스크랩 2012 Kawasaki Ninja ZX-10R

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2012 Kawasaki Ninja ZX-10R

Make Model	Kawasaki Z-X10R Ninja
Year	2012
Engine	Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
Capacity	998
Bore x Stroke	76 x 55 mm
Compression Ratio	13.0:1
Induction	DFI? with four 47mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder
Ignition  /  Starting	TCBI with digital advance and Sport-Kawasaki Traction Control (S-KTRC)  /  electric
Max Power	185 -200 estimated
Max Torque	114.3 Nm @ 1150 rpm
Transmission  /  Drive	6 Speed  /  chain
Rake / Trail	25.0 degrees / 109.9mm
Front Suspension	43mm Big Piston Fork (BPF), rebound, compression and spring preload adjustability 4.7in wheel travel
Rear Suspension	Horizontal Back-link. High/low-speed compression, rebound and preload adjustable. 4.9in wheel travel
Front Brakes	2x 310 mm petal discs, radial-mount  4-piston calliper
Rear Brakes	Single Single 220mm petal disc
Front Tyre	120/70 ZR17
Rear Tyre	190/55 ZR17
Seat Height	812 mm  /  32 in
Weight	198 kg
Fuel Capacity	17 Litres  /  4.5 gal
Standing ¼ Mile
Top Speed	296.6 km/h  /  184.3 mp/h
Review	Motorcycle.com  /  Motorcycle USA

Bristling with Technology, Built for Speed

When passion and technology merge, great literbikes are born — including the 2012 Ninja? ZX™-10R. Overhauled just last year, the ZX-10R bristles with the newest technology, including Sport-Kawasaki Traction Control, elevating it above all others in its class. Kawasaki engineers created an engine that produces an astounding amount of horsepower, yet maintains the realibility Kawasaki is known for. All of this technology only enhances the already incredible speed and intense feeling a rider gets while aboard a ZX-10R.

The highly advanced and customizable Sport-Kawsaki Traction Control lets riders harness and capitalize on the ZX-10R’s amazing blend of power and responsive handling. The system is called Sport-Kawasaki Traction Control, or S-KTRC. Exclusive to the ZX-10R, it offers a level of performance that raises the ZX above the rest of the open sport bike class.

Motorcyclists have long been challenged by traction-related issues, whether on dirt, street or track. Riders who can keep a rear tire from spinning excessively or sliding unpredictably are both faster and safer, a tough combination to beat on the racetrack. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.

The MotoGP-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.

Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.

The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph on the instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.

The system also incorporates an advanced Power Mode system that allows riders to choose the amount of power – and the character of delivery – available from the engine. Besides the standard Full-power mode are Medium and Low settings. In Medium mode, performance varies according to throttle position and engine rpm; at anything less than 50 percent throttle opening, performance is essentially the same as in Low mode; at more than 50 percent, riders can access additional engine performance. All three S-KTRC settings are available in each of the three Power Mode settings.

The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence. A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit.

Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.

A secondary engine balancer assembly allows a number of vibration-damping parts to be simplified, contributing to weight savings. Also contributing to weight savings are a light battery, ECU and fuel pump.

A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.

Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.

With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assembly of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.

Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.

Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.

Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.

Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful, responsive braking for plenty of rider feedback.

Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.

The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.

The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.

The old saying, “power is nothing without control,” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2012 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.


Great looks, fun to ride and user-friendly

Every now and then a manufacturer builds a motorcycle that defines their brand in the marketplace. For Kawasaki, that motorcycle is the Ninja ZX-14.

Kawasaki's most powerful motorcycle to date, the Ninja ZX-14 sets new performance standards with the most unbelievable, absolutely-jaw-dropping acceleration you have ever experienced. But what makes the Ninja ZX-14 even more incredible is the absolute finesse with which it commands this power. Smooth and linear from idle to redline, you don’t have to be a world champion to control this machine.

But it’s not just about horsepower; the Ninja ZX-14 combines its earth-shattering engine performance with exquisite handling and stability, sleek aerodynamics and superbly comfortable ergonomics, creating the ultimate long-range hyper-sports weapon.

