22 MOTOR CYCLE NEWS DECEMBER 17, 2003

WORLD FIRST TESTJ KAWASAKI ZX-10R

NO, this rider isn’t 7ft tall –the all-new Kawasaki ZX-10Rreally is that small. It’sballistically fast, too

ZXHA

DECEMBER 17, 2003 MOTOR CYCLE NEWS 23

Tiny, slim, and capable of powerslides in fourth, the outrageous new Kawasaki will chillyour spine, flood you with adrenaline and change the way you think about road bikes.

Beginners need not apply. Extreme thrill-seekers – prepare for the future....

KAWASAKI’S ZX-10R is themost eagerly awaitedsuperbike in an age. With181bhp, a 170kg dry weightand chassis dimensions torival the best 600s, not since

the GSX-R1000 arrived have so manyexpected so much. Our world’s first testreveals you were right to be excited.

It looks fantastic. It’s got the specs to getyour credit-agreement-signing-handtwitching, and now, we can exclusivelyreveal it has the performance to take yourbreath, shatter your mind and change theway you think about road-going superbikes.

A few laps into our first session at theHomestead-Miami Speedway, Florida, USA,we pull into the pits and check the clutchlever free play. Eventually it sinks in: Thatwasn’t clutch slip on the back straight, itwas the tyre spinning at more than140mph. That’s mind-boggling. That bringsa new dimension to the superbike class.

The ZX-10R isn’t just quick – it’s fast witha capital F. It’s more than happy to flick itsfront wheel up in the air in first and secondgear with throttle abuse alone. It comes upin third with the slightest dip of the clutchand although it stays down in the upperthree gears, it still feels as if the front tyre isinflated with helium. To 2000psi.

Homestead is a twisty circuit laid out onthe infield of a 1.5-mile banked oval – a bitlike MCN’s official test track, Rockingham.The major difference with it is that theentire length is lined with pale blue walls on

both sides, making the straights seem likecorridors. There are no high-speedsweepers except for one right-hander, andthe longest straight only briefly requiresfourth. It’s manic, energetic and particularlyrough on brakes and suspension. Kawasakiunapologetically presents the ZX-10R asthe ultimate track bike. If it was at alllacking, Homestead would find it out.

The ZX-10R’s riding position is certainlyrace-style. The short reach to the bars andtall seat places the rider high and forwardmimicking its little brother, the ZX-6R –although if anything, it feels even smaller.

Comfort doesn’t look much, but there’s alot of room behind the bars in which tomove around and the pegs are positionedjust right for six-footers. The tank is lowwhere chests will naturally drop into placeand the area to the rear of the tank isalmost impossibly narrow – the back of thetank is just six inches wide – so the bikejust disappears between your knees. Aswell as giving room to leap from one edgeof the seat to the other, it allows thighs topress flat against the tank when banked over.

As if the ZX-10R’s striking looks are notmenacing enough, starting it reveals moremeanness. The exhaust note is throaty andunrestricted and blipping the throttleprompts an instant wail from the all-titanium system.

On track it pulls hard from as low as4000rpm yet doesn’t have quite the rawbottom-end grunt of a GSX-R1000.Instead the real excitement begins above

6000rpm, and beyond 8000 to the powerpeak at 11,500rpm is pure Nirvana. The bigGSX-R never felt slow but nothing (yet)picks up revs under load as quickly as the10R – and with a typical screamingKawasaki exhaust note that only adds tothe delicious chaos.

Eager, instantaneous and slightly hair-raising are also good ways to describe theZX-10R’s handling.

The compact dimensions, tight geometryand low weight all combine to make it abreeze to throw around at speed. Lightinput through the clip-ons is all that’sneeded to lay the bike into turns. Fastchanges of direction can be very physicalon something as modern, exciting andexacting as Suzuki’s GSX-R1000 even. Butthe ZX-10R will pitch in at any speed – tofull lean if required – the moment eyes andbrain register ‘corner’. In short, the newKawasaki steers more like a 600 than any

other big-bore sports machine ever built.The trade-off is that if you’re not smooth

and assertive the 10R can be a touchnervous. Although the GSX-R1000 sharessimilar dimensions to its 600 sibling, onthe road, it feels heavier than the specssuggest. By contrast, the ZX-10R is notquite ‘experts-only’, but it is nowhere nearas forgiving as the GSX-R or FireBlade.

