The new long termer is a beast. Neighbour Phil confirmed it – in a year he barely noticed the CBR600RR, certainly didn’t comment upon it, but from day one the Kermit-green Kawasaki ZX-10R had him hooked.
He could tell, just looking at it, that the ZX-10R can do the business. And he’s not wrong. Simon Bowen rode the ZX-10R on its world launch for us and came back from Qatar speaking of 600/750-territory proportions and ‘quiet’ power delivery.
First impressions for me are that by no means is the ZX-10R 600-size, it feels far bigger than the CBR. But I’m not complaining, at 6’0” it’s a perfect match for my frankly weedy frame. I understand his ‘quiet’ comment though. The new ZX-10R has neither the bark nor shriek of previous incarnations; it’s almost Honda-like with its new smooth unfussy motor.
It’s still blazingly fast though. Maybe in the vast openness of Losail it felt measured, but between the hedges in back roads Kent it’s nothing less than mind warping. Big throttle action makes for jaw-dropping acceleration and has the front light and twitching hard on reconnection to earth, while crests in the roads again send the front skyward – creating yet more twitches. None of which is at all dangerous, but it is enough to make you pleased to be looking directly at the Öhlins steering damper each time the front lifts. It’s been raining these past few days.
Riding on Bridgestone’s new 3&5 compound BT-016s the big Kwak has been brilliant. It hooks up and it is just so confidence inspiring that the ride to work has become a bit of a GP. It’s early days yet, but yes I’m enjoying the Kwak immensely. It may be the most civilised ZX-10R yet, but it’s still got attitude. I’m even starting to enjoy its looks.
This Kawasaki ZX-10R is something special. I loved my last long termer too, the CBR600RR, and I was wondering back then whether there was any point in riding anything bigger. Well, the ZX-10R has answered that. Yes, of course there is. Sure, I barely travel any faster than I did before but there’s something special about the size and power of the Kawasaki that makes it even more entertaining to ride. Certainly I can see an easy justification in the price premium you pay for a 1000 sports.
I’ve had the ZX-10R long enough now (three months and 5,000 miles), too, for any initial new bike euphoria to wear off. The reality then is the ZX-10R remains an ever-intriguing ride. Because it is so powerful you nibble at its (well, your own) limits very respectfully. The power wheelies still astonish but cornering is the real cool experience. I’m lucky enough to have some pretty handy roundabout and corner sequences on my way to work and hauling the big Kwak left and right though these is simply an endless fascination. Special mention here has to go to the Bridgestone BT014s. The first set got changed at 3,500 miles after a vigorous ride around the Scottish Highlands saw them off ahead of time.
But the second set are looking good some 1,700 miles later. They’re offering great handling, but it’s in the wet I truly love them. They feel so inspiring, so much so that I look forward to wet rides as much as I do dry ones. There’s a lot made of the lineage between this bike and Kawasaki’s MotoGP bikes, but I’m beginning to wonder if both don’t also have a strong connection with the firm’s jetskis. They sure love the wet.
Anyway, I took the Kwak on a 400-mile round trip to Cornwall in early June and it again proved simply brilliant. I’d fitted Kawasaki’s own accessory high-screen before leaving and this allowed comfortable motorway cruising at just below the ton. Most of the journey was made on single carriageways though, like the A30, and chasing along the undulations of Dorset, Wiltshire and Devon the Kwak was excellent.
The motor is Honda-like in its silky smoothness, ideal for long rides, but it retains enough gruffness to be characterful with it. Comfort was commendable too. Sure my knees felt a bit sore after a while, but I’ve suffered as much on proper tourers, too. Yet what really impressed me on this trip was the fuel range. I got to 150 miles before the fuel light came on, then refuelled at 160 miles to find I could only squeeze in 15.5 litres, I could have easily gone 170 miles. That’s a return of something like 41mpg. Very BMW-like – yeah, impressive.
