Kawasaki zx


We hit the real Australian roads on the new Kawasaki ZX-10R Ninja. Here"s our năm 2016 Kawasaki ZX-10R ninja review. Thử nghiệm by Kris Hodgson, Jeff Ware, Photography by Heather Ware, Kris Hodgson

I first tested the new ZX-10R late last year at Wakefield và was suitably impressed. You can read our full report here, we were among the very first in the world lớn ride the bike, two months ahead of the World Press Launch.

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2016 Kawasaki ninja ZX-10R Australian Road Test

What sticks in my mind is Project Leader Yoshimoto Matsuda explaining khổng lồ the gathered journalists that this was a race bike, designed for the track, followed by the clarification that this kind of focus should lead to a great road bike.

At Wakefield’s often tight and twisty curves there was plenty of hints that this would be true, but it wasn’t till just this week that I finally had the opportunity khổng lồ really put the năm nhâm thìn ZX-10R to lớn the demo on our Aussie roads.

Jumping on board the bike is as diminutive as I remember và a direct contradiction to taking a walk around the bike. The front fairing is wide with a revised kiến thiết from the previous model, including special ducts khổng lồ prevent negative pressure behind the screen. This is further emphasised by the mirrors with integrated indicators and wide tank, with only the rear of the xe đạp tapering away lớn a shapely tail.


2016 Kawasaki ninja ZX-10R Australian Road Test

The ‘bars are wide & racey, while vision through the mirrors is exceptional at low speeds but quickly deteriorates when the revs rise – you can tell someone is there, but not who or what. You don’t feel the vibrations but the mirrors let you know they are there.

Where on the track the high ‘pegs seem natural during your shorter ride sessions and cornering, on the road they are a just a little cramped after the first hour in the saddle for my 180cm height, although I’m on the longer legged side of the scale, I’d drop them 5 -10mm. As mentioned the ‘bars are wide và an easy reach, which allows for a relatively upright và tiengtrungquoc.edu.vnfortable position. I noticed a little strain on my wrists on longer rides but a good three-hour loop with a single quick stop for petrol left me mainly wishing for a softer seat, with no neck or back strain.

Controls and electronics are numerous; Engine Braking Control (KEBC), cornering ABS and a revised Traction Control system (S-KTRC) – thanks to lớn a Bosch IMU and fully electronic throttle, Quick Shifter (KQS) and Launch Control (KLCM) all making up the technological package. The indicator control was also quite stiff, easily flicking on with a press khổng lồ left or right, but slightly recalcitrant when it came lớn cancelling the indicator after a corner.

The electronics are controllable through the left switchblock, but some, lượt thích the KEBC require the bike to be stationary.

The Showa Balance không tính tiền Forks are something off this planet & seriously high end kit for a Japanese sportsbike.

Starting the xe đạp up, the revs tic along between 1-2000rpm but once warm the revs retreat to 1000rpm, which feels a little on the slow side, especially on the first take-off or two, where I hadn’t got used khổng lồ the natural take-up point for the throttle.

Once I got used to lớn the throttle, which is quite sensitive, take-off is exceptionally smooth as long as you roll on with confidence & use a lot of revs. If you try & take it too easy the bike will stall just off the mark.

Power below 4000rpm remains gentle with nice linear delivery that actually makes the ZX-10R an exceptionally forgiving road bike in all those conditions that cause headaches on many other all-out sportsbikes. I can see it being exceptional even without the traction control in the wet. In slow traffic it’s also not a hard motorcycle khổng lồ plod along on, & doing a U-turn is about as easy as it gets on a xe đạp with clip-ons.

2016 Kawasaki nin-ja ZX-10R Australian Road Test

For a regular daily rider like myself in normal traffic conditions it’s very friendly and you wouldn’t know you’re on a 200hp superbike. There is noticeable heat once you’ve been riding a while, mainly at the ankles, however this is not unbearable.

Rolling past bottom kết thúc the intake growl starts và the acceleration really develops và it’s easy lớn reach 100km/h in first before even thinking about second gear, such is the deceptiveness of the power nguồn delivery. You know you’re moving và that the bike’s fast but in typical superbike manner this is a machine you could get into serious trouble with the law on if you’re not paying close attention to lớn the speedo!

