2008 kawasaki zx10r cruise control

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Hi all, i wanna put a cruise control on my zx10r as i do a lot of highway riding, i like the brakeaway c/c as i have seen it on youtube but dont know if it will fit on the bike properly, does anyone else have it on there zx10r ? or vista c/c is my second choice....  

cruise control is a horrible idea for a motorcycle... http://www.crampbuster.com/ Works just fine. Not that I use it, I don't have any issues riding for hours without one. But then I am not everyone else. If you absolutely insist, there are plenty of "throttle lock" style ones that will fit anything with X sized bars.  

Throttlemeister... PERIOD!!! http://throttlemeister.com/ and dont cheap out on me either... either do it this way or dont even bother.  

Well that is a matter of opinion.  

True, but Ive used a lot of different throttle "locks" in my life and they all eventually fail, break or are just a pain in the ass to use while riding. If this one was around way back then I would have saved a lot of frustration and time by buying it first out. I figured I spent at least $75 over the last 20 years on POS throttle "locks" and this one is solid, functional, well made, looks good, PLUS its a bar weight.... :smile Just wanted to pass it along...... sorry, if Im so blunt in my delivery :rolleyes  

It does look like a good idea though.  

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Kawasaki Ninja ZX-10R: review, history, specs

Class: sport

Production: 2004+

Predecessor: Kawasaki ZX-9R

Electronic Rider Aids

Kawasaki ZX-10R ABS (2016-2020):

• Kawasaki Launch Control Mode (KLCM)
• Kawasaki Intelligent anti-lock Brake System (KIBS)
• Kawasaki Sport Traction Control (S-KTRC)
• Kawasaki Engine Braking Control
• Kawasaki Quick Shifter (KQS) (upshift only)
• Kawasaki Corner Management Function (KCMF)

Kawasaki ZX-10RR (2017-2020):

• Kawasaki Quick Shifter (KQS) (upshift & downshift)

Kawasaki ZX-10R SE (2018-2020):

• Kawasaki Electronic Control Suspension (KECS)

Kawasaki ZX-10R / RR (2021+):

• KIBS (Kawasaki Intelligent anti-lock Brake System)
• ABS (Anti-lock Brake System)
• KLCM (Kawasaki Launch Control Mode)
• Kawasaki Engine Brake Control
• KCMF (Kawasaki Cornering Management Function)
• IMU (Inertial Measurement Unit)
• KQS (Kawasaki Quick Shifter) up/down
• S-KTRC (Sport-Kawasaki TRaction Control)
• Power Mode selection
• Electronic Cruise Control
• Smartphone connectivity
• All LED Lighting
• All Digital TFT Color Instrumentation

Specifications

Kawasaki Ninja ZX-10R: specs.

Kawasaki Ninja ZX-10R: images, gallery.

Kawasaki Ninja ZX-10R: video.

Kawasaki Ninja ZX-10R: manuals, parts, microfiches.

• Kawasaki ZX-10R: Service Manual, 2004-2005
• Kawasaki ZX-10R: Service Manual, 2006-2007
• Kawasaki ZX-10R: Service Manual, 2008-2010
• Kawasaki ZX-10R: Service Manual, 2011-2012
• Kawasaki ZX-10R: Service Manual, 2013-2015
• ↑ kawasaki.co.uk | ZX-10R 2021 | Fuel consumption
• ↑ zeroto60times.com | 2016 Kawasaki Ninja ZX-10R | 0-60 mph

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Kawasaki Zx-10r

Kawasaki Zx-10r DON CANET March 1 2008

KAWASAKI ZX-10R

CW RIDING IMPRESSION

Get a grip-or not...

LIKE YOU, I TOO READ CYCLE WORLD magazine, and right there on the cover of our December, 2007, issue, we proclaimed the all-new Kawasaki ZX-10R possessed “Brute Force with Brains... now with Traction Control!” I had no hand in the research or writing of the 10R technical preview featured within, but what I read filled me with interest and anticipation to experience this latest in racing-derived tech to trickle down to the street.

I've ridden several factory racebikes over the years, the most recent being the works Honda RC211V that Valentino Rossi rode to his first MotoGP championship back in 2002, but I’ve slipped behind the curve of late, having yet to experience a machine equipped with traction control. The very thought of screwing on the throttle with reckless abandon during corner exits while putting faith in onboard electronics to keep the bike pointed in the intended direction goes against my hardwired survival instinct. I’m very intrigued by the idea, however, as decades spent honing a feel for rear tire grip under acceleration has not been without hard knocks. Besides, the reflexes slow with age; having just turned 46, I’m not opposed to accepting some artificial assistance.

Neither did I mind in early December traveling halfway around the globe to Qatar to get an early ride aboard the 2008 10R at the model’s world press launch. Of course, it didn’t hurt that Kawasaki booked me and several others from the American press in business class on the national airline of the oil-rich United Arab Emirates. My enthusiasm for the digital age wasn’t deterred when my assigned seat’s elaborate in-flight entertainment system went down early en route. Without missing a beat, I was content with an interesting mix of progressive rock and melodic Scandinavian metal on my MP3 player.

So, disillusioned best describes my emotional shift when it was announced at the bike’s trackside technical briefing that, sorry, the ZX-10R does not have traction control, or at least not in the full sense of the term (see “The T-Word,” page 86). It was explained, not entirely convincingly, that KIMS (Kawasaki Ignition Management System) was most certainly not a traction-control feature; it only intervenes with power-reducing ignition retard when a spike in engine rpm is detected at a constant throttle setting. We were informed that any application of throttle overrides the system to allow unattenuated wheelspin to enable steering with the rear-or the classic high-side get-off if care is not exercised! Another point of great emphasis was that the system still allows smokey burnouts (woo-hoo), although we were kindly asked not to perform any. No problem. I hadn’t come to the worldclass Losail Circuit to monkey around.

So much for reveling in carefree controlled drifts out of corners, or the misguided hope KIMS would prove a magical equalizer allowing less-daring riders in the group to perform heroics on the gas. At least for now, old-school analog rightwrist management-/, e. early, smooth and steady throttle application-would remain key to maximizing drive off corners around the 3.375-mile, 16-turn circuit.

Comparing the chassis dimensions of the new machine with that of last year would indicate a slower-handling platform. Wheelbase has stretched a full inch, now measuring 55.7. The bike’s 25.5-degree rake is also 1-degree more relaxed than its predecessor, along with .3-inch more trail. Claimed dry weight of 395 pounds is 9 more than before.

The wheels remain unchanged, and while the diameter of the front-brake rotors has grown from 300mm to 310mm, the discs are now .5mm thinner and utilize lighter aluminum carriers, all adding up to roughly the same rotational inertia as before.

It became apparent during my first 20-minute riding session that turn-in and direction changes feel lighter than last year. That stands to reason, as the thoroughly revised exhaust system contributes to lowering the bike’s center of gravity.

Its predecessor’s twin-can underseat mufflers have been replaced with a setup featuring under-engine catalyzers and a pre-chamber feeding a single titanium silencer. The engineers also pointed to the 2-pound reduction in crankshaft weight (although the same inertial moment was retained) as a contributing factor in the bike’s lightened handling. But most of all, changes to the frame and swingarm. said to have increased stiffness and optimized the balance of rigidity, are credited for improving feedback and sharpening steering response.

Improvement in feedback wasn't readily apparent, though, as the suspension calibration during my first on-track session was soft, allowing the rear to squat when the throttle was opened and then oscillate a fair amount exiting corners. The chassis even felt unsettled mid-corner before power was applied. Losail’s track surface is free of bumps and offered exceptional grip thanks to rubber on the race line left by a World Superbike test conducted the week prior. Increased shock preload, low-speed compression damping and rebound damping offered a notable improvement in feedback and composure. A similar treatment given the fork provided further positive results.