Its lack of a steering damper doesn’t help(although it is probably great news foraftermarket accessory specialists). The10R’s front wheel goes light on commandand it is easy to get the front end shaking –especially over trouble spots such as thegutter separating Homestead’s infield fromthe banked straights of its Nascar oval.

Of course, quick-steering bikes arenothing new; their flighty nature is now anaccepted part of the supersports package.But the ZX-10R’s combination of light frontend and rapid steering raised even themost grizzled eyebrows at the launch –something not seen since the originalBlade in 1992. It could be bad news foranyone tackling his or her favourite backroad lined with lumps, bumps, warty toadsand all.

For a bike with the physical dimensions ofa sorted 600cc club race bike with thehuge power of a 1000cc fire-breathingbehemoth, not having a damper doesn’tcompute. Even Honda has seen fit to attachone – an electronically-activated one even– to its new Blade.

Another talking point was the ZX-10R’s

suspension. Described as set for circuit use,it didn’t take long before different ridingstyles raised differing issues and the needfor tweaks. In short the stock suspensionsettings will probably be firm for road usenecessitating the need to back offcompression front and rear.

But regardless of settings nothing takesaway the amount of feel that works it swaythrough the frame, bars and seat. And intrue Kawasaki style the ZX-10R has asublime front end where Tarmac infocomes at you thick and fast. That frame isstiff and responsive enough to feed therider with exactly what’s happeningunderfoot. It gives you fair warning whenthe bike is going to buck or shake.

There are no faults with the exquisitedrilled and wavy pattern front disc set-up,either. They, together with the Tokicoradial-mounted calipers with four heavilysintered pads in each caliper, are simplyphenomenal. They offer excellent initial biteand solid, fade-free performance, evenafter repeated haul-downs from 140-plusmph for the first-gear hairpin at the end ofHomestead’s mid-straight. For 95 per centof the time two fingers are perfectlyadequate.

Admittedly, that is a judgement based ontrack use only, when pad and disctemperatures never dip below hot. And it ispossible the smaller 300mm andthoroughly vented discs could run colder

‘That wasn’t clutchslip on the backstraight, it was thetyre spinning at morethan 140mph’

Continues over

ZX-10R is very front-end light – wheelies are virtually unavoidable TINY dimensions help make it the quickest-steering superbike yet SLIPPER clutch is a boon – but a steering damper would also help

X-10R: SUPERBIKESHAVE NOW EVOLVED

24 MOTOR CYCLE NEWS DECEMBER 17, 2003

WORLD FIRST TESTINTERVIEW

THE ZX-10R’s chief enginedesigner is Yuichi Kawamoto,44, previously involved in theKR250 two-strokes, KX125motocrosser and several all-terrain vehicles.

MCN: How did you start to makesuch a powerful, compact engine?KAWAMOTO: First we did a closeexamination of layout andconfiguration to fit a chassis ascompact as that of the ZX-6R. Thenall engine parts were reviewedthrough simulation analysis tomaximise combustion efficiency andminimise mechanical losses. Thisrealised the optimal configuration tosuit the chassis.

MCN: How much input has comefrom the ZX-RR MotoGP bike?KAWAMOTO: Other than the in-linefour-cylinder configuration and thecompact generator sitting behindthe cylinders, the ZX-10R is unique.

MCN: How much time was spenton the injection/ignition systems?KAWAMOTO: The fuel injection isMikuni and the ignition is Mitsubishi.It took about a year to develop themin total.

MCN: Did you co-operate withyour technical partner, Suzuki, inthe design of the ZX-10R?KAWAMOTO: Kawasaki has builtthe ZX-10R wholly independentlyfrom Suzuki. Our collaboration islimited to areas that are mutuallybeneficial. Flagship models like theZX-10R is not in this definition ofcollaboration with Suzuki.

MCN: How would you characterisethe engine’s performance?KAWAMOTO: Our aim was to be“Number 1 on the circuits” but alsoto have “easy riding in the cities”.

