Kawasaki’s new ZX-10R ridden
Track-inspired updates promise an even racier edge for the Kawasaki ZX-10R
In a bid to mimic Kawasaki’s WSB success on the road the 2021 ZX-10R gets its first major update since 2016. Styling, aerodynamics and built-in winglets are new, the engine, chassis, geometry and electronics are tweaked and it finally has an allsinging colour TFT dash. But despite being one of the most cramped superbikes around, the biggest change comes from the riding position which is more race focused than before. Don’t let that put you off, though, because although it’s now even better on the track, it’s still fantastic in the real world, too.
1 Climb on and tuck right in
The bars are flatter and 10mm further forward, the seat is more steeply angled, pegs are 5mm higher and the screen 40mm taller. All this adds up to a more race bike-like riding position, although the extra wind protection is useful. I’m 6ft 1in and would drop the pegs back down 5mm if I owned one and I preferred the old riding position. My arms are now too straight, I can’t look up properly around town and have to crouch to see the mirrors. On track the new ergonomics are improvement, apart from the pegs.
2 Alphabet soup…
As far as electronics go it has it all: KCMF, S-KTRC, KLCM, KIBS, KEBC, KQS, ESD and KCC
– a top-shelf package to rival the European competition, but with a Japanese price tag. Cruise control makes motorway rides less painful and the up/down quickshifter works well, even at low speed. Traction control is good on the road but still lets the rear spin-up on track in the wet, even in Rain mode, before the electronics eventually chime in to keep everything in check. But ultimately the ZX-10R never steps out of line.
3 Nimble but more stable too
Revised geometry sees the wheelbase lengthened from 1440mm to 1450mm thanks an 8mm longer swingarm (and 1mm lower pivot) and 2mm greater fork offset. Trail is down from 107mm to 106.7mm and weight bias is shifted 0.2% to the front. Forks springs are softer (21.0N/mm from 21.5N/mm) and the shock spring stiffer (91 N/mm to 95 N/mm). The old bike liked to be loaded-up on the brakes to turn quickly, but the ’21 bike is nimbler with more feel from the front. Stability, braking power and Bridgestone RS11 Racing Street rubber are all superb.
4 New dash and aero
It’s out with the tired old LCD display and in with a fresh new Bluetooth-enabled multi-function colour dash and switchgear, which immediately gives the ZX-10R the more modern feel of its superbike rivals. Restyled with improved aerodynamics at the top of the list and good looks second, the ZX-10R’s new upper fairing creates 7% less drag while built-in MotoGP-inspired winglets increase downforce by 17%, to help keep the front wheel down under hard acceleration at track speeds. The central ram air intake path has been revised and the outgoing bike’s halogen headlights are replaced with neat new, tiny-eyed LEDs.
5 Tuned for faster laps on track
The ZX-10R’s inline four-cylinder engine now meets Euro5 with power and torque remaining at 200bhp and 85lb.ft. Cylinder head porting, throttle valves and an air-cooled oil cooler are new, as is the exhaust, which sounds good for a standard system. The gearbox has lower first to third ratios, the rear sprocket is up two teeth (now 17/41) and there are now seven riding modes: Rain, Road, Sport and four custom settings. The engine is peaky with soft power down low, but it’s tuned for lap times and rear tyre life, so those who like power wheelies will be disappointed.