Indeed, a lot of thought and effort has gone into the new ZX-10R, including a 
powerful electronic brain that contains more than 500 engine-control maps which govern some sort of anti-wheelspin program that Kawasaki says we shouldn’t describe as traction control. Whatever the Kawasaki Ignition Management System (KIMS) does or doesn’t do, we can tell you this new ZX-10 inspires loads of confidence to twist the throttle hard when exiting corners, as we found out while navigating the Losail International MotoGP Circuit in Qatar a couple of days ago. “It curtails sudden spikes in engine speed,” explained Kawasaki’s U.S. Product Manager, Karl Edmondson in Qatar. But he made sure to add that “it’s not a traction control system.”
Basically, the sophisticated ECU retards ignition timing when it senses wheelspin via a myriad of sensors such as engine speed, throttle position, vehicle speed, gear position, , cam position, etc. We were told that the system doesn’t engage when the throttle is twisted hard. Rather, it will engage only when rear-wheel slip is detected at neutral throttle openings. Big K reps note that the KIMS settings are for high-level riders pushing the limits, but we might envision a circumstance in which KIMS might prevent a spill in low-traction surfaces on the street. .
"The 2008 is smaller, skinnier and sharper..."
The’08 is smaller, skinnier and sharper, sized almost like a 750-sized machine. Most pleasing is that it’s much more reactive to rider inputs, responding sharply and with total cooperation. And despite its incremental weight increase (largely the result of the controversially styled exhaust that includes all the emissions B.S. such as three catalyzers and a large under-engine pre-chamber), it definitely feels lighter. Positioning the bulk of the side-mount stainless steel exhaust system’s weight (and titanium muffler) nearer the bike’s roll center – as opposed to the previous dual underseat cans – must be a factor.
All previous ZX-10s were never short on power, and this year’s model is no exception. According to Kawasaki-supplied data, this latest Ninja boasts an increase in crankshaft horsepower of 6, now up to 179 horsepower at 11,500 rpm compared the paltry 173 hp of the previous iteration. With the assistance of force-fed air to the pressurized airbox, we’re told it churns out 189 hp at its peak. We expect 160-plus at the rear wheel. A maximum torque figure of 83 ft-lbs is achieved at 8700 rpm
A minor nit to pick is a slightly mushy feel at the lever due to the use of rubber brake lines. Feel could undoubtedly be more direct with the addition of braided steel lines. A Kawi rep told me that steel lines aren’t used because the sharper initial bite could be a bit much for the average street rider. For example, the ABS-equipped Z1000 sold in Europe has steel hoses, but the version without ABS has spongier rubber lines. Gotta protect ourselves from ourselves…
It was difficult to judge the ZX’s suspension at Losail because of the perfectly smooth GP-level surface, but it’s worth noting that the bike I shared with two other journalists at the track was able to be set up optimally despite rider weights that varied by more than 40 pounds. Partial credit goes to a new rear shock that incorporates separate high- and low-speed compression damping circuits and a 43mm Kayaba fork that uses a low-friction Diamond-Like Carbon (DLC) coating on the inner fork tubes. And it didn’t hurt to have legendary AMA Superbike wrench Joey Lombardo performing the knob twiddling in my pits!
But, really, these aren’t problems that would prevent me from considering owning such a potent package. It’s sure to be as fast as anything, it’s way more controllable than you’d expect from a literbike, and it’s a thoroughly developed instrument that makes its rider look like a hero.
Kawasaki’s got a winner with this green machine, and it’s going to take an amazing new CBR from Honda run with this stellar motorcycle.
http://www.motorcycle.com/manufacturer/kawasaki/2008-kawasaki-zx10r-70426.html
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Engine Type: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
