ESPECIFICACIONES DEL MODELO

Diseñado sobre la base de la experiencia en actividades de competición, el embrague con funciones de asistencia y deslizamiento emplea dos tipos de levas (una de asistencia y una deslizante) para mover el cubo del embrague y separar o acoplar los discos.

En condiciones normales de funcionamiento, la leva de asistencia actúa como servomecanismo que empuja el cubo del embrague contra el plato de presión para comprimir los discos de embrague. Esto permite reducir la carga total que soportan los resortes del embrague y, por consiguiente, el esfuerzo requerido para accionar la palanca de embrague.

Cuando se produce un frenado excesivo del motor como consecuencia de rebajes rápidos (o un rebaje accidental), la leva deslizante fuerza la separación del cubo del embrague y el plato de presión. Esto alivia la presión que se ejerce sobre los discos de embrague para reducir el par inverso y evitar que el neumático trasero salte o patine.

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider's control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an "ECO" mark appears on the instrument panel. By riding so that the "ECO" mark remains on, fuel consumption can be reduced.

While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the "ECO" mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimise negative impact on the environment.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.

Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, dual-direction KQS, and Electronic Cruise Control.

El sistema de control de freno del motor de Kawasaki permite a los pilotos controlar y regular la cantidad de frenado del motor de acuerdo a su preferencia. Cuando el sistema está activado, el efecto de frenado del motor se reduce, produciendo menos interferencia al pilotar en el circuito.

Using the latest evolution of Kawasaki’s advanced modelling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:

    - S-KTRC/KTRC (including traction management and wheel lift management)

    - KLCM* (including traction management and wheel lift management)

            *Designed to optimise acceleration from a standstill under close-course conditions

    - KECS

    - KIBS (including pitching management and corner braking management)

    - ABS (including pitching management and corner braking management)

    - Kawasaki Engine Brake Control

Diseñado para ayudar a los motoristas mediante la optimización de la aceleración desde una parada, KLCM gestiona electrónicamente la potencia del motor para minimizar el derrape de las ruedas cuando se desplaza. Con la palanca del embrague presionada y el sistema activado, la velocidad del motor se limita a una velocidad determinada mientras el motorista mantiene el acelerador abierto. Una vez que el motorista suelta la palanca del embrague para embragar, se puede aumentar la velocidad del motor, pero se regula la potencia para minimizar el derrape de las ruedas y mantener la rueda delantera en el suelo. El sistema se desactiva automáticamente una vez que se ha alcanzado una velocidad predeterminada, o cuando el motorista cambia a 3ª marcha. Dependiendo del modelo, los motoristas pueden elegir entre varios modos, cada uno de los cuales ofrece un nivel de intrusión cada vez mayor.

Diseñado para ayudar a los pilotos a maximizar su aceleración en el circuito permitiendo cambios ascendentes sin embrague con el acelerador completamente abierto, el KQS detecta que la palanca de cambios se ha accionado y envía una señal a la ECU para cortar el encendido de modo que se pueda acoplar la siguiente marcha sin tener que utilizar el embrague.  En función de los ajustes de la ECU (o cuando se utiliza un juego de carreras ECU), también es posible reducir los cambios sin embrague.

KTRC, Kawasaki's advanced traction control system provides both enhanced sport riding performance and the confidence to negotiate low-traction surfaces. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximising forward drive from the rear wheel. And because Kawasaki’s sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc, and adapt accordingly.

In the more intrusive modes (and for some models, in any mode), when excessive wheel spin is detected, engine output is reduced to allow grip to be regained, effectively enabling riders to negotiate both short, challenging patches (train tracks or manhole covers) and extended stretches of low-traction conditions (wet pavement, cobblestone, gravel) with confidence.

Some models equipped with IMU incorporate chassis-orientation feedback to offer even more precise management.

For off-road models, KTRC facilitates acceleration out of corners by mitigating excessive rear wheel spin in low-traction conditions. Multiple modes allow riders to set the level of traction control to suit preference or course conditions. 

Models equipped with multiple Power Modes offer riders an easily selectable choice of engine power delivery to suit riding conditions or preference. The number of modes vary by model, as do the types of modes available. Some modes limit maximum power, while others offer milder (or sharper) throttle response. Other modes cater to specific riding or driving situations.