Braking feel was to my liking, with enough give in the lever to provide a good sense of progressive modulation. Initial bite isn't overpowering and a modest two-finger squeeze gets the job done when running in deep enough to require maximum stopping performance from the four-pot, radial-mount Tokico calipers. There was never a fluctuation in the amount of lever travel due to heat, either.

Charging hard into Losail's tightest corners also put the slipper clutch to good use. negating the need to match revs on downshifts. The only place the rear wheel protested under engine braking was the entry into the track's first-gear hairpin. but even that provided only a subtle rear-wheel slide rather than harsh chatter.

Driving off this same bend proved even more exhilarating. with the front tire lifting at 8000 rpm in a controlled power-wheelie while the bike was still leaned over. Power delivery is extremely smooth with no sudden hits anywhere in the rev range, and while I never once felt any hint of traction control, the engine's linear character goes a long way in maintaining rear grip. The track has several second-gear corners as well, so there was ample opportunity to test the limits of adhesion.

Race-compound Pirelli Diablo Supercorsa radiais were fitted for our second day of riding. With the peg feelers removed these tires invited even deeper lean angles in the heart of corners that had seen the pegs, shift lever and muffler kissing the pavement, yet still no sign of KIMS assistance. Could it be the effect is so subtle that I couldn't feel it. that the system is more of a traction enhancement than traction control? After all, Kawasaki's system doesn't chop a cylinder or two; it subtly retards ignition timing. When 1 inquired about this. Kawasaki engineers told me they wouldn't expect KIMS to have any effect in these dry. grippy conditions.

With no rain in the forecast for the rest of the year, another option would have been to run off-line onto a very dusty portion of track and pray I didn't end up in traction in an Arabian hospital. Further exploration of this traction control that isn't will have to wait until we receiv e a testbike back in the States.

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Top stories.

2008 Kawasaki Ninja ZX-10R

Identification

Transmission, technical specifications, wheels & tires, instrumentation, paint & finish, user reviews, deceptively amazing bike.

I bought this bike in February of this year, straight out of the crate for $7500. What a great buy! This is an amazing bike, and at a $5000. savings over the 2010 model grab one! I stepped up from a 1993 zx-7, and have had a really comfortable transition. This bike is so easy to ride and is truely ... deceptive when it comes to its power. This bike has a massive amount of power! The handling is great as well, really easy side to side transition. Easy to ride around town, you won't find yourself too fatigued.

Buy this bike. . . you won't be disappointed.

Rating breakdown

Perfect bike with a few mods read here =).

I wanted to give serious potential buyers a good review of this bike.

First, we all know the bike is awesome. But let me point out a few of it's faults, all of which can be corrected. Basically, the bike is neutered from the factory in 2 ways.

1)Problem: The gearing ... is way too tall, causing the rider to need to slip the clutch to get the bike moving. It'll go approx 100mph at the top of 1st gear...way, way too tall. This was done presumably to keep newer riders from getting into trouble.

Solution: I went -1 tooth on the front sprocket, rode it for a bit. This helped with not need to slip the clutch, but still left the bike just outside of it's power surge(6k rpm and above). So I then went +2 teeth on the rear sprocket. Now at about 75-78mph, I'm rolling along in 6th gear at freeway speeds here in SoCal and can roll-on the throttle and get scooting along very well! Noticeable improvement over stock gearing. Total cost, $55 for two sprockets.

2) Problem: The bike's ignition timing is retarded in the first four gears. When "whacking" the throttle open, the timing instantly pulls back and then the engine's CPU feeds timing back in over the next 1.5 seconds or so. Makes the bike feel anemic. I.e., less than expected performance from a near 160hp machine.

Solution: Installed a healtech X-TRE. A timing retard eliminator. Costs $130, and takes about an hour to install taking your dear sweet time =) Elminates the hesitation, or delayed, subdued response when opening the throttle. Others have simply removed the secondary throttle butterflies and achieved and even greater improvement in throttle response. But this mod can be somewhat irreversable since many have struggled to remove the screws that are loctited from the factory, and have had to drill them out, risking getting metal shavings inside the engine.

A sidenote, without the X-TRE, 3rd gear wheelies with the gear change were difficult because when dropping the clutch and opening the throttle, the bike's ignition timing would pull back the very moment you need the thrust to loft the front wheel. The X-TRE solved this issue.

3) Problem: OEM Ohlins damper has additional orifice inside lessening the amount of full damping available.

Solution: Many ZX-10R riders(myself included) have sent their OEM dampers off to www.kyleusa.com to be rebuilt with REAL Ohlins internals that supply the expected damping =)

4)Problem: the exhaust. It's ugly, too quiet, etc.

Solution: I purchased a Hotbodies MGP growler(slip-on) for $249. If used in concert with the resonator that it attatches directly to(which many people confuse or assume is the catalyzer), it produces a very deep, beautiful tone that is the envy of all my riding friends. To actually remove the catalyzer in the headpipes, you need to replace or modify the headers. I personally find that with the above modifications, that the bike is just fine and has enough power for my 145lb frame.

Suspension: Very harsh from the factory although it is setup for an aggressive rider. I took 2 turns off the rear shock preload, and made some very minor adjustments to the rebound/compression damping on the rear shock and voila! Bike is perfect for me.

Anyway, enjoy the bike if you get one. And be sure to go to www.zx-10r.net for support and info from other ZX-10R riders =)

2008 ZX-10R

Stepping up from a 2006 ZX-6R to a 2008 ZX-10R was a big step for me. The monstrous power and the futuristic styling made this my bike of choice. After two weeks of riding I still grin ear to ear every time i throw a leg or even look at it. It has the power of a ZX-14 and the flick-ability of a ... 600. I highly recommend this bike to anyone even considering it.

"SEXY MONSTER"

I bought, I road and I fell in love! I've owned many many bikes in my life and the ZX-10R tops them all! I put on a GP style pipe on it which upped my horsepower to over 160hp (rear wheel)and gave me great sound (pure music to my ears!). If this bike was a woman it would be a billion dollar super ... model!!! LOVE IT, LOVE IT, LOVE IT.

This is a great bike. I've been riding a Honda CBR F4i for the past 5 years and I wanted an upgrade. And this is a major upgrade. Surprisingly the throttle is very smooth on this BEAST. It truely has an off and on switch. But watch out. It handles like a 600 because it feels very light. It wants ... you to drag your knee. You will have to ride using your thighs and stomach muscles to keep your hands from turning white. It's a great workout.The looks of this bike speaks for iteslf. This is the best bike ever!

She makes me smile....

From one rider to another, this bike does it for me on and off the track. Regardless if I'm taking a nice cruise around the city, enjoying scenic twisties or blasting around the nearest track; she always makes me smile.

The '08 ZX-10 is a well balanced machine. Of course the looks ... are in the eyes of the beholder, but no one can dispute that this bike performs.

My previous bike was a '06 GSXR 750 and I have no regrets. Although the ZX-10 is heavier, the handling is just as light as the 750's. The throttle control is much smoother on the ZX-10, so this beast is easily tamed. She only responds when commanded.

My only gripe is that Kawi did not offer this beast in Titanium........

my 08 zx10r

i originally had a 2007 zx6-r, but im a big guy so i upgraded to the '08 10r. the first thing that drew me to it was its size. the 07 looked so big with is wide tail. when i finally got it and took it on the road i was very impressed on how much it handled like a 600. I think it was the best purchase ... i have ever made

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KAWASAKI ZX-10R (2008 - 2010) Review

• One of the faster 1000cc superbikes of its time
• But also controlled and almost comfortable
• Incredible trackday machine

At a glance

Overall rating.

