2011 Kawasaki Ninja ZX-10R ABS

It’s fair to say the term “all-new” is given a fair workout in motoring circles generally, when the reality is often a very different case from the rhetoric.

But not this time, and we can safely acknowledge that Kawasaki’s 2011 model ZX-10R is in fact a clean sheet design, and the only major hot ticket item it shares with its predecessor is bore and stroke (76mm x 55mm).

Otherwise, the 2011 model is completely at ‘odds’ with the old bike – which was in active combat for three years -- as Kawasaki sets about repositioning itself at the top of the one-litre sports bike hierarchy – one of the most difficult assignments a motorcycle manufacturer can set itself.

And it’s a frightfully costly too, but at least manufacturers can amortise some of the R & D costs into the final selling price – unlike the development of MotoGP prototype machines, where there’s no real ‘end’ market to recover a serious amount of dosh.

After a false start, the ZX-10R finally went on sale in Australia in early January for $19,990, six weeks before the bike made its international competition debut in the opening round of the 2011 Superbike World Championship at Phillip Island with Tom Sykes and Joan Lascorz.

The debut was certainly – and almost inevitably -- hard yakka against a plethora of already battle-hardened machines (and not helped by the withdrawal of Aussie star Chris Vermeulen at the last minute), but after having ridden the production bike Kawasaki has definitely put its opposition on notice – especially the BMW S 1000 RR when it comes to a straight shootout for horsepower honours.

PRICE AND EQUIPMENT
As we have alluded to, forget everything you remember about the old ZX-10R, because everything is new-fangled, including the engine, chassis and suspension. And of course traction control and ABS ensure the ZX-10R beats to a more sophisticated tune than ever before.

Let’s take a closer look at those two features before we cast an eye over the rest of the bike.

Hitherto, sports bike traction control has been the domain of Ducati and BMW, which have both produced excellent systems – ridiculously easy to use with plenty of adjustability for when traction is ‘lost’.

But Kawasaki claims to have filled in the more critical piece of the jigsaw with its racing-developed S-KTRC (Sport-Kawasaki Traction Control) software – it can actually predict traction loss. A bit like BMW’s adaptive headlights being able to see things before you can.

So instead of activation kicking in when traction is lost, and then easing off the power until grip is restored, the ZX-10R's software constantly analyses numerous indicators including throttle position (and how the rider is using the throttle), wheel speeds, gear position, engine rpm and speed to work out a blueprint before traction  is lost.

And when that does occur, S-KRTC then confirms conditions every five milliseconds as the second line of ‘defence’. The system doesn’t use lean angle (gyro) sensors, which form a huge part of BMW’s set-up.

S-KRTC is also able to distinguish between power wheelies, the type of which Vermeulen and Co will able to execute (and one which the system will ignore), and ‘sudden’ wheelies – the type of which may occur when you let your crazy uncle go for a spin around the block. The system will deal with those mishaps accordingly.

Meanwhile, Kawasaki claims its KIBS (Kawasaki Intelligent Braking System) is the first mass-production motorcycle system to feature communication between the engine ECU and ABS ECU. In other words, two brains working together for the common good.

The ABS bike weighs 3kg more than the non-ABS bike – of which a 1kg is accounted for by a larger battery. The ABS unit is located behind the left engine cylinder.

The 998cc in-line four-cylinder engine now has a revamped top-end, mainly thanks to more aggressive cams created from chromoly steel (formerly cast iron), while other changes to the powerplant include completely overhauled intake and exhaust porting; a higher compression of 13.0:1 (up from 12.9:1); lighter pistons; lower-tension rings; and the crankshaft has been repositioned for better mass centralisation.

There are three power modes – full, middle and low. Middle is variable, in that, at less than 50 per cent throttle opening performance is on par with low mode, but by going beyond that there is more of a power hit.

The gear ratios in the cassette-style gearbox have also been brought closer from fourth to sixth, no doubt a nod to the revised power characteristics and racetrack-orientation.

Upstream of the furnace, the ram-air intake has also been repositioned to increase its efficiency, and the velocity stacks have also changed shape, leading into larger 47mm (up by 4mm) throttle bodies.

New Mitsubishi injectors are also a part of the landscape, and the combustion picture is completed by a lighter exhaust system.

The frame is a universal aluminium twin-spar, which has been “completely re-evaluated for enhanced handling high controllability and significant weight savings”.

The frame, which increases torsional rigidity by 7.8 per cent, is a seven-piece design, while the swingarm is a three-piece construction.

The weight bias has now been shifted forward with a 0.5-degree steeper rake, and the trail has been reduced from 110 to 107mm.

