Model Evaluation
potential gearhead lust unfulfilled, Kawasaki has even gone
to the trouble of tuning the sound emanating from the intake
tract, using a resonator to reduce its honk at low EPA-tested
rpm while still allowing a full-throated howl at high rpm.
The exhaust system terminates in the same triangular outlets on either side that grace the Z1000 naked bike, but their
appearance is toned down by a matt black finish that harmonizes beautifully with the Ninja’s sophisticated bodywork.
Although the visible portions of the exhaust system are small,
the system has a large capacity to reduce noise without strangling power, using all the space underneath the motor for a
massive container that houses its 4-into-2-into-2-into-4
plumbing and the all-important catalysts.
But what really separates this motor from so many like it
is how perfectly it’s tuned. Its response is virtually instantaneous, regardless of rpm, so much so that we found it useful
to remove all the cable slack from both the push and pull
sides of the throttle linkage in order to have the ultimate measure of control over twistgrip movements. This little trick
made matching rpm with gearshifts much easier, and was
also easy to do as both cables have knurled barrel and locknut fittings under their rain-resistant rubber boots.
The amount of flywheel inertia in the motor is also ideal;
by Dave Searle
it revs quickly but isn’t too quick, and the result is an ultrafine control over the bike’s drive that makes unwinding a
twisty road into a real riding pleasure.
HE FIRST 1000 NINJA, also known as the 1986 ZX1000R,
was the bike that satisfied Tom Cruise’s “need for speed”
in the movie “Top Gun.” It made a claimed 125 hp, set the
Transmission
production bike top speed record at 158 mph, and at the time was
Kawasaki has built a lot of great transmissions over the years
arguably the most beautiful open-class sportbike you could buy.
and the new Ninja’s is a perfect example. With light effort and
Both the star and his ride gained from their association. And as
unerring precision in gear selection, it supports a rider’s desires
the namesake of that famous machine, Kawasaki knew full well
without requiring conscious effort, and we never missed a shift.
that the 2011 Ninja 1000 had to be something extra special.
Interestingly, the Ninja’s final drive gearing has been changed vs.
Very similar to its naked sibling, the totally revised Z1000
the Z1000. A 41T final drive sprocket replaces the Z’s 42T final
introduced just last year, the new Ninja is the well-dressed sportsgear and might be expected to reduce acceleration slightly in
favor of more relaxed cruising speeds. But our testing found just
man to its unclothed hooligan brother. Both machines progressed
the opposite. Quarter-mile times actually dropped from the
side by side during the design stage, but when the decision had to
Z1000’s best of 10.64 to 10.50 secs. and its zero-to 100 mph time
be made which one would get on the assembly lines first the
dropped from 6.45 secs to 6.28 secs.—this in spite of an 18 lb.
naked model won, despite objections from the US side of the
weight gain due to the Ninja’s extra bodywork (from 480 lbs.
company. Naked bikes are big in Europe, but they have remained
wet to 498), and a tiny decrease in both dyno-tested power and
a hard sell on this side of the pond. Although our evaluation of the
torque (.69 hp and 1.06 lb.-ft.) compared to the Z1000.
Z1000 was very positive, its complete absence of wind protection
Acceleration of this sort is very impressive, of course, but
was a downer. If that fact kept you away from the showrooms, too,
what’s even more impressive is that in real world conditions, you
perhaps your prayers have been answered.
rarely need to see more than 5000 rpm on the tach to achieve all
the acceleration you’ll ever need, even for lightning quick passes
Motor
on slower moving traffic. And because the engine runs so cleanly
Add a millimeter to both the bore and stroke figures of the
and responsively at these lower speeds, you find yourself making
999cc ZX-10R superbike, and you have the new Ninja (77.0mm
rapid progress while minimizing fuel consumption, too. We used
x 56.0mm), delivering 1043cc in a compact package. Like its
the bike hard over some of the best motorcycle roads from Marin
classic Ninja forebear, its DOHC, four-valve, transverse fourto Orange County and still averaged a very good 41.4 mpg. With
cylinder engine gives it great high rpm power, redlining at 10,750
its 5.0 gal. gastank (1.1 gal. more than the Z1000), it could
rpm where a soft limiter intervenes. Smaller 38mm throttle bodconceivably stretch gas stops to 200 miles, although the reserve
ies matched to oval sub-throttles keep its port velocities high for
light would suggest we find fuel at around 170 miles on average.
