Actually, this was a weak point of the previous ZX-10R. Riding on a 25-millimetre longer wheelbase, the new model has seen its rake angle increased by 1.5 degree for extra stability, while the head stock has been moved 10 millimetres forward for more precise handling going in to corners hard. The more rigid frame provides greater stability under hard braking, while better calibrated lateral flexibility of the chassis and the swingarm help soak up bumps more effectively when fully leaned over in corners.

A highly visible green area indicating the engine’s optimum rev band (from 6,000 to 12,500 rpm).

The braking system gets new 10mm larger discs (Now 310mm) and 4-piston aluminum calipers. The adjustable fork tubes are stronger to better handle heavy stress upon braking and they benefit from high-tech DLC (Diamond-like Coating) low-friction coating. As for the Uni-Trak rear suspension, the Showa shock now features dual (low- and high-speed) compression damping in addition to preload and rebound adjustments.

Radical ergonomics
The seat is firm and high, the rider’s legs are bent in a tight angle and the chest leans forward -- forget sophisticated creature comforts, as the ZX-10R offers a track-oriented riding position. That said, the tank and seat favor rider mobility, as in hanging off the bike in corners at the track, as well as making it easy for the rider to touch the ground when stopped. Light touring enthusiasts will likely not appreciate the ergos, and will look more towards the more comfortable and easygoing ZX-14.

The comprehensive dashboard features a nice big analog tachometer with a highly visible green area indicating the engine’s optimum rev band (from 6,000 to 12,500 rpm), as well as a digital display incorporating a stopwatch and the always-convenient gear indicator, as well as the usual idiot lights for engine temperature, high beam, etc.

Hold on tight!
Below 6,000 rpm, the ZX-10R is on its best behavior, things start happening fast up from 6 to 9,000 rpm, when all hell breaks loose. This engine is no Casper Milquetoast, as it screams and shoots you forward. You’d better hold on tight because the pleasant storm keeps it up until you reach the electronic cut-out point just above 13,000 rpm.

The braking system gets new 10mm larger discs (Now 310mm) and 4-piston aluminum calipers.