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I’m either way on it-it’s not the ugliest but it ain’t the prettiest, either. LED lighting abounds in the new 10R, the lights hidden inside an all-new face that’s caused quite a stir among sportbike beauty debaters.
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The winglets are paired with a more aggressive, wider stance from the handlebars, and the screen has grown 40 mm to help you tuck in when in full send mode (for me on track at 183 cm, this was a god-send). The winglets are discreet, tucked in either side of the fairing and help increase downforce a significant 17 per cent while reducing drag by a claimed seven per cent. Thus, Kawasaki is also going this direction to give Rea the downforce he so craves. This is the same route Aprilia took with the spectacular 2021 RSV4, a far less garish design than the wide wings used by Ducati but no less effective. The Italians have been on this train for a few years, but the Japanese have been slow to react with only Honda developing inboard winglets on their CBR1000RR-R SP. 2021 Kawasaki ZX-10Rįor a WorldSBK racer to have downforce wings fitted, the production machine must also. Ok, so where’s the difference? It’s in the Emperor’s New Clothes, sir.Ī change is as good as a holiday, as the saying goes, and the one thing that was annoying Jonathan Rea more than anything was his Kawasaki didn’t come with the fancy wings all the other kids in school had. Even the now-third generation Brembo M50 four-piston front brake calipers have been retained. They’ve been slightly altered, with slightly softer front springs while the rear spring is a slightly heavier 95 N/mm.
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Kawasaki were the first to use the fantastic Showa Balance Free Front Fork and the Balance Free Rear Cushion shock on the 2016 ZX-10R and thus we shouldn’t be surprised to see them retained. The swing-arm itself sits lower in the frame and the rider is tilted a mere 0.2 percent closer to the front-end to help put more weight over the front under braking and cornering. The frame and swingarm are unchanged although the wheelbase is 10 mm longer, achieved by a 2 mm greater fork offset and the wheel sits further back in the swing-arm, thanks to a longer length adjuster. It’s a similar story with the chassis and suspension. There’s a new exhaust, new oil cooler, a gearbox with shorter ratios in the first three gears and a shorter overall final drive to help get the green hulk out of the corner hard on full throttle. As such, the powerplant is essentially unchanged from the unit that debuted in 2016.
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It’s one of the most reliable, robust superbike motors out there, capable of punching out near 200 hp at the tyre with a few simple mods like a pipe and a flash for Superstock racing overseas and Superbike here in Australia. The motor was never really the issue with the Kawasaki. The machine responsible for this green streak is the redoubtable ZX-10R (or ZX-10RR if we’re being picky), but the last time we saw any major changes to the steed was back in 2016 with the debut of the light crank, over-square motor that is still fitted to this 2021 edition. The company’s might was pushed 100 per cent into production racing’s top-tier in 2010 rather than whizzed away at the bum-end of MotoGP, and the results have been undeniable (Kawasaki’s certainly got better bang for its commercial buck in WorldSBK than Aprilia has in MotoGP and for less than half the cost). Kawasaki’s success at WorldSBK competition is no accident. Kawasaki and Jonathan Rea have been near unstoppable over the last six years, taking six consecutive titles in a reign even more dominant than our own Mick Doohan enjoyed in the 1990s. It’s reasonable to say the past near decade of international superbike competition has belonged to one brand and one man.