KAWASAKI ZZR 1400 SPECIFICATIONS/ FEATURES AND BENEFITS

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Filed Under (Kawasaki) by admin on 04-12-2010

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Engine type . …………………….. 4-stroke, liquid-cooled, in-line 4 Displacement . ………………….. 1352 cm3 Bore x stroke . ………………….. 84.0 x 61.0 mm Compression ratio . ………….. 12.0: 1 Valve system . ………………….. DOHC, 16 valves, 4 valves per cylinder Maximum power . ……………… 140 kW (190 PS) / 9,500 r/min (Fr. 78.2 kW (106 PS) / 8,500 r/min) Maximum power + ram air . .. 147 kW (200 PS) / 9,500 r/min Maximum torque . …………….. 154 N•m / 7,500 r/min (Fr. 114 N. m / 4,500 r/min) Fuel system . ……………………. EFI with 4 x 44 mm Mikuni throttle bodies Ignition . …………………………… digital TCBI (ECU controlled) Starting system . ………………. electric Transmission . ………………….. 6-speed Frame type . ……………………… aluminium monocoque Rake / trail . ………………………. 23″ / 94 mm Suspension, front . ……………. 43 mm inverted fork Suspension, rear . …………….. Uni-Trakfi with gas-charged shock absorber Wheel travel, front / rear . ….. 117 / 122 mm Tyre, front / rear . ………………. 120/70 ZR 17 / 190/50 ZR 17 Brake, front . …………………….. 310 mm dual discs with radial mount 4-piston calipers Brake, rear . ……………………… 250 mm disc with single piston caliper L x W x H . ………………………… 2,170 x 760 x 1,170 mm Wheelbase . ……………………… 1,460 mm Seat height . ……………………… 800 mm Fuel capacity . ………………….. 22 L Dry weight . ………………………. ZX1400A6F 215 kg / ZX1400B6F 218 kg Colours . …………………………… Pearl Meteor Grey or Candy Thunder Blue Kawasaki 2006 SUPER SPORTS 5 ZZR1400 (ZX1400A6F/B6F) FEATURES AND BENEFITS ENGINE 1352cm3 4-cylinder DOHC engine ! The most powerful production Kawasaki motorcycle engine ever. ! All new compact 4-cylinder engine. ! Gear-driven dual secondary balancers cut vibration, minimising engine wear, noise and rider fatigue. ! Chrome composite plated cylinders are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power output. Fuel system ! Electronic fuel injection feeds the engine exactly the right amount of fuel giving excellent power, fuel economy, driveability and starting. ! High atomising injectors are used to maximise combustion efficiency and minimise emissions. ! Dual throttle valves are fitted to significantly improve driveability. The sub throttle valves are controlled by the ECU to provide precise response. ! An oval throttle pulley improves throttle control, opening less initially but increasing as more throttle is applied. ! ECU is a 32 bit unit to provide the control circuit required to operate the dual throttles. ! The ram air induction system takes cooler, high- pressure air from in front of the cowling and pushes it through the air cleaner and into the engine for maximum power output. ! To minimise emissions, honeycomb-type catalysers are used.

DUCATI 900 SuperSport Engine performance And technical specification

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Filed Under (Ducati) by admin on 11-11-2010

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Displacement: 904 cc Bore: 92 mm Stroke: 68 mm Max. power: 75 hp at 7000 rpm Max. torque: 80 Nm at 5000 rpm Max. velocity: 220 km/h Pass-By noise: 82 dB(A) Homologation: 1992 Main Targets of Development Today’s motorcycle market requests more powerful engines, however, legislative noise and pollution limits are becoming more severe. In order to reduce development cost only small modifications were allowed. Entirely new designs of technical components (i.e. cylinder head) had to be avoided. In additon, the complete development had to be finished in a relatively short time of about three months. The most important targets of development were: better engine performance: – more max. power: +5 hp – more torque at low rpm lower noise emission: -2 dB(A) 80 dB(A) (89/235/CEE) change from carburettor to fuel injection system Figure 1, Ducati 900 SS
3 Engine performance calculation with WAVE A complete model of the new engine concept (fuel injection) with actual intake- and exhaust geometry allowed us to set up a reference engine-cycle-simulation model for further optimization. The most important parameter-variation during the cycle-studies to improve volumetric efficiency were: intake duct length valve timing constant or even lower exhaust backpressure Figure 2 shows the improvement in calculated engine performance due to different intake-duct length and modified valve timing. Figure 3 gives an example of accuracy of the calculation results compared with measured data of engine performance with new intake-duct length. Figure 4 illustrates the final engine performance with modified valve-timing, intake-duct length and new exhaust silencer. A comparison of measured performance data between the original and the redesigned engine gives shows the improvements in terms of maximum power and torque at low rpm.

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