The only other modification to date is the addition of a seat cowl, again Kawasaki’s own. And it looks spot-on. More changes are afoot though. There’s a mini indicator kit coming and we’ve a carbon can from Two Brothers to slip on. You’ll be able to read about those next time.
It’s curious, I remember a lot of negative comment about the ZX-10R’s looks when it was launched. But in the flesh it seems to be impressing an awful lot of people. Non-biking people especially comment favourably on its striking styling. I can’t say I was a big on it at first, but over time I’ve really come to like it.
And there’s something about Kawasaki’s green. It’s not an easy colour to carry off, but when the bike in question is as potent as this one it really is a question of: so what?
• Kawasaki’s own Bubble screen £55.95
• Kawasaki’s own pillion seat cover £81.95
• Bridgestone BT016 (excellent tyres, now on second set, first set lasted 3,500 miles – although plenty of those were pretty hard sport riding in Scotland) £229.00
I don’t know who was more surprised, Kawasaki UK or me. Fact was the ZX-10R wasn’t showing much shy of 7,300 miles. Have I really done that many, so soon? Seems so. So the10R is currently in their workshops for its first major service (there’s a minor at 4,000, so I’m told). Not that I could justify any reason for it to be there, it is after all riding as sweet now as it did on day one.
Surprisingly my promised modifications have taken place. I have to admit the work has been done by others. The Two Brothers slip-on muffler has indeed slipped on. And very nice it looks too. It’s had an effect on performance. The ZX-10R now stutters slightly off the bottom but the power comes in with a bit more force than before – nicely entertaining. Whether or not the top end is much healthier who knows – chasing top end performance on the road is a difficult and risky business. I’ll say one thing though – it’s loud. Lovely to you and me but I don’t think the public share our enthusiasm. A quietening insert can (and will!) be inserted. And the fancy Kawasaki-own mini indicator kit – and tail tidy – is also on. It reeks of quality. Excellent.
I want Kawasaki HQ to always service my bikes. Those guys must seriously love their little green children; the ZX-10R came back from its 7,500 mile service with every last adjuster cleaned, lubed to perfection and nipped up ‘just so’. Even the nasty chips and scratches on the petrol tank (not my fault) were given a touch up. The ZX-10R positively purred. Only with that Two Bros pipe it’s always a growl.
With the big Kwak now passing the 8,500-mile marker it’s been time to change the tyres too. Shockingly the Bridgestone BT-016s have been on for an honest 5,000 miles and only recently has the rear started squaring off. The front looks good for many miles yet. I’ve really enjoyed riding on the 016s. They’ve been stupendous in the wet and in the dry they do nothing wrong, certainly they’ve had me cornering harder on the road than I usually do. And to last this long on a bike this powerful, that’s ticking all the boxes – great performance wet or dry plus good longevity.
The Bridgestones have been replaced by a set of contraband rubber – Michelin Pilot Race jobbies, which are a super sticky track version of the standard Pilot Power road tyre.
Curiously the change of tyre hasn’t significantly changed the handling – least not in road terms. There are some differences. I’ve noticed where on the 016s when I used to pitch hard into a turn there’d be a sense of sliding for a nano-second before they hooked up (and they always did), on the Michelins its maximum grip and surety all the way. I’ve also noticed, hammering along some great roads in Derbyshire, that nailing the ZX-10R through the gears it felt a lot more lively than I can recall. Lots of bar shake, to the point I considered turning up the steering damper (I didn’t). But these are race tyres, they should be a little livelier.
That was some ride as it went. It’s not often you get the roads quiet enough to be able to slip the leash, but I could on that occasion. I’ll say one thing, it gets pretty busy. Past 6,000rpm the Kwak pulls so hard and the noise from the pipe is just so sweet. It’s so fast you have to change your riding style.