It’s not just that the xe đạp is fast, all the superbikes these days are, it’s the fact it’s so hard to tell that you’re going quite that fast, especially through the twisties where you can power along at a very quick pace effortlessly.


The clutch has a light action and gear shifts are clunky but firm, when downshifting, & the engine pulls strong from right down low

Riding below 100km/h you’d be hard pressed to need anything more than third gear, with quite tall gearing still offering good pull from almost anywhere in the rev range from 5000rpm north. Above 6000rpm you get swift acceleration. There’s no hint of lugging the engine once revving either, even a few times when I was a couple of gears higher than was really necessary and just cruising along. It doesn’t have the bottom kết thúc of the other superbike class machines but it makes up for it up top và means it is a nicer ride at legal speeds.

Power above 10,000rpm is staggering, however, on the road unless I was going lớn try running around in first gear there just wasn’t the opportunity to really thử nghiệm this part of the rev range much without entering bike confiscation và straight lớn jail territory.


2016 Kawasaki nin-ja ZX-10R Australian Road Test

Further reinforcing my experience at Wakefield Park the ZX-10R is exceptionally nimble and while handling isn’t what I would call telepathic – with the bike going where you want almost before you think about it – it is incredibly sharp và very controllable, a huge improvement on the previous model.

Your input & concentration is necessary but the ZX-10R rewards that with some breathtaking cornering, with a sense of stability that I can’t recall having experienced before lớn such an extent. The Bridgestone RS10 tyres certainly help, offering great grip in these dry conditions, but the feeling of being on rails is just amazing.

This is no doubt thanks khổng lồ revised chassis geometry, the longer swingarm và revised weight balance & centre of gravity, not lớn mention lighter crankshaft, which make the new generation of ZX-10R a much more balanced machine.

The new Showa Balance không tính phí Forks in particular offer a new màn chơi of front over feel and tư vấn and I found the front kết thúc faultless for my 65-70kg riding weight (depending on gear), even when hard on the brakes, with minimal dive và amazing tracking.


Showa Balance miễn phí Forks are a new addition to lớn the ZX-10R & a first on a production bike.

The Showa shock on the other hand was too stiff for my weight & pace, meaning I was kicked out of the seat over larger road irregularities on occasion and over extended poor surfaces would find the rear stuttering. Jeff is heavier and found it spot on. A few milimet less preload & high and low tốc độ tiengtrungquoc.edu.vnp reduces is all that it would take khổng lồ fix that for me.

What this did help demonstrate was just how well sorted the front end was. The vast majority of the roads I traversed while testing out the ZX-10R were well surfaced and even with the rear shock creating a sometimes painful experience, the road holding & feel remained exceptional. It’s quite an evolution from the last generation of ZX-10R too, which was one of my favourite superbikes, but which the new ZX-10R has surpassed in every way.

Other points of note included the Brembo brake package, with M50 calipers & matching master-cylinder providing good modulation and stopping power nguồn but without a heap of initial bite, which I’ll put down khổng lồ the bike being through a number of journalists for testing prior to our receiving the xe đạp as at the track they were strong on initial bite.


2016 Kawasaki ZX-10R – Rear brake offer good control and modulaton

The rear brake I mainly used lightly for U-turns, as it wasn’t necessary for rear stability through corners và wasn’t really offering much power. Stopped at lights at even a slight incline I had lớn put an overly large amount of pressure on the rear brake to lớn prevent the xe đạp rolling, which is no doubt an issue with the pads again, with the rear brake being far more effective at the earlier track test.

This test bike was equipped with Kawasaki’s brilliant new ABS system, which includes cornering ABS, designed lớn help balance braking nguồn while leaning the bike over, offering additional safety for hairy conditions và preventing the bike from standing up & altering your line. For this demo with extremely hot và dry conditions I couldn’t really say I noticed the cornering ABS at all, nor did I see it activate during any of the testing. I’m pretty sure Jeff did though! His demo is below.

I can see the lô ghích and usefulness as a safety and riding aide in unpredictable road conditions, where you can find anything around a tight corner & don’t want to over up off the road if that does happen.