Kawasaki Ninja ZX-10R Features and Benefits

Key Features

• Engine and chassis allow for linear power delivery
• Sport-Kawasaki Traction Control (S-KTRC) continuously monitors wheel speed, throttle position, engine rpm and a host of other data to help ensure the optimal amount of traction
• Power Mode selector allows riders to select power level and power delivery
• Aluminum frame has ideal strength and rigidity
• Big Piston Fork (BPF) helps maintain composure under braking
• Horizontal back-link rear suspension helps deliver smooth suspension action
• Slipper-type back-torque limiting clutch helps corner entry handling
• Race-oriented instrumentation offers riders a wealth of information

Liquid-cooled, DOHC, 998cc, Inline-four Engine

• Design is compact, narrow and lightweight
• Camshafts, crankshaft and pistons designed to complement the engine’s prodigious power production
• Large intake valves, camshaft profiles and port shapes help maximize power production and smooth power delivery
• Chromoly camshafts enhance durability
• Single-shaft secondary balancer helps reduce vibration; its use allows several vibration-damping parts to be simplified and lightened
• Strong connecting rods suit the power potential of this engine
• ECU is small enough to be tucked away in a slot in the airbox assembly
• One-piece upper crankcase and cylinder casting offers maximum rigidity
• Low-friction oil pump reduces parasitic power loss
• A lightweight radiator with tightly packed cores provides efficient engine cooling
• A liquid-cooled aluminum oil cooler promotes high-efficiency heat dissipation
• Intake and exhaust valves are titanium to reduce reciprocating weight and stress at high rpm

Dual-injector Digital Fuel Injection

• Large 47mm throttle bodies help with throttle control
• Secondary fuel injectors enhance power output and power characteristics at high rpm; the lower injectors are always on, while upper injectors come on as needed according to degree of throttle opening and engine rpm
• Oval-shaped throttle bodies allow precise throttle control and instant response
• An Idle Speed Control (ISC) valve on the throttle body unit automatically adjusts idle speed, contributing to easier starts and off-idle throttle response

Sport-Kawasaki Traction Control – S-KTRC

• A highly sophisticated electronic system based on actual Kawasaki MotoGP experience that’s designed to maximize forward motion by allowing racers to ride closer to the edge of traction
• The system crunches a wide range of data, including throttle position, wheel speed, engine rpm, wheel slippage and acceleration, with help from a speed sensor fitted to each wheel
• The quickest acceleration requires a certain amount of wheel slippage, so to optimize traction, S-KTRC actually allows for optimum wheelspin
• Using complex analysis, the system is able to predict when traction conditions are about to become unfavorable. By acting before slippage exceeds the range for optimal traction, the system can quickly and smoothly reduce power slightly so the wheel regains traction
• S-KTRC confirm‎s conditions 200 times per second and governs ignition, which allows extremely quick response to changing conditions
• Riders can choose between three operational modes, depending on skill level and conditions
• A level meter on the LCD instrument panel displays how much electronic intervention the system is providing, in real time

Ram-air Intake

• A highly efficient and forward-positioned ram air intake is designed for low intake noise and good intake efficiency
• 9-liter airbox enhances breathing and power
• Oval-section intake funnels promote non-turbulent flow at all rpm

Titanium Exhaust System

• Titanium-header exhaust system with hydroformed header pipes and small, lightweight muffler assembly uses a pre-chamber that houses two catalyzers for emissions and sound
• Headers have nearly identical specs to their roadracing counterparts, which makes it easier for riders to increase track performance with the simple addition of a less-restrictive muffler; now there’s no need to replace the lightweight and race-spec header assembly
• Dual catalyzers help the ZX-10R meet strict U.S. and Euro III exhaust emissions standards

Six-speed Transmission

• Race-style cassette transmission allows simple trackside gearing changes to suit individual circuits
• The “cassette” is located high enough that it can be accessed without having to drain engine oil
• Primary and final reduction ratios minimize rear end movement (squat/lift) during acceleration and deceleration
• Close-ratio 4th, 5th and 6th gears complement the ZX-10R’s circuit performance
• Overall gear ratios suit the power characteristics for ideal power delivery in all rpm ranges
• An adjustable back-torque limiting clutch facilitates smooth downshifts, a main contributor to stability under heavy braking

