)
Mileage per US EPA HIGHWAY Fuel Economy Test6 47 mpg (5 l/100 km)
Intake Zero-resistance airbox, Pressurized RAM air intake
DriveTrain1
Primary Drive Type Helical gear
Primary Drive Ratio 1.806:1 (65/36)
Secondary Drive Type7 Belt
Secondary Drive Member Pitch Length (# of Teeth or # of Links) 149 tooth belt, 14mm pitch
Secondary Drive Ratio 2.815:1 (76/27)
Transmission type 6-speed, straight cut gears
Transmission Ratio, 1st 2.462
Transmission Ratio, 2nd 1.75
Transmission Ratio, 3rd 1.381
Transmission Ratio, 4th 1.174
Transmission Ratio, 5th 1.042
Transmission Ratio, 6th 0.96
Chassis1
Front Brake ZTL-2 braking system
Front Rotor and Caliper Configuration 8-piston ZTL2 front caliper from Nissin
Front Rotor Size, OD 14.76 in. (375 mm)
Number of Front Brake Rotors 1
Rear Brake Two-piston, direct mount caliper, 240mm, stainless steel, fixed rotor
Rear Rotor and Caliper Configuration Same rotor as XB. Rear caliper is new solid mounted 2-piston design from Hayes
Rear Rotor Size, OD 9.45 in. (240 mm)
Rear Suspension Type and Configuration Fully adjustable (adjustable compression damping, rebound damping and spring preload), coil-over monoshock with attached reservoir.
Front Suspension Type and Configuration Fully adjustable (adjustable compression damping, rebound damping and spring preload) inverted forks.
Front Fork Slider Tube Diameter 1.85 in. (47 mm)
Fork Lock Availability (true or false) True
Suspension Travel, Front Wheel, Along Fork Line 4.72 in. (120 mm)
Suspension Travel, Rear Wheel, Vertical 5 in. (127 mm)
Lean Angle at Full Suspension Compression, Soft Contact, Left (degrees)8
48°
Lean Angle at Full Suspension Compression, Soft Contact, Right (degrees)8
48°
Lean Angle at Full Suspension Compression, Hard Contact, Left (degrees)8
50°
Lean Angle at Full Suspension Compression, Hard Contact, Right (degrees)8
50°
Frame Aluminum, fuel in frame, IRC or Intuitive Response Chassis
Swingarm Description A new cast- aluminum swing arm
Wheels and Tires1
Tire Brand and Model, Front Pirelli Corsa III
Tire Brand and Model, Rear Pirelli Corsa III
Tire Size Designator, Front 120/70 ZR-17
Tire Size Designator, Rear 180/55 ZR-17
Wheel Type, Front 6-spoke, ZTL cast aluminum
Wheel Type, Rear 6-spoke, cast aluminum
Wheel Size, Front (width x dia) (in) 3.5 in x 17 in
Wheel Size, Rear (width x dia) (in) 5.5 in x 17 in
Electrical1
Battery Type and Specifications Sealed Lead Acid, maintenance-free, 12-volt, 12 amp-hour (per Battery Council International rating), 200 cca.
Charging System Specifications 37-amp, permanent magnet, three-phase alternator with solid-state regulator (520W peak power)
Starter System Specifications Starter motor 900W, starter drive (gears) and one way clutch.
Headlamp Type and Wattages (high, low and position lamp) Three-bulb headlamp with daylight running mode. 55 watt low beam (one (H7) 55 watt bulb), 110 watt high beam (one additional (H7) 55 watt bulb), 5 watt position lamp
Tail Light Wattages (stop and running) .55W for tail light, 5W for stop light
Turn Signal Lights Type (manual or self-canceling) and Wattage Manual cancelling, Front = non-serviceable LED's. 3W (per side), Rear = replaceable bulbs, 10W (per side).
License Plate Lamp Wattage 5W
Miscellaneous1
Windscreen or Flyscreen Flyscreen
Warranty Term9
2-years
U.S. MSRP
Midnight Black $11,999
Racing Red $11,999
Arctic White/Black $11,999
Colors/Finishes/Graphics1
Body Work (molded in color) Midnight Black , Racing Red, or Arctic White/Black
Frame Phantom Metallic
Wheels Designer Black for all models
Footnotes
1. Specifications for non-US markets might differ. Buell reserves the right to discontinue models or change specifications at any time without incurring any obligations. Vehicle specifications may vary from country to country depending on local laws. Some models are not available in certain countries.
2. Unladen, wet configuration (no rider, all fluids).
3. Laden, wet configuration (180lb. design rider, all fluids).
4. Without mirrors.
5. Oil capacity at oil change, with filter.
6. Based on tests conducted under lab conditions per U.S. EPA test procedures. Mileage will vary depending on personal riding habits, weather conditions, trip length and vehicle condition.
7. Hibrex® and Flexten® are registered trademarks of Goodyear® Technologies, Inc.
8. Bottomed-out configuration (100% suspension compression).
9. Please refer to motorcycle owner's manual for warranty details.
Source : Total MotorCycle
