Australian Motorcycle News reports that documents filed with the California Air Research Board in September by Honda for the CBR600RR and CBR1000RR machines are identical to the ones used in 2010. That means that neither of them will get significant mechanical changes for 2011 - their emissions and weight remain the same as before.

Kawasaki also filed paperwork for the ZX-14 and the GTR 1400. Both machines are unchanged for 2011.

Meanwhile, Yamaha has revealed ther 2011 YFZ-R1 and YFZ-R6 - only cosmetic changes for 2011. Suzuki won't update the GSX-R in 2011 either. It seems that Kawasaki is the only manufacturer putting up a fight against the BMW S1000RR with the new ZX-10R.

* Last updated by: jcsquare on 9/22/2010 @ 8:25 PM *

HOPEFULLY ozymax,s issuies are better now if this is decided jssquare an he can go out an look fer his dream ZX14 NOW THAT WAS WHAT HE WER WAITING FOR

Yep, looks like the 10R will carry Japanese honor next year. Not as bad as it sounds though, the CBR1000RR is going to be four years old in '11 and can still whip the new Beemer everywhere but a drag strip or a topend run. Where it counts, on a track, the Honda still has the edge despite running a 25 HP deficit.

If KHI can just follow Honda's lead, stick to the basics and produce a light weight machine with great handling and suspension I don't think it will need 175+ rear wheel HP to take on the BMW. Throw in good traction control and they might just have a winner.

In fact, that's what I would do if I were them, focus on beating the Honda and I think they'll take out the Beemer along with it.

It's going to be tough to challenge the S1000RR on it's own turf which is high HP. As others have stated, the biggest HP doesn't necessarily mean a great bike. If that were true, the 10r would have won every liter shootout since 2004.

Another thing, the Beemer is a "game changer" regarding HP and outright speed. If you look at the history of game changing machines like the original Busa, it generally takes the competition years to catch up, 7 years in this case for KHI to build the 14 and steal the crown back from Suzuki.

In any case I wish Kawasaki the best of luck in 2011.

HOPEFULLY ozymax,s issuies are better now if this is decided jssquare an he can go out an look fer his dream ZX14 NOW THAT WAS

????? I think Hub is still here, just changed his handle to bean07.

In fact, that's what I would do if I were them, focus on beating the Honda and I think they'll take out the Beemer along with it.

Suzuki won't update the GSX-R in 2011 either.

* Last updated by: willidx4 on 9/23/2010 @ 3:44 PM *

October 5th is when Kawi will unveil there 2011 line up.

HELLS finnnnBELLs he still suckin wind kruz or has he just LOST IT

Told yas there wouldn't be a new ZX14. Its world superbike (at a minimum) ZX10 or bust.

Did they say anything about the Concours 14. COG folks think there was a change for 2011.

Anyway, the ZX14 is pretty much done as far as major changes. They can't make it handle better without either a) making it not a ZX14 anymore, or b) raising the price US$10k or more, which won't fly in this economy.

They could give it more horsepower, for a cost increase of about US$3,000 to the buyer, but ho-hum it is already fast enough and the engine builders cover the ZX14 area pretty well anyway.

But the bottom line is just as I wrote a year ago. The economy is so bad, worldwide, that Kawasaki cannot afford to do anything major except a new ZX10 for racing.

And it affects all vehicle makers. Heck, Chevrolet is going to go bust before 2011 is out if things don't improve in the economy quickly enough. No more bailouts either, the People won't stand for it.

The 10R will be the big news story for 2011. If it's good, it will be the media darling and steal the limelight from BMW. If they miss the mark then it's a bust and will fade out quickly. Regardless, all news stories have a half-life and eventually the Beemer will get moved off front page by something else. Old news is stale news they say, I mean people finally quit talking about Michael Jackson fer sobbing out loud. Suzuki has to do something in 2011 or they might as well shutter the factory doors. My local Suzuki dealer has a warehouse full of '09s at almost full sticker, no heavy discounts, they ain't movin cause nobody wants last years bike without a price reduction and there were no 2010's imported. 2011's will be here in a few more months if there is a 2011 Suzuki so something has to give. That GSXR 1000 or 750 you've been wanting may be available at a heavy discount ala Kawasaki style. Guys, we are living in strange times that's for sure, unprecedented upheaval in the markets. We'll see, one thing is for sure, the next few years are going to be very interesting!

HELLS finnnnBELLs he still suckin wind kruz or has he just LOST IT

BG, can you make us up an emoticon that says "Hub Lost It" instead of "Hub Has It"?

Bean, do you speak Hubbish? Maybe you could take over for the Hubmeister while he's in absentia.

* Last updated by: Kruz on 9/24/2010 @ 8:27 AM *

Looks like BNG. No surprise with the sluggish economy. Few pics of some of the 2011 Kawis (Asia market)

2011 Z1000

2011 C-14

For 2011 it looks like Kawi is really into green/black, at least in the Asian markets.
Of course the main excitement, something NEW--the 2011 ZX10. We will just have to wait a few more days for final release.

ooh, got to add the 2011 ZX-6.