Chassis / Frame

• Aluminum-alloy frame offers optimal flex and rigidity characteristics for balanced handling on street or track
• Chassis geometry allows sharp steering characteristics and crisp handling with no corresponding tradeoff in chassis stability at speed
• Frame is an all-cast construction of only seven pieces, with ideal wall thicknesses that provide adequate strength and optimized rigidity
• Front end weight aids aggressive, on-the-gas corner exits
• Modifying or removing the exhaust pre-chamber (for racetrack applications only) enables two chain links to be removed, which offers riders the opportunity to alter chassis geometry by shortening the wheelbase by up to 16mm to suit different track layouts
• Like the frame, the alloy swingarm is an all-cast design, with just three pieces
• Narrow subframe layout contributes to the compact and slim tail section

Horizontal Back-link Rear Suspension

• Shock and linkage are positioned above the swingarm
• The design offers excellent road-holding, smooth suspension action, and stability and feedback when cornering
• The design positions the shock’s upper link to spread out the load and contribute to enhanced overall frame rigidity and chassis balance
• The fully adjustable shock features a piggyback reservoir and dual (high
• and low-speed) compression damping, which enables fine tuning for racing or track-day use
• The Big Piston Fork (BPF) and Back-link suspension system contribute to rider control and faster lap times

Big Piston Fork (BPF)

• The Big Piston Fork’s (BPF) 43mm inner tubes is one of the contributing factors to the bike’s composure under braking
• Compared to a cartridge-type fork of the same size, the BPF features a 39.6mm main piston
• Oil inside the BPF acts on a surface area almost four times the size of a conventional fork’s. The larger surface area allows damping pressure to be reduced while ensuring that damping force remains the same
• Reducing damping pressure allows the inner fork tube to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork compresses and very calm attitude change as vehicle weight shifts forward under braking, and contributing to greater chassis stability on corner entry
• Because the BPF eliminates many of the internal components of a traditional cartridge fork, construction is simplified and overall fork weight is reduced
• Compression and rebound damping adjustments are located at the top of each fork tube, while preload is now at the bottom

Race-spec Steering Damper

• An adjustable twin-tube Öhlins steering damper is standard. The second tube acts like a reservoir, allowing the internals to ensure stable damping and excellent feedback even under racing conditions

Advanced Braking System

• Tokico radial-mount brake calipers use dual pads and offer a superb initial bite, increased control, progressive feel and a high degree of feedback to the rider
• A radial-pump front master cylinder provides the ultimate in front brake feel and feedback
• A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use
• A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback

Three-spoke Cast Aluminum Wheels

• Gravity-cast alloy wheels feature a three-spoke design
• Light wheels mean low unsprung weight, which allows the suspension system to work more efficiently

Ergonomics

• 32-inch seat height makes it easy to reach the ground
• Fuel tank shape offers a comfortable ergonomic fit with the rider’s forearms and inner thighs when riding
• Adjustable foot pegs can be lowered an additional 15mm when street riding or touring

Advanced Aerodynamic Bodywork

• Compact, curved shape
• Large ducting aids engine heat dissipation
• Line-beam headlights and short fairing contributes to the aggressive styling
• LED three-bulb position lamp at the top of the ram air duct offers enhanced visibility to drivers and pedestrians
• Fairing-mounted mirrors feature integrated, LED-type turn signals
• Turn signals are electrically connected via couplers, which allows easy mirror removal for track day riding
• Compact tail section includes an elegant, nine-bulb taillight
• Taillight and turn signal stalks are mounted on a rear fender assembly that’s easily removable for track day riding

Advanced Electronic Instrumentation

• Instruments feature a high-visibility bar-graph LED tachometer positioned above a multi-window LCD info panel that offers riders a massive quantity of information
• The tachometer also functions as a shift indicator: LEDs flash when the pre-set rpm is reached, and riders can set shift rpm according to preference
• The multi-function LCD features two display modes: Standard and Race. Switching to Race Mode alters the Speed display by changing it to Gear Position, and by changing the Clock display to Speed
• Additional functions include odometer, dual trip meters, average fuel consumption, instant fuel consumption, Power Mode (x3), S-KTRC (x4), S-KTRC level indicator, low fuel indicator, Economical Riding indicator (shows most favorable fuel consumption), water temperature and a host of indicator lamps

