After months of teasing, the cat’s outta the bag. The 2011 Kawasaki ZX-10R has been drastically redesigned over the 2010 model; from the frame and swingarm to the motor and bodywork it’s all new. Obvious is the angular bodywork that replaces the peculiar looking plastics from the previous bike. The headlight fairing is sharp and mixes elements of the CBR600RR and the R6, while the tail section is one of the skinniest on the market. The license plate hanger is easily removable too, so it looks like we can leave the hacksaw on the shelf.

New For 2011

• Totally redesigned DOHC 16-valve inline-four engine makes more linear, controllable power than ever before
• Stronger camshafts, pistons and crankshaft maintain legendary Kawasaki reliability in the face of the engine’s increased horsepower potential
• Ultra-advanced Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops
• All-new S-KTRC electronic traction control system comes directly from MotoGP and allows riders to explore the edge of traction more successfully for faster laps and maximum cornering speeds
• All-new ECU electronics also include a Power Mode system, which allows riders to pick between three power modes for changing conditions
• Revised transmission shaft layout raises the engine’s center of mass slightly for better mass centralization
• Newly designed titanium-header exhaust system has nearly identical specs to its roadracing counterpart
• Revised fuel injection system features larger throttle bodies and dual injectors
• All-new aluminum twin-spar frame is lighter and offers optimal flex characteristics for the best possible handling
• 43mm Big Piston Fork (BPF) is lighter than a conventional design and offers improved action and response
• New horizontal back-link rear suspension offers better wheel control and improved mass centralization, all of which improves stability and overall handling
• Shock and linkage assemblies are now positioned above the swingarm, which frees space below it for a large exhaust sub-chamber, which allows a shorter (and lighter) muffler
• Lighter and stronger 3-spoke gravity-cast wheels minimize unsprung weight for exceptional handling quickness
• Revised ergonomics offer a slightly roomier cockpit, a slightly lower seat and adjustable footpegs
• Revised chassis geometry – steeper rake, less trail, slightly raised CG – allows even sharper handling characteristics
• Significant weight reduction compared to the 2010 machine
• Radical new bodywork features more rounded edges and a revised ram-air intake
• Mirrors integrate trick, LED turn signals and remove easily for track-day use
• Revised transmission gear ratios for better on-track performance
• High visibility instrumentation includes an LED bar-graph tachometer and a full complement of LCD readouts to keep riders fully informed

Key Features
• All-new engine and chassis add up to enhanced power delivery and more control
• Kawasaki Intelligent anti-lock Braking System (KIBS) monitors a wide range of data to help ensure no-lock stops
• All-new Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction
• All-new Power Mode selector allows riders to select power level and power delivery on the fly
• All-new aluminum frame has ideal strength and rigidity
• All-new Big Piston Fork helps maintain composure under braking
• All-new horizontal back-link rear suspension helps improve road holding, and helps deliver smoother suspension action
• 2011 ZX™-10R ABS is significantly lighter than the 2010 model
• Improved mass centralization
• Slipper-type back-torque limiting clutch helps improve corner entry handling
• All-new race-oriented instrumentation offers riders a wealth of information

New Generation Engine
• All-new design is compact, narrow and lightweight, and features a revised internal transmission shaft layout that optimizes CG and engine placement in the frame
• Stronger camshafts, crankshaft and pistons increase durability and are able to withstand the new engine’s increased horsepower potential
• Larger intake valves (now 31mm), revised camshaft profiles and optimized port shapes help maximize power production and smooth power delivery
• Cylinder bores are machined with a “dummy” head bolted in place, yielding improved bore circularity and precision, so lower-tension piston rings can be used to reduce mechanical losses
• Offset cylinder bores (relative to the crankshaft) are positioned 2mm toward the exhaust side of the engine, resulting in reduced lateral piston force at the point of maximum combustion pressure and lower piston loads – which allows the use of lighter pistons
• Larger-diameter intake tappets (now 29mm) suit the higher-lift camshafts
• New, chromoly camshafts (previously cast iron) receive a new nitriding process and lapping treatment to help cope with heavier valve spring pressure and enhance durability
• New, harder crankshaft features stronger pins and journal fillets; gear teeth durability was also increased
• Single-shaft secondary balancer was added to help reduce vibration, and its use allowed several vibration-damping parts to be simplified and lightened
• Connecting rods are stronger overall to suit the engine’s increased power potential
• New ECU is dramatically lighter than the old unit and is small enough to be tucked away in a slot in the airbox assembly
• A lighter battery replaces the old unit for even more weight savings
• One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity
• Low friction oil pump reduces parasitic power loss
• A lightweight radiator with tightly packed cores provides efficient engine cooling
• A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
• Intake and exhaust valves are titanium for reduced reciprocating weight and higher rpm capabilities

