Kawasaki ZX-10R
Success on the track makes the regenerated ZX-10R a much better bike. But is it good enough?
As we know Kawasaki’s multi-million money factory WSB racer is multi successful, in the hands of J. Rea. And well deserved it is too. Yet in showroom trim it’s been fast falling behind its fast-developing rivals. Which has not gone unnoticed by Kawasaki management. In response the ZX-10R has received its first major update since 2016. Some of the revisions such as the new colour dash, cruise control and 40mm taller screen are road-rider focused while its more extreme riding position is one for the trackday cognoscenti. Racers will also be happy with the new wings, but they’ll be digging deep to buy one of the 500 homologation special ZX-10RRS that come with racier cams, valve springs, pistons, shorter inlet trumpets and a higher rev limit (up 500rpm to 14,700rpm).
The good news is the standard 2021 Kawasaki ZX-10R will cost a more reasonable £15,799, which makes it comfortably cheaper than its Japanese and European superbike rivals. But what isn’t so comfy is its new riding position.
Bars are flatter and 10mm further forward, the seat is more steeply angled and pegs are 5mm higher. I’m 6ft 1in and would drop the pegs back down if I owned one. I preferred the old model’s riding position because my arms are now too straight, I can’t look up properly riding around town and have to crouch down to use the mirrors. On track the new ergonomics do improve matters, apart from those higher pegs.
The ZX-10R was never short of power and now, despite Euro 5 compliance, it still makes the same claimed 200bhp at the crank and 85 lb.ft of peak torque. Changes to the engine aren’t huge, but the cylinder head has revised porting and there are new throttle valves, an air-cooled oil cooler and exhaust, which sounds good for a standard system. First to third gear ratios are shorter, as is the final gearing with two more teeth on the rear sprocket (now 17/41) and there are now seven riding modes: Rain, Road, Sport and four custom settings.
The engine doesn’t feel hugely different. It’s still tuned for lap times and rear tyre life, so it’s peaky. Soft lowdown power makes it nice and smooth for the road, but not great for power wheelies. Electronics have been tweaked too with a full array of lean sensitive rider aids including traction, wheelie, launch and engine braking control, an up/ down quickshifter and cornering ABS. Its traction control works well on the road but still lets the rear spin-up in the wet even in Rain mode, but the electronics eventually chime in.
Like its rivals it finally gets a Bluetooth enabled colour multi-function TFT dash and following in the footsteps of the S1000RR has cruise control – essential on a bike that will crush your wrists on a long journey.
Chassis tweaks are all geometry related. The swingarm is 8mm longer (with a 1mm lower pivot) and there’s 2mm more fork offset, which stretches the wheelbase from 1440mm to 1450mm. Trail is knocked down from 107mm to 106.7mm and the weight bias shifts 0.2% to the front.
Forks go softer with new springs (21.0N/mm from 21.5N/mm) and the shock spring is harder (91 N/mm to 95 N/mm). Now the ZX-10R is nimbler with more feel from the front and support from the rear and unlike the old model doesn’t need to be loaded-up on the brakes to turn quickly. Bridgestone RS11 Racing Street rubber is superb.
A new upper fairing creates 7% less drag, the central ram air’s intake path is tweaked and neat new compact LED headlights replace halogens. Built-in winglets increase downforce by 17% to help keep the front wheel down under hard acceleration at track speeds.
The new ZX-10R arrives in May when we will be able to assess it against its rivals. At this point we can say for sure, it is a (small) step up.
‘It’s more race bike-like than ever… and one that could properly challenge rivals’