The new Kawasaki ZX-10R scored an easy five out of five; it was surely the fastest production 1000cc bike of its generation. But this ZX-10R was not all about Kawasaki’s new blistering engine and head-banging attitude, it’s controllable and handled much better than its predecessor. And despite the blistering pace it was actually easier to ride, too. Not for the faint hearted, the 2008 ZX-10R was a true superbike for the road.

Owners often changed the gearing to give the bike even more of a kick and address the fact that the stock gearing was a bit too tall. You can either go down one tooth on the front sprocket or up three teeth on the rear.

Sprockets from  AFAM ,  Vortex  or  Renthal , with chains from either  DID  or EK (specifically the EK MVXZ chain with optional zero stretch technology) were popular. A  speedohealer  is also a good idea to make sure your speedo still reads right.

2008-2010 Kawasaki ZX-10R E

  Back to form with the ’08 model. Power and torque was up with a higher compression ratio (Kawasaki were quoting close to 200bhp with ram air). Nick Morgan says: “Our superstock bikes were pushing 185bhp or thereabouts and we could easily go to 200bhp with a tune if we needed to. They were a really quick bike and reliable, they could take a thrashing.”

Styling was aggressive as was the handling, but it wasn’t slap happy as the wheelbase had been lengthened and rake had been stretched. The engine was also lower in the chassis which gave it greater stability. Compared to the competition it lacked midrange and usable real world torque but on the track it was a weapon, and won back to back track roads tests against the competition.  Early models had a recall for a faulty regulator rectifier which was done by Kawasaki, so make sure yours had been changed.

Ride quality & brakes

Even though the 2008 Kawasaki ZX-10R was actually heavier than the previous version, it didn’t feel it. The shape of the motorcycle was much thinner which makes the bike feel lighter and more manoeuvrable . Its wheelbase was increased and the rake was stretched which adds stability, yet the ZX-10R still turns with ease.

However, make sure that steering damper is turned up, or upgrade the standard Ohlins steering damper for a higher spec replacement from Ohlins  themselves,  Extremetech ,  GPR ,  Scotts  or  Hyperpro . 

Given the speeds that the ZX-10R is capable of (on track, obviously) a lot of owners choose to fit a larger screen offering better wind protection. The screen produced by  F. Fabbri  is a good replacement.  Pyramid  also makes a double bubble screen for the ZX-10R, as do  Puig  and  Zero Gravity .

If you want torque and bottom end power then look away now. However if you want arm ripping acceleration and a 1000cc engine that seems to rev like a 600 you’ll be wanting the all-new ZX-10R. Kawasaki is quoting nearly 200bhp with ram air, more than last year’s bike which was never a slow bike.

MCN put a 2008 Kawasaki ZX-10R on the dyno and it managed just over 170bhp at the rear wheel.

A lot of the owners found that fitting a Power Commander was a great mod on their ZX-10R. Apparently the fuelling was off below 7000 RPM on the 2008 model and the DynoJet Power Commander III cures this.

When used in conjunction with a new exhaust system (or just cans) it can also help smooth out the fueling and unleash a few extra bhp, because obviously that's what the ZX-10R needs- more power!

Reliability & build quality

Kawasaki have become renowned for making bomb-proof motorbikes, and the 2008 ZX-10R falls within this category. The high performance capability of the engine means that it is difficult to stress under normal riding conditions and that helps longevity.

Value vs rivals

The new Kawasaki ZX-10R was competitively priced, looked the part and was the fastest 1000cc production sportsbike of its time. Still you can always sleep with peace of mind, as build quality was a match for the Honda FireBlade . 

Kawasaki was the first manufacturer to fit a back torque limiter or slipper clutch, and it’s the same again for the new ZX-10R. There’s also radial brakes, petal discs, fully adjustable suspension front and rear and an Ohlins steering damper as standard.

Also, the 2008 ZX-10R was the first version to have the Kawasaki Ignition Management system, which is designed to reduce wheel spin under extreme circumstances.

Akrapovic  products seem to be very popular amongst owners. Some have gone the full hog and fitted complete replacement systems, while others have just gone for new cans. Still, Akrapovic kit doesn't come cheap, so if you're on a tighter budget cans from  Leo Vince  and  Sato Racing  also come recommended. After all, the money you save can be put towards other worthwhile mods.

Other popular modifications include upgraded grips for added comfort and rearsets for improved ground clearance, adjustability and weight saving. Rearsets from  Sato Racing  and  Vortex  were popular.

Fitting crash protectors is such an obvious and neccessary mod since alot of ZX-10R's spent a fair bit of time on track.

Model history & versions

Model history.

The original ZX-10R (C1H) was introduced in 2004 and was a snarling, unrelenting and quite honestly terrifying machine. it was updated to the D6F version in 2006, and then further revised in 2008 to the E8F model.

Other versions

Owners' reviews for the kawasaki zx-10r (2008 - 2010).

18 owners have reviewed their KAWASAKI ZX-10R (2008 - 2010) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your KAWASAKI ZX-10R (2008 - 2010)

Annual servicing cost: £100

Amazing bike, had mine since new in 2008, not needed to change it.

At 60 it's not so easy on the legs anymore and the pillion is not great according to my wife, who has her own Z900RS, so not a real problem

Just revs for ever, probably too quick for the road if you get above 3rd but pulls well enough at lower revs if your being sensible

No problems in 15 years

Dealer servicing is not bad, oil, filter, air filter, plugs etc. Simple to do myself

Not changed anything, live it as it is

Buying experience: Bought from Shirlaws in Aberdeen, Donald has sadly left us, great guy who we bought from for about 30 years but still a great place to buy a bike. Got a great deal as usual. Paid full price but the part ex was great.

Version: 2008 E8F Model Basically stock

Just a really nice bike to ride. Confidence inspiring, smooth, stonking engine. Engaging to ride.

The bikes suspension is hard on the front and softer on the rear. Can be quite harsh sometimes but I really enjoy it for my style of riding. Again love the riding position and the chassis provides lovely feedback and is very confidence inspiring. Although my brother who has a 07 fireblade says its very skittish but I can't tell feels spot on to me. I've owned a B1H ZX6R and a C1H ZX6R in the past and they are setup similar so I'm used to it. Must be a Kawasaki thing. You hear that alot that the Kawasaki's can be a bit more wild to ride. I personally think the fireblade is too relaxed. The brakes are the best I've had on any bike. I've only owned older bikes so not got anything newer to compare it too but I did have a 06 zx10r and the feel and power are considerably better than that which had a very spongy lever which was common and compared to my brothers 07 blade its night and day as well in a good way. Basically they don't feel too strong or too weak perfect really. Bite right at the top of the level pull. Gives really nice feedback trail braking into corners. It now has braided lines and new sintered pads and its not much of an improvement from stock rubber lines if at all really.

Stock bike: Engine is generally very smooth. A little vibey under 4000 rpm after that it goes ultra smooth. loves to be revved. Again comparing it to my brothers 07 fireblade as its from the same era which has one of the best 1000cc sportbike engines for the road this bike has taller gearing, higher rev limit and a slightly weaker lower rev range under 5000 rpm unless you're in lower gears as the engine likes to rev up and down the rev range freely so using the gearing is a must. I generally have to carry a gear lower than him so if he's in 3rd I'm in 2nd but I don't use first gear if he's in 2nd as its got plenty of acceleration but this is how the bikes designed to be used and again suits my riding style. The blades setup more lazy and relaxed than the 10R a little more up and go initially in higher gears at the same speeds so in slower sporty relaxed road riding I guess you could say the blades more superior but once the pace increases the 10R starts to come into its own. Obviously the differences are subtle on the road and it comes down to preference & individual rider skill. On paper the 10r has more power than the blade and it feels so. My brother has ridden the 10R a few times and he always describes the power as ballistic and rampant after 6000rpm and I have to agree. The blade is very stable when full throttle but doesn't have the same power kick nearer the top of the rev range, this bike bucks and the front end goes light and wheelies so you need to be careful on bumpy roads when accelerating. In a straight line it begins to walk away from the blade but obviously well above the speed limit. With all that being said its a lovely road engine. Beautiful mid-range, Even the slightly weaker bottom end is nice on the road, very smooth at road speeds, Flexible and balanced doesn't just jump out of your hands when you whack the throttle open, progressive power. Wicked induction roar.

