Kawasaki Ninja ZX-10R

This motorcycle is a stunner. It looks razor sharp and everything onboard seems to be crafted for best-in-class aerodynamics. One thing that sets the ZX10-R apart from other 1-litre offerings – is its size. With lesser bulk and compact dimensions, this Kawasaki can be easily mistaken for a smaller capacity motorcycle.

The headstock of the 2016 model is 7.5mm closer to the rider, shifting more weight back into the motorcycle. Its swing arm is now extended by 15.8mm, resulting in a wheelbase of 56.7 inches – almost 1/2-inch longer than the predecessor. Also, there’s a new bracing to make the swing arm stiffer.

Up front is an ogling face with dual eagle-eyed headlamps on either side of ram-air system duct. The ‘Ninja’ moniker on the bulging fuel tank and the sharply chiseled fairing with racy decals signifies the immense capability of this menacing green machine.

Side profile of the new ZX-10R remains almost identical to the previous model. The three-spoke black alloy wheels with a lime-garnished an exposed drive chain looks brilliant.

The rear end of the ZX-10R doesn’t live up to the expectation that its front creates and looks plain, simple with a tail lamp and tiny turn indicators. 

Ergonomics:

As we mentioned in our pre-facelift review, the litre-class super bikes aren’t really made for comfort – they’re built for outright performance, and the ZX-10R isn’t really different from the league. But with this new model, Kawasaki claims it to be the master of both worlds – easy to ride as well as confidence inspiring when you try to push it hard.

As expected, the riding triangle is extreme and feels as if you are riding a road-legal version of Kawasaki MotoGP machine. The clip ons are now slightly closer to the rider and the higher seat and foot peg position might force you to feel a bit cramped in combination. So, riding it in dense city traffic can be a tiring task. Feel of the clutch is decent – it’s neither too stiff nor too light. Yes, traffic can be a spoilsport here as well.

Hop a leg over and you instantly notice a bloated fuel tank dominating the rider picture. The tank is not huge as the earlier one and aids in better rider stability. Earlier it used to feel as if you’re sitting on top of the bike and tend to fly over the front under hard braking.

Seating comfort isn’t the best in business. The two-piece seat has just about enough padding to offer decent comfort for the rider. But the size of the pillion seat looks aesthetic than comfortable. In case you are planning long rides on the ZX-10R, it could give you a sore back. 

The sleek instrument cluster remains the same and continues to show a plethora of information. The full digital read out on the console pretty much displays everything one would ever need while riding a super sport bike. Turn the ignition on and the ECU kicks in with a click and the console lights up in its own unique and futuristic looking pattern. We particularly love the way the Revs are displayed as a rapidly swaying orange arc. On the move, the rev indicator changes colors once you are close to the 10,000 RPM mark and bleeds to red when inching towards the insane rev limiter at 14,500 RPM.

Kawasaki has worked the most in this department and the powerplant is claimed to be way more menacing than before.

The 998 cc inline four-pot engine now gets a new and lighter crankshaft, which helps the unit spin up faster. This has, in turn, bettered the throttle response and the acceleration. This new crank also reduces the reciprocating mass and inertia by a good 20 percent, which makes for better corner turn ins and improved side-to-side transitions.

Alongside this, there are several other changes in the powerplant, including a compact valve train for reduced overall head height, straighter, wider and polished intake/exhaust ports, lighter pistons, relatively-larger exhaust valves, a revised combustion chamber for better power at the higher RPMs, and increased valve overlap for like benefits. At 197bhp (climbs up to 207bhp with ram air), the maximum power remains identical, though. And so is the peak torque figure of 112 Nm that comes in at 11,500rpm

It is not just the engine, the transmission too has received a host of updates, including a cassette type gearbox with improved ratios, new and lighter clutch primary, and a slipper clutch with a quick shifter.

The power is being offered in three modes- Full, Middle and Low (which limits power to about 60% of the total power). The most interesting of the three modes, is definitely the variable Middle mode that has an ability to alter engine performance and delivery by conscious use of throttle control. At less than 50 percent throttle application, the engine performance is essentially the same as in Low mode, while past 50 percent you get access to complete power.

The ZX-10R’s handling has evolved a lot with time. While the last model, which we rode, was good, Kawasaki quotes the current one as brilliant.

The suspension on the 10R reflects Kawasaki’s racing experience. Side-to-side agility has been further addressed through reworked chassis. The headstock has been moved 7.5mm closer to the rider and the engine has been mounted higher and more forward for transferring more weight to the front. While this improves agility, it’s also claimed to enhance the stability of the motorcycle. For better support in transitions, bike’s wheelbase has been lengthened by 12mm and it’s more rigid as well.

The new Showa Balance Free Fork, featuring an external damping valve chamber works rather well in every condition thrown. Its design is similar to the Ohlins TTX/FGR concept, with the rebound and compression damping valves completely separated, in a bid to let the oil flow in a unidirectional manner through the valves. The rear Showa Balance Free Rear Cushion (BFRC) shock also follows the same pattern in its damping valves, and the shock linkage has been revised to lend a wider range of adjustments.

Unlike the last gen. model’s three-level traction control system, it now comes with a five-level traction control system. As per Kawasaki, it’s the most advanced system from their stable to date. Utilizing a Bosch five-axis IMU, it’s a predictive and a feedback system, which allows for some slip based on feedback from wheel speed sensors and throttle position, but also predicts when things are about to go wrong.

Braking has also been upgraded. The 2016 ZX-10R comes with a Brembo M50 monoblock brake calipers and a Brembo radial-pump master cylinder, the former clamping onto larger, 330mm discs. The earlier model had 310mm discs.