Menus
- 998 cm3, 210 hp at 13,000 rpm, 11.3 m / kg, 300 km / h, 206 kilos, € 17,799
- Breathtaking performance, cutting-edge electronics, pure feel…
- Discovery
- In the saddle
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption / autonomy
- Conclusion
998 cm3, 210 hp at 13,000 rpm, 11.3 m / kg, 300 km / h, 206 kilos, € 17,799
Breathtaking performance, cutting-edge electronics, pure feel…
You may not know it, but we must praise the regulations of the World Superbike Championship 2016, because it gave us even more efficient machines: because, as the chief mechanic of Tom Sykes told us, Champion of the World Superbike 2013, the regulations leave less freedom to the preparers. As a result, the 2016 ZX-10R is identical, in terms of geometry and center of gravity, to the 2014 race bike. All of that is fine, but how does it benefit? the everyday biker, the one that the competition still makes you dream of, but who does not always have the possibility (or the means, or the desire, or the level, or the budget, or the circuit nearby … ) to go and operate his machine 100% in a biotope designed for that. In other words, it looks like on the road and in everyday life, the ZX-10R of today, this machine very strongly derived from a real racing motorcycle.
After the Sepang circuit, we take the Kawasaki ZX-10R on the road
A real question, even if the golden age of sportsmanship is inevitably behind us. The sector is not dead, however, because it continues to award the premium for novelty: this is how over the first 5 months of 2016, the Kawasaki ZX-10R represents the best seller in the category, in 43rd place, with 365 units sold (for information, it was 15 more than Z 1000, which proves that sportsmanship still exists among a small fringe of bikers). In France, a new sports car can hope for 500 sales in the first year of its marketing, a figure which is subsequently diluted.
This new test of Le Repaire is therefore intended to complement the first test of the ZX-10R, carried out this winter by my colleague the talented Damien, who left for the Sepang circuit (Malaysia) just to make the beautiful spit all his potential on a real GP circuit.
Discovery
We are not going to redo the detailed review here again, Damien’s article being (more than) very complete on the subject, especially since it had been preceded by a detailed presentation by Alexis when the ZX- 2016 10R was first unveiled in detail.
In its KRT Replica version, the Ninja displays the color
Let’s say that when it is not on the carpet of a Salon or the stands of a circuit, the ZX-10R continues its potential of seduction in the street: wide front, low and chunky, high and tapered rear, wide frame. perimeter in aluminum, it already displays the color. And that’s the case to say, in this green "KRT Replica" colourway, which is a tribute to the racing bike’s livery, costs an extra € 200 compared to a standard ZX-10R, which comes in gray. dark graphite.
Judging by the many stares of bikers riding on more conventional machines, the sports car "made in 2016" has kept its evocative power intact..
ZX10R continues to be the eye-catcher on the road
It must be said that with its barely notched Bridgestone RS10 tires, its 330 mm discs (310 on the previous vintage) pinched by Brembo radial calipers and its Showa fork with externalized cartridge, it announces the color….
In the saddle
And yet, the ZX-10R is not the most radical of its kind … Admittedly, the driving position is switched on the wrists, but rather less than on the worst in the category (Ducati, MV F4). 835 mm high, the saddle is rather wide; the 17-liter tank is relatively generous, all this allows large riders to feel relatively comfortable: better than on a Yamaha R1 and an Aprilia RSV4, almost like on a BMW S 1000 RR.
The driving position is far from the most radical in the class
Once on board, your attention will be captured by the fully digital dashboard and its original tachometer in orange and red colored baregraph. In use, we will discover that the instrument panel is relatively difficult to read (except for the speed), with a tachometer which offers a more intuitive than precise understanding of the engine speed (but at the same time, the character of the engine is good. distinct according to the phases of the diet and we learn to control it by ear); Another complaint: the left stalk which makes it possible to manage the on-board computer (two trips, chrono, average consumption …) as well as to configure the engine modes (and engine brake), as well as the level of control of traction, is not of the greatest intuitiveness in its operation.
In the city
Agility, compactness, neutrality: these are the three pillars of a sportswoman at ease in an urban environment. With a fourth bonus: the docility of the 4-cylinder at low speed and the smoothness of the controls. Used with care, this ZX-10R is almost reminiscent of a Honda CBR 600RR, archetype of the well-bred sportswoman, with its neutral front axle, its engine which resumes without flinching in fourth on idle speed, its neutral point easy to find. , its unanimously dosable controls. It is also no small feat, when you see the length of the engine and gearbox ratios, to be able to dawdle at the other end of the tachometer, the one which took up a little less space in the notebook. charges.
Apart from the position on the wrists, the ZX-10R does not suffer from any defect in an urban environment.
So yes, provided you deal with the driving position which, as we have said, is not the most radical of its kind, so yes, we can switch to sporty! Especially since the braking is not super biting on the first few millimeters of its attack and that the traction control obviously takes care not to square you on the first white strip taken dynamically..