Only issue has been with the charging system. I believe it was the stator that needed replaced. It did have the rectifier recall done in 08/09. Other than that it's been faultless. Hopefully not an ongoing thing. Replaced at 30000 miles. Other than that very well built.

The same as any big bike really.

I've never needed or wanted any traction control or anti wheelie or ABS so this bike is perfect for myself. I guess it's very basic by nowadays standards, practically bare bones. When I hear of bikes like the 80 wheel HP CB650R having traction control I just think why? I love the slipper clutch.This bike is said to have a very basic form of traction control but it doesn't really. It's hard to describe. I've only ever felt it in first gear accelerating full throttle from 10 mph or so but it doesn't feel like you'd think it would and it doesn't activate with any repetition. It just randomly activates and you try the same thing again and doesn't do anything. Apparently its only there to protect the catalytic converter from damage from a sudden spike in RPM when the wheel slips. Other than that I've never felt in anywhere else.

Version: E8F

Annual servicing cost: £200

Excellent road bike with plenty room to move about A fantastic very capable bike even 12 years on

Race bike for road with excellent brakes, again main dealer serviced brakes so spot on

Power at all speeds and gears

Rectifier packed in twice Once under warranty and again 2018 Looks like 5years max from this part

Main dealer excellent service and keep bike as Kawasaki made it

Buying experience: No issues

Annual servicing cost: £120

All day long comfortable & never lacking in performance. By far one of the best bikes I've owned (& I've owned a few!).

Front brakes are easily upgraded with braided lines & decent pads. Apparently can be upgraded further with better calipers & master cylinder, but they're good enough for me without going to that level.

Engine is ballistic as you'd imagine. Rides far smoother than my previous bike (RR5 Blade) & feels a lot more modern too.

I had the reg/rec official recall done on mine, despite being almost 3 years late for it. Local Kawasaki dealer were friendly & fine about this.

Self-serviced rather than garage/workshop

Nicely laid out instruments, which are c;ear to read. Large digital speedo & gear indicator. Also a rare plus point is that the standard mirrors are excellent.

Buying experience: Privately

Annual servicing cost: £1,000

I am 50, live in the USA and have been riding Kawasakis since I was 16. I've had a Ninja 600 2, Ninja ZX-750RR (not street legal) and this will be my 4th ZX10R. Wicked pull after about 7000rpm. I like the steering dampener, even though it is ancient. The power is crucial I would recommend.

Torque is a beast. I pull on Hayabusas.

Buying experience: Advertised for $15,000 with Two Brothers full exhaust etc. went higher. Cash in hand, I got it for $12,000.

This bike is WICKED. Its so so very fast, so light and unbelievably comfy. I cannot believe how cheap these go for in comparison to other models of the same year. This bike is still I think the lightest (or one of) 1000cc Jap bikes these is to this day. So powerful, the handling it great, the brakes work amazingly well although don't feel sharp which does give a small impression they are not strong but it just means you can grab them hard with out worry. There simply is no better bike that this for under 6k and anything for the 7k mark will be heavier and slower and over priced so unless you can afford over 8 grand you cannot get a better bike that this with an exhaust. I do recommend that you go up a couple of teeth on the rear or down one on the front but do that and boom amazing bike.

A roomy, beautifully fuelled, comfy superbike, a doddle to ride around town and a beast on the track. Solid brakes, barking engine, not one for the faint-hearted, enjoy :-)

Been riding for around 7 years now and this is my 8th bike. Fast bikes so far are 954 Blade, tuned FZ1, Mille, ZX6r and this ZX10r. The Blade was excellent, rare and loved the look of it, but when I wanted to move on and get a more upto date bike I looked around and for the £6k I had, this beat the bikes R1, GSXR and CBR of same yr and price. Iv covered about 2k now so thought id review it. Its ferocious when accelerating, turns in nice and feels secure and light. The brakes work fine and don't fade. Get about 170 motorway miles and worse iv seen 130. When parked up I cant stop looking at it. looks mean and the size of a proper 1000cc bike. I don't like the small looking CBR1000rr. Its comfortable to tour for the wkend as I did about 600 miles around Scotland. Im not keen on the current ZX10r so I think my next bike is a 2010 R1 when I can afford it!

08 ZX10R, Just great in town, duel carriage and motorways, handles well, motor pulls well, build quality could be better, few rusty bits on mine, even though its had an easy life, and then it would not start, 2 weeks at a dealer and cross your fingers it won’t happen again. Time to P/X. Apart from that great.

I just got the 2010 zx10r two weeks ago after selling my RSV factory and Ducati 999 to try on a Jap bike. Done 800Km and I enjoyed riding this bike.Good power, good handling and nice design. Not much changes from 08 model but still a great bike in the market.

Bought in April 2009 from George Whites in Swindon, Absolutely awesome bike. Never let me down. Great handling and performance. I LOVE IT.

best bike ive rode faster than my 12r and easy to ride fast

Had a ZX7R 11 yrs ago and became a fan of Kawa... Also had Duke 998 and R1 ...05!! Bought a ZX10 couple mounths and done 2.5k and I can tell this bike its about heart. I felt in love with this beast. It rides like devil but you you are in control all the way. Race ready engine, brakes to cope and HUGE FUN. Outstanding bike *****

I have now done 2500 miles, and this bike is terrific. The rear diablo corsa III still has at least another 500 miles in it and it is keeping its profile. I have fitted a Fuel end can - which fitted well and looks good - sounds great as well - baffle out - lovely throaty tone without being silly loud. However in disconnecting the cables from the servo - servo motor knackered but I bought an Ivans Eliminator from SG Motosports which stops the fi warning lights from flashing. It is not the most comfortable bike, but if you can get into a relaxed thrash mode then it is fine for an hour or two. Planning to tour Germany and Holland in the late summer. The gearbox is fantastic, smooth clutchless shifts even from 1st to 2nd. However this bike is all about its amazing engine - fantastic machine

had my black zx10 for a week - now done 300 miles. I tried the fireblade, but found this fitted me better. I am impressed with the build quality and I even like the looks. Got a really good deal on an 08 bike, which I think looks better than the 09 which has a silly silver piece each side. Fitted an R&G tail tidy and have a double bubble screen on order. My nephew has just bought an 09 repsol blade which looks and sounds great, but I prefer the ergonomics of the zx and also think the engine is smoother and stronger. They are all bloody marvellous really

ive had mine since last april and its got 16k miles on so far only problem ive got is the build quality the winter has made almost all metal corrode but i love every second on it

Awesome bike with a brilliant engine, done 6k miles, it's focused, but so it should be. A terrific, comfortable road bike that handles well and goes like stink!

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ZX-14 Ninja Forums

Thread: Cruise Control - 2017 ZX-14R

Created on: 10/15/17 04:46 AM

Replies: 12

Joined: 10/15/17

Cruise Control - 2017 ZX-14R 10/15/17 4:46 AM

Is anyone running an aftermarket cruise control for a late (2016-2017) ZX14-R. I can very little on options for late model ZX14's.