Originally offered on Kawasaki’s on-road motorcycles, clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application “RIDEOLOGY THE APP MOTORCYCLE,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone and shared with other app users. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. On select models, features like Navigation and Voice Command are also supported. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.

On KX competition motorcycles with smartphone connectivity, riders can use the application “RIDEOLOGY THE APP KX” to adjust their bike’s engine maps. Real-time Engine Monitoring, and Maintenance and Setup Logs are also available. For KX models equipped with GPS, “RIDEOLOGY THE APP KX2” offers additional functions like Trip Logs that riders can use to create track maps and analyse their performance. Traction Control Selection and Launch Control Selection allow riders to set and fine-tune these functions from the smartphone.

For side x sides, all-terrain vehicles and personal watercraft, “RIDEOLOGY THE APP POWERSPORTS” contributes to an enhanced off-roading or on-water experience. In addition to Trip Log recording and sharing, and vehicle management and maintenance support functions similar to those offered for on-road motorcycles, functions unique to off-road four-wheelers and personal watercraft are also available. Group Ride enables group members to view each other’s locations on an in-app map on the smartphone. Geofence functionality alerts app users of no-entry and other zones. For select personal watercraft, RIDEOLOGY THE APP POWERSPORTS can also share person-overboard information with nearby app users.

Feature availability and functionality vary by model and application. For more information, please refer to the Kawasaki Connect web site.

RIDEOLOGY THE APP MOTORCYCLE:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/mc.html

RIDEOLOGY THE APP KX:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/kx.html

RIDEOLOGY THE APP KX2:

https://www.global-kawasaki-motors.com/kawasaki_connect/kx2/en/index.html.

RIDEOLOGY THE APP POWERSPORTS:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/ps.html

Drawing on the know-how and technology possessed by the Kawasaki Heavy Industries (KHI) Group, Kawasaki’s supercharged engines deliver high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engines’ superchargers – vehicle-specific units designed completely in-house with technology from Kawasaki’s Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.

One of the greatest benefits of designing the superchargers in-house and tailoring their design to match the engines’ characteristics was that engineers were able to achieve high-efficiency operation over a wide range of conditions – something that would not have been possible by simply dropping in or trying to adapt an aftermarket automotive supercharger.

The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, Kawasaki’s superchargers offer high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The superchargers’ high efficiency and minimal heat gain also meant that for motorcycle applications an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.

The supercharged engine used on Kawasaki’s high-performance side x sides takes advantage of the greater available space to incorporate an intercooler. Cooling the intake air allows a greater volume of air to be flowed, contributing to overall performance. 

Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure (releasing and reapplying pressure so that traction can be regained) until normal operation resumes. On models with front-wheel ABS, the same principles apply.

A more advanced version of Electronic Cruise Control, ACC maintains the speed set by the rider, but adjusts the vehicle speed to maintain a suitable following distance from the vehicle in front.

A front-facing radar sensor uses millimetre-wave radar to scan ahead in the rider’s lane. The system takes into account the proximity of the vehicle ahead, degree of road slope, front/rear wheel speed, and the rider-selected distance setting (Near, Medium, or Far).

When the distance to the vehicle in front is deemed insufficient, the system directs speed to be reduced. When the necessary decrease in speed is not great, this can be accomplished with engine braking; when stronger deceleration is required, the system also activates the brakes. Once more space becomes available, the system directs speed to be increased and the throttle is increased to return to the set speed.

Using a rear-facing radar sensor, BSD monitors the bike’s surroundings and alerts the rider to presence of a vehicle approaching in the rider’s blind spot.

The rear-facing radar sensor scans behind in the lanes to the left and right of the rider. When an approaching vehicle is detected, an LED built into the rearview mirror will light up. (Note: BSD will not alert the rider to vehicles directly behind the bike, or vehicles that are moving away from the bike.)

Should the rider indicate the intent to change lanes by switching on their turn signal while a vehicle is detected in a blind spot, the mirror LED will flash.