Duel Injector
• Larger throttle bodies (47mm vs. 43mm) help produce more power and improved throttle control
• Secondary fuel injectors improve top-end power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm
• Oval-shaped throttle bodies – larger for 2011 – allow precise throttle control and instant response
• An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed for more stable operation; also contributes to easier starts and better off-idle throttle response

Traction Control
• A highly sophisticated electronic system based on actual Kawasaki MotoGP experience that’s designed to maximize forward motion by allowing riders to more easily ride at the very edge of traction
• The system, anchored by an all-new Electronic Control Unit (ECU), crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage, acceleration, etc. with help from a speed sensor fitted to each wheel
• The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows a slight bit of wheelspin
• Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction
• S-KTRC confirms conditions 200 times per second and governs ignition, which allows extremely quick reaction
• Riders can choose between three operational modes, depending on skill level and conditions
• A level meter on the LCD instrument panel lets the rider know when the system is operating

Kawasaki Intelligent Anti Lock Breaking System
• The most advanced anti-lock braking system ever utilized on a production motorcycle
• Utilizes the smallest and lightest ABS unit available – a Bosch-built unit that’s half the size of a standard unit and considerably lighter
• KIBS monitors a wide range of data, including front and rear wheel speed, throttle position, gear selection, engine rpm, caliper pressure, clutch actuation and more to help prevent wheel locking
• High-precision brake pressure control offers a number of sport riding benefits, including rear-end lift suppression, minimal kickback during operation and consistent lever feel
• ABS unit is located close to the bike’s center of mass, behind the left engine cylinder, which minimizes the effects of the added weight
• System uses wheel speed sensors already fitted to the non-ABS ZX-10R (used for S-KTRC traction control system)
• A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
• Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, increased control, progressive feel and a high degree of feedback to the rider
• A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
• A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback

Ram Air Intake
• A highly efficient and more forward-positioned ram air intake is designed for lower intake noise, higher intake efficiency
• Redesigned and larger airbox (now 9 liters instead of with a new filter element improves breathing and power
• Oval-section intake funnels promote non-turbulent flow at all rpm

Titanium Exhaust System
• All-new titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a larger-volume pre-chamber that houses two catalyzers for reduced emissions and sound
• Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly
• Dual catalyzers help the 2011 ZX-10R meet strict U.S. and Euro III exhaust emissions standards

Six Speed Transmission
• Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits
• With the revised engine shaft layout, the “cassette” is located high enough that it can be accessed without having to drain engine oil
• Fine-tuned primary and final reduction ratios minimize rear end movement (squat/lift) during acceleration and deceleration. The more composed rear end action allows more freedom with suspension settings
• Closer-ratio 4th, 5th and 6th gears complement the new ZX-10R’s circuit performance
• Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
• An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking

Frame
• All-new aluminum-alloy frame connects the swingarm pivot with the steering head more directly, and offers optimal flex and rigidity characteristics for balanced handling on street or track
• Revised chassis geometry incorporates slightly steeper rake (0.5 degree) and a bit less trail (3mm). The result is more weight on the front wheel, which allows sharper steering characteristics and crisper handling with no corresponding tradeoff in chassis stability at speed
• Frame is an all-cast construction of only seven pieces, which allowed engineers much design freedom, including minimizing wall thicknesses while providing adequate strength and ideal rigidity
• Fewer frame pieces mean fewer welds, which contributes to more pleasing aesthetics
• More front end weight also aids aggressive, on-the-gas corner exits, as there is less tendency to wheelie
• Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry even further by shortening the wheelbase by 16mm
• Like the frame, the alloy swingarm is an all-cast design, with just three pieces
• Narrow subframe layout contributes to the compact and slim tail section