MCN: 182bhp with ram air at thecrankshaft is very impressive,but could it have made more?KAWAMOTO: Kawasaki is always inpursuit of more but technologicaldevelopment does not simply comeout of the engineers’ ability but is aresult of the amount of time andmoney spent as well. Limitationsalso motivate us in the sense ofgiving us more challenges. The threethree key words for Kawasaki are:“Challenging”, “Unconventional”, and“Hard-core”.

MCN: Has any new technologybeen used in the ZX-10R engine?KAWAMOTO: The adjustable backtorque limiter and passageways inthe cylinders to improve crankcasebreathing and reduce pumping lossare just a few areas we have workedon. The rest is good use of acceptedtechnology.

MCN: Is the ram air significantlydifferent to previous systems?KAWAMOTO: It is the same as theZX-6R, but with detail improvements.

MCN: The ZX-10R complies withall noise and emission laws. Dothey make engine design difficult?KAWAMOTO: Without clearing thenoise and emission laws our businesscannot stand. But thanks to thehoneycomb catalyser, huge 43mmthrottle bodies and fine-atomisation

than the usual 320mm items on openroads. But we hope not because it wouldbe criminal to lose even a smidgen of theexcellent feel given at the lever.

The 10R’s superb braking is aided by itsslipper clutch – or ‘back-torque limiter’, asKawasaki calls it. By spring-loading theclutch to slip if engine speed exceeds rearwheel speed during high rpm downshifts,the rear wheel shouldn’t lock up – and itdoesn’t. The bike remains untroubled,perfectly stable and slows as if shutting thethrottle at 4000rpm.

Quite how good it is hit home with anexercise in late braking that went wrong.Intent on making a pass, the brakingmarker was missed by yards. Banging downto third, instantly followed by second, anddumping the clutch while four-fingerbraking wasn’t as heart-stopping as itshould have been. The left turn’s apex wasin sight but there was no sensation of therear end going light or kicking out sidewaysand no stomach-churning clanks or clunksof the chain smacking the underside of theswingarm. Kawasaki gets 10 out of 10 forhaving the nous to fit such a device.

Where the slipper clutch quite rightlydeserves praise, the ZX-10R’s gearbox

deserves death by blacksmith’s forge.It is one of the worst

transmissions in recentmemory (from a

Japanese

manufacturer, at least). Shifting wassurprisingly clunky, and missed shifts,especially near the redline from third tofourth, were common.

In Kawasaki’s defence, it is well aware ofthe problem, and actually swapped theshift rods halfway through the test with astiffer linkage shipped directly from Japan.Sadly it made virtually no difference.Hopefully engineers will sort it beforeproduction gets underway in mid-January.

Another annoyance was the use of thesame crowded instrument cluster as theZX-6R and RR, including ‘perimeter’ LCDtachometer, which proved next to useless.It requires a lengthy glance and at thespeeds the 10R is capable of, that is toomuch of a distraction. Fortunately, an easilyvisible gear shift light is provided.

So, initial impressions are good… and bad.There’s a lot of useful and usable powerinside a nimble chassis that needs a strongmind and brave heart to get the best fromboth. It doesn’t have the reassuring, orconfidence-inspiring solidity of the

GSX-R1000 but then that’s how Kawasakialways wanted it to be – a slick tyre or twoshort of being a fully blown race bike.

Its arrival also marks a major shift forKawasaki – until now, for far too long, onlya minor participant in the superbike class.

It is quite telling to note that, at theofficial Homestead launch presentation inthe fifth-floor reception suite at Miami’sposh Mandarin Oriental hotel, there was noexample of the bike to be seen, save for afew blurry photographs on the walls.

What dominated the room instead was atelevision monitor playing an ancient videofrom the introduction of the very first Ninja,the GPz900R launched at Laguna Secafully 20 years before. The message wasclear – the bike in the shadowy posters, abike that we wouldn’t lay eyes on until thenext day, was the most important Kawasakisports bike to arrive for 20 years.

Team Green has put every bit of itsengineering energy into the new ZX-10R.Whether or not it has the same impactas the original Ninja remains to beseen – competition is moreserious two decades on.

Ridden without the benefitof direct comparison, theZX-10R impresses with itsimpossibly small stature, rev-happy monster of a motor andfast, flickable track manners.After too many years on thesidelines, Kawasaki brings us asuperbike that could be king. I’ll take minein lime green, thank you.l New Blade’s world first test: MCNTuesday December 23.

