Fast_Bikes__Issue_328__July_2017_

CORE TEST
Effortless handling isthe
Kwacker’s best quality.
Kawasaki ZX-10RR
naworld of horrendous chassis, as awhole, works purists and armchair experts
stock paint schemes that sublimely on our roads. Ridden lament such technology making
Iwould better suit tracksuits, in isolation –just asithas been an appearance but, ifyou’re
the ZX-10RR’s Winter Test matt
black is alesson toother
manufacturers. Its trouser-tenting
simplicity atits finest and the
World Superbike über champ’s
beauty went far further than
skin deep on this test. We’d
even forgive the anodised
red fork wangers.
Just afew years ago, the
ZX-10RR’s dash and its dazzling
array of disco lights were
universally adored. Now itlooks
like aMontego Countryman ina
pack of Bugatti Chirons –it’s the
little things. The Kawasaki feels
very long and flat compared to
its peers, and with the longest
for weeks being mylongterm
vessel –you’d ask questions as
to how the RR’s handling could
be bettered. Despite the long,
stretched posture, steering is
light and responsive and those
Showa BFF forks (the same as
the Suzuki’s) doanepic job of
flattening the roads. But spanked
back-to-back with rivals, the
Kawasaki feels slightly
cumbersome in change of
direction, somewhat top-heavy,
and lacks the seamless nature
from turn-in to apex of the others
on test. It’s just not as eloquent
from upright to big lean and
occasionally feels awkward.
one ofthose and reading this,
kindly jog on. The RR’s system
beautifully aids steering under
hard acceleration and, while
some others on test abruptly
cull power orsend the front
wheel skywards, the ZX
gathers serious momentum.
The RR’s biggest shortfall is
the engine. Itsimply hasn’t got
the usable abundance of power
that the BMW and Suzuki brag,
severely suffering unless
the revs are above
10,000rpm. Idon’t think
the stupidly long gearing
helps, and it takes an age
wheelbase from the quartet, we Elsewhere, the RR has the
can only presume the Big Khas minerals to match the other
Atool onatool!
engineered stability and grip
into apreviously sketchy chassis.
By Jove, they have.
The blipper isn’t as slick or
precise as the Kawasaki’s rivals
and, unless you’re racing at a
decent level, the cylinder head
changes won’t be beneficial to
you. The RR’s foremost upgrade
over the stock ZX-10 is the
Marchesini wheels. Not only
do they provide aesthetic
pleasure over horrid three-spoke
rims, more importantly they
add some fluidity and greatly
enhance the ZX’s handling
–it’s asthough the RR has
been on arecord-breaking diet.
We all agreed that the RR’s
players. We’ve read elsewhere of
others bemoaning the brakes.
Yes, on track, the non-switchable
ABS is apain in the cock, but the
plush, progressive lever action
mated to Brembo M50 stopping
power keeps everything in
check, working alongside the
aforementioned Showas for
the ultimate front-end.
Likewise, atthe rear,
mechanical grip is there in
abundance. Kawasaki’s K-TRC
traction control is certainly more
of aperformance aid than safety
blanket (which welove) and
never becomes intrusive. Also
worth anotable mention is the
anti-wheelie. Weknow some
for the revs to play catch up
with throttle inputs when the
disco lights aren’t flashing.
Kawasaki can no longer play
the Euro 4card asanexcuse.
Just look at what 2017’s Euro 4
gang have achieved.
That said, when the roads
open up and the RR can stretch
its legs, the motor feels as
stonking as the rest and the
chassis can beused to its full
potential. Unfortunately, it gets
left behind bythe Suzuki and
BMW…
Verdict: 8/10
Like many of Kawasaki’s naked bikes, the
ER-6 is now getting tired but still abrilliant
all-rounder. Expect revisions for 2017.
+ TOP-END POWER, BRAKES, SUSPENSION
– BOTTOM-END GRUNT, DASH ISABIT PONY
22 JULY 2017 WWW.FASTBIKESMAG.COM