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Kawasaki is taking its assault on the market gravely, not resting for a moment, it seems, as its superbike attempt has been stepped up with a heavily revised ZX-10R. This can only serve the company well, as the mighty Ninja is the latest (and last) entry from the Big Four to ante up. Yamaha and Suzuki overhauled their liter machines last year, and we now know (much to their chagrin) from about two weeks ago that Honda is going to reveal a new CBR1000RR this week.

As an indication of how committed Kawi is to its literbikes, they proudly proclaim that Japanese Superbike racer Akira Yanagawa was the willing guinea pig chosen to help bring the 10R back to the ring to take another swing. The ‘08 bike is basically a ground-up restoration, so let’s dive in and see what’s new.

Plenty of tweaking and twiddling happened in and around the 998cc liquid-cooled, DOHC, 16-valve, inline-Four. Intake ports, exhaust ports and combustion chambers were reshaped in an effort to improve flow with a focus on top-end poke without sacrificing the mid-range grunt that the previous 10R was famous for. Specifically, the exhaust ports are narrower, while exhaust valves went on a diet, shrinking from 25.5mm to 24.5mm. Cam profiles also received attention, getting higher lift for greater power at higher revs.

On the induction side of things, the ZX picked up secondary fuel injectors aimed at improving top-end spank, and oval throttle bodies replace the old round units with the hope of better and more precise throttle response. Additionally, the ram-air system had its eating duct reshaped in order to quiet intake noise (Ugh! Why do that?) While force-feeding a bigger air box with new oval-shaped velocity stacks.

Tied directly to the improvements in the fueling is a new ignition system that “assists with torque management by monitoring throttle opening, gear position and rate of rpm change, then retarding ignition timing to reduce torque when sudden unwanted rpm spikes are detected.” This sounds suspiciously like a form of traction control, although the TC term is not used in Kawi’s press materials. Basically, the idea is that the bike’s brain will make the conclusion for you as to whether or not you really need all the power you requested at that moment when it considers a myriad of other factors.

If you can’t tell by looking at the photos, an all-new exhaust system resides mostly under the engine, not under the seat as in ‘07. Looking an awful lot like systems on other bikes these days, it has a pre-chamber situated under the engine to help with noise reduction while keeping the titanium can as small as possible. It also meets those stupid Euro III standards and keeps the C of G desirably low. Chalk up another Buell idea adapts? On the way to complement the newfound power characteristics of the ZX-10R, the gearbox has received several tweaks. First, fourth and fifth gear ratios were lowered, and the counter shaft and rear sprockets run a 17/41 combo.

Speaking of the swinger, it’s now made with pressed instead of cast-aluminum beams. And just to prove no stone was left unturned, even the sub-frame was overhauled, becoming narrower, and it now mounts to the frame’s upper cross-member in order to give the rider more feedback as to what the rear suspension is doing.

More newness makes its way onto the Zed, this time in the suspension. Super-slick Diamond Like Carbon (DLC) coating graces the fork tubes for less station on the fully-adjustable 43mm inverted fork. Relocating springs to the bottom of the fork is said to reduce oil frothing. Rear postponement changes include dual (low and high-speed) compression damping on the fully-adjustable rear shock, and a new mounting spot for the Uni-Trak linkage connects that shock to the top-braced swingarm.

A process called squeeze-casting results in what Kawasaki says are lighter and stiffer five-spoke wheels. The benefit is less unstrung weight which should translate to better handling and suspension control. Braking responsibility are handled by radial mounted Tokico calipers that crush down on 310mm (10mm bigger than last year) petal rotors, and feature reduced thickness from 6 to 5.5mm. The rear petal disc is 220mm.

Though Kawasaki likes to tout the ZX-10R (and 6R) as racebikes with lights, it appears that street people weren’t forgotten. A reshaped fuel tank has more flare (we wish we could come up with a really good “Office Space” reference) to allow the rider to rest his or her weary arms whilst caning the bike through a turn. The top of the tank has a alcove added to make room for the helmet’s chin bar when in a full tuck at the back a new, compliment windscreen. A quick note about this reshaped tank: the compact fuel pump from the 2007 ZX-6R now resides in the 10R’s tank since it takes up less space and permits the same tank volume despite the additional space required for the secondary injectors.

The saddle also got some work. It’s now shorter front to back, narrower at the front and softer (Thank you!). We’re not sure if this will matter to anyone, but a “special rib” was added to the end of a new throttle. This is hypothetical to give the rider better feel through the rubber grip.

Lastly, a new front fender directs cool air toward the radiator; redesigned mirrors now have integrated turn signals and are easily removable for race day, as is the new license plate holder/rear signal combo. A new LED back light keeps others on the road aware of your presence and intentions. The 2008 liter wars are determining up satisfactorily, through Honda’s soon-to-be-released CBR1000RR, this Kawasaki and the recently upgraded R1 and GSX-R1000 from 2007. Bikeintro.com can’t wait! How about you?

Specification

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four

Displacement: 998cc

Bore x stroke: 76.0 x 55.0mm

Maximum torque: TBD

Compression ratio: 12.7:1

Fuel injection: DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder

Ignition: TBD

Transmission: TBD

Final drive: TBD

Rake/trail: TBD

Front tire: 120/70 ZR17

Rear tire: 190/55 ZR17

Wheelbase: TBD

Front suspension/travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs/TBD

Rear suspension/travel: Bottom-Link Uni-Trak with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload/TBD

Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers

Rear brakes: Single 220mm petal disc with single-piston aluminum caliper.