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Home » Kawasaki Motorcylce, motorcycle

2010 Kawasaki Ninja 650R

Submitted by on April 5, 2012 – 11:53 pmOne Comment

Except for color options, this year’s 650R is the same stable-mate it was in 2009 to the ER-6n and Versys, which share Kawasaki’s 649cc parallel-Twin DOHC engine, and it remains essentially true to the well-executed design it’s had since its introduction.

Kawasaki lists at least 17 areas in which the Ninja 650 was re-tooled or re-designed. Included were revised fuel injection settings that Kawasaki says improve both low-end torque and quick-revving capability. A 40mm wider radiator was selected to improve engine life, while preventing power from fading during hard use.

New rubber handlebar and rear engine mounts were added, as were tweaks to the fuel tank shape, steel semi-double cradle trellis frame, and suspension settings. A D-shaped swingarm was also part of the engineered changes, as were larger 27mm piston front brakes, redesigned fairing, cowl and fender, and an all-digital instrument cluster.

The fairly extensive facelift and tummy tuck helps the middleweight feel even lower and narrower, augments its functionality, and attempts to make it more stylistically svelte and pretty too.

Kawasaki says its new front cowl and dual headlight design, for example, are reminiscent of its sportier brothers (or sisters, you decide), the Ninja ZX-6R and ZX-10R. And the digital instruments, complete with bar-graph tach, are modeled on none other than the baddest Ninja of them all, the ZX-RR MotoGP racer.

Unlike the steroidally-enhanced four-cylinder Ninjas, the Ninja 650 gets its motivation from a twin-cylinder engine that, while potent, offers 30 fewer ponies than the ZX-6R while offering a powerband more suited for daily riding.

Its over-square 83mm bore x 60mm stroke engine employs an 11.3:1 compression ratio, and “chrome composite” plated aluminum cylinders. Oiling is handled by a semi-dry sump to reduce engine height, and jets on the connecting rod big ends aim cooling oil to the undersides of the pistons.

The liquid-cooled, fuel-injected mill also routes coolant through the engine cases, thus minimizing external hoses and further enabling it to be narrow and short. Kawasaki says this engine is “the most compact in its category,” and its dimensions are smaller than the older EX500 engine, and as MO’s writer observed in 2006, this is not a mere over-bore.

Its 180-degree crankshaft utilizes a counter-balancer to allow for “extremely smooth operation,” but 2008’s rigid rear engine mounts were replaced with rubber mounts, so apparently Team Green’s engineers figured it needed even more smoothness.

otomaps.com source article: www.netcarshow.com www.motorcycle.com www.roushperformance.com

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