I could still feel the generational similarity with the ZX-10R engine to lớn an extent, but the bike itself is majorly transformed from the previous model, with the improvements on every front making it my pick of the latest superbikes available, that I’ve tested so far.

With the Kawasaki Traction Control I ended up leaving it on level 1 – which is actually one of the levels retiengtrungquoc.edu.vnmended for the track, with conditions remaining really good through the week we had the bike.

I can imagine knocking it up a few levels with sketchy or colder conditions but the bike is so predictable & stable, with such great feel, that I didn’t ever feel the need khổng lồ rely on the Traction Control except as an emergency safety feature, especially with the RS10 tyres offering great grip in the dry.

At 206kg wet weight fully fueled the ZX-10R carries the weight well, from pushing it around the garage, through to lớn riding at both low & higher speeds, where changes of direction or changing your line mid-corner are effortless, requiring only small inputs. The Ohlins electronic steering damper also ensures it stays inline when hard on the gas, particularly at the track & is mounted atop the triple clamp, fully visible, as a great piece of bling.

I settled on running KEBC lớn off, which takes advantage of the standard back-torque limiting clutch, along with full nguồn mode, with the four’s engine braking not needing khổng lồ be reduced by the KEBC. Kawasaki does also offer a USB dongle that can be used khổng lồ deactivate the ABS for those that way inclined, or thinking about heavy track use, but still wanting the ABS for the road.

I have to admit that Kawasaki’s 2016 Ninja ZX-10R really impressed me. I’m any everyday rider & use my bike for everything as I don’t have a car, with the ZX-10R actually striking me as a xe đạp that’s capable of doing far more than quick lap times and doing it very well.


Overall ergonomics were good for me, despite the xe đạp being quite diminutive

tiengtrungquoc.edu.vnfort & rideability are both exceptional, as mentioned I’d probably lower the ‘pegs a little, but this is an easy mod. The seating position wasn’t a strain or overly aggressive, with the front suspension và overall handling managing to do everything I could want and more.

The fact I could as happily ride the xe đạp through the usual horrendous Sydney traffic as I could go for a fang through the local twisties is also a huge selling point.

Not only is the engine a belter, with a nice controllable bottom end, that develops into a blistering mid-range (and đứng đầu end, if you can find somewhere to appreciate it – lượt thích the track), but the handling is just sublime. This machine gave me absolute confidence every second I was riding it.

Definitely organise a kiểm tra ride if you’re even the slightest bit interested.


2016 Kawasaki nin-ja ZX-10R Australian Road Test

Jeff’S 2016 Kawasaki ZX-10R Road kiểm tra Second Opinion 

The new ninja ZX-10R impressed me no kết thúc when I rode it at Wakefield Park back in November. Since that time I have been eager to try the bike in the real world as I could tell by the way it soaked up the bumps & steered at Wakefield Park that it was going to lớn be a good handling, confidence inspiring road sportsbike. Although the xe đạp is designed for the track, the majority of owners will vì most of their riding on the street with the odd track day thrown in to lớn blow out the cobwebs.

It is not often that a pure sportsbike, particularly a litre-class bike with such high specification, tiengtrungquoc.edu.vnes along that is a machine a daily rider could live with. However, amazingly, Kawasaki has managed to pull it off with the ZX-10R, without even developing the xe đạp on the road – at all!

The ingredients to lớn any good motorcycle are confidence-inspiring geometry, a good feeling front end, smooth nguồn delivery và a feeling of grip. With those things right the xe đạp will always be good. A motorcycle doesn’t know where it is – so you can really never believe the saying that a good track bike will sometimes be no good on the street.

A bike is either right or wrong – as I said, it has no idea if it is on a bumpy racetrack or a bumpy road. Suspension settings are all that should separate the two. With that in mind, as I set off on my thử nghiệm loop on the 10R, I knew I would like the chassis before I even turned a wheel.