The nicest option i've seen is the MCCruise option - but they only do 2006-2011. when I asked the local dealer about them, they called the Australian distributor who said they haven't sold any in the last 3 years. And wouldn't be prepared to guarantee one would work unless I shipped the bike to their shop in Western Australia -- the other side of the country.

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Joined: 08/15/12

Posts: 1964

RE: Cruise Control - 2017 ZX-14R 10/15/17 11:21 AM

The Throttlemeister from my '06 bolted right onto my '14. Works for me

Joined: 04/07/09

RE: Cruise Control - 2017 ZX-14R 10/16/17 6:36 AM

I'm pretty sure AJBT is talking about a real cruise control and not just a throttle lock. A throttle lock isn't a bad alternative given the price and easy of install if all you are looking for is a minute or 2 break for your wrist.

I've seen a couple of threads for the Rostra cruise control, this one is an electrically actuated unit versus a vacuum actuated unit. In my opinion the biggest advantage of the electric cruise controls is you don't need to find room for the vacuum canister.

I believe that the cruise control units aren't bike specific and that you need to be a bit creative during the installation to make it all fit. Privateer who has been around the forums for a long time did a bit of a write up, I think he sold his ZX14 a while ago and I'm not sure how often he is on the forums but you could always try resurrecting these old threads for help if you decide to go this route.

http://zx14ninjaforum.com/messages.cfm?threadid=25742367-D56B-84E2-1F3B1F084D3EA195 http://zx14ninjaforum.com/messages.cfm?threadid=EA9B5962-D56B-84E2-1422890647070806

Here's a link to the link in the link that I posted for the cruise control since the link in the link doesn't link properly... :)

https://www.murphskits.com/product_info.php?products_id=369

RE: Cruise Control - 2017 ZX-14R 10/16/17 3:24 PM

Thanks Nightmare,

Looks like I might be doing some more customisation for the Ninja yet :)

islandninja

Joined: 12/13/16

RE: Cruise Control - 2017 ZX-14R 10/16/17 6:11 PM

extrapolator

Joined: 08/11/14

Posts: 1828

RE: Cruise Control - 2017 ZX-14R 10/16/17 6:45 PM

Prob wise to check with Murph's beforehand if you're thinking about the Rostra he sells, because his site has the ZX14 but the Rostra isn't shown on his ZX14 page. I believe he's more focused on the Kawasaki Concours 14, based on what I've read on that forum.

Joined: 02/14/16

RE: Cruise Control - 2017 ZX-14R 10/19/17 5:55 AM

Check out a gizmo called Go Cruise - aluminum.

* Last updated by: BigRed1 on 10/19/2017 @ 6:04 AM *

Joined: 03/02/14

RE: Cruise Control - 2017 ZX-14R 11/11/17 11:00 PM

I’ve run crampbusters, the O-Ring, and clamp style manual cruise controls.

Nothing compares to the KAOKO throttle lock. It’s speedy, but absolutely worth it.

TigerFire13

Joined: 12/22/15

RE: Cruise Control - 2017 ZX-14R 11/29/17 10:28 PM

I installed the Rostra on my 2013, but I never could quite get it to act right. It tends to apply too much throttle, then backs off too far, then overcorrects again in a surging motion. DO NOT set the dip switches to expect a 4 cylinder, low displacement engine. Set it to expect a high performance V8. That way, when you engage the cruise, it will apply the lowest amount of throttle adjustment. Tried lengthening the portion of the throttle actuator it attaches to in an effort to reduce the effective sensitivity, but this almost gets too long to fully open the throttle. Maybe I could take the Rostra apart and modify it mechanically, but it has been on the backburner for a while.

Joined: 03/16/21

RE: Cruise Control - 2017 ZX-14R 03/16/21 6:44 PM

MCCruise is now able to develop a fully electronic cruise control with electric servo for the later model ZX-14s. We are running a poll to see how much interest there is and whether it is economically feasible to create a production kit based on the level of interest.

let us know if you are still interested please?

Tony Guymer Director, MotorCycle Cruise Controls 6 Kingston St, Mount Waverley, Victoria, 3149 AUSTRALIA Ph +613 9808 2804 Fax +613 9808 2445 Email: [email protected] Web Site: www.mccruise.com

Joined: 02/08/09

RE: Cruise Control - 2017 ZX-14R 03/18/21 3:43 PM

Mine is a 2008 that needs cruise but that is not late model.

Joined: 07/10/15

Posts: 1372

RE: Cruise Control - 2017 ZX-14R 03/18/21 6:42 PM

Guess I could buy a newer one ........

It is time :)

Joined: 02/25/16

RE: Cruise Control - 2017 ZX-14R 05/08/21 5:43 AM

May be a little late to answer, but I would be extremely interested!

Please login to post a response.

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2008 Zx10... traction control?

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Professional riders know it’s useless to have the most power if you can’t get it to the ground. The 2008 Ninja ZX-10R features a new ignition system that assists with torque management by monitoring throttle opening, gear position and rate of RPM change, then retarding ignition timing to reduce torque when sudden unwanted RPM spikes are detected. This system doesn’t interfere with normal operation and still allows the engine to rev freely under typical riding conditions.  

Where'd you find this? Would be great if it's advanced enough, but don't wanna pull a Yami [B)]  

joonyaboy said: Where'd you find this? Would be great if it's advanced enough, but don't wanna pull a Yami [B)] Click to expand...

its most likely going to be like the gixxer 1000's 3 mode switch that way they can use true traction control on the race bikes. regardless, its full power mode for me all the time when i get one lol.  