Ergonomics-wise, the seat height has been lowered by 17mm, and the footpegs have been moved 5mm down and 2mm forward. There is a two-position adjustment on the footpegs, with the secondary position 15mm lower.

Showa's Big Piston Fork (BPF) makes its way to the ZX-10R after first appearing on the ZX-6R in 2009, which lowers unsprung weight alongside the new three-spoke wheels.

The rear suspension is cut from a different cloth to its competitors, with the shock and linkage both mounted above the swingarm, which Kawasaki claims increase road-holding capacity, promotes a smoother suspension action, and increased stability and feedback when cornering.

The ZX-10R ABS model weighs 9kg less than its predecessor -- 201kg kerb weight versus 210kg – with the new frame the biggest contributor to the massive gain.

ON THE ROAD
Wow. The ZX-10R certainly puts an exclamation mark on performance, and I can see many a rider eking out a very comfortable existence on this bike.

Unfortunately, no track test this time, but we completed enough kilometres on the ZX-10R to particularly get a feel for S-KRTC, and the question of whether the enterprise behind that system was enough to shift our allegiances from our current one-litre favourite, the S 1000 RR.

Because in most respects they certainly display the same basic high level traits – sensational power, awesome butter-through-knife handling and brakes that would bring most semi trailers to a quick stop.

And I reckon the combination of lowering unsprung weight and the ergonomic changes have certainly made the ZX-10 a sharper handling unit – but without seemingly taking any money out of the stability jar.

But let’s talk power – and how my seat-of-the-pants summation wasn’t quite on the mark. To me, it felt as though the ZX-10R’s mid-range was a long stronger than the S 1000 RR’s, before joining the BMW with a swashbuckling top end.

Since then I have deferred to some dyno tests completed both in Australia and abroad, and it appears the ZX-10R tracks below the S 1000 RR until it forges ahead around 11,800rpm.

So the ZX-10R really is a top-end juggernaut, which was – of course -- a major aim of Kawasaki. But the design brief also called for a midrange that didn’t produce "more midrange torque than is necessary" so the rider could maintain a surer footing and get up to full power quicker.

Mind you, it’s not like the ZX-10R’s mind-range requires a lifeline, as it still felt incredibly strong when I rode it through some punchy roads north of Melbourne.

In a dyno test completed by Italian magazine Motociclismo as part of a comparison test, the ZX-10R produced 174hp at the rear wheel, ahead of the S 10000 RR (173), Aprilia RSV4R (161), MV Agusta F41000 (161), Yamaha YZF-R1 (160), Ducati 1198S (154), KTM RC8R (153) and Suzuki GSX-R100 (150).

The S-KTRC is a real work of art. Not only is it flexible – if you have crappy tyres on your bike, it will factor that into the equation – but also very transparent.

There are three levels on S-KTRC, and it can also be turned off. Level three is basically for the wet, and one for expert riders on race tracks – mere mortals are unlikely to get a look in.

My outing on the ZX-10R was in variable weather conditions, and even on a drying road surface I felt it was a little obtrusive. I then switched to two and the environment suddenly became a lot more fertile – I could become more aggressive and still get power to the ground. But it’s all done in an understated fashion, and it doesn’t rudely reign in power to the extent where you feel you’re not making any advances.

Level one simply isn’t for a normal road riding with such a high intervention threshold. It is a set-up for the Vermeulens of this world, so I wouldn’t be using it on public roads. And I’m not really sure how level one deals with wheelies, but I’m guessing it would leave most of the handiwork to the pilot.

As for the S-KTRC turned of – that’s something I only entertained for few minutes before turning it back on. Amazing hey – amazing to think how the dynamics have changed.

I love the LED bar graph tachometer on the ZX-10R, because it’s emphasising something which should be loud and clear on a sports bike. Other LED hot spots include the turn signals, which are mounted in the mirrors, the position lamp located above the ram air duct, and the tail lamp.

The tacho also doubles as a shift indicator when a certain level of pre-determined revs is reached.

There is also a multi-function LCD display, the type of which is almost always harder to read than LED. But the one of y6the ZX-10R isn’t too bad.

And the look of the ZX-10R has changed a fair bit, with Kwaka ditching edged surfaces instead of curves – a good move in my books and a departure for recent trends.

There’s a massive gulf between the old and new ZX-10Rs, with Kawasaki pulling out a blinder. S-KTRC is certainly the showstopper, because it’s just so damn smart – and its point of differentiation will certainly be enough to pique the interest of customers.

And some victories at the world Superbike level will certainly help its cause – no questions asked.

Visit the ZX-10R ABS in Bike Showroom.