Los conjuntos de tres luces LED integradas en cada lado del carenado ayudan a iluminar la carretera al tomar las curvas por la noche. Cada una de las tres luces tiene una dirección fija y se activa en función del ángulo de inclinación. A medida que la motocicleta se inclina, las luces se van encendiendo por orden, creando un camino iluminado más ancho en la dirección hacia la que se dirige la motocicleta.

When the system determines that continuing at the current speed may result in a collision with the vehicle in front, it warns the rider.

A front-facing radar sensor monitors the distance and speed of the vehicle in front. When a vehicle is in close proximity and there is danger of a collision should the current speed be maintained, the system alerts the rider using a bright flashing red LED light above the instrument panel and/or a warning shown on the TFT display.

Riders can set the alert timing according to preference: Early, Medium, Late.

The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki’s proprietary dynamic modelling program examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.

The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored: acceleration along longitudinal, transverse and vertical axes, plus roll rate, pitch rate and yaw rate. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.

KECS adapts to road and riding conditions in real time, providing the ideal amount of damping called for by electronically adjusting damping to suit vehicle speed and suspension stroke speed. Deceleration is also taken into account, which allows the system to help manage pitching that may occur during braking.

Control via solenoid valve with direct actuation enables an extremely quick reaction time, making KECS ideal for sport riding applications, where natural feeling is crucial to feeling at one with the bike. Built-in stroke sensors on both the fork and rear shock provide real-time stroke speed and compression information. Input from the sensor coils to the KECS ECU is complemented by information provided by the IMU (acceleration/deceleration) and the FI ECU (vehicle speed). The KECS ECU then directs current to the solenoids to adjust damping as required by the situation.

On certain models, KECS incorporates Showa’s Skyhook software, which imagines a hook supporting the motorcycle’s sprung weight and modulates the suspension’s damping force to allow the wheels to follow the ground while maintaining the motorcycle’s vertical position with minimal disturbance for an even more composed ride.

KECS available on side x side models combines high-performance FOX “Internal Bypass” and “Live Valve” suspension technology with a Bosch electronic control system and Kawasaki original suspension settings to deliver greater comfort and enhanced performance across a wide range of riding situations. On select models, acceleration sensors mounted below each of the shocks sense changes in the terrain even more quickly than the IMU in the cabin, making a significant contribution to the suspension’s ground-hugging performance.

Selectable modes allow riders to choose softer or firmer base settings.

Kawasaki desarrolló el KIBS teniendo en cuenta las características de maniobrabilidad particulares de las motocicletas superdeportivas, a fin de garantizar un frenado de alta eficiencia e intrusión mínima para un andar deportivo exigente. Es el primer sistema de frenado de producción masiva que conecta la ECU (Unidad de Control Electrónico) del ABS con la EC

U del motor.

Además de la velocidad de los neumáticos delantero y trasero, el KIBS supervisa la presión hidráulica de la pinza de freno delantera, la posición del acelerador, la velocidad del motor, el accionamiento del embrague y la posición de las marchas. Esta información diversa se analiza para obtener la presión hidráulica ideal del freno delantero. Este control preciso evita las gotas grandes de líquido hidráulico que se ven en los sistemas ABS convencionales. Además, se puede suprimir la tendencia de que en los modelos superdeportivos se levante la rueda trasera al frenar en forma abrupta y mantener el control del freno trasero al hacer rebajes.

Con el compacto llavero transmisor (inmovilizador portátil) en el bolsillo, los usuarios de motocicletas que incluyen el sistema KIPASS pueden destrabar la columna de dirección y habilitar el interruptor principal en forma remota con solo acercarse al vehículo.

Cuando el llavero transmisor está cerca de la motocicleta, la señal que este emite es captada y reconocida por la unidad KIPASS del vehículo. Al igual que las llaves de inmovilización, cada llavero transmisor tiene una señal única, lo cual también lo convierte en un sistema antirrobo. El llavero transmisor se detecta aun dentro del bolsillo, por lo que no es necesario sacarlo para activar el interruptor principal de la motocicleta.

Las alforjas y la tapa del tanque de combustible se abren introduciendo la llave física en el tambor. Como la llave no puede quitarse cuando el llavero transmisor está fuera del alcance, la cerradura nunca queda visible, lo cual ayuda a evitar aperturas forzadas.