sorry fella's, had a meeting.... heres more. and to set the record straight, I called it traction control, not kawi... sounds like a simple version of it to me though. ecu keeps an eye on the TPS and rpms and watches for spikes, then limits as necassary... sounds like simple TC to me... http://zx-10r.net/forum/showthread.php?t=45627 KAWASAKI’S 2008 NINJA® ZX™-10R SUPERBIKE IS POISED FOR COMPETITION Factory Superbike Talent in a Street Savvy Performer For the 2008 NINJA® ZX™-10R, Kawasaki engineers aimed for an ideal superbike with engine and chassis performance capable of satisfying professional racers, combined with top-notch streetbike qualities for mainstream riders. It’s a delicate balance, but these aren’t your average engineers. They’ve been directly involved in the development of every 600 and 1000cc supersport machine since the 2003 Ninja ZX-6R, plus Kawasaki’s factory Superbike racing efforts, so they have the know-how to deliver the goods. The result is an exceptionally communicative machine that provides the clean two-way rider/machine dialog demanded by professional racers. Placing the ZX-10R in the racing crucible and applying lessons from that unforgiving environment resulted in an ideal balance to satisfy the most demanding of riders. Japanese Superbike racer Akira Yanagawa was the man pushing the engine and frame components to the limits of their performance in actual competition. Parts that met with Yanagawa’s approval were then tried on the production test bike, tweaked, retested on the racer and adjusted again. This process was repeated throughout the development cycle for the all-new 2008 Ninja ZX-10R. At the heart of this capable package is a new engine tuned for even greater high-rpm performance, without sacrificing the stellar mid-range performance of its predecessor. Refinements include installing secondary fuel injectors, changing to oval throttle bodies and reshaping the intake ports. Intake flow was further enhanced with reshaped ram air ducts and a larger airbox that feeds into the new oval shaped velocity stacks. Exhaust efficiency was boosted with a new system that not only flows better but generates less noise and emissions. And to suit the enhanced power delivery, the transmission features new gear ratios for 1st, 4th and 5th gears along with an extra tooth on the rear sprocket. These changes make it essentially a race-ready engine with performance similar to Kawasaki’s factory Superbikes. Professional riders know it’s useless to have the most power if you can’t get it to the ground. The 2008 Ninja ZX-10R features a new ignition system that assists with torque management by monitoring throttle opening, gear position and rate of RPM change, then retarding ignition timing to reduce torque when sudden unwanted RPM spikes are detected. This system doesn’t interfere with normal operation and still allows the engine to rev freely under typical riding conditions. A superb engine deserves a superb chassis, and this is where the new ZX-10R really shines. To achieve the best-possible handling, Kawasaki used the lessons learned at the track to build a list of refinements including: changing the length of the steering tube and moving it 10mm forward, alleviating stress concentrations through subtle changes to the frame stampings (switching concave parts to convex pieces), increasing the wall thickness around the relocated swingarm pivot, adding ribbing on the interior of the pivot plate, and mounting a narrower, two-piece sub-frame to the main frame’s upper cross member. With a fully-adjustable 43mm inverted fork and a new swingarm that uses pressed instead of cast beams, the ZX-10R’s track orientated suspension endows the chassis with better feedback. Refinements include adding a Diamond Like Carbon (DLC) coating to the fork tubes for less stiction and enhanced feedback, relocating the springs to the bottom of the fork for reduced oil frothing, and new settings that are better-suited for racetrack use. Rear suspension changes include dual (low and high-speed) compression damping on the fully-adjustable rear shock for better fine-tuning, a new mounting spot for the Uni-Trak® linkage and a re-shaped swingarm with a top-mounted brace. No part was left untouched on the ZX-10R, even the wheels are new. Produced using a squeeze-casting process instead of the earlier gravity casting method, the new wheels are lighter, stiffer and more precise, to perfectly match the new chassis. The lower unsprung weight of the wheels helps improve suspension action and their reduced rotational inertia provides quicker steering and acceleration. Braking duties are handled by radial mounted Tokico brake calipers squeezing new 310mm petal discs which are 10mm larger for 2008, and feature reduced thickness from 6 to 5.5mm for better heat dispersion. The rear is a 220mm petal disc squeezed by a single-piston caliper. The designers didn’t rest when it came to styling either. Given great freedom with the 2008 ZX-10R, their efforts are illustrated in the clean design with superb fit and finish. While shaping the rear frame, tank and seat to offer improved ergonomics and increase the rider’s contact with the bike, they also refined its aerodynamics from a new front cowling to the sharp, minimalist tail cowl. The result of these efforts is a slim and compact package with the presence befitting its Ninja name. Kawasaki Motors Corp., U.S.A. (KMC) markets and distributes Kawasaki motorcycles, ATVs, personal watercraft and utility vehicles through a network of more than 1,500 independent retailers, with an additional 7,700 retailers specializing in power products and general purpose engines. KMC and its affiliates employ nearly 2,400 people in the United States, with 400 of them located at the Irvine, California headquarters. Kawasaki’s tagline, “Let the good times roll.™”, is recognized worldwide and the 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 .  

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four Displacement: 998cc Bore x stroke: 76.0 x 55.0mm Maximum torque: TBD Compression ratio: 12.7:1 Fuel injection: DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder Ignition: TCBI with digital advance and torque management Transmission: Six speed Final drive: TBD Rake / trail: TBD Front tire: 120/70 ZR17 Rear tire: 190/55 ZR17 Wheelbase: TBD Front suspension / wheel travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs / TBD Rear suspension / wheel travel: Uni-Trak® with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload / TBD Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers Rear brakes: Single 220mm petal disc with aluminum single piston caliper Overall length: TBD Overall width: TBD Overall height: TBD Seat height: TBD Dry weight: TBD Fuel capacity: 4.5 gal. Color choices: Lime Green / Flat Super Black Metallic Diablo Black Candy Plasma Blue / Flat Super Black MSRP: $11,549 Warranty: 12 Months Wholesale distributor: Kawasaki Motors Corp., U.S.A. 9950 Jeronimo Road Irvine, California 92618 (949) 770-0400  

"torque management" is what they are calling it.  

Key Features - Race-Ready Engine - Track-Tuned Handling - Advanced Digital Ignition with Torque Management - Compact Package with Massive Presence - Aggressive Aerodynamic Styling Four-Cylinder, DOHC Engine - Very compact, narrow and lightweight design - One-piece upper crankcase and cylinder casting saves more than two pounds and offers increased rigidity - Channels in the case route oil to various parts of the engine, eliminating oil lines and saving weight - About two pounds cut from the engine with a lighter crankshaft that maintains the same inertial moment - Oil pump reduction ratio refined for lower friction - Lightweight Denso radiator with tightly packed cores - Reshaped intake ports, exhaust ports and combustion chambers improve flow efficiency and top-end power - Exhaust ports are narrower at the midpoint and larger at the opening - Exhaust valves reduced in diameter from 25.5 to 24.5mm - Cam profiles feature higher lift to deliver more power at high rpm and make it easier to tune the engine for racing Fuel Injection - New secondary injectors improve top-end power output and power characteristics - Oval cross-sectioned throttle bodies replace the earlier round units, improve throttle response and allow more precise throttle control - Compact flat-type fuel pump from the ’07 ZX-6R takes up less fuel tank space and permits the same tank volume despite the additional space required for the secondary injectors Air intake - Ram air intake duct was reshaped to reduce intake noise and further improve intake efficiency - New larger airbox with improved accessibility and ease of maintenance - New oval shaped velocity stacks deliver improved flow efficiency Ignition - Advanced ignition management system helps curtail sudden spikes in engine speed, enhancing the rider’s control of torque delivery - Sophisticated ECU logic based on extensive rider testing - Monitors throttle position, gear position and rate of RPM change, then adjusts ignition advance to help regulate torque production Exhaust system - New exhaust system features a pre-chamber under the engine to reduce exhaust noise, and minimize silencer volume - Palladium catalyzer ensures the ZX-10R meets Euro-III exhaust emissions standards - Single orthogonal, titanium silencer, along with the pre-chamber, lowers the bike’s center of gravity and improves exhaust efficiency Six-Speed Transmission - Lower 1st, 4th and 5th gear ratios to suit the new power characteristics, giving improved power feel in the low and high-rpm ranges - Harder acceleration with an one tooth larger rear sprocket - final reduction ratio of 17/41 Chassis - Optimized stiffness balance of the unique twin-spar frame achieved by reshaping the frame’s pressed parts, replacing concave pieces with convex pieces to alleviate stress concentrations - Wall thickness around the swingarm pivot was changed to increase rigidity - Ribbing added on the interior of the pivot plate where it joins the frame’s upper cross member to slightly slow down the frame feedback for a more accurate feel - Steering tube moved 10mm forward and length changed - Relocated swingarm pivot for a slight front-rear weight balance change Sub-frame - Two-piece, aluminum die-casting with lightweight construction - New narrow sub-frame layout contributes to the compact and slim rear of the bike - Mounted to the frame’s upper cross member, so rear suspension feedback is transmitted more directly to the rider Swingarm - Pressed beam swingarm delivers a level of feel and feedback unobtainable with a cast swingarm - New swingarm features a top-mounted stabilizer that contributes to the superb high-speed stability of the new chassis Suspension - DLC (Diamond Like Carbon) fork tube coating on the fully adjustable 43mm inverted fork improves fork action with less friction, smoother action and better road holding - Bottom mounted springs completely submerged in oil, offer reduced frothing and improving damping performance, fork action and road-following ability - New mounting location for the Uni-Trak® rear suspension linkage - Fully adjustable shock now features dual (low- and high-speed) compression damping, providing the fine-tuning needed for racing Brakes - New Tokico radial mount brake calipers fitted with dual pads for superb initial bite, increased control and a progressive feel - New 310mm petal discs with a 5.5mm disc thickness provide better heat dispersion so the brake feel remains constant and responsive during extended periods of heavy use - 220mm rear petal disc is gripped by a single-piston caliper Wheels - New lighter yet stiffer squeeze-cast wheels feature more precise dimensions with less wall thickness than the previous gravity-cast units Ergonomics - Redesigned rear frame, tank and seat offer increased contact with the bike and provide the rider very accurate feedback regarding chassis performance and road surface - More flared around its top, the new tank makes it easier for the rider to rest the inside of their arm on the tank when leaning into a turn - New seat is narrower in the front and shorter, front to back, for a slimmer riding position, a shorter reach to the pavement and excellent feedback from the chassis - Special rib on the end of new throttle under the grip rubber improves grip and feel Aerodynamic Bodywork - Top of the front cowl is shorter but has a slight step at the front to reduce wind blast on the rider’s shoulders and generates a laminar flow around the rider’s helmet for less turbulence at higher speeds - New front fender increases cooling efficiency by directing air toward the radiator - Recess added to the top of the fuel tank to accommodate the helmet’s chin so it’s easier to tuck in behind the new, flatter windscreen - Smaller fairing sides reduce the influence of side winds on the bike - Redesigned mirrors with integrated turn signals and Talbot-type reflecting surfaces are easily removable, for easy track riding prep - High mounting position of mirrors provides excellent rearward visibility and helps to minimize damage if the bike falls over - Flush-surface of the tail’s underside reduces turbulence at the rear of the bike and ensures laminar airflow around the seat - Larger rear inner fender keeps the bike cleaner and allows the mud flap to be smaller and less obtrusive, further improving aerodynamic qualities around the rear of the machine - New license plate holder and rear turn signals are quickly detachable for racing - New LED tail light makes the bike more visible to motorists and provides the final styling flourish to the evocative Ninja design Race-quality steering damper - Adjustable Öhlins steering damper with relief valve and twin-tube design, developed specifically for the Ninja ZX-10R is fitted as standard equipment to ensure stable damping performance even under racing conditions Advanced Electronic Instrumentation - Instrument cluster uses UV-blocking glass, so the LED displays are brighter and easier to read - Multifunction odometer, tripmeter, clock and lap timer/stopwatch  

