Kawasaki ZX-10R
If you cover one eye and squint with the other, you could be looking at Tom Sykes’ 2013 WSB championship-winning ZX-10R. But even the celebratory stickers do little to hide the fact the Kawasaki is definitely the ugly sister in this catwalk parade. Those mirrors never get any easier on the eye...
Half the battle with the ZX-10R is its size and frontal area. No, it’s not an Airbus 380 cockpit, and no, you’re not hugging a giant turtle. Click a gear, release the clutch, twist the throttle, and that façade disappears as the good times roll, as they say.
Surveying the upper echelons of the ZX-10R’s limits doesn’t come as naturally as with the HP4 and Aprilia; it’s just not as intuitive. There isn’t the race bike feedback of more focused machinery, not that the Kawasaki is any better on the road.
Given 99 per cent of superstock grids are Green, its pace wasn't exactly a surprise at Portimao. No quickshifter and sub-gorgeous looks aside, the Ninja has the complete package for terrorising track Tarmac.
Just 0.7s separated the Kawasaki from the fastest time and most of that shortfall was down to braking. While the Europeans invest big-bucks in chucking the latest braking paraphernalia on their models, the Kwak is still running outdated kit. The lever was back to the bar within a few laps, scuppering a hot one.
Stability-wise, braking down into turn one from 170mph, the Ninja was one of the most poised and steady. Partly because of the flat weight distribution, partly due to the Showa
G iven 99 per cent of superstock grids are green, its pace wasn't a surprise...
BPF’s commanding adherence. Rarely over the years have we applauded a ZX-10R’s stability, but it’s welcome to see Kawasaki has finally found an Öhlins steering damper that isn't just a fashion accessory.
It loses out to the marginal gains of the HP4 and RSV4. From brake release to apex, there isn't the clinical precision, but it’s just as adept as the others escaping a corner.
If you think four-pot engines are inherently boring, try taming a ZX-10R’s for a few laps, or indeed on the road. The bottom-end and midrange is virtually non-existent and you’ll have to wait until around 10,000rpm on the funky disco dash before the real meat of the delivery comes an has a butchers at things.
The stupidly tall gearing both helps and hinders. The Ninja spent most of its time in the first few gears, as others chopped and changed up and down the 'box, wasting time shifting. It doesn't have a quickshifter (which is a crazy omission) but at least it does boast one of the best collection of rider aids known to man.
The KTRC electronics system really adds speed on the track. It won’t save you from a highside on the road, but it works with you, edging you closer to the limit of adhesion. The ZX-10R was far from an animal at Portimao, even on a shagged rear, and the TC is arguably better than Aprilia’s or BMW’s system with less grip for more experienced riders. The anti-wheelie
The ZX-10R boasts the best collection of tricks known to man...
disciplined the front over the crests and rises without a stuttering fuss.
A while back, I jumped off Tom Sykes' KRT world superbike knowing I’d ridden the best (non-GP) bike in the world. If Kawasaki can invest and filter this technology down to the road-going ZX-10R, we’ll soon see Japan back at the top.
Then again, if we’re criticising the ZX-10R for not being as sexy as the HP4 and RSV4, we can’t overlook the price. The £3k price difference will land you a load of upgrades, so as long as you can live with the looks you've got a bike with huge potential.