Horizontal Back Link Rear Suspension
• All-new design positions the shock and linkage above the swingarm
• The new design offers a host of benefits, including improved road-holding, smoother suspension action (especially in the final third of the stroke range), increased stability and feedback when cornering, and improved mass centralization
• The design also frees space under the swingarm for a larger exhaust pre-chamber, which allows the use of a shorter and lighter muffler assembly
• The design also positions the shock’s upper link (mounted to the frame’s upper cross member) further from the swingarm pivot, helping to spread out the load and contribute to enhanced overall frame rigidity and chassis balance
• The fully adjustable shock features a piggyback reservoir and dual (high
• and low-speed) compression damping, which enables fine tuning for racing or track day use
• Between the Big Piston Fork (BPF) and new Back-link suspension system, pitch control during aggressive riding is minimized, which contributes to added rider control and faster lap times
• Minimal effect from exhaust heat due to the new design translates to more stable damping performance

Big Piston Fork
• The Big Piston Fork (BPF) fitted to the 2011 Ninja® ZX-10R features 43mm inner tubes and is one of the contributing factors to the new bike’s enhanced composure under braking
• Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size as the piston on the previous ZX-10R: 39.6mm vs. 20mm
• Oil inside the BPF acts on a surface area almost four times the size of a conventional fork’s. The larger surface area allows damping pressure to be reduced while ensuring that damping force remains the same
• Reducing damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and thus greater chassis stability on corner entry
• Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced
• Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom

Race Spec Steering Damper
• An adjustable twin-tube Öhlins steering damper is standard. The second tube acts like a reservoir, allowing the internals to help ensure stable damping and excellent feedback even under racing conditions

Light Weight Wheels
• New gravity-cast alloy wheels feature a three-spoke design that’s lighter than previous hoops by 330 grams (0.73 pound) up front and nearly 500 grams (1.1 pounds) in back
• Lighter wheels reduce unsprung weight, which allows the suspension system to work more efficiently

Ergonomic
• Fine-tuned rider accommodations feature a lower seat (by 17mm), adjustable footpegs moved slightly lower (by 5mm) and forward (by 2mm), and clip-ons with a bit less downward angle
• Lower seat makes it easier to reach the ground
• Newly shaped fuel tank offers an even better ergonomic fit with the rider’s forearms and inner thighs when riding
• Adjustable foot pegs can be lowered an additional 15mm when street riding or touring

Advances Aerodynamic Body
• A total body redesign results in a lighter, more compact and even sexier shape, with more curved – instead of “edged” – surfaces
• High-quality fit and finish, and superb attention to detail, are evident front to back
• Larger ducting aids engine heat dissipation
• Line-beam headlights enable the fairing to be shorter, which furthers the compact, aggressive styling
• LED three-bulb position lamp at the top of the new ram air duct is highly visible to drivers and pedestrians
• Fairing-mounted mirrors feature integrated, LED-type turn signals
• Turn signals are electrically connected via couplers, which allows easy mirror removal for track day riding
• Compact tail section includes an elegant, nine-bulb taillight
• Taillight and turn-signal stalks are mounted on a rear fender assembly that’s easily removable for track day riding

Advances Electrical Instruments
• All-new instruments feature a high-visibility bar-graph LED tachometer positioned above a multi-window LCD info panel that offers riders a massive quantity of information
• The tachometer also functions as a shift indicator: LEDs flash when the pre-set rpm is reached, and riders can set shift rpm according to preference
• The multi-function LCD features two display modes: Standard and Race. Switching to Race Mode alters the Speed display by changing it to Gear Position, and by changing the Clock display to Speed
• Additional functions include odometer, dual trip meters, average fuel consumption, instant fuel consumption, Power Mode (x3), S-KTRC (x4), S-KTRC level indicator, low fuel indicator, Economical Riding indicator (shows most favorable fuel consumption), water temperature and a host of indicator lamps