abundant mid-range, and it equals the torque produced by the latIn fact, the overall gearing is still very close, even with the
est ZX-10R but generates its peak power of 122.48 hp almost
Ninja’s taller final drive, and we often found our left foot look2000 rpm lower in the rev range for potent full-time thrust that
ing for another cog past sixth. We might be tempted to try an
doesn’t require screaming revs to access.
even taller final drive ratio, perhaps a 39T on the rear wheel, to
A single counterbalancer shaft in front of the crank cancels
ease engine rpm even more at cruising speeds and perhaps achieve
sufficient vibration that the engine can be mounted as a stressed
even better fuel mileage.
member of the chassis, and what remains is just enough to make
a pleasant reminder of the engine configuration between your
legs. And like a proper superbike, it has ram-air induction, drawChassis
ing cool air from the center of the fairing into a pressurized airPrevious versions of the Z1000 used steel tube frames, but the
box for a small but useful boost in performance at top speed,
latest cast aluminum version is greatly superior, giving 30% more
which measured 152.8 mph @ 11,250 rpm. Not to leave any
stiffness and saving 8.8 lbs. at the same time. The subframe is
2011 Ninja 1 0 0 0
KINNEY JONES
A Bike
For All
Reasons
T
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MOTORCYCLE CONSUMER NEWS
another unique piece. Cast in three sections, its complex shape
creates the tool tray and also forms attractive beams under the seat
that eliminate the need for separate sidecovers. The very narrow
profile of the chassis between the rider’s legs is also notable, and
does a lot to create a very intimate rider connection to the bike.
The main frame is cast in five sections; the steering head, left
and right main members and two cross-pieces, and the chassis’
stiffness has been carefully optimized for handling feel. For
instance, the engine is hung at four points, three of which are
rigid, with the upper rear crankcase mount being rubber damped,
as are the footpeg brackets. The effect is beyond simple visual
appreciation and the bike’s handling feel is truly remarkably.
only tires, giving very neutral response from first lean into the
deepest inclinations with great feedback and control. We’d have
no worries about taking in a trackday on these tires.
Instruments & Controls
Unlike the Z1000, which uses an LED bar-type tachometer
display, which we found hard to read at a glance, the Ninja uses
a restyled version of the same instrument panel used on the ZX6R, featuring a big analog tach and digital speedo, which we’ve
come to regard as an ideal arrangement. In addition, the Ninja carries a fuel gauge and a clock. Also, the handlebar levers are multiadjustable for reach, and the shifter and rear brake pedal are also
adjustable for vertical position.
Suspension
Brakes
Premium sportbike parts like radial-mount calipers and a radial
pump front master cylinder give the Ninja’s brakes an exquisite
feel for stopping pressures. But unlike many pure sportbikes,
Kawasaki has chosen not to fit racing-type brake pads, which can
be too snatchy for regular street use. Although the four-piston
front calipers use equal-sized 30mm pistons and look like racing
four-pad types, in fact they use just two pads each and have a soft
initial bite that’s ideal for stop and go traffic or for careful use on
wet roads. The front rotors are 300mm petal-type semi-floating
units and the rear is a 250mm disc with the caliper hung below
the swingarm and located by a torque rod to reduce braking
effects on the rear suspension. Any concerns that the brakes’
soft engagement might hurt its ultimate braking performance
were put to rest by an excellent showing in our testing. Our best
stop was 116.5´ from 60 mph and none were longer than 126.2',
which is a superb result. Although the left front caliper reveals
a mounting point for an ABS sensor, ABS will not be available
on US models, as surveys of Americans haven’t indicated sufficient demand. It can be had in Europe, so Kawasaki could possibly offer it stateside in the future.