On motorways and main roads
Kawasaki has equipped its ZX-10R with a shifter, but in fact it is absolutely useless. Because the legal speed on the motorway is only a formality on the first report of the box 6! And with the margin, in addition: at 130, you are a little over 11,000 rpm … in first. Quiet, cushy, the angry vocalizations of the 4-cylinder as a bonus !
Quiet at low revs, the Ninja becomes explosive in the towers
But as you are responsible and you respect the environment, you will then go into 6th gear and at strictly legal speed, the speed drops to 8000 rpm below the red zone: that is, 6000. If you go through the Germany, you will find that above 7000 rpm in steady state (150 km / h) vibrations start to appear in the saddle.
But that’s not the problem … Because the ZX-10R, as we have said, is a pleasant trade for those who are not resistant to the idea of driving while lowering their head (after all : it makes it look like a runner). The problem is not the wind protection, which is fairly average, with a bubble that sends air back to the helmet of a tall "pilot". No, the problem is the mental toughness it takes to ride without being caught by the icy, sordid shadow of temptation! Vade retro, satanas, get out of this body and leave me below 6000rpm !
Resisting temptation remains the biggest challenge
Because the 4 in line of the ZX-10R has many facets. Low in the towers, it is discreet, round, polished, almost erased: for the anecdote, I took this bike from Kawasaki France following the H2: the importer’s site is surrounded by roundabouts vicious, tightening freeway slip roads, shiny asphalt. And besides, it’s at the end of the world, but it doesn’t matter: still it is that by leaving with cold tires, one does not make the smart one … And leaving the H2, I wondered for a moment if I hadn’t been ripped off by having a ZX-6R refurbished … But the first acceleration above 7000 rpm made me see reality.
The 4-cylinder really takes its ease from 6,000 rpm
Below 4000, therefore, the block of 998 cm3 is discreet: impeccable for everyday life and interfile. Around 4500, he wakes up gently; at 5000 he cleared his throat. At 6000 it then wakes up, the more you ask, the more you have. In the face !
There, it starts to push, even to deposit serious, but with a form of progressiveness from 7 to 10 which gives way to a real violence of 10 to 14,000 rev / min. There, in theory, the landscape jumps out at you, the machine leaps towards the horizon. It’s good…
Why in theory? Because given the performance of this infernal machine, if you are a responsible citizen, you will never test this horizon….
On departmental
Same causes, same effects: on our secondary network limited to 90 km / h, you will only be allowed to exploit a tiny part of the potential of this ZX-10R. From a purely factual point of view, let us recall a few figures: first at the breaker: 159 km / h. Second at breaker: 196 km / h. And there are 4 left … May those who want to lose all their points at once raise their hands! And nothing to say about the shifter (which has no downshift function), which works perfectly well and which contributes to "racing" approval, even on the road.
With a first one that goes up to 159 km / h, it is better to watch your odometer
So let’s focus on the chassis. What is remarkable is that Kawasaki has been able to evolve its iconic sports cars to make them something other than "pieces of wood" (I speak knowingly, having owned two ZX-7Rs and a ZXR 750). Here, we salute the progressiveness of the Showa elements which can be adjusted in all directions, but which know how to keep this minimum dead travel to guarantee comfort, a fraction of a second before putting all the elements in support, in the service of road holding. It’s obviously firm, but never brittle, always communicative. Great art…
Adjustable on 5 levels, the S-KTRC traction control is obviously your ally. Levels 5 and 4 are very restrictive, as you can feel them activate just by going over bumps. On the road, choosing 3 or 2 allows the cavalry to pass by allowing (or not) small power wheelies, but with the guardian angel watching. We will keep levels 1 (or even 2) for track use. The advantage of a well-calibrated traction control is that it allows you to ignore the power levels of the engine: the 4-cylinder is however configurable in full, in "medium" (80% of the power) or even low (60% of the power). This can be useful for learning a circuit, or for riding in difficult conditions or on greasy asphalt. Finally, the Kawasaki-style sport ABS is among the best of its kind, only triggering on bumpy braking ends (and again, in a subtle and almost imperceptible way): normally, you are not supposed to achieve such speeds and brake in such a way on open road…
The Ninja is impressive at ease on small roads
On the open road, the management of the launch procedure (launch control, KLCM) and the engine brake adjustment (KEBC) are a bit of a gadget…
Part-cycle
The amplitude of the settings allows you to concoct a ZX-10R à la carte. Do not play the sorcerer’s apprentice, as the balance of the machine will be affected. Onions, the ZX-10R is stable (large bends of highway toc and duet without it moving a millimeter), comfortable (yes!): Once again, great art. Agility question, on the other hand, it is a step back from an R1 (2015-) or an Aprilia RSV4.