If I was to pick another 14 color it would either be the all green or that cool Euro red

Its real easy to make more HP in the zx14.. I don't know why they haven't. A little more compression on the pistons, possibly a slight exhaust tweak, and you're in the 190 actual horse range.

i've been saying this whole time, a torquey zx14 motor in a zx10 frame/body would be a killer bike. it would handle, it would be lighter, and the power would be tremendous.

A little more compression on the pistons, possibly a slight exhaust tweak, and you're in the 190 actual horse range.

2ND, And it would cost Kawi peanuts to make this happen. I thought for sure when the new busa bumped up compression kawi would follow. Caught sleeping maybe.

Sorry you guys are all wet. It would cost a ton of money. They would at a minumum have to test the hell out of it to get EUC and US approvals on emissions and power limits.

Not to mention you cannot just yank a ZX14 engine out and stuff it into a ZX10 frame. The mounting points, which are part of frame rigidity (you DO understand that don't you?) are all different.

As for bumping compression slightly, easy enough to do, but then you need higher octane gasoline, and besides, Kawasaki just barely got certification of the 2008 ZX14 (the last time they made a real change) and if you gave it more horsepower / torgue from the factory, it might not certify since the EUC and US safety czars are rabidly against high horsepower-to-weight ratios.

Wow I like the z1000 in green and black. They should have just put the real zx10 motor into that bike

As for bumping compression slightly, easy enough to do, but then you need higher octane gasoline, and besides, Kawasaki just barely got certification of the 2008 ZX14

Anyone interested in getting 12.5:1 compression like the busa instead of 12:1 should just ask Slowninja who posts around here once in a while. He increased his compression 2 years ago. The head spacer required to achieve 12.5 would be just tiny bit thinner than stock. I do not know if pump gas causes a problem. All I know is that some of the smaller bikes are running with 13:1 compression and they run on pump gas.

I remember noting my stock busa tach seemed to rev faster with no load on the motor than the stock 14. On the road, I don't think there is any difference between the two bikes. Put a full system on the 14 and now it revs faster under load or not. At this point, I think the stock exhaust on the busa is a bit less restrictive and that might be the reason the needle zips a bit quicker.

I was interested in bumping up my compression on the 14 but all you're doing is trading mid range torque for peak hp. I don't think it's a good move unless you are going make numerous other mods to achieve a good balance like Slow has done...and he has made his bike pretty much a dedicated drag racing bike.

. At this point, I think the stock exhaust on the busa is a bit less restrictive and that might be the reason the needle zips a bit quicker.

Flywheel inertia has a lot to do with that zinginess. I believe the 14 utilizes dual counter balancers for smoothness while the Busa has just one to accelerate. Zippier throttle response at idle but probably not as smooth as the 14 throughout the rev range. Correct me if I'm wrong on this anyone. BTW , my 14 is way smoother than any of my other bikes except for the 6R. That thing feels like an electric motor.

My CBR has very low flywheel inertia and a blip of the throttle and you're over 3000 rpm. It comes off the line very quick as a consequence but then flattens out. The 10R has a heavy, power smoothing flywheel and revs slowly but it keeps pulling hard all the way through the rev range. Honda actually increased flywheel inertia on the 2010 model CBR 1000 with no other changes and the riders all swear it pulls harder on the top end even though peak HP figures don't support this.

In the go-fast department, the Fireblade will sport the following changes:

•Increased-diameter flywheel for more inertia and improved performance.
•Redesigned license plate stay for easier removal on track days.
•New muffler cover for enhanced appearance.

* Last updated by: Kruz on 9/27/2010 @ 11:38 AM *

Sorry you guys are all wet. It would cost a ton of money

I tend to agree here. Yes it's easy to change the compression ratio with a thinner head gasket but a host of other issues entail and those cost the mfg. It's so much easier for the home tuner to do this kind of thing himself.

I tend to agree here. Yes it's easy to change the compression ratio with a thinner head gasket but a host of other issues entail and those cost the mfg. It's so much easier for the home tuner to do this kind of thing himself

Slowninja who posts around here once in a while. He increased his compression 2 years ago.

I do not know if pump gas causes a problem.

Slow posted that with the head gasket change the fuel he used went from 87 octane to 89. I followed this one closely. With cam gears and all set up properly he was making 194 hp. This is All from memory. Maybe he will post. I do believe this was one of his first mods and was good for 4 or 6 Hp. No troubles afterward with the gasket and cam set up.

I still say Kawi could make it work with ease. 190hp and more torque from the big 1400 would be no problem.

I had the bowls blended (any joe blow with a dremel can do that) and a thin head gasket, and cam gears. 89 octane. I also ran the bike with 87 octane, on the track, with identical results (meaning the motor didn't care)
It would cost kawi nothing to do any of that. Longevity wouldn't be an issue, and emisions may actually get better from the better efficiency.

Now, for those of you who want to know exact details:
Stock motor, roaring toys exhaust, no air filter and a dyno tune: 161 hp and 105 lb ft
Same motor with thin head gasket, blended bowls, cam gears, and a brocks street meg: 194 hp 110 lb ft

Same motor with thin head gasket, blended bowls, cam gears, and a brocks street meg: 194 hp 110 lb ft

Impressive to say the least.