Of course, tires are the final arbiter of braking capability, and
Kawasaki has fitted Bridgestone’s excellent Battlax BT016 supersport rubber as standard equipment. These tires offer the grip and
road feel of a sportbike without the triangular profiles of track-
Ergonomics
Perhaps the best part of the Ninja 1000’s versatility is its rational riding position. Its grips/seat/pegs are arranged to provide allday comfort, and the bars in
particular are high enough that
neck strain and backaches never
happen. The ends of the bars have
been pulled back 10mm from the
Z1000’s layout and are bolted to
the top of the triple clamp, so they
can’t easily be changed, but we
had no complaints.
We’d be remiss not to mention
the bike’s very attractive lines,
even though we consider styling
too subjective to rate any longer.
Kawasaki’s stylists have created a
very handsome package that looks
fast just standing still. We especially like the fully finished underside of the seat and the passenger
grab rails. Also, the fairing is said
to be designed to keep heat away
from the rider, and although our
prevailing weather didn’t create any unfavorable conditions that
would test this assertion, it looks well-arranged.
Our favorite feature would have to be its three-position windshield, which uses a simple and lightweight manual adjustment
system; just press a lever on the right side of the dash and the
shield can be repositioned, no need for heavy electric motors up
high in the fairing. It looks sharp and works well even in the low
position, but keeps the air completely off the rider’s chest in the
high position without causing bothersome turbulence.
The only fly in this tasty cake is the rider’s seat. Despite both
seats being 10mm thicker than the Z1000’s equipment, the Ninja’s
front seat is cutaway too far back to give the best support under
the glutes, eventually becoming distracting over a day’s ride, and
even worse after three long days. It shouldn’t be terribly hard to
remedy, and with an all-day seat, we’d happily set off cross country on the Ninja 1000.
Speaking of touring, Kawasaki will offer hard bags (made by
Givi) and also heated grips to make it even more enticing. The
European side of the company will produce these parts, and we
hope a “comfort seat” might also get the nod.
KINNEY JONES PHOTO
Like the Z1000, the Ninja uses a new type shock mounting,
called a Horizontal Back Link, although the linkage it employs
creates the same progressive effect as Kawasaki’s long-running
Uni-Trak system, which places the
shock near vertical. In this laydown mounting position, the shock
is exposed to less exhaust heat,
which keeps it functioning optimally and reduces degradation of
the fluid; its weight is tightly centralized, and it’s also positioned so
its rebound adjusting screw and
ramped preload adjuster are perfectly accessible—ideal for a quick
change to accommodate the
weight of a passenger, for instance.
And the necessary wrench is in the
tool kit.
Up front, the Ninja’s 41mm
male-slider fork is fully adjustable
for compression, rebound and preload. We found its adjustment
range wide enough to meet all our
needs, from soft and plush to firm
and sporty.
Conclusion
If it sounds like we’re running out of superlatives, you’re right.
Except for its seat, the Ninja 1000 is a stellar motorcycle that ranks
high on our list of all-time favorites. If you are in the market for
an all-around street bike that could easily pull long-distance sporttouring duty, give it a close look. You’ll be glad you did.
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JANUARY 2011
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Model Evaluation
Left: Adjustable windshields
should all be so easy to operate and weigh so little. A small
lever on the right side of the
dash releases a catch, and you
can have any one of three positions in seconds. Turbulence is
virtually non-existent, and the
highest keeps the wind completely off the rider’s chest.
The mirrors are wide and functional, too, and the fairing is
designed to keep the rider cool.
Top: The dash is adapted from the
ZX-6R and offers a gas gauge and
clock in addition to the usual info.
The stubby handlebars are fixed in
position and have been pulled back
10mm from the Z1000’s arrangement.
Below: Fully adjustable cartridge forks
can handle any riding style, and the
radial mount four-piston calipers have a
subtle feel and excellent, controllable
power. ABS is offered in Europe (see the
empty sensor mounting boss) but not on
US models. Maybe next year.
