Never judge a book by its cover. This is one of those times the adage holds true. On the 2016 ZX-10R, cosmetics have taken a back seat but almost every other component has been updated.
These updates have been heavily influenced by Kawasaki’s WSBK racing technology. Lucky for us, the engineers at Kawasaki believe that the easier the motorcycle is to ride, the faster the rider will go; no arguments there. This has been a long-pending update, since the 10R was one of the few litre-class bikes that remained unchanged since 2011. Let’s find out what’s new.
From a distance, the 10R looks very similar to its predecessor. But as you approach the motorcycle, the subtle changes become a little more apparent. The front fairing has been slightly redesigned, the windscreen is a little wider, and the cleverly placed side air intakes reduce helmet buffeting at higher speeds.
The mid-section fairing and tank are like that seen on the older 10R, but the tail section is all new. One feature that really grabs your attention is the Showa Balance Free Forks (BFF) up front that makes its debut on the new 10R. Overall, the new motorcycle is slightly higher, wider and longer than the older model. At 206kg, it even weighs a little more. The bike’s forward-biased stance adds a bit of weight over the front tyre and increase responsiveness and feedback from the steering, while the wheelbase has been increased to improve traction on the rear tyre. Even the engine is mounted higher up than in the previous model to improve agility.
Kawasaki has decided to go the extra mile with its in-house developed electronics package on the new 10R. This makes holding lines through bends substantially easier, which in motorcyclist terms translates to going faster through the corners.
So, like I mentioned earlier, the engineers over at Kawasaki have tried to make this motorcycle as easy to ride as possible and all you need to focus on is going faster and faster. There’s even a quick shifter to help you get to high speeds as swiftly as possible. The shifts feel smooth, soft and very precise. Of course, it only helps with upshifts.
Now the engine is where the real magic has taken place. Trust the engineers at Kawasaki to take a great engine and make it even better. The 2016 10R’s engine gets the same 998cc 16-valve, DOHC, inline-four cylinder layout, but has been lightened to reduce the bike’s weight and improve throttle response.
The gearbox on the 10R has always been very precise, but Kawasaki has now reduced the ratios from 2nd to 6th gear, which has allowed for better acceleration. However, the first gear still feels extremely tall and so makes the engine feel a little limp at lower revs. The meat of the power kicks in only post 8,000rpm and then closer to the top-end, the 10R gets absolutely ballistic.
While decelerating, the slipper clutch allows for more predictable downshifts. You won’t have the rear-end sliding all over the place.
There are five different modes of traction control; the first two are for the race track. The third is also for the race track, but only if the motorcycle is equipped with racing tyres. The fourth is programmed for nice winding roads in dry conditions, while the fifth is for wet conditions and street use. The three power modes available are Full, Middle (80 percent) and Low (60 percent), and help with available riding conditions and rider preference.
The suspension setup on the 10R feels absolutely marvellous. It actually comes as a bit of a surprise as you don’t really expect a motorcycle capable of hitting 300kph on a race track to handle our Indian road conditions all too well. But the 10R handles bumps well at low and high speeds. Sure, you may feel some bumps at lower speeds, but that can be forgiven. The Showa BFF at the front and the Showa Balance Free Rear Cushion (BFRC) do an absolutely stellar job of helping you hold your line. This setup even helps the bike handle the bumps when riding through corners.
With a motorcycle this capable, you’d expect equally good stopping power. And the 10R in no way disappoints. It comes equipped with the extremely competent twin Brembo M50 monobloc, four-piston calipers, attached to 330mm discs up front and a two-piston Nissin caliper attached to a 220mm disc at the rear. The bite on these brakes is impressive and so is the feel and feedback at the lever.
With all these ‘go-faster’ upgrades, it’s clear that this new 10R’s focus is firmly on the race track and to help riders shave those precious milliseconds off their lap times. The ergonomics too feel a lot more aggressive. For instance, the foot-pegs now sit higher up, making the seating posture more demanding for the rider. The setup is not intended for lounging around at lower speeds.
All in all, the new 10R provides you with the absolute cream of racing technology on a production motorcycle. However, being a track-biased motorcycle, you can expect a rather extreme and intense riding experience; a departure from the easy-going nature of the older model. That said, this Jap should definitely give its European counterparts a run for their money, power-wise and technology-wise. The great part, however, is the pricing. At Rs 16.4 lakh (ex-showroom Delhi), the new 10R makes a strong case for itself. Kawasaki has done a stellar job no doubt, but this Ninja’s intense track focus makes it rather far from an everyday machine.
