kawasaki ZX-7R

Even though claimed power figures are slightly higher for the 2010 model, the new ZX-10R in stock form doesn’t really feel any faster than the previous version, which can surely be attributed to the more stringent EPA noise and emissions tests that have forced the manufacturers to keep their top-end power levels in check (of course, it’s not as if the previous ZX-10R was a slug…). Another reason is that the new ZX-10R’s powerband is smoother, without the in-your-face upper midrange hit of the previous generation that always gave the impression of serious steam.

The S-KTRC is adjustable to three levels, as well as being turned off. Level 3 is meant for low traction (wet) conditions, so it was too intrusive on a dry racetrack—although we’d like to see how it behaves in those conditions. Level 2, however, was very transparent; it seemingly allows the same amount of wheelspin as the “Race” setting on the BMW S 1000 RR, while simultaneously providing more drive. In fact, it’s this transparency where the S-KTRC system excels; instead of coarsely reigning in power to the point that the bike either isn’t giving you the power you want when you ask for it or the tire ends up going into a spin-grip-spin series of gyrations, the Kawasaki simply continues smoothly driving forward even with the rear tire spinning and hung out slightly. The power reduction is so subtle that often the only way you can tell is by the bar graph that displays the intervention level on the bottom of the dashboard’s LCD panel.

While the amount of tire slip Level 2 permits is fairly high, the intervention threshold of Level 1 is basically experts-only. You really have to be aggressive with the throttle and spin the tire in order to activate the system, and because of its high threshold, the system is not idiot-proof. Grab a handful of throttle and spin the tire while cranked over at maximum lean in a slow corner, and the system will let the tire slip continue to the point that if the rider backs out of the throttle instead of picking the bike up onto the fat part of the tire, the resulting sudden gain in traction will upset the chassis enough to possibly put the rider on his head.

We also tried the ZX-10R with the S-KTRC system turned off, and found its powerband to be amiable enough that in the right hands, spinning the tire off corners can be accomplished with confidence and ease. And the Kawasaki’s acceleration was just as fierce, showing that the traction control system was indeed very transparent and non-intrusive in most riding conditions.