Specifications

Engine Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
Displacement 998cc
Bore x Stroke 76.0 x 55.0 mm
Compression Ratio 13.0:1
Fuel System DFI® with four 47mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-speed
Final Drive Chain
Rake/Trail 25.0deg / 4.33 in.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 in.
Front Suspension / wheel travel 43mm inverted Big Piston Fork (BPF) with DLC coating, adjustable rebound and compression damping, spring preload adjustability / 4.7 in.
Rear Suspension / wheel travel Horizontal Back-link with gas-charged shock and top-out spring, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload / 4.9 in.
Front Brakes Kawasaki Intelligent anti-lock Braking (KIBS), dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers
Rear Brakes KIBS-controlled, single 220mm petal disc with aluminum single-piston caliper
Fuel Capacity 4.5 gal.
Seat Height 32.0 in.
Curb Weight TBD
Overall length 81.7 in.
Overall width 28.2 in.
Overall height 43.9 in.
Color Choices Lime Green / Ebony, Ebony / Flat Ebony
Warranty 12 Months
Good Times™ Protection Plan 12, 24, 36, 48 months

For more discussion on the ZX-10 go to link

Kawasaki Heavy Industries, Ltd. launched the new 2011 Ninja 400R, a 400-cc sport-model motorcycle with full fairing, in Japan on August 1st.

In response to market demand, Kawasaki started selling of the Ninja 400R, a general sport-model with genuine full fairing inherited from the super-sport Ninja series to give it both aggressive styling and refined functional beauty and make it ready for anything from sport riding to touring.

With its compact and highly rigid diamond-shaped steel frame chassis, the Ninja 400R combines superior riding performance with easy handling.

Its lightweight and compact liquid-cooled, four-stroke, parallel twin-cylinder DOHC four-valve engine (399 cm3) delivers engine performance that is smooth and powerful at low- and mid-range speeds, while its fuel injection system and three-way catalyzer provides superior environmental performance in conformance with the 2007 Japanese national emissions regulations for motorcycles.

2011 Kawasaki Ninja 400R | Engine

•  The Ninja 400R has a liquid-cooled, four-stroke, parallel twin-cylinder DOHC four-valve engine (399 cm3). The distinctive parallel twin-cylinder engine delivers power characteristics that are powerful at low- and mid-range speeds and respond agilely at high speeds.

•  In addition to fuel injection, the Ninja 400R is equipped with sub-throttle valves to optimize intake air. With excellent throttle response and smooth engine performance at normal speeds, it delivers excellent drivability under diverse conditions.

•  With its short silencer located under the engine, the Ninja 400R provides a greater concentration of mass and lower center of gravity. Equipped with a built-in three-way catalyzer, it offers superior environmental performance in conformance with the 2007 Japanese national emissions regulations for motorcycles.

2011 Kawasaki Ninja 400R | Chassis

•  With genuine full fairing inherited from the super-sport Ninja line, the Ninja 400R offers aggressive styling and excellent wind protection equally suited to high speeds.

•  The Ninja 400R’s narrow parallel twin-cylinder engine and compact diamond-shaped steel frame result in a streamlined chassis, making it easy to keep both feet on the ground.

•  With dual 300-mm petal disks in front and single 220-mm petal disk in back, the Ninja 400R has front and rear disk brakes to provide excellent braking power and heat dissipation.

•  The Ninja 400R’s aluminum grab bars may be sharp looking but their shape and positioning also ease fatigue on long rides and make riding with a passenger more convenient.

2011 Kawasaki Ninja 400R | Equipment

•  The Ninja 400R’s instrument panel has a multi-function LCD display with a sporty design modeled on racing machines. It is equipped with a digital speedometer, digital bar-style tachometer, fuel gauge, clock, and odometer/trip-meter.

•  The Ninja 400R’s LED taillights are compact and provide excellent visibility. The rear view is sharp and stylish.

For more discussion on Kawasaki Motorcycles go to link

Source Ultimate Motorcycles

Kawasaki is recalling a total of 676 EX650R motorcycles from 2009 and 2010 because of a right rear portion of the lower cowling that is interfering with operation of the rear brake foot pedal. Because of the issues, a rider might not be able to adequately apply braking force to the pedal, which could result in a crash.

Source: NHTSA

The first official image of Kawasaki’s 2011 ZX-10R racer has been released by the Japanese manufacturer today, offering us the view of an unpainted race bike that will be put to test at the Suzuka race track. This will help the Kawasaki R&D department gather info about setting up the bike for race conditions.

According to the manufacturer, the 2-day test will be used to further refine the base package for the 2011 World Superbike Championship. If the bike proves to be as aggressive as it looks, then the team is off to a good start.