Brakes
With its 330mm discs clamped by Brembo M50 calipers (and its 220mm disc at the rear with its 2-piston caliper), the ZX-10R’s device is more than well-sized. What we remember, in addition to the impressive braking power and the ability of the fork to manage this mass transfer smoothly, progressively and rigorously, is the dosage of the system. Ultimately, we can find a little lack of bite on the first millimeter of lever travel, but no doubts, the power is there then. Bonus: a rear that remains in line, thanks to the anti-dribble (which we can slightly feel the effects on the lever) and the management of the engine brake.
Braking is a model of metering and precision
Comfort and duo
Frankly: there is worse! Sporty, the ZX-10R is only moderately radical and therefore has nothing of the fakir board. Fatigue therefore comes, in use, more from the position and the protection, than from the suspension or the violence of the controls. As for the passenger, if she is motivated and of jockey size, she will have fun. There are some…
Fatigue comes more from position and protection than from a fairly comfortable saddle
Consumption / autonomy
During this test, I will have consumed between 6 and 7.5 l / 100, which leaves almost 200 kilometers before the reserve, thanks to the 17-liter tank. It’s not that bad for a sportswoman…
Conclusion
Obviously the ZX-10R has fiery performance, hardly compatible with the major trends in terms of road safety, unless you go through a zen aggregation at the same time. Nonetheless: who can do the most can do the least and bring him to trial would imply pillorying machines such as McLaren 570 S or Porsche 911 Turbo … Funny idea.
Because who can do the most can do the least. The ZX-10R is fully in its time, with an electronic arsenal that aims for safety and control, with a finesse of responsiveness and configuration that commands respect. She also has the good taste of being docile at low speed, almost comfortable and very neutral in her reactions..
If we start teasing it, then yes, the electronics (well configured!) Will act as a guardian angel, even if the level of performance then requires know-how and coolness. But even riding sensibly, the ZX-10R possesses unparalleled evocative power and an ability to connect with the road that will appeal to those for whom riding a motorcycle should be a mix of emotion and precision. Without any other filter…
The ZX-10R is not only reserved for the track and knows how to be convincing on the road
Strong points
- Really punchy engine
- Sound of the 4 cylinders high in the towers
- Imperial stability
- Relative comfort
- Ease of driving in street legal
- State-of-the-art electronics package
- High level suspensions
- Powerful and adjustable braking
Weak points
- Instrument panel readability (except speed)
- Rather average electronic aids ergonomics
- Agility behind the leaders in the category
- Requires a little commitment to attack
Kawasaki ZX-10R technical sheet
Test conditions
- Itinerary: 500 km and ten days of daily use in Paris plus a short walk in the Vexin
- Motorcycle mileage: 6.200 km
- Problem (soon) encountered: the editorial staff will still receive phone calls from Road Safety…
Competition: Aprilia RSV4, BMW S 1000 RR, Ducati 1299 Panigale, Honda CBR 1000 RR, MV Agusta F4 1000, Suzuki GSX-R 1000, Yamaha R1
- All Kawasaki tests
- All sports trials
Related articles
-
Police savagery 4 cylinders of 948 cm3, 125 hp and 98.6 Nm, 212 kg, 9.499 euros Unmissable sales success in the midsize segment since its appearance in…
-
Kawasaki Ninja ZX-10R motorcycle test
The good vein 4 cylinders in line, 998 cm3, 203 hp and 11.7 mkg at 11,400 rpm, 206 kg all full, 19,399 euros. Who has not had their adored sportswoman,…
-
4 cylinders in line, compressor, 998 cm3, 210 hp at 11,000 rpm, 137.3 Nm at 9,500 rpm, 260 kilos, € 21,999 Kawasaki reinvents the super-fast and…
-
Harley-Davidson Road King Special test
V2, 1745 cm3, approx. 90 hp at 5500 rpm, 150 Nm at 3250 rpm, 355 kilos dry, from € 25,390 The Dark Custom spirit touches the queen of the road Discreet…
-
Kawasaki ZX10R motorcycle test
The motorcycle division of the giant Kawasaki industry, is only a drop in the sea, but that does not prevent it from being a major player in the world of…
-
Kawasaki ZX6 RR supersport motorcycle test
On the finger and on the eye The Kawasaki ZX-6 RR is the competition version of the ZX-6R 636 … and the basis of the model present in 600 Supersport….
-
The cruise missile – A test carried out by Jean-Marie Blanc. Released in 2000 as a replica to the Suzuki Hayabusa, the ZX-12R is the ultimate evolution…
-
Kawasaki Versys 1000 SE motorcycle test
3rd evolution for the shock road trail hybrid 4 cylinders in line, 1,043 cm3, 120 hp and 102 Nm, KECS electronic suspensions, 257 kg, 16,899 euros…
-
4 cylinders in line, 948 cm3, 111 hp at 8,500 rpm, 10 m / kg at 6,500 rpm, 215 kilos, from € 11,999 A skillfully modified Z 900 or the worthy heir to the…
-
200 hp at 13,500 rpm, 112 N.m at 11,500 rpm, 199 kilos with full fuel, from € 18,499 Is the Crossplane engine an advantage in road use ? Even if the…