Like riding dirt bikes: if you’re only looking ten yards ahead of the front mudguard then you will only ride so fast, but if you lift your head and look to the next corner, and ignore all the shit between you and there, then you’ll ride much faster. On the ZX-10R it’s very similar, just look for that end product and hang on. If you’re looking for manholes or overbanding you’re pretty much done for because you won’t be ready for the next corner, which will be on you, like now! It’s all quite physical too. I was finding I was coming out of the likes of roundabouts hanging over the inside and nailing the throttle while applying a bit of opposite lock.
Finally, to clear up any mis- understanding, the Kawasaki mini indicator kit is made from what looks to be CNC-milled ally, they fit like OE kit and for something so diddy they flash as bright as the originals. £250 might seem like a lot, but this is a £9k bike, is it worth spoiling the looks with 50-quid’s worth of plastic tat when by shelling out proper money you can have proper kit?
Costs this month: Michelin Pilot Race £210/pair
My son misses the Kawasaki already. Just a little more than two years old, he liked to sit on the ZX-10R, was thrilled when I would start it up and give it a handful or two (with him on the saddle) and would on many occasions pop my Shark helmet on his head and stagger around the house making broom-broom noises. He’d become something of a ZX-10R fan it seems, which he’d come to call “daddy-gike.” The first day after the ZX-10R went home, I came home from work (in a car), he met me at the door and asked, “Daddy-gike?” “No daddygike,” I replied. Christ, he looked sad.
Almost as much as I felt.
Yep, all good things come to an end. I’m just thankful I got in over 10,500 miles on Kawasaki’s coolest of missiles before time was called.
At the beginning of the tenure the ZX-10R was all about brute force. It took weeks to get over the effect twisting the throttle had. Incredible acceleration combined with ever-twitching handlebars created perfect highs.
As cool Spring gave way to warm Summer so the ZX-10R’s agility became the next area of fascination.
In a road context it has a sublime handling package. Riding on Bridgestone BT-016s I was forever nibbling away at ever-greater lean angles. When deep lean became commonplace, we moved onto investigating deep lean and ever more acceleration. The way you could drive it off an apex was extraordinary. Behaviour that would only a few years ago have you shot from the saddle in one of those slip-grip high-siding motions, on the ZX-10R went unpunished. Stepping up from the 2007 CBR600RR I had anticipated having to ease back on my cornering habits, but if anything, on the Kawasaki, I was able to riding even more keenly.
A further area of joy with the Kawasaki was its comfort. I took it on at least three cross-country trips and on each occasion it was surprising just how cosseting it was. The motor could tick along at 99mph all day long, unstressed. I used both the standard screen and Kawasaki’s own high screen and both gave more than ample protection – far more than the CBR’s did. The seat and footpeg positions too proved spot-on. And as the ZX-10R could turn in an easy 42mpg, even when cruising at more than 90mph, it allowed an excellent 170 mile tank range. There was really no impediment to touring expeditions.
Those BT-016s were great tyres by the way, the rear lasting a good 6,000 miles. I couldn’t fault them for road use. The replacements – Michelin Pilot Races – did show there was at least another 5% more extreme performance available. When first fitted, in the last days of the summer warmth, they certainly outperformed the Bridgestones, but as the days have cooled so has the Michelin’s performance. I was increasingly conscious of warming them up for a good five miles or so, and in the wet I was starting to tiptoe again where on the Bridgestones wet weather had been just one big playtime.
I slipped on a Two Brothers carbon end can, which proved a lot of fun. I can’t say that I detected any performance gains but the howl was very ‘race’. It was awesome on over-run too, more than anything I enjoyed the pops bangs and burbles on overrun.
So it’s a fond farewell to Kawasaki’s awesome litre-sports. It felt sharp beginning to end. I got to really enjoy the looks, loved its green-ness. And I got to experience that sense of individuality that comes with the brand. It’s not like owning a top-end Ducati, say, but there is definite sense of difference, and certainly a sense of ‘club’ with other green riders. My only regret is I never got to ride it on the track. Niall snagged that job, and by all accounts made a real pig of himself. Must have been cool.