The engine is a cracker but is quite peaky & there is a lot of electronic control down low lớn ensure smooth tractable power delivery. This is fantastic for fast lap times because as a rider it is possible to get on the throttle very, very early và wide mở cửa while maintaining forward momentum và limiting wheelspin. As I mentioned in my launch report, I felt lượt thích I was getting nowhere on track until I saw my lap times. That is the sign of a good engine – one that makes you feel like you are doing it easy…

On the street, however, litre-class sportsbike riders are used khổng lồ more low down punch than the 10R offers. It did not bother me, in fact, I preferred it in most situations of urban riding, where the 10R is exceptionally good for a sportsbike, & was only caught out occasionally when going for gaps in traffic, when I’d mở cửa the throttle below 4000rpm.

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The 10R is very similar down low lớn a 600 supersport bike, so keep that in mind around town & keep the revs up, getting that clutch working off the line. Once in the mountains, though, I really found the soft power nguồn delivery and progression from bottom kết thúc to mid range to lớn be an advantage & allow for really smooth fast exits. Swings và roundabouts.

You can’t have a stonking top end hit of power & keep your bottom end, unfortunately, physics is the limiting factor there & I know what I prefer on a superbike – 200hp! Those of you who like instant throttle response và grunt will not enjoy the engine as much as riders that enjoy rolling speed và higher rpm acceleration. Remember, this is a xe đạp all about lap times…


The front-end feel và fork kích hoạt is the best in class. The new 10R gives fantastic rider confidence và front-end stability, while maintaining nimble & accurate steering.

From 5000rpm though, things change, & as the revs build beyond 6000rpm the new ninja tiengtrungquoc.edu.vnes alive with smooth, controllable yet seemingly unlimited power on tap. It just goes and goes and goes forever & is the smoothest inline four superbike engine on our streets right now.

The gearbox is faultless and the ratios are well suited, although I would lower overall gearing a few teeth on the rear. There are no EFI glitches at all in the fuelling and with TC on 1 most of the time và the bike in full power mode I was in heaven. A real advantage of this engine is it is not tiring in delivery, meaning 20-minutes into a hardcore ride you don’t start feeling fatigued – it feels lượt thích you could ride all day as that hard hitting edge is gone và the delivery is super strong but extremely smooth & subtle.

Once in the mid-range and top over I found the throttle lớn back wheel connection khổng lồ be fantastic on the road, where varying conditions mean a good throttle feeling is very important – and aside from purposely testing the S-KTRAC on the wet, dark & mossy sections of my local road, along with the ABS, I did not get either working even when pushing very hard in dry conditions, however, it is nice khổng lồ know it is there và during my braking tests, where I purposely engaged ABS, straight line & cornering, the system was faultless và kept me upright.


The Ohlins electronic steering damper joins the Showa forks.

What stood out the most khổng lồ me on my local roads was the Showa suspension package. I can honestly say that the forks are the best I have ever felt on the road. In fact, I began to think the road might have been resurfaced. The forks are soft enough to lớn soak up almost any bumps, without altering steering, front ride height or stability.

As a rider, you literally can’t tell the forks are traveling up & down their stroke over the bumps, yet when you brake hard or arrive on smooth surfaces with more grip, the damping support is retained for you và there is no excessive or abrupt dive. The rear is the same và I cannot fault the suspension in any way – I would buy this xe đạp just for that alone! Having done many laps on track, I can also confirm that a good track day phối up is only a few minutes và a few clicks away.


The cornering ABS is a great feature to have. I tried it under test conditions và was impressed. It could save your skin one day.

The braking package is also a stand out, with the highest spec M50 Brembo’s & intimate feel at the lever when modulating brake power. As Kris mentioned, initial bite was a little dull on our press bike; however, this was not the case on the previous example I rode. The rear brake on our press bike was also glazed up so lacked power and feel.

The Bridgestone hoops tiengtrungquoc.edu.vnplement the bike & it was good khổng lồ experience the 10R on these, as well as the Pirelli’s fitted at the launch. I am interested in testing the xe đạp on a mix of more road oriented sports tyres lớn feel how the suspension và geometry is.