Review

They say: "The best Ninja yet and the complete sportbike package."
We say: "You'll get no argument from us."
Masterpieces are not created overnight. It took Michelangelo four years to paint the Sistine Chapel and 19 years for researchers to develop the Polio vaccine. A quarter of a century after they started the project, Microsoft is still tweaking Windows. Perfection takes time, so Kawasaki can be forgiven for introducing the latest ZX-10R Ninja a year later than expected.

The 2011 ZX-10R is Kawasaki's magnum opus, the culmination of 50 years of bike-building and four years of dedicated effort. As with remodeling a house, sometimes it's better to knock the thing down and start from scratch. That's exactly what Kawasaki did. This isn't a mild redesign for the sake of marketing; this Ninja is all-new, from the wheels to the windscreen.

Aside from turn signals that hung like tumors from the mirror stalks, the 2008-'10 ZX-10R was one sharp-looking machine. But compared to the 2011 model, it already looks dated. The new bike appears lower, leaner and overall more focused, like a big cat waiting to pounce. The fuel tank isn't as flared, but the bike's excellent rider interface is maintained and even enhanced by the increased downward angle of the clip-ons. The green-and-black paint scheme will look familiar to race fans, as it's based on the World Superbike race team livery.

A smoother, more predictable engine means earlier throttle application and more time wide-open. At Road Atlanta, that meant the bike wheelied in no fewer than five places per lap.
The Ninja's debut found us not at some far-flung foreign racetrack, but at Road Atlanta in Georgia. This undulating, blistering-fast 2.5-mile road course is challenging both physically and mentally, yet the ZX-10R proved less demanding to ride than expected. Through the miracle of mass centralization, Kawasaki's engineers are closing the handling gap between 600s and 1000s. The brains at Team Green redesigned and repositioned numerous components and cut a claimed 22 lbs. Considering how deftly the Ninja snaked through Road Atlanta's downhill esses, you'd expect it to twitch and shake in the faster sections, but the bike remained stable everywhere, even when bombing through the back kink at over 180 mph.

The 2011 engine has been completely re-engineered to improve midrange power and tractability, and there's a much broader spread of thrust. Aside from some stiffness in the gearbox, the engine is a gem. Peak output is stated as 188 horsepower at 12,500 rpm and 82.6 lb.-ft. of torque at 11,000 rpm. That's an increase of nearly 10 bhp and a serious shift in the power peaks: down 500 rpm for horsepower and up over 2000 rpm for torque. Power is delivered in a smoother, more linear fashion, which explains why this bike doesn't feel as fierce as its predecessor with its abrupt top-end rush. The new LED tachometer is easy to see but hard to read. Turning down the brightness helped keep the lights from blending together, but the previous analog display was better. Power levels off beyond 12,500 rpm, so you hear the limiter at 13,500 rpm more than you feel it.

The Ninja comes equipped with Bridgestone's excellent Battlax BT-016 tires, but BT-003 race tires were spooned on at the intro so we could fully exploit the bike's power and handling.
Bigger throttle bodies, better ports, revised valve timing and a new exhaust result in more airflow through the engine, which produces more power and less engine braking when the throttle is closed. The free-spinning character of the engine, a new Showa Big Piston Fork and slick slipper clutch make the big Ninja nearly as easy to throw into a corner as its 600cc brethren.

The exhaust note coming from the shorter muffler is deceptively muted, even at 10,000 rpm. Taller gearing and linear power delivery make the Ninja misleading at speed. The Tokico calipers are plenty strong and the BPF resists bottoming and remains compliant, even at the entrance to Turn 10A where you have to shed four gears and 120 mph in just 600 feet. That exercise never fails to widen your eyes!