motorcycle daily said: With a form of traction control stock (Kawasaki refers to it as "torque management"), a thoroughly redesigned engine and chassis, larger brakes, lighter wheels and new bodywork, the 2008 ZX-10R indicates Kawasaki is more serious than ever about its open-class flagship. Click to expand...

HOLY FUCKING UGLY! Oh my GOD! WTF?!?! It's even worse than I thought!!!  

skywalker said: HOLY FUCKING UGLY! Oh my GOD! WTF?!?! It's even worse than I thought!!! Click to expand...

i still like it. the mirrors are ugly tho. if i were to get one that'd be the first thing to get rid of  

i love it, one will be in my garage come spring for sure. and yeah, it does sound like a very basic form of traction control. hopefully yanagawa-san got it working nicely!  

SecretAgent said: i love it, one will be in my garage come spring for sure. Click to expand...

SecretAgent said: and yeah, it does sound like a very basic form of traction control. hopefully yanagawa-san got it working nicely! Click to expand...

with the exception of the mirrors and exhaust its not too shabby..its growing on me..  

i made another poll over at the 10 board. lol  

more pics... including blackness monster http://www.kawasaki.com/Products/detail.aspx?id=257&content=photos  

http://kawiforums.com/forum/topic.asp?TOPIC_ID=96533 http://kawiforums.com/forum/topic.asp?TOPIC_ID=96508  

I like the 10, the headlights take some getting used to, they aren't very aggressive looking. The signals look like they will unbolt easily, but that begs the question, where do you put aftermarker signals?/  

Looks like a snake eating a tire.  

GreenEnvy said: I like the 10, the headlights take some getting used to, they aren't very aggressive looking. The signals look like they will unbolt easily, but that begs the question, where do you put aftermarker signals?/ Click to expand...

syrinx said: Looks like a snake eating a tire. Click to expand...

FLOJOE said: "torque management" is what they are calling it. Click to expand...

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Cruise Control on ZX6r

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Hi All, This is my very first post to any forum in the world! Does anyone have any experience with throttle assists? I was thinking about getting the breakaway... I want to go on long rides but I would be a lot happier "I think" with some sort of cruise control type mechanism for long straight roads...  

Welcome! http://www.2wheelride.com/GoCruise_throttle control2.html Sorry wrong link at first. I've heard good things about the above. I've never used one. Ey3  

Wedge something like a clothes pin between the throttle grip maybe?  

The Throttlemeister setup is very 'clean', but you get what you pay for... spendy. Throttlemeister Vista Cruise works.... it's ugly, and made of plastic. Quite a lot cheaper. http://www.amazon.com/MOTORCYCLE-VISTA-CRUISE-CONTROL-UNIVERSAL/dp/B002EYZZSC You can also simply get a rubber O ring, and put that into the space between the end of the grip and the throttle housing so it creates drag between the tube and the housing..... not expensive at all, but it has a small chance of getting wedged in there somehow. I'd think you could do the same thing with a few rubber bands as an experiment to see how you like the result.  

Just adjust your throttle cables really tight. What could go wrong....?  

I just use my hand. It knows how to do things pretty well.  

Thank you for all of your replies. The throttlemister is a little nerving for me sometimes I use the bar end for stabilization.... I donot have hand so I cannot use them... Does anyone know the size of the handle bar is it a 7/8 or inch or something like that? The breakaway is the high end version of the vista cruise... http://www.cruisercustomizing.com/brakeaway-products-motorcycle-cruise-control/part/BAW-MCC thankyou  

the bars are 7/8". The only motorcycles that are not, are Harley Davidson.  

I wouldn't get any kind of cruise control. I know two riders that put it on their sport bikes and both were in accidents due to the cruise control and not paying attention to their surroundings. Riding down a highway with the cruise on and a car drifted into his lane and he ran right into the bumper. it was a similar situation for the second guy as well. The best way to get used to doing long rides is just get a TON of seat time. Just my opinion. Keep it right side up and enjoy!  

I've ridden damn near 50k miles with cruise control on my bike and never come close to having an accident while using it. Personally it's a life saver on a 9 hour ride through the desert, much safer than me riding on the highway with my left hand on the throttle because my right hand needs a break. The one I have is similar to the Go Cruise, except it doesn't have the adjuster knob to make it tighter, and it works alright. I've seen the Break Away's installed on bikes, they work very well, and the design is solid. Personally that's what I would go for if you don't mind the bulk.  

I am sure he understands the risks. Skydiving is dangerous too. https://www.youtube.com/watch?v=yxnbizi3eZA  

I was not being serious when I said I do not have arm. I am grateful to have both hands and arms. I was trying to make a funny to the person who said they use their hands. (Its was really horrible now that I think of it) Well I in D.C so getting to twisty roads is an adventure on its own. So something to reduce strain on the wrists so when I get to twisty road or do long road trips I will enjoy them more? Thanks all!  

I've used the Go Cruise before and loved it. There's quite a bit of convo in another thread about it. That's my recommendation.  

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Will it fit your motorcycle.

Steps to determine fitment

Step 1: Check for adequate spacing for the ATLAS between the throttle housing and the grip flange.

All you need is a gap of 2.5 mm or greater between the grip and the throttle housing. That's roughly 3 thick bank cards wide. If you need more space than this, you can most likely pull back your grip flange to gain the room needed. Please play the video under the section " Will it for your motorcycle " and scroll to 33 seconds. This will show you how to pull the grip flange back.

