NEW KWAKS IN STAT ATTACK
Major changes lurk beneath the new ZX-10R’s fairing, but do those changes really make a difference? We go head-to-head with the old bike to fifind out
Kawasaki’s new ZX-10R has undergone some major changes. And although it doesn’t look massively different, the 2016 model is effectively a new bike. But does it really outgun the highly capable 2015 model? We took old and new onto the road for a backto-back session and then measured almost every acceleration, top speed and braking test you could dream up to see just how much better the new bike is – if at all.
2016 ZX-10R, £13,799
The all-new ZX-10R comes with an Inertial Measurement Unit (IMU) which joins all the new ZX’s rider aids together, including the braking which has been beefed up with new radial Brembo calipers. The 2016 model also benefits from the latest Showa Balance Free Fork (BFF), which replaces the old Big Piston Fork used on the previous model.
The all new ZX-10R has arrived on UK shores; so it’s time to find out if the marketing hype is fact or fiction. We’re going to scientifically investigate and measure the difference between the new and old ZX-10R. Is there a noticeable difference? Plus, what’s it like on UK roads away from the scorching Malaysian race track where it was launched just a few weeks ago? On the road, both bikes look and feel very similar, the clocks are almost identical with the same horizontal rev counter. If you’re jumping from the old bike to the new bike there’s no big initial surprises – it still feels like a ZX-10R. But then you notice the differences, the broader, taller screen and the huge radial Brembo master cylinder attached to the front brake lever. Then there’s the bright red tops of the Showa BFF, and the lightly tweaked switchgear. Once on the move the changes become even more obvious with the standard quickshifter making itself known immediately. The gearing is, and feels, very similar low down and there’s a little hesitation around 6000-7000rpm as reported on the initial launch, but after that the ZX-10R downs a shot and wants to party hard. There’s an obvious difference in performance above 7000rpm in second and third gear; the new model is much livelier, the anti-wheelie and traction control working overtime to keep everything under control. It’s actually heavier than the old bike, but feels lighter and turns easier, especially when rolling into corners at high speed. After riding both bikes for the first time, co-tester Bruce thought the new bike was the lightest by some margin, and was amazed to find that this isn’t the case at all.
The new Showa suspension initially feels very firm, the first 20% of travel is rather harsh, like it’s running lots of preload; you really notice this at low speeds around town. But town isn’t the ZX-10R’s natural habitat, and once the Ninja gets the opportunity to stretch its legs, that firmness becomes sublime. Riding at between 60-120mph the suspension is in its element, and works better the harder you push it. Conditions were dry but still very cold, which is obviously not perfect but after our first UK road ride all the signs are positive. Even in the cold, tricky conditions, it was possible to have some fun and make the new ZX-10R dance. The big advantage over the old bike is the electronics, including the cornering ABS which gives you a huge safety net. Yes, the ZX-10R still has close to 200bhp but the rider aids, electronics and cornering ABS allow you to explore and play with the bike in relative safety. The original ZX-10R was an animal, and some would argue the new bike must be even worse with an additional 40bhp. But I feel safer on the 200bhp electronic-laden ZX-10R with its excellent chassis and suspension than on its slap-happy forefather. That’s what they both feel like to ride, but what do the stats say?
‘There’s a little hesitation low down, but after 7000rpm the ZX-10R downs a shot and wants to party hard’