From previous page

ALL-TITANIUM pipe got nod over underseat system PETAL-SHAPED disc brakes front/rear work brilliantly FRONTAL aspect is smaller even than the ZX-6R

‘It’s how Kawasakialways wanted it tobe – a slick tyre ortwo short of being afull-blown race bike’

KAWASAKI ZX-10R IN DETAIL

DECEMBER 17, 2003 MOTOR CYCLE NEWS 25

INTERVIEW

MCN: Did the new ZX-10R have a projectcode or name during the developmentperiod?TANAKA: We use a project code throughoutour internal development processes until theproject finishes and turns into mass-productionstage, but it is highly classified and I cannotdisclose it. Sorry, but I hope you understand…

MCN: What concepts or ideas did you havefor the ZX-10R’s looks?TANAKA: It was clear how the ZX-10R shouldlook and perform from the very beginning.What first came to mind was an image suited tocircuit riding. Of course it was not meant to be apure racer, but it still had to be very focussed.

MCN: How long has the ZX-10R taken todevelop from intial concept to finishedproduct?TANAKA: Concept work started aroundOctober 2001. Then it took 10 months tocomplete a mock-up. All in all, we needed twoyears to reach the final production stage.

MCN: Is the finished version exactly howyou imagined it to be?TANAKA: I would say that it is 80 per centthere. The main thing that is missing is it doesnot have an underseat silencer but that wasunavoidable if the machine was to stay withinthe target weight that enables targetedperformance. But from a styling point of view,80 per cent isn’t bad.

MCN: Why a backbone or ‘over-the-engine’frame when your rivals use traditionaltwin-beam frames?TANAKA: This type of design approach is verycommon in the car industry where I was beforeI came to Kawasaki and no-one argued with myfeelings because everyone involved realised itwould make a very slim machine possible.

MCN: How much of Kawasaki’s MotoGPeffort has gone into the overall design ofthe ZX-10R?TANAKA: The design stage of both the MotoGPbike and ZX-10R were started at almost theexact same time. I was therefore conscious thatthe concept work of the ZX-10R had to beintegrated with that of the MotoGP machine asmuch as possible in order for the ZX-10R tocarry the image of racing. Having said that, Iwould also emphasise it is only imagery. The ZX-10R is unique – it is its own machine andboth the most advanced production motorcycleof the day and in its class.

MCN: Where do you draw inspiration forneat touches like the ZX-10R’s indicatorsand wraparound tail-lights?

TANAKA: To me motorcycle indicators and taillights generally don’t look as natural and asintegrated as they should (on the US versionsshown here, they still don’t, but on Euro-specbikes they are faired-in). In the car industrythese parts are always integrated into thebodywork to achieve the best aerodynamiceffect. It was therefore natural to search for thebest possible designs for these parts that wouldmatch the total machine profile withoutdamaging their pragmatic visibility. The sametheory is also applied to the design of the flush-surface LED tail light.

MCN: Do you ride a motorcycle and haveyou ridden a ZX-10R?TANAKA: Yes I ride, and I have test-ridden aZX-10R. But I am not a competent enough riderto be able to take it to its absolute performancelimits. I could certainly enjoy it in my own wayand I feel it to be a state-of-art piece of workfrom Kawasaki.

MCN: As a designer, which make ofmotorcycle would you say is the mostbeautiful?TANAKA: I would say without prejudice that theEuropean makes – MV Agusta and Ducati inparticular – are the most beautiful. I feel theysuccessfully and eloquently express theirnationality.

MCN: The styling of the ZX-6R and ZX-10Ris significantly different to any otherJapanese model. Have Italian stylesinfluenced you?TANAKA: The styling of the ZX-6R and ZX-10Rhas inevitably come close to that of Italianmotorcycles as a result of my decision toemphasise the machines’ proportions andsurface shapes. Other Japanese designers andmanufacturers are not too keen on thisapproach. But that is as far as it goes. It is nottrue that I am trying to imitate Italian styling:Kawasaki is nothing but Kawasaki.

MCN: Do you have any hobbies away frommotorcycling? TANAKA: I make Noh masks. The Noh is one ofthe traditional Japanese theatrical arts whichuses dance and music and is played based onancient or religious stories. Dancers wearancient kimonos and carved masks that showthe character’s emotion.