The Kawasaki Quick Shifter as standard does a great job. With the race ECU it can also be used for downshifting, while footpegs could be moved down for more road orientated riding for better tiengtrungquoc.edu.vnfort

tiengtrungquoc.edu.vnfort? For a sportsbike it is up there, however, the seat lớn footpeg distance has been reduced by 10mm due lớn the sub-frame being lowered, which caused me cramping and pain. I would drop the ‘pegs 5-10mm. This would not tiengtrungquoc.edu.vnpromise ground clearance lớn any real extent.

The finish of the bike, the chất lượng of the tiengtrungquoc.edu.vnponents, the power and the handling all make the new ZX-10R an amazing motorcycle và truly the best nin-ja yet. Sure, the dash is the same old one & styling is not tiengtrungquoc.edu.vnpletely revised, but the money was spent where it counts – on the engine & chassis, meaning this xe đạp has taken the Japanese litre-class up yet another cấp độ just when we all thought things could not get much better.

For our previous full track test, kiểm tra out: 2016 KAWASAKI nin-ja ZX-10R TRACK TEST


The electronics package is greatly updated from the previous ZX-10R model, with a Bosch IMU joining the traction control và helping with cornering ABS. Launch Control is also standard.

2016 Kawasaki ZX-10R Electronics

The electronics on the 2016 Kawasaki ZX-10R have been heavily updated, including a new fully electronic throttle actuation system, with an updated five-mode Kawasaki traction control system, & launch control (KLCM) and engine brake control (KEBC) added.

The S-KTRC system is a hybrid predictive/feedback-type system, which uses Kawasaki’s proprietary dynamic modelling software, & the latest generation Bosch IMU (Inertial Measurement Unit) lớn provide five measured parameters & a sixth calculated by the ECU, every 5ms.

The Kawasaki Launch Control Mode (KLCM) offers three levels of adjustment allowing riders to lớn take off with full throttle.

The Kawasaki Engine Brake Control can also be activated & allows engine braking to be reduced from that normally offered by the back-torque limiting clutch.

The Kawasaki Intelligent anti-lock Brake System (KIBS) uses wheel sensors và tiengtrungquoc.edu.vnmunicates with the ECU – khổng lồ allow optimal control và minimise intrusiveness. Front caliper hydraulic pressure is also monitored, with smaller regulation increments than a traditional system.

The KIBS system further tiengtrungquoc.edu.vnmunicates with the Bosch IMU, allowing a new cornering management function on the ABS equipped models, minimising the effect of braking on standing the xe đạp up mid-corner. Other standard features include the Kawasaki Quick Shifter (KQS), allowing seamless upshifts, và three nguồn modes.


The 2016 ZX-10R boasts all new Showa suspension, including the Balance free Forks and a full Brembo brake system with M50 calipers. 

2016 Kawasaki ZX-10R Chassis

A number of changes to lớn the chassis và the lighter crankshaft deliver a much lighter-handling machine on the năm 2016 ZX-10R. The big improvement being corner entry và fast change of direction, or flickability.

The twin-spar aluminium frame traces a direct line from the steering head lớn the swingarm pivot, delivering linear behaviour, or greater control.

The head pipe is moved 7.5mm closer to lớn the rider khổng lồ place more weight on the front, giving more front-end feel and increased stability and confidence on corner entry, also helping with direction changes và braking.


The headers & entire exhaust system including the muffler are all titanium, helping reduce weight & increase longevity.

The swingarm’s optimised torsional rigidity contributes to the bike’s nimbler handling and is 15.8mm longer, contributing khổng lồ the increased front weight bias & increasing traction on corner exit.

The 43mm Balance không tính tiền Forks bring SBK giải pháp công nghệ to the streets. Showa và Kawasaki developed the race-spec mass-produced suspension system using their data from the Kawasaki SBK effort, offering benefits such as increased tiengtrungquoc.edu.vnfort, braking stability, front-end feel và independently adjustable tiengtrungquoc.edu.vnpression and rebound circuits.

The Showa Balance không lấy phí Rear Cushion shock is a lighter and more tiengtrungquoc.edu.vnpact version of the previous unit. Like the forks, the damping force is generated in an external chamber và tiengtrungquoc.edu.vnpression và rebound are independent circuits. The position of the shock also minimises heat transfer, giving more stable damping.

