All Tests – Kawasaki Ninja ZX-10R Test: more difficult for 2016 – Major Tom, everything is under control …

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Kawasaki Ninja ZX-10R test: sweeter for 2016

All Tests - Kawasaki Ninja ZX-10R Test: more difficult for 2016 - Major Tom, everything is under control ...

To stay at the top of the Superbike category after its first WSBK constructor title, Kawasaki is launching a deeply revamped 2016 Ninja ZX-10R that Site was able to test on the Sepang circuit (Malaysia). Try: on the attack !

Major Tom, everything is under control…

The excellent grip of the slick tires does not in itself explain the fact that the Site allows itself to attack without a second thought. Kawasaki has also wrapped its Superbike with advanced electronics, the major advantage of which is that it is completely forgotten.

In 2016, the ZX-10R notably received a new ride-by-wire from the Mitsubishi brand … So nothing to do with the Magneti Marelli system which has been fitted to the machine by "Major Tom" Sykes since 2012? "The boxes (hardware) are different", admits Matsuda San,"but the software are both managed by Kawasaki".

According to the venerable Japanese, "it takes a little time to translate the programs from the racing version to the road version, but the transposition is perfectly achievable. In the beginning, we even used our experience in MotoGP.".

Almost transparent to use (read the previous page again!), The Ninja’s "RbW" makes it possible to refine the interventions of the S-KTRC (Sport-Kawasaki Traction Control) traction control. Just like the famous inertial measurement unit (IMU)…

"Our new ZX-10R effectively shares the Bosch IMU with other Superbikes like the S1000RR, R1 or Panigale, but Kawasaki’s management is more efficient.", beg us to believe Yoshimoto Matsuda !

"Regarding the traction control on the angle in particular, where our competitors are limited to pre-recorded maps, our system adapts more finely to the conditions and can exceed the default settings if the grip is good.", guarantees our interlocutor.

On the track, it is very difficult to verify what the engineer said. What we can observe, however, is that the Ninja spares its pilot perfectly. None of the journalists present during this test was also sent to the carpet … Concluding and reassuring, no ?!

The traction control allows many eccentricities: at the exit of a hairpin, it allows you to open wide on first gear and whatever the angle of the bike without fear of slipping, kicking or highside. And all this in the greatest gentleness, without untimely regulations.

Adjustable on five levels instead of three previously, the S-KTRC nevertheless slows down the motorcycle copiously when it is set to the highest (mode 5, "which corresponds to mode 3 of the old Ninja", specifies the marketing and communication manager of Kawasaki France..

In this configuration, the ZX-10R is too restrained to be pleasant … on the track, because on the road it would still be enough to have fun, even fear! The S-KTRC warning light flashes on the dashboard as soon as you accelerate hard with 10 ° of angle.

Too frustrated, MNC chooses after a single lap to switch back to mode 2 used on previous sessions. No need to stop at the pits: gas cut, you can vary the degree of traction control intervention via the handlebar controls.

Small subtlety to know before railing against the Ninja: you have to press the top button to reduce the intervention of the S-KTRC. Not very logical therefore, but devilishly effective: in mode 3 already, the ZX-10R regulates almost imperceptibly.

In mode 2, the system is still working – for proof, MNC did not fly – but does not interfere with piloting. You’ll have to be damn good – or reckless – to feel the need to set the traction control to 1 or to deactivate it….

A real electronic bomb

Continued on the 2016 model, the Ohlins steering damper is also electronic and always goes unnoticed at low speeds. As soon as you accelerate hard on the first three gears, it effectively tempers the hits of the handlebars due to the front wheel which continually brushes the ground … but never flies away thanks to the fine S-KTRC.

Also electronic, the contactless KQS (Kawasaki Quick Shifter) this time represents a great first for Kawasaki, which had never equipped one of its Ninja with such a set of equipment yet very useful on the track and appreciable on the road.

Sensitive, the selector should not be tickled by the boot of the pilot under penalty of losing the rhythm in full acceleration. We therefore take care to place the foot well below before changing gears, without effort or downtime..

It is less obvious to enter the gears: besides the absence of "down shift" (filled with the Racing Kit that we are testing on the next page), we regret that unlike the brake lever, the clutch lever is not adjustable. in spacing because we would gain in precision and comfort. The selection also seems a bit hard.

In terms of general comfort this time, the Ninja is at the height … of our 1.80 m! The thighs are perfectly well received by the flat tank and quite thin at its base and in the curves, the top of the tank (17 liters) offers good support to the outer arm.

In the straights, the long and wide saddle allows tall riders to rest their elbows on their knees, and not sideways as is the case on the more compact R1. By hiding behind the bubble of the ZX-10R, MNC manages to isolate itself completely from the wind and confirms the absence of eddies.

On the Sepang circuit where two main straight lines follow one another (see our again, we would almost end up running out of air … Too bad! With each exhalation, the temperature inside the helmet seems to soar and the eyes finish almost by burning !

The protection from the bubble and the carnage is nonetheless very satisfactory: the muscles of the neck and shoulders can truly rest. And they really need it, they work so hard the rest of the time: when accelerating as we have seen, but also when braking as we see on the next page. !

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