Left: The seat is cutaway too much
for best support. We didn’t have an
issue with it for the first 100 miles,
but after three days, more than 50
miles at a stretch had us squirming.
Right: The rear suspension
uses a new horizontal linkage arrangement, rather
than Kawi’s classic UniTrak. The Ninja gets a
ramped preload adjuster
rather than the Z1000’s
threaded collars and the
wrench is in the toolkit.
Adjustments are easy, and
access couldn’t be better.
We were impressed with
the Ninja’s suspension.
TESTERS’ LOG
At the 2010 Kawasaki Z1000 press launch, Kawasaki technician Joey Lombardo casually asked me what I thought of the
bike after our test ride. “I really like it,” I told him, “but I wish it
had a fairing for better wind protection.” Joey looked down, kicked
the ground and muttered, “Yeah, well...” as if about to impart
some pearl of wisdom, and then quickly changed the subject.
Well, say hello to Joey’s well-kept secret, the Ninja 1000.
It’s all the bike I’d hoped it could be. Its creamy smooth, easyriding inline four packs pulse-racing low-end and midrange grunt—
you don’t have to rev it to the moon to be exhilarated—and yet
its top-end is still potent. Its brakes are strong, with excellent
feel, its 6-speed tranny is slick-shifting, and its suspension is
plush enough for daily street duty and firm enough for serious
canyon carving. It handles like a 750cc sportbike, and its ergos
are greatly improved, thanks to the addition of its aerodynamic
bodywork and adjustable windscreen. A little more padding in
the seat and it would be perfect. Bravo, Kawasaki!
—Scott Rousseau
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MOTORCYCLE CONSUMER NEWS
The latest Ninja 1000 is quite a motorcycle, with all of the
character and qualities I've come to appreciate in a sportbike;
features like a tall, wide handlebar for good feel and leverage in
the twisties, the performance of its brakes, which are powerful
but not grabby, aided by a stiff fork adjusted with firm settings.
Its robust clutch also capably endured multiple hard launches
without complaint, while its high-in-the-saddle but level rider
position complements the motorcycle's overall feel of near perfect balance, either upright or leaning.
Other stand-out impressions: The Ninja's instant throttle
response made wheelies slightly more difficult to finesse, but no
less irresponsible. And the engine's sound at its 11,250rpm shiftpoint combined with its seemingly short overall gearing should
help even the most responsible of riders to express any repressed
internal hooliganisms.
Speaking for myself, I don't need additional help in that department, but this new Ninja does suit me perfectly.
—Danny Coe
2011 Kawasaki Ninja 1000
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE
PERFORMANCE
Type:............ liquid-cooled Inline-four
Valvetrain: .... DOHC, 4 valves per cyl.,
shim-under-bucket valve adjustment
Displacement: ........................1043cc
Bore/stroke: ................77.0 x 56.0mm
Comp. ratio: ............................11.8:1
Fueling: ..DFI w/38mm throttle bodies
and oval sub-throttles
Exhaust: ..........4-into-2- into-1-into 4
Measured top speed ......152.8 mph
0–1/4 mile..................10.50 sec.
..........................@ 129.11 mph
0–60 mph ....................2.91 sec.
0–100 mph ..................6.28 sec.
60–0 mph ........................116.5'
Power to Weight Ratio ........1:4.07
Speed @ 65 mph indicated ....60.8
DRIVE TRAIN
MC RATING SYSTEM
Transmission:........................6-speed
Final drive:..................................chain
RPM @ 65 mph*/rev limiter: 4750/10,750
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR
ERGONOMICS TEMPLATE
*actual, not indicated
Horizontal (nose to)
A: Passenger seat
(middle). B: Rider
seat (middle). C:
Handgrip (center).
D: Passenger footpeg (center). E: Rider
footpeg (center).