The big news with the 2011 bike is S-KTRC (Sport-Kawasaki Traction Control). At an unfamiliar and dauntingly challenging track like the one we'd just been let loose on, S-KTRC's greatest gift is that it frees up attention to focus on other important matters--such as which way the track goes over that next hill. Take the time to look down at the seven-bar TC indicator and you'll see it flashing wildly if you're using Level 3, intervening on occasion in Level 2 and hardly ever in Level 1. After spending time in each mode I settled on Level 2, as it allowed a subtle yet satisfying amount of rear-tire smear at corner exits. Level 1 was too apathetic, permitting so much tire spin that I found myself instinctively modulating the throttle rather than trusting the electronics. When the system is working, there's no popping or sputtering from the exhaust. In fact, the only ways you know it's in effect are by looking down at the gauge (not the best thing to do with your knee on the ground!) or because the slide is kept in check despite your right wrist calling for more power. S-KTRC polls sensors 200 times per second, which means it responds to adverse inputs in 0.005 of a second--about 40 times faster than the most adroit rider on his best day. Unless you hit oil or do something really stupid, the system is essentially crash-proof--and more so if you've dropped an additional $1000 on Kawasaki's race-spec anti-lock brake system. At the press launch time only non-ABS bikes were available, but if S-KTRC is any indication, KIBS (Kawasaki Intelligent anti-lock Brake System) should be fantastic.

S-KTRC incorporates wheelie-control of sorts, but its response proved unpredictable; sometimes it worked to maintain a steady power lift while other times it made the front end yo-yo like a fledgling stunter. The only way to disable the function is to turn TC off, which meant depending on my own acuity to keep from sampling the red Georgia clay. But even with S-KTRC immobilized, the Ninja is surprisingly manageable and communicative. After a dozen laps with the electronics switched off, it was clear that the bike's excellent behavior is intrinsic to the engine and chassis design, and not strictly due to the electronics.

This Ninja was bred for the racetrack, but Kawasaki knows it will spend most of its time on the street. The new bike's seat is both lower and softer and the rearsets are adjustable. A new balance shaft successfully quells engine vibrations, and those drooping mirrors actually work, showing more than your elbows. The fully adjustable suspension and electronics system all work to let the rider tune the bike to his taste. As Kawasaki's tech guru Ron Taylor said, the Ninja is "a full-blown track bike that can be easily toned down to suit the rider's comfort level or the requirements of conditions."

After a full day aboard the 2011 ZX-10R, there's no denying it's a huge improvement, literally better in all respects. Except price: The base model will sell for $13,799 (up $2300 from last year), and if you want ABS, add another $1000. Then again, this bike needs nothing to rip up any racetrack on the planet and is ready to take on the BMW S1000RR with money left over for a stack of tires. You can't rush greatness, and we're glad Kawasaki took the time to get the new Ninja right. Good things, as the saying goes, come to those who wait.

Source motorcyclistonline.com

Kawasaki Korea Racing Team = [KKRT]

http://cafe.daum.net/Kawasaki

「 정모는 매월 첫째주 토요일 입니다. 회원님들의 많은 참여 부탁 드립니다. 」

[ZX7R(현철)]

들어온건가요??

[칠반이]

들어온지 1년정도 됐다던데요 ㅎㅎ 최근1개월 안에 2대 박스오픈한 사진이 올라왔었죵 ㅎㅎ

[ZX7R(현철)]

그건 11년형 아닌가요 12년형요ㅋ

[드라마(조진환)]

데칼만 다르지 차는 똑같답니다...ㅎ

[칠반이]

그러네용 12년형은 아직이겠죠 ㅠㅠ?

[㉿♭ｏｓｓ]

ㅎㅎㅎ 그냥 정보 올린겁니다~ ^^ 우리나라는 신형이 1년 지난후에 들어오죠~ -,.-;; 아마 그게 사라질지도 모릅니다~ ^^

[루키닌자(김재범)]

도색 이쁘다

[쿨가이범]

내년에 만나자...꼭 겟하겠어

[녹색물고기(이진우)]

12년 10알 가격은 알수없나요?? 11년식이든지

[드라마(조진환)]

현재 퇴계로선 2300 대 하는듯 합니다만...자세한건 모x뱅x로 문의하세요~ㅎ