Step 2: Use our ' Make, Model and Year ' search tool to locate your motorcycle. The search tool will show you exactly which unit to purchase. If you can't find your motorcycle, please click the Contact Us button below. We are happy to help you make this decision.

If you can't find your model and you know which kit you need, select 'Other' in the 'Model' section to gain access to all kits.

30 Day Money Back Guarantee

Find your model, model specific notes, model specific videos, included with the kit.

Your kit comes with everything you need to mount the ATLAS on many different motorcycles.

• Installation Instruction
• T10 Torx L-Key
• 2 - M3 Bolts with thread locker
• 4 - Slide-on Friction Pads
• 1 - ATLAS Key

Friction Pads

Everything you need to know about using the friction pads with the ATLAS Throttle Lock.

Installing the ATLAS Throttle Lock

The ATLAS Throttle Lock was built for adventure and motorcycle touring.

Customer Reviews

The ATLAS throttle lock was the first thing I added to my new motorcycle! This new bike is throttle by wire and is a little more difficult to find the sweet spot, but it's not the fault of the ATLAS.

Pondering whether you want it or not? You don’t want it, you need it. Trust ATLAS, they’ve struck gold with this. You think it seems expensive? It’s worth 3x the price. I’d buy one every year if they were disposable. But, they’re made of high quality materials; it’ll probably outlive my bike. My first 50,000 miles on two wheels were all natural throttle cramping, but I promise you the next 50k are going to be straight up blissful.

Sincerely, one real rider to another (‘18 Street Triple, ‘97 Zuki GS500)

Installed these on two Kawasaki bikes before starting an 8-hour ride to the Badlands NP. The first took a bit to install (I had to roll back the grip flange to get enough clearance), but once you figure it out it's really a piece of cake. I've done trips without throttle locks before, but I'll never go back now. The Atlas is easy to use, reliable, and stays out of the way of the other controls. Worth every penny.

I purchase for my Moto Guzzi Stelvio. It was very easy to identify the correct equipment, easy instillation and easy to change friction pads to adjust the throttle hold. I found the throttle lock is easy to operate and simple on the go throttle adjustment. I would highly recommend the Atlas Throttle Lock.

Simple! It just works!

Works good i had to file the block little shame they dont do sizes like 2.5 or 3.5 woukd be perfect but works fine

The throttle lock works great. I did have to shave down the side of the throttle on the Bonneville so that it was a uniform flat service. That did not take too much time and now it works great.

Came quickly all the way to Iceland, quick and easy to put on the bike

I’ve installed an Atlas throttle lock on my 2022 Suzuki V Strom 650 and am very happy with how it works. It’s very easy to use and installed without much trouble. The company was very responsive to questions I had on installation. I would recommend this product.

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cruise control.

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Just ordered a throttlemeister cruse control unit for my gen 4 so i can give my right hand a break now and then, ill let you all know how it is.  

hey check this. I wore the crap outta my racer gloves. I mean with holes and stuff coming off them. So bought the Rocket gloves. Well, first thing I noticed was the throttle back pressure! So, unless I stop noticing that, gonna buy whatever upper end racers! New one on me.  

umm ok but about he throttlemeister im seriously thinking one of these but ive spent so much already. subscribed!  

I already did a thread about this got into many details I will have to find it.....if I can get my back(edit Bike lol it's late) up running this week getting ready to put it to use for another 1000mile 3 day weekend. :mrgreen: and no Way I can go that long without my Throttlemeister :headshake: Bloo  

Teeks said: My cruise control costs about $1 for 10 of them lol I am curious about a real one though, subscribed. Click to expand...

:crackup: Teeks man, thats funny as hell. Does it work well? scout, wtf are you on about?  

Yea OP been doing it for years. I get real tight hairties and I just roll them into the gap between the grip and the throttle tube. Its not like it locks it down tight, so in an emergency you can easily roll the throttle on or off. It does hold it well enough that on long droning trips I can take my hand off for a few minutes, switch hands etc.  

my first bike was a 2003 cbr 600rr. bought it from a friend of mine and he installed a set of throttlemeisters on it right before i bought it from him. theyre freakin awesome. anyone who frequents trips on the highway should get these. they are real easy to set and release. definitely on my mods list very soon. they are pricey but worth every penny  

Well, for me, when I wore my old racer gloves, never felt throttle pressure on the wrist. Then I bought the Rocket gloves and FELT the throttle pressure. Felt the wrist thinking about the throttle, as in EFFORT to keep the throttle at steady. Put a few hundred miles on the new gloves and did NOT notice the problem today. My point is that GLOVES, certain designs or styles, and CAUSE throttle fatigue. I was not aware of that until these Rockets. Hope all good now!  

http://www.compacc.com/p/Throttlemeister-Cruise-Control-Kawasaki-Ninja-ZX10R-04-06 Here is the link for those who want to check it out.  

Ya kinda spendy but it looks better in person and they are a little bit heaver than stock you can get heavier ones too but it works slick turn it and it holds the throttle and turn it back and its like nothing.  

Did you use all those plastic tools in the pic to install it? :badteeth:  

Cruise control I've tried a few different options and the throttle master is definitely the best and most reliable. Hopefully it works out for the o.p.  

Yep so i finally got out today for a ride, first day in awhile it hasnt rained. But this is a great buy got to rest my right hand in the.boring straight parts and feel my hand in the twisties, and i just turned it just enough that the throttle back pressure wasnt so bad and that helped too. But hills and wind will affect your speed a little to, its not like a car that adjusts speed but no biggie. So i waved to most other riders with my right hand while it was resting on my leg.  

Nice, definitely will be my next upgrade. Took a two hour drive today and my wrist is killing me.  

^^^ yep must have.  

A warning about this thing, i was out riding on the highway with it on and a deer pops out on the side of the road, so react by grabbing the clutch and break and loosen my grip on the throttle to let it go but cruise was on so didnt throttle down. Scared me a little, so you gotta reprogram your brain to react by turning the throttle off manually. So far only down side i can see.  

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• 2025 Kawasaki Ninja ZX-10R launched overseas

Ajinkya Lad

- Standard model available in a single paint scheme

- New Ninja ZX-10R KRT Edition launched as well

- Gets no mechanical changes

Kawasaki has launched the 2025 Ninja ZX-10R in the global markets. While the 2025 model has been introduced in the international markets, its India launch details aren’t available yet.

In the US, the standard 2025 Kawasaki Ninja ZX-10R is available in a single paint theme – Metallic Flat Spark Black with Ebony. Kawasaki has also updated the ZX-10R KRT Edition, which features the Kawasaki Racing Team’s livery of Lime Green with Ebony and Pearl Blizzard White.

The motorcycle is powered by a 998cc, inline-four-cylinder, liquid-cooled engine that produces 200.21bhp and a peak torque of 114.9Nm. It is paired with a six-speed gearbox that benefits from a bi-directional quickshifter.

In terms of features, the 2025 Kawasaki Ninja ZX-10R gets an electronic cruise control, traction control, engine brake control, Ohlins steering damper, and a Kawasaki launch control mode. Other electronic rider aids include a cornering management function, power modes, and an IMU-enhanced chassis orientation awareness.

While the motorcycle has been launched for international markets, there is no official word about its launch in India. However, we can expect it to be offered in India in limited numbers.

The 2025 Kawasaki Ninja ZX-10R should make its way to our shores towards the end of this year. In the US, the updated model is priced at USD 17,799 for the non-ABS trim and USD 18,799 for the ABS variant. For reference, the 2024 Kawasaki ZX-10R costs Rs. 16.79 lakh (ex-showroom) in India.

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