‘ What difference does a decade make?’
Kawasaki’s Ninja 1000SX faces the engine lie detector to see how it compares with ten years ago
KAWASAKI’S NINJA 1000SX might be new for 2020 but beneath the bodywork, its engine is quietly celebrating its 10th birthday. The 1043cc inline four debuted in Kawasaki’s third-gen Z1000 back in 2010. Today it still has the same bore, stroke, compression ratio and throttle-body diameter.
But while the engine hasn’t changed much, the world around it has. Back in 2010, the Z1000 only had to meet Euro3 emission limits — now the Ninja is getting ready for Euro5, which permits just half the level of pollutants it could get away with a decade ago. Cleaning up an old engine to meet new standards generally involves putting less fuel in, stuffing a bigger catalytic converter down the exhaust, or both. Which often means less power.
So with the 1000SX’S 600-mile service done, it’s time to strap it to the dyno to see how well the engine’s aged. Kawasaki’s brochure claim is 140bhp; the Dynojet’s drum detects 129.6bhp at the tyre — in line with the usual 5-to-10% transmission loss. The dyno run makes the dash light up like a Christmas tree with myriad warning lights too but plugging in a basic fault-code reader clears everything. Phew.
Curious to see how it compares, I dig out the numbers for a Z1000 tested on the same dyno back in February 2010 and overlay the two graphs. I’m surprised and impressed: the Ninja 1000SX’S curves are up on the old Z1000 everywhere, with the biggest difference in the
midrange. At 6000rpm, the new SX makes 12% more torque and almost 10bhp more than the old Z. Maybe the Ninja’s new cam profiles, staggered-length inlet trumpets and single-sided exhaust really have helped keep its performance pecker up into a new decade.
The Ninja 1000SX isn’t just strong compared to its ancestor, it’s fitter than flashier kit too. Think Ducati’s new Panigale V2 has a punchy midrange? The Ninja creams it, with a massive 40% more torque at 5500rpm. There’s more power and torque than Suzuki’s 2005-06 GSX-R1000 (p42)
‘That’s why it feels so fantastic on the road’
from tickover to 8000rpm too.
The giant-killing doesn’t stop there. The humble Ninja slaughters a 2020 Honda Fireblade to 9000rpm, and even has an edge over Ducati’s latest Streetfighter V4S to similar revs. That’s high enough to smash the speed limit in second gear. For real-world, legal-ish shove, the Kawasaki Ninja 1000SX is where it’s at.
That explains why it feels so fantastic on the road. Quick-revving, effortless and eager at any speed or gear, it’s so subtly strong that I often find myself carrying more speed than intended.
I borrowed Kawasaki’s supercharged H2 SX SE while the 1000SX was being serviced but was honestly relieved to get back on the 1000SX. Lighter, nimbler and comfier, I found its shorter-geared speed more accessible, useable and fun.
As well as the service and the dyno, this month I’ve also treated the Ninja to its first accessory: a set of GB Racing (gbracing.eu) paddock-stand bobbins. Kawasaki can make a 10-year-old engine cleaner, gruntier and more powerful, but it still hasn’t worked out how to fit a centre-stand to its best-selling sports-tourer.