Getting back to the newly released picture, we see an image closer to the ‘real thing’ prepared by Kawasaki for the year to come than the teaser sketch released back in June. This will be the basis for the 2011 road bike, a machine that will come with an all-new engine and chassis and a rumored power of around 200 bhp.

The new Ninja starts to take shape, and we can only hope for a worthy rival on the 1000cc market. Kawasaki fans can only hope the changes that come with the new superbike will make it a serious competitor for the Yamaha R1, Honda Fireblade or the Suzuki GSX-R1000 motorcycles.

Meanwhile, the official Kawasaki Racing Team continues development on their 2010 machine. At recent Imola tests, Tom Sykes and Chris Vermeulen had new Showa suspension settings, new Pirelli tires and a few other new features. Both riders were impressed by the modifications brought to the current race bike and have declared themselves pleased with the results.

The Japanese motorcycle manufacturer had just revealed to the world a design sketch and a video destined to arouse interest among Ninja (and not only) fans. In fact, what Kawasaki teases is its next ZX10R superbike, a machine that apparently will come with a complete makeover.

From what we can tell from the sketch, the new Ninja is expected to look much more aggressive than its predecessor, keeping the green ninja paint scheme and with a completely restyled fairing and exhaust, among others.

On the other hand, the video tells us the 2011 model will feature an all-new engine and chassis that, along with a rumored 190+ bhp, are enough to make us eager to see the beast in a final form, most likely this fall.

…Full Story…

Ryan Farquhar took his first Isle of Man TT Superbike podium for MSS Colchester Kawasaki as he pulled off a great ride to second place in today’s Dainese Senior TT.

Ryan had earlier pulled out of the premier event at Cronk-Y-Voddy, but the race was then stopped after a serious incident involving Guy Martin. The squad quickly changed a fuel pump, and this correct diagnosis allowed Ryan to attack with confidence in the shortened, four-lap restart.

The MSS squad carried out their second major set-up change of the week; this time completely retuning the engine. The team altered the power delivery of the Kawasaki Ninja ZX-10R Superbike giving a smoother bottom end. The changes effectively meant creating Superstock power characteristics up to 10,000rpm and then full Superbike power further up the rev range to help the machine out of the slower corners.

Earlier in the week the team had radically altered the chassis on the Superbike including introducing a new swingarm, different fuel tank and major machining work.

An ecstatic Ryan said, “What a fantastic result. Guy’s unfortunate accident gave us a way back in, as I was sitting up on the course at the time. I’m over the moon to have got a second in both Superbike and Superstock. I’ve got to thank Nick and all the lads who worked so hard.”

MSS Colchester Kawasaki Team Owner, Nick Morgan said, “Total turnaround of fortune, I’m so happy for Ryan and all the mechanics Brilliant. To be sitting up at the Cronk to the second step of the podium, it just shows how your luck can go. We’ve definitely experienced both ends of the spectrum this week.

An MSS tuned ZX6R engine also fired Dave Molyneux to second in the Sidecar race earlier in the week.

For more discussion on Kawasaki Motorcycle go to link

Victory for Pirelli at the hands of Team GSR-Kawasaki

Milan (Italy) – This past weekend at the famous Bugatti Circuit in Le Mans, France, the Team GSR-Kawasaki equipped with Pirelli Diablo Superbike tyres raced to victory at the 33rd edition of the 24h of Le Mans Moto 2010. This event represents the opening round of the 2010 Qtel FIM Endurance Championship and is considered the world’s most competitive 24-hour motorcycle endurance race. From the very beginning of the weekend, the #11 Kawasaki of Team GSR (Gilles Stafler Racing) and its three talented riders, Julien Da Costa, Olivier Four and Gregory Leblanc set the tone by taking the Superpole after leading all the qualifying sessions.

Taking the race lead after just few laps and despite constant attempts by its competitors, the No. 11 Kawasaki took advantage of the night to gradually increase its lead as much as 11 laps until the checkered flag was drawn on its second crew. The reliability of the motorcycle, the organization and preparation of the team, teamwork by its riders and the performance Pirelli tyres have allowed team “green” to defeat the former-champion Yamaha R1 bike of the YART-Yamaha Austria Racing Team and the runner-up Suzuki GSX-R of Team RAC 41-City Bike.

