The Ninja ZX-10R has remained largely unchanged since releasing the current generation on the world back in 2021. Aside from some tweaks to meet emissions regs and new graphics, it's the same insane open-class superbike as before-and that's no bad thing, because Kawasaki's flagship superbike still absolutely rips.
The most obvious update back in 2021 was the aero. Rather than slap a set of ridiculous-looking wings on the 10, Kawasaki integrated MotoGP-style winglets into the front fairing in a very neat and tidy fashion. It may be a discreet look, but that aero delivers a claimed 17% more downforce and 7% less drag than the wingless version. Whether it's the bodywork or the clever electronics-more likely both-the result is clear: this thing stays planted under hard acceleration without adversely affecting front-end feel in the corners.
Power remains superbike stout, with the Euro 5-compliant inline-four pushing out a claimed 156.8kW (210hp) of Ram Air-assisted glory at 13,200rpm and 114.9Nm of torque. It's a bike that comes alive over 8000rpm, where it howls and hammers its way into the realms of insanity. Below that, it's docile enough to lug around in top gear, but don't expect fireworks until the tacho's nearly horizontal-which is to be expected from such a machine.
Handling is as you would expect from a bike that won six World Superbike titles on the trot-sharp. Its 43mm Showa BFF fork and rear shock are top shelf, and while you'll feel the bumps on neglected Aussie backroads, it never gets unruly. Compared to some razor-edged Euro rivals, the ZX-10R actually deals with rough surfaces pretty well.
The 10 tips into corners with consummate ease and is rock solid through any corner. I did find that changing lines mid-corner would upset the green machine more than other superbikes I've ridden. However, I would say two things about that. Firstly, I'm really, really nitpicking here because the feeling is barely noticeable and resolved immediately. And secondly, I'm heavier than what the standard suspension is set up to carry and perform optimally, so a revalve would, I'm sure, resolve the issue.
Front brakes are Brembo M50 monoblocs paired with 330mm rotors-sharp, predictable, and powerful. Electronics include an assortment of ride modes, a five-inch TFT dash with smartphone connectivity, launch control, wheelie control, a quickshifter of course, and cruise control-yes, cruise-making the ride home from the mountains a lot more pleasant.
That said, it's still a racebike with lights, so the riding position is aggressive. But string a few corners together, and any discomfort is forgotten as the green machine growls with menace and strings corners together with grace and poise.
The Ninja goes about its business in a more raw and engaging manner than much of the current superbike crop. It feels like it has a singular purpose-getting around a racetrack with supreme ability.
As a daily road bike, it's compromised, and you'd be mad for buying a bike like this for anything other than its intended purpose-which is to be maniac fast in a straight line, do the dance of a thousand corners like a ballerina, and stop like a thousand bastards. For riders chasing lap times or the thrill of carving up mountain passes at warp speed, the ZX-10R delivers. It's fast, focused, and angry in all the right ways. In a world full of soft-focus, do-it-all machines, it's refreshing to ride something that's laser-focused on just one thing-and the 10 absolutely nails its design brief.