It may be fall in Canada, but that is no reason to pass over an opportunity to test ride the Kawasaki Ninja, cooler temps, just means even more outrageous horsepower.

The sun broke over the horizon, the thermometer read -3 degrees Celsius, hardly super-sport motorcycle riding weather, and with the snowy season looming this might be the final two wheeled run of the 2017 year.

Since 1984, with the first GPZ-900R, the Kawasaki Ninja brand has become a motorcycling icon, while many North American consumers often get lost in the alpha-numeric gobbledegook of sport bike models; the name Ninja is both evocative and instantly recognized. Nearly every kid growing up in the 90’s knew a Ninja at glance, the super-liminal Kawasaki Green paint and catchy name meant this was the poster bike for aspiring riders.

 

 

Echo Cycle’s own “Kawasaki” Brad wheeled out two of their finest two wheeled super sports, an Anniversary 2015 ZX-10R and a 2016 ZX-10R KRT edition as an escort bike. I would be on the 2015 as I had a “specific interest” in trying that bike, while Brad was getting his first run on the newer generation 2016 model. Each had been meticulously prepped for the test ride by Echo Staff beforehand leaving us to simply hop on and go.

It had been months since the purchase of my wife’s Ninja 300, and recalling my interest in the “10R” Brad had been steadily working to coax me off my Honda CBR. Eventually, I relented and he arranged a test ride. Thinking back to the Ninjas of the 90’s it was exciting to finally get to sample a modern version of this this legendary marque.

Tapping the starter button, both bikes roared to life with the aggressive crackle that makes these machines legendary, you know instantly by sound alone, these are no CAFÉ-racer lifestyle city cruisers.

The 2015 Kawasaki Ninja ZX-10R represents the 4^th major revision of their 1000cc displacement Super Sport since the model introduction in 2004. It is a track focused successor to the Ninja ZX9R, combining an ultra-narrow chassis and powerful inline 4 cylinder DOHC engine. The ZX-10R has lead Kawasaki to racing victory in WSB and various industry magazine awards for best in class.

Brad and I quickly wargamed the route and ride plan, acknowledging weather related limitations; avoid the frosty “corner carving” stretch, moderate ourselves and let the tires warm up. It was 5 or so degrees by this time, but hardly peak temperature for absolute grip. We mounted the bikes and with Traction control set to 3 (highest intervention) and power set to L (Lowest power) I raised the stand, and clicked the shifter down, we were ready to roll out.

Our first leg was 100 KPH highway and the bike merged easily with traffic in 2^nd gear, the mirrors being awesome for visibility in either cruise or full tuck, a sportbike first? About 5 minutes in, we left the busy highway and moved onto a secondary Range Road which gave us a bit of breathing space away from traffic.

AT A GLANCE: NINJA ZX-10R (Wikipedia)

Displacement: 998cc

Horsepower: 189 Flywheel @ 11,650 rpm

Torque:  86.6 Flywheel @ 11,030 rpm

Gears:

Primary Reduction: 1.681

1^st: 2.600

2^nd: 2.053

3^rd: 1.737

4^th: 1.571

5^th: 1.444

6^th: 1.348

Final: 2.294

Acceleration: 0-60 MPH – 2.9 Seconds ¼ mile 10.05 sec at 145.67 MPH

Stopping Distance:  60-0 MPH – 123 ft

It was on this section that I began to gradually explore the controls and handling, the steering was light on the bars, very low effort. Throttle roll on was very controlled, and dabs of the brakes gave great initial bite without upsetting the chassis. This machine was very well sorted and worked with the rider, it was very intuitive and quick to get the basics figured out.

 

We soon stopped for a quick break at a nearby weigh scale to check everything over, and I mentioned the unusual shift pattern to Brad. He quickly identified that the shifter had been set to Moto-GP style, (1 up, 5 down) and mentioned the bike had been a demonstrator at a local motorcycle racing venue where the change had been made. I was glad to learn that I hadn’t been a clod or missed some unique feature in the sales brochure. Since we were at the same scale GTC uses for all of our measurements, the ZX-10R hit the pad, with full fuel and no rider, it was 200kg even, or 440lbs which agrees dead on with the 443lb wet weight found in the OEM literature.

Before setting off again, I asked about the “extra” button on the right hand grip, I hadn’t been able to figure out what purpose it could be, and the last thing I wanted to do was push unknown buttons at speed. Brad again didn’t miss a beat, “Lap timer” he said, “Ah, well I don’t anticipate needing that today” I remarked.

 

All set, we fired the bikes back up and since TCS and Power can only be adjusted while stationary,  I bumped the power level up to M (medium) and we continued along the paved two-lane. Twisting the throttle, the new power setting was immediately noticeable, especially beyond midrange revs. This bike makes great power and the TCS either did not need to intervene or was seamless. The exhaust note was excellent, the 1000cc displacement adds some much needed thump over the normal buzz of the 600’s I typically ride.

I instantly grew to like the Moto GP shift pattern, I found it much easier to toe down during acceleration and toe up during deceleration came naturally, I suggest trying it for yourself if you have the opportunity.

By this point in the ride I was no longer just trying to learn the machine, I began to take in the other features like the comprehensive dashboard. When riding it falls just in the lower periphery of your down the road vision, the tach is visible and the windscreen is seamless.

We did encounter some gentle curves along the route and I experimented with turn in and handling, my initial assessment of light effort and nimbleness were repeated. It was responsive without being twitchy, holding a desired line was effortless, while lean was natural and easy to control. It was very much look, and go, just awesome!

Over bumps and uneven pavement it was excellent, the suspension did its thing, and never threatened to jostle the rider, it was compliant and nearly unnoticeable, a sure sign of great integration.

The digital tach is a mixed piece for me; I enjoy the old style sweeping needle as a personal preference and appreciate the precision of a sharp pointer. That all said this system works extremely well and you can easily train yourself to shift when the bar hits a desired point. By the end of the ride its effectiveness had won me over and I decided to accept it.

As the ride progressed, we entered into some urban areas, here the speeds reduced to 30-60 KPH, and I wondered if the bike would begin to give up in the daily ride department. A street-able track weapon is one thing, but what would this be like to daily commute or cruise through a busy city?

After dealing with traffic lights, lane changes, parking lots, and speedbumps, it worked flawlessly. The ergonomics are great and the mass of the bike feels centralized low in the frame, lending to ease of maneuvering regardless of situation.

No matter the riding position; full tuck, upright, or the resting “one arm akimbo” sportbiker style, this Ninja is comfortable, something you could not just live with, but actually enjoy every day.

Our ride had been fairly long and drew to a close as we rolled past the familiar gates of Echo Cycle, I reflected on the ride. This Ninja exceeded every possible expectation, and it was an awesome experience to meet the modern successor of my “childhood heroes”.

Also, Brad tells me he really liked the KRT, but I think it needs more green…

Let the good times roll!

I would like to thank Echo Cycle for facilitating the test run of this awesome machine and Kawasaki Brad for setting it all up. If you are in the Edmonton area, and want a true Kawasaki performance enthusiast to get you into your next power sports purchase, visit Echo Cycle and ask for” Kawasaki Brad” Maluta.

ECHO CYCLE

21220 100 Ave NW,

Edmonton, AB

(780) 447-3246

https://www.facebook.com/EchoCycle

 

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