First Ride: 2008 Kawasaki ZX-10R

Kawasaki's first-generation ZX-10R sportbike introduced in 2004 not only raised the performance bar but the hair on the back of our necks. Lean, mean and green, the big Ninja blitzed the quarter-mile and set quicker lap times than its competition in our head-to-head comparison test, but also could be quite frightening when ridden near its limits. That's changed with the all-new 2008 ZX-10R. Kawasaki has focused its efforts on not only improving the bike's track prowess but also in making its considerable performance potential more accessible to a wider range of riders.

The 10R's familiar six-speed, 998cc, liquid-cooled inline-Four has received refinements aimed at increasing high-rpm power while retaining the same strong low-end and midrange performance we've come to love on the street. Showerhead-type secondary fuel injectors are now utilized for improved top-end power output, feeding oval-section throttle bodies that offer improved throttle control and response over the conventional round-bore mixers they've replaced.

But the most intriguing feature of the powertrain is a limited form of traction control called KIMS (Kawasaki Ignition Management System) that reduces power by retarding the ignition. Don't go grabbing a handful of gas while leaned over, though, as KIMS only intervenes when a spike in engine rpm is detected at a constant throttle setting.

On paper, comparing the chassis dimensions of the new machine with those of its predecessor would suggest a slower-handling platform. Wheelbase has stretched a full inch, now measuring 55.7, and the 25.5-degree rake is also 1 degree more relaxed than its predecessor's, along with .3-inch more trail. And the bike's claimed dry weight of 395 pounds is 9 more than before.

Our first ride aboard the new Ninja came at the model's world press launch staged at the 3.375-mile, 16-turn world-class Losail Circuit in Qatar along the Persian Gulf. During our limited time aboard the bike circulating the dry circuit, we detected no KIMS interaction but would expect the system to be an asset in wet conditions.

The real surprise came in the handling department. Turn-in and direction changes feel lighter than they did on last year's bike. The new exhaust system has lowered the bike's center of gravity by doing away with the 2007 model's twin underseat mufflers. Frame and swingarm updates have improved feedback and steering response.

At $11,549, the ZX-10R is a true performance value. Its race-quality chassis and suspension, powerful but smooth-running engine, advanced electronics and cutting-edge styling all pay dividends on the dollar.

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