The brake system is all-new Brembo M50 monoblock radial-mount front calipers, with 330mm Brembo semi-floating rotors & a Brembo master-cylinder. Stainless-steel lines tiengtrungquoc.edu.vnplete the braking system.


Engine revisions are extensive, with power over 5k rpm providing plenty of thrills.

2016 Kawasaki ZX-10R Engine

The new engine retains the 2011’s character but offers a stronger mid-range and is more responsive, thanks khổng lồ a lower moment of inertia.

The intake ports are machined in two stages and the ports allow a greater volume on fuel-air mixture, increasing power, and are polished.

The exhaust ports are also straighter và wider as well as polished, while the tiengtrungquoc.edu.vnbustion chamber is reshaped & has larger 25.5mm EX valves up from 24.5mm. IN valve remains unchanged. Both IN and EX valves are now Titanium.

Larger coolant passages in the head were made possible by the use of long reach spark plugs with platinum tips, contributing khổng lồ linear power nguồn deliver particularly on initial throttle opening.

Revised camshaft profiles give greater overlap & more power nguồn at high rpm & are now made of chromoly lớn reduce weight. A half nut cam chain tensioner helps with more stable valve timing.

The tiengtrungquoc.edu.vnbustion chamber is dome machined and shorter pistons (39.2mm – 37.7mm) are employed with revised crowns. Each piston is 5g lighter, contributing to lớn throttle response. The pistons are made from a new heat resistant alloy and have dry film lubricant coating on the skirts.

The crankshaft has a 20 per cent lower moment of inertia, the most significant change brought about through SBK feedback. A single-shaft secondary balancer helps reduce engine vibration.

The cassette-style gearbox ratios are revised for track riding, with shorter ratios for second through sixth gears, aiding acceleration and more stable downshifting.

Exhaust header pipes are made from special heat resistant Titanium and have the same diameter & lengths as the race-use system. The muffler is also Titanium.

The airbox is larger, now 10L, while the aircleaner is 1.6 times larger in area. Revised intake funnels match the new engine. The throttle-bodies are 47mm items and feature dual injectors per cylinder. The fly-by-wire system allows full ECU control of the throttle valves, controlling fuel, air and engine braking.

SPECIFICATIONS: 2016 Kawasaki ZX-10R (ABS)

Kawasaki.tiengtrungquoc.edu.vn.au PRICE: $23,000 + ORC WARRANTY: Two-year, unlimited kilometer COLOURS: Lime Green KRT Edition, Metallic Matte Carbon Gray,

CLAIMED POWER: 147.1kW<200hp>
13300rpm (Thanks to ProCycle Dyno in Slack’s Creek, QLD và Woolich Racing) CLAIMED TORQUE: 113.5Nm<83.8ft-lbs>11500rpm WET WEIGHT: 204kg FUEL CAPACITY: 17L

ENGINE: Liquid-cooled, in-line four-cylinder, four-stroke, 16-valve, DOHC, 998cc, 13.0:1 tiengtrungquoc.edu.vnpression, 76 x 55mm bore x stroke, four dual injection 47mm injectors, electronic throttle valves, S-KTRC, Ride Modes, KEBC, KLCM, KQS GEARBOX: Six speed, cassette style CLUTCH: Wet, multi-disc back-torque limiting clutch

CHASSIS: Cast aluminium twin spar frame, aluminium swingarm, Rake: 25, Trail: 107mm

SUSPENSION: 43mm Showa BFF fork, external tiengtrungquoc.edu.vnpression chamber, tiengtrungquoc.edu.vnpression, rebound, preload adjustable, Showa BFRC lite shock, tiengtrungquoc.edu.vnpression, rebound, preload adjustable, horizontal Back-link

BRAKES: (KIBS), Dual 330mm semi-floating Brembo front rotors, Brembo radial Monobloc four-piston M50 calipers, Brembo master-cylinder, 220mm rear rotor, Nissin single-bore pin-slide caliper

WHEELS & TYRES: Three-spoke cast aluminium, 120/70 – 17 58W, 190/55 – 17 75W

DIMENSION: Wheelbase: 1440mm Seat height: 835mm Overall length: 2090mm Overall width: 740mm