THE ZX-10R is Kawasaki’s most important superbike since theGPz900R of 1984 and you only have to look at the competition(GSX-R1000, new Blade, new R1) to imagine the design effortinvolved. Shunji Tanaka, 55, is senior manager at Kawasaki’s StylingDesign Department and is responsible for the ZX-10R’s styling.Before working for Kawasaki he was employed in the car world,predominantly for Mazda.

‘We binned the underseat pipe’

BACK of tank is very slim – just 6in at its narrowest MINI instrument binnacle is straight off the ZX-6R/RR

THE ZX-10R is so extreme it’s not quite a case

of experts only – but it’s close

KAWASAKI ZX-10R TECHNICAL DETAILS CONTINUE OVER

UK is to get black, blue and limegreen colourschemes. Orange

version is for USA

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OVERALL LENGTH: 2045mm

WHEELBASE: 1385mm

RAKE: 24°

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115

mm

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mm

FUEL: 17 litres

SPECIFICATION:Engine: Liquid-cooled, 998cc(76mm x 55mm). 16v dohc in-line four. Fuel injection. Six gearsChassis: Alloy twin spar backboneFront suspension: 43mminverted forks, adjustable forpreload, rebound andcompression dampingRear suspension: Single shock,adjustable for preload, reboundand compression dampingTyres: Bridgestone; 120/70 x 17front, 190/50 x 17 rearBrakes: 2 x 300mm discs withfour piston radial calipers front.220mm disc with single pistoncaliper, rear.

PROS l Stunning brakes and front end feel l Screaming exhaust note l Manic engine delivery l Incredibly agile

CONS l Extremely light, bordering on nervous handling l Sticky gear selection l Not for the faint-hearted

KAWASAKIZX-10R£8849 tbcAvailable: February2004. 24 monthsunlimited mileagewarranty.Colours: Green,blue, blackNew for 2004:New modelInsurance group:17 (of 17)Info: Kawasaki UK: 01628-851-000

TRAIL: 102mm

WEIGHT: 170kg (375lb)

26 MOTOR CYCLE NEWS DECEMBER 17, 2003

WORLD’S FIRST TEST

THE technical brief forKawasaki’s first all-newsuperbike since the ZX-9RNinja of 1994 was very

simple – and straight to the point.The company’s very best engineers

were given a direct order: To contain a180mph missile of an engine in achassis of 600cc sports bikedimensions.

What they’re come up with is asfresh as its lime green paint. Theengine borrows nothing from anyprevious Kawasaki. From themagnesium cylinder head cover to itscast alloy sump pan it is all-new.Senior R&D man Yuichi Kawamotovehemently denies the ZX-10R sharesanything other than its in-line four-cylinder configuration with theZX-RR MotoGP racer, either.

The chassis, too, is a marvel. Anunderstated, “Twin-tube aluminiumbackbone” frame running over the topof the engine andn supporting thevery latest and best in suspension andbrakes.

This is the detail:

The ZX-10Rlaid bare

NO radical technology is employed inthe ZX-10R’s engine, just current,favoured design, good use of

materials and serious fine-tuning to eke outa massive power figure.

Peak power is a claimed 181.4bhp at11,700rpm with 85ftlb of torque(9500rpm) with ram air, 172.5bhp without.

The 998cc (76 x 55mm bore and stroke)engine uses a ‘stacked’ (tri-axis) triangularlayout of the crankshaft, gearbox and finaldrive shaft, which was pioneered by theYamaha R1 in ’98. The ZX-10R also has abutterfly valve in the exhaust very similar toYamaha’s successful EXUP system. Ittailors exhaust length to suit highor low rpm – at high rpm the valveis fully open to mimic a 4-1 exhaustand let all the gases out. At lowrpm it is partially closed to give a 4-2-1-exhaust effect for bottom endacceleration. The overall effect is togive a linear power delivery.

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KAWASAKI ZX-10R CONTINUED FROM PAGE 25

ENGINE CHASSIS

NOTHING radical, but it’s impressively done

KAWASAKI was also looking to come up with notonly a lightweight, compact and agile chassisbut also razor-sharp handling with stability.

