KAWASAKI ZX-10R (2019 - 2021) Review

Chassis-wise the 2019 ZX-10R is identical to the 2016 model, which in turn is a tweaked version of the 2011 bike.

Jon Urry says: "On a smooth road the Ninja’s track-focus makes it a joy, however throw in a few bumps and it all very quickly descends into a harsh ride that leaves you feeling decidedly battered and bruised with aching wrists.

"This is a bike that is far more at home on a track and if you try and take it on anything that doesn’t resemble the tarmac you would find BSB racers riding on you are going to suffer.

"That said, when you find that perfect stretch of road the Ninja comes alive and you can see why this chassis has won so many WSB titles. When it’s good it’s very, very, good. When it is bad it’s bloody horrible!"

New cams, valves and a 20% lighter valvetrain sees finger-follower valve actuation for the first time, as found in the BMW’s S1000RR and the latest Suzuki GSX-R1000. It allows the engine to spin-up quicker and maintain high rpm more reliably. Power is up from a claimed 197bhp at the crank to 200bhp.

The RR version also has lighter titanium Pankl con rods, which saves 400g, reduces crank inertia by 5% and allows a 600rpm higher rev limit.

Urry says: "It is a motor that is very much two-stage in its power delivery, which will either appeal or frustrate. Below 8000rpm it is docile and remarkably civilised, which can either be viewed as relaxed or lacking in drive depending on your point of view.

"Get the revs up, however, and the Ninja switches character and goes completely insane and as the rev counter crosses the 8000rpm mark it even turns from orange to red as a warning. 

"In this range the sheer ferocity of drive and instant punch takes your breath away as the Ninja delivers exactly the experience you would expect from something with 200bhp on tap.

"On the road this two-stage power delivery means you can easily ride it gently when you want and then dip into the power for a quick shot of adrenalin when the road ahead is clear.

"The new head makes virtually no difference to the way the power is delivered and will only be appreciated by racers, not road riders – especially as the new red cam cover, which signifies the updated head, is impossible to see behind the fairing!"

This generation of motor and chassis can be traced back to 2011 and a quick glance of our owners’ reviews section for that and the 2016 model show nothing but glowing reviews for reliability and durability. The introduction of a new style of valve train is unlikely to change that and anyway, how many road riders will ever stress a 200bhp engine?

The Ninja is decent value when you consider what you are getting in terms of technology and track pedigree and it is the only one of the litre inline four Japanese sportsbikes that can genuinely boast race success on a world level.

But by the same token you are getting a bike that has remained visually fairly unaltered over the years. It’s lacking the latest and greatest brakes, 200 section rear tyres, electronics and gadgets. It doesn’t even have a TFT dash, Bluetooth connectivity or datalogging apps, which does make it seem a little behind the game.

But in terms of pure cash the standard ZX-10R is one of the cheapest superbikes you can buy. The best of the superbike class are all more expensive, including the Ducati Panigale V4 S, BMW S1000RR and Honda Fireblade.

In terms of sportsbike technology, the Ninja has just about everything with three power modes, five-stage traction control (you have to be stationary to deactivate it), angle-sensitive ABS and traction control, launch control, anti-wheelie, engine brake control and 2019 sees an autoblipper function added to the quickshifter. 

But, and this is a big but, the LCD dash is horribly dated when compared to the current crop of TFT displays and that really takes the shine off the Ninja. To gain semi-active suspension you need to invest nearly £5000 more for the SE model, which also comes with lightweight forged aluminium Marchesini wheels.