67.5"
28.4"
D
E
60.0"
52.0"
SUSPENSION
37.5"
C
32.5"
21.7"
52.5"
14.4"
Wheelbase: ................................56.9"
Rake/trail: ..........................24.5°/4.0”
Ground clearance: ......................5.25"
Seat height: ................................32.5"
GVWR: ..................................932 lbs.
Wet weight: ........................498.0 lbs.
Carrying capacity: ..................434 lbs.
A
B
40.25"
DIMENSIONS
Vertical (ground to)
F: Handlebar (center). G: Rider footpeg (top). H: Rider
seat (lowest point).
I : Passenger peg
(top). J: Passenger
seat (middle).
:::::
––––– Open Sportbike –––––
:::::
Engine
:::::
:::::
Transmission
:::::
::::;
Suspension
:::::
:::::
Brakes
:::::
:::::
Handling
:::::
::::.
Ergonomics
:::::
:::::
Riding Impression
:::::
Instruments/Controls ::::;
:::::
::::;
Attention to Detail
:::::
::::;
Value
:::::
SAE CORRECTED REAR-WHEEL HORSEPOWER
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
Front: .... 41mm male-slider cartridge
F
G HI J
:::::
OVERALL RATING
:::::
fork, adj. preload, compression and
rebound, 4.7" travel
MISCELLANEOUS
DYNAMOMETER DATA
Rear: ..............Horizontal monoshock,
::::;
w/preload and rebound adjustability, Instruments: ....digital speedo, analog Low end
tach, odometer, 2 tripmeters, clock
5.4" travel
122.48 hp
Mid-range :::::
Indicators: .. hi-beam, t/s, neutral, low
•
::::;
BRAKES
fuel, oil pressure, check engine Top end
MSRP: ..................................$10,999
The Ninja 1000’s 1043cc
Front:Dual 300mm semi-floating petal
motor is the perfect balRoutine service interval:........7500 mi.
discs, radial-mount, four-piston, 2-pad Valve adj. interval:..............15,000 mi,
•
ance of smoothness,
calipers
power
and
response.
72.68
lb.-ft.
Warranty: ....1 year, unlimited mileage
Although the torque curve
Rear: ............fixed 250mm petal disc,
warranty
looks a little lumpy, the
single-piston caliper Colors: ..Candy Fire Red/Raven Black,
power is exquisitely linear,
Raven Black
devoid of flat spots and
TIRES & WHEELS
acts like a controllable
rocket at high rpm.
Front: ..120/70ZR17 Bridgestone Battlax BT016 on 3.50" x 17" wheel
Rear:190/55ZR17 Bridgestone Battlax
BT016 on 6.00" x 17" wheel
ELECTRICS
Battery: ............................12V, 8 A/hr
Ignition: ......TCBI with digital advance
Alternator Output: 336W @ 5000 rpm
Headlight: ............55W high, 55W low
Tank capacity: ........................5.0 gal.
Fuel grade: ..........................Premium
High/low/avg. mpg: ....43.7/40.2/41.4
:
:
:
:
:
:
TEST NOTES
PICKS
Superb engine; torquey, responsive and very quick
Adept suspension, brakes and handling
Attractive styling and good wind protection
PANS
The seat becomes a distraction on long trips
You may have to wait a while to buy optional hard bags
The gear ratios are closer than necessary for sport-touring
RPM, THOUSANDS
STANDARD MAINTENANCE
Time
Parts
Labor
Item
Oil & Filter ................0.2 ..........$22+$12.06 ..$16.00
Air Filter....................0.4 ..........$34.63 ..........$32.00
Valve Adjust..............2.7 ........$110.56 ........$216.00
Battery Access ..........0.3 ............MF ..............$24.00
Final Drive ................0.2 ................................$16.00
R/R Rear Whl. ..........0.5 ................................$40.00
Change Plugs............0.6 ..........$39.80 ..........$48.00
Synch EFI..................0.7 ................................$56.00
Totals
5.6
$219.05
$488.00
* Costs are best-guess estimates as no data was available at press time
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JANUARY 2011
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