For 2018, we wanted to work on a new platform and begin a new challenge in doing so. The Kawasaki ZX-10RR was an obvious choice for us, because the platform is proven to be competitive and has some serious capability. 

The first step was to get a brand new ZX-10RR, which we secured from our friend Ralph at Dal-Kawa in Hendersonville, NC. 

Next, we lined up a whole bunch of parts!

OEM cylinder hear port.

For this bike, we are opting to use the Ohlins FGR superbike fork, which features technology seen in MotoGP, World Superbike and many other top championships. We custom valved and set them up to our specification. 

Accompanying these are Beringer 108mm billet calipers, affixed with titanium pistons and magnetic pad-retaining inserts. We selected the 1200R7 pad compound for these. 

For wheels and brake discs, we selected OZ Gass RS-A wheels in forged aluminum, along with Braketech 330x6 ductile iron rotors in the front, our SBU rotors in the back and Zeta titanium rotor bolts to fasten everything.

We decided to add a little color to the Zeta bolts. 

For brake lines, we opted for a custom set by CoreMoto that feature all titanium fittings, a data block for brake pressure and dry-break fittings from Staubli. The CoreMoto team delivered a fantastic set, built exactly to our spec. We're using Zeta race-spec titanium banjo bolts. 

Out back, we're running a Zeta titanium axle, Lightech chain adjusters, one of our underslung 84mm caliper brackets, a Beringer 2D1 caliper, Fast Frank lifters and Fast Frank-converted captive caliper setup. Zeta fasteners keep everything together. 

We replaced the OEM fairing stay and intake duct with an ultra light carbon fiber unit. 

That dash is a little plain as well - we'll get to that later. A Lightech fuel cap replaces the OEM unit nicely. 

Next up, we wrapped the airbox and underside of the fuel tank in gold foil. This is to minimize radiant heat negatively affecting fuel and intake temperatures. 

We've opted to use a Graves full titanium exhaust system for this build, as well as Bonamici billet case savers. Attack Performance rearsets offer excellent quality, adjustability and feel. 

Onto controls - We are using Domino XM2 throttles, coupled with checkered grips. This is an excellent kit that offers nice adjustability and feel. Very good build quality as well. 

For brake master cylinders, we are using a Brembo RCS, as well as an IMA Complete Thumb Brake System, which replaces the OEM rear master cylinder with a billet unit and also provides a billet master up top. We are using a Zeta remote adjuster in conjunction with the RCS for lever adjustment on the fly. 

We replaced the OEM clutch assembly with a fully adjustable Zeta 4 finger Flight Perch. 

Attack Performance zero offset clip on handlebars and brake lever guard are also fitted. 

Lastly, BSD handlebar button pods replace ugly OEM switch sets. 

We're using IMA custom triple clamps to attach the front end to our chassis. 

We had to have some custom machining and parts made to fit everything with the superbike fork, but of course we knew this going in. We had a custom spec titanium axle, which we then milled to perfectly suit our needs. 

First test fit is a success.

We briefly test fitted some carbon fiber bodywork for our planned winter test, but time ran a bit tight and it never got any seat time. 

Next up, we decided to replace the dash with an AIM MXS Dash, which is also a comprehensive, professional grade data logging system. We are using an SE Composites carbon fiber dash protector to protect our investment. 

Back to the controls end of things, we've upgraded our RCS with a Zeta lever & Zeta titanium fasteners for a better feel, weight and look. These little details are what can really set a machine apart. 

Motomaxx carbon fiber intake funnels were used to give us a nice bump in horsepower. 

Next, we got our all-new Ohlins KA 468 TTX shock in and converted it to pneumatic preload, as seen on WSBK / MotoGP shocks. 

As we begin wrapping things up, the next step was to install some Lightech carbon fiber frame & swingarm covers, as well as a Samco race coolant hose kit that unifies several individual hoses for a cleaner and more reliable system. 

Also pictured is our Tightails subframe, which we powder coated black. This unit dropped about 2lbs off of the OEM setup. 

As we begin to prepare for the first official test ofr the bike, we finished tidying some things up and finished the fairing installation. 

We installed an SE Composites Shark Fin as well. 

Lastly, we did our final break-in and initial tuning on the dyno. More to come later as we get into the engine. 

We had our first shakedown at Roebling Road Raceway, which was a great opportunity to find potential issues with our configuration and to make some setup changes. We tested several spring and geometry options and found a good baseline. We also had a small sensor issue, which was idnentified in data and resolved when we got back to the shop. 

We next had an opportunity to run the bike at Barber Motorsports Park, with Sportbike Track Time, who we always enjoy riding with. 

We immediately agreed that the OEM clutch was an issue and we prepared our Yoyodyne slipper for install upon return. Our black OZ Gass RS-A wheel set arrived as well.