The three riders were able to perfectly exploit Pirelli tyres to their maximum, even though the entire race was completed on standard tyres: Pirelli Diablo Superbike SC2 at the front and SC1 on the rear. Pirelli has once again demonstrated an effective performance, reliability and longevity of its Diablo Superbike tyres. This victory confirms the Italian manufacturer’s famous saying “We sell what we race, we race what we sell”, a strongly impassioned philosophy and proof that Pirelli Diablo tyres are a critical element to success.

The final word is left to Team Manager of the GSR-Kawasaki Team, Gilles Stafler, who said: “We did a lot of laps (828) and Pirelli [tyres] worked well the whole time. This victory is the fruit of our work!”

The second round of the 2010 Qtel FIM Endurance World Championship will take place on the 22nd of May in Spain, which will host the 8 Hours of Albacete.

For more discussion on Kawasaki Racing News go to link

After discovering his knee injury to be more extensive than previously though, Christopher Vermeulen will miss World Superbike’s stop at Valencia this weekend, but is expected to be back on the saddle at Assen. Vermeulen injured his knee during a bad highside at Phillip Island, and was unable to rejoin the series at Portimao despite making an attempt during the free practice. As such, it looks like the Australian rider will be replaced this weekend at Valencia.

After having arthroscopic surgery, it became apparent that Vermeulen has more damage to his knee, ligaments, and cartilage than initial scans had suggested. Some of these injuries will be remedied this week with surgery, but his other injuries will have to wait to be operated on until after the Australian finishes his riding career. Nevertheless, with the surgery occurring so close to the Valencian stop, Vermeulen is a definite no-go this weekend.

Simon Andrews is expected to take Vermeulen’s seat on the factory WSBK Kawasaki ZX-10R this weekend. The Englishman was spotted testing the PBM Kawasaki just a few days ago at Valencia, and posted some impressive times, but nothing has been officially announced yet.

MSS Colchester Kawasaki riders Simon Andrews and Gary Mason got to test the new Kawasaki Ninja ZX-10R complete with Magneti Marelli electronics, but only after snow was cleared from the circuit of Guadix in Spain.
Gary, Simon and new Superstock rider Howie Mainwaring each rode more than 30 laps in the test to dial in the new electronics systems.
On Tuesday, the team awoke to a thick blanket of snow, but unlike in their British home, the show soon melted, allowing the riders to gain meaningful practice and log valuable data.
MSS Colchester continues testing through Thursday.

Kawasaki Motors Corp., U.S.A. (KMC) is launching a new line of powersport oils. Comprised of the latest formulations of superior quality lubricants and specifically engineered to Kawasaki’s highest standards, the new Kawasaki Performance Oils line includes full-synthetic, semi-synthetic and mineral based formulations in multiple grades of motorcycle oils, plus new ATV/UTV and PWC formulations. This is not a simple re-branding of the old product, but an entirely new lineup of super quality modern powersport engine oils.

In accordance with strict Kawasaki guidelines, significant improvements have been made across the entire line. The results include mineral based formulations which deliver a 20% reduction in phosphorous and sulfur content, 45% lower volatility, 5% higher film thickness, between 15 – 30% better anti-wear characteristics and up to a 15% improvement in anti-oxidancy, depending on type. In addition to the advanced mineral based formulations, the new Kawasaki Performance Oils lineup also includes the latest semi and full-synthetic performance engine lubricants based on modern polyalphaolefins and esters.

“These new oils cover gaps in the previous lineup and will help Kawasaki dealers to capitalize on the strong demand for modern synthetic oil formulations, while more effectively serving the needs of their powersports customers,” said Jim Williams, KMC’s director of corporate sales.

In conjunction with the launch of these new oils, KMC is also releasing distinctive new packaging, “Performance Made Perfect” marketing and dealer displays all designed to emphasize the modern, high-performance attributes of Kawasaki Performance Oils.

Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles and recreation utility vehicles through a network of more than 1,475 independent retailers, with an additional 8,000 retailers specializing in Kawasaki power products and general purpose engines. KMC and its affiliates employ nearly 3,300 people in the United States, with 400 of them located at KMC’s Irvine, California headquarters.

Kawasaki’s tagline,”Let the good times roll,” is recognized worldwide. The Kawasaki brand has become synonymous with powerful, stylish motorcycles for over four decades. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found on the Internet at www.kawasaki.com.

For more discussion on Kawasaki Products go to link