With a wheelbase of just 1365mm and rake and trailfigures of 24°/102mm compared to the 1400mm and24.5°/95mm of its own ZX-6R, it is safe to say thatKawasaki’s engineers’ mission has been accomplished.

Despite those class-shattering overall dimensions,the Kawasaki is not the lightest bike in the class.Although the ZX-10R weighs in at an impressively light170kg, the defending class champion, Suzuki’sreigning GSX-R1000, is just 168kg. The class’s othertwo newcomers for 2004, the new Honda Firebladeand Yamaha R1, weigh 179 and 172kg respectively.

Kawasaki has also followed Yamaha and Suzuki’slead by endowing the ZX-10R with an extra-longswingarm. The small, compact engine means that along swingarm can be used while retaining a shortoverall wheelbase. The effect is to give a more linearmovement of the swingarm and thus givethe rear suspension aneasier time.

FUEL INJECTIONFUELLING is by two banks of two 43mm Mikunithrottle bodies, each with fine-spray nozzleinjectors – 70-micron droplets as opposedto 120 microns used on the ZX-12R. Thisreduction in droplet size ensures greateratomisation of the fuel when the dualthrottle butterflies open and cool airfrom the ram-air charged airbox enters.The benefits of which are improved fueleconomy, emissions and throttleresponse.

PISTONSTHE 76mm diameter forged pistons have

minimal skirts to reduce friction andweight and are flat-topped toenable a compact combustionchamber – 12.5:1 compressionratio compared to the newBlade’s 11.9:1.

SLIPPER CLUTCHONE downside of the ZX-10R’s high

compression ratio is that the rear wheel ismore prone to locking on down changes at highrpm. For this reason Kawasaki has installed aback-torque limiter – otherwise known as aslipper clutch. This system allows the clutch to slipuntil rear wheel speed matches engine speed and

virtually eliminates rear wheel chatter. The systemis adjustable, but it should only really be necessaryfor dedicated track users such as racers or full-time track day freaks.

CRANKCASESONE-PIECE cylinder/top half crankcase is standarddesign for today’s bikes – as is the use oflightweight magnesium engine case covers andthe piggyback mounting of the alternator. It allhelps make for a slim engine. In fact there’snothing extraordinary in any of the Kawasaki’sengine layout, which goes to prove Kawasaki hasspent a lot of R&D time and money on getting somuch usable power out of the ZX-10R’s engine.

‘UP and over’ framecuts width to a

minimum ‘SLIPPER’ clutch cuts wheel lock ups. Cylinders/top crankcase are one-piece

DECEMBER 17, 2003 MOTOR CYCLE NEWS 27

SMALL and slim,isn’t it?

BLACK frame paintmasks chassis detail

‘PETAL’ discs are a production bike first REAR shock can even adjust ride height

FRAMENOT a twin beam frame in the style ofthe GSX-R1000 or R1. Instead,Kawasaki calls it a ‘Twin-tubealuminium backbone’.

It has the beams runningover the top of the engineinstead of around the sides, tomake it very slim – and light. Otherweight savings come from the use ofaluminium headstock nuts, holes in theheadstock and special lightweight forks.

A hole though the headstock allows airto be fed directly into the airbox via plasticducts identical to the ZX-6R’s but withimproved surface water traps.

SWINGARMMASSIVELY-BRACED and made of cast andpressed sheet ally to aid strength plus make itvery light. It weighs virtually the same as theZX-6R’s less braced arm.

FORKSKAYABA 43mm inverted items which, likethe ZX-6R, have damping and spring ratesbiased towards track riding. Sub-12 stoneriders may find the rates a little harsh butthey are adjustable (spring preload, reboundand compression damping) to suit any sizeof rider and any style or type of riding.

REAR SHOCKLIKE the forks the Kayaba gas-chargedshock is focused on track and fast riding.Adjustable for preload, compression,rebound and ride height (via alloy shims).Both forks and shock feature top-outsprings to cut the amount of pitch and divewhen accelerating and braking.

BRAKESTWO Tokico four-piston, four-pad, radialcalipers up front, one single-piston caliper atthe rear. Discs are ‘petal-type’ (similar toBraking’s popular Wave discs) and aresmaller than usual at 300mm (220mmrear) as their shape gives more feel andstopping power than traditional discs.

SWINGARM is lighter than even ZX-6R’s