KAWASAKI ZX-10RR (2021 - on) Review

Benefitting from the same geometry changes as the stock bike (an 8mm longer swingarm for stability, 2mm more fork off-set and a 1mm lower swingarm pivot point), the RR’s lightweight seven-spoke Marchesini wheels mean it drops into bends with greater eagerness than the R.

• Latest news: Radically restyled Kawasaki ZX-10R and ZX-10RR unveiled

You need to treat it more like a racer and throw it at an apex rather than gently roll in but it rewards aggressive input through noticeably better agility than the stock bike. Unlike the R you have the option to adjust the RR’s swingarm pivot point but this is really only a benefit to race teams.

For 2021 Kawasaki have altered the suspension set-up on both the R and RR with more weight now placed over the front wheel through revised spring rates (firmer on the rear, softer at the front) as well as a new riding position, which helps the Ninja’s agility.

Slightly strangely, Kawasaki don’t fit braided steel lines as standard to the stock Ninja, however they do on the RR this gives it much better brake feel for track riding. With less lever movement and more consistent braking performance, they are a huge benefit.

Should the stock bike have them? Rubber lines do give a nice initial ‘squish’ for road riding, so arguably braided lines suit the track-focused RR more than the R. The RR also gets the new aero package, which apparently adds 17% more downforce when compared to the old shape of fairing that lacks the integrated winglets – racers may spot this, road riders are unlikely to.

The RR gets lightweight internals in the form of Pankl titanium conrods and low friction pistons as well as a more aggressive inlet cam. Shedding nearly 500g from the RR’s spinning parts when compared to the R’s motor, these make a big difference to throttle pickup.

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While not that noticeable hard on the gas in a straight line (it also has the R’s lower gearing), when you first open the throttle to exit a bend the RR is more instant in its response and quicker to build up acceleration.

The extra 500rpm over-rev the RR gets is also really handy on track, allowing you to hold a gear where on the R you are forced to either short-shift or bounce it off the limiter. But it’s not all good news.

Despite its higher-spec motor, the RR only makes 1bhp more than the R and actually has 2.3ft.lb less torque. Why? As it is road-legal it is Euro5-compliant and that has strangled its performance through emissions restrictions in the exhaust and ECU. Kawasaki are confident a full system and ECU re-map (when available) or kit ECU will release at least 20bhp.

As the RR is a road-legal production motorcycle, you get two years’ warranty – although as you would imagine, this may have a few clauses in it that means race bikes aren’t covered... The same is also probably true of the PCP deal!

In terms of reliability, there is no reason to assume the RR will be any less reliable than the R and on the road you are highly unlikely to ever stress the motor. The build quality seems good and Pankl manufacture their parts for use in extreme situations such as a WSB race bike, so all should be well there too.

As the RR is such a unique bike, it is hard to really comment on running costs and value. If you buy one as a road bike it has the same service intervals as a normal ZX-10R, which is every 7500 miles with a valve-clearance check at 15,000 miles.

In terms of value, there is an argument that a homologation special such as the RR may go up in value or be seen as a longterm investment, especially as the vast majority will be taken on track, but history suggests that this isn’t the case with the ZX-10RR, so don’t assume you are being clever by buying one and keeping it on the road.

When you look at its rivals, you are really only talking about the Ducati Panigale V4 R, which is an eye-watering £34,995, and the £30,935 BMW M1000RR. Honda, Yamaha and Suzuki don’t have full-on homologation specials.

That said, the Yamaha R1M is £22,602 and Fireblade SP £23,499 and both come with semi-active suspension where the normally-suspended Suzuki GSX-R1000R is £16,999. The Aprilia RSV4 Factory is £23,000 and also features semi-active suspension.

The RR is a platform for race teams and as such comes with all the parts homologated that FIM rules won’t let them change. So you get lightweight Marchesini wheels, titanium Pankl conrods and lightweight engine internals as standard alongside the new aero package.

Road riders (there may be a few...) will appreciate the new TFT dash which has connectivity via Kawasaki’s Rideology app, standard fitment cruise control and the option of adding heated grips.

A Performance Edition adds a road-legal Akrapovic carbon slip-on can, tank pad and a smoked screen for an extra £800. If you want to go beyond this you are talking factory kit parts and that’s when it gets very expensive...