Doha, Qatar is well worth a visit, despite being halfway around
the world. The people are friendly, they like Americans, and the modern city is
essentially crime-free. But, it is Losail International Circuit’s grippy and
smooth track surface that makes the trip to the first stop on the MotoGP
calendar so very much worthwhile.
When Kawasaki invited RRMC to test its all-new Ninja ZX-10R
at Losail, naturally I was happy to go. The circuit is very fast, with front
straight speeds approaching 180 mph. Most turns are at least a 90-degree radius,
but because the track is so wide, they are typically taken in excess of 80 mph,
rewarding those who have the judgment and courage to carry momentum.
 RIDING STYLE
Helmet: Wiki Wave-100
Leathers: Spidi R-2 Kangaroo
Gloves: Spidi Race Vent
Boots: Sidi Vertigo Corsa.
(Click image to enlarge)
American showrooms are now taking delivery of ZX-10Rs shod with
all-new Bridgestone tires as original equipment. However, for this test—and
especially for this track—Kawasaki chose to fit Pirelli’s highly acclaimed
race-compound Diablo Supercorsa tires. Although high-grip, I did find that the
front squirmed somewhat under extreme braking loads at the end of the straight.
The Losail asphalt is very abrasive and, therefore, hard on tires; high grip
comes expensively.
On the second day, and as speeds increased, Pirelli fitted
World Supersport-spec Supercorsas in their softest SC1 compound at the rear,
and, up front, a new compound developed specifically for Losail. I found the
rear had even more grip than the first day’s tires, and the front tire had
dramatically improved feel and stability, enhancing my confidence.
My thoughts on my first foray onto Losail’s speedy surface were
governed by my concern as to which way the corners went and judging my entrance
speeds correctly. While resting after those initial sessions, it occurred to me
how seamlessly the ZX-10R works, and how truly user-friendly it is. I did not
have to worry about riding it; I did not have to fight it; the monstrous 192 hp
was controllable and smoothly delivered. Of course, the power comes in quickly;
but it is not frenetic or scary. Still, the front wheel will loft in the first
two gears without hesitation if desired. New electronics monitor engine and
vehicle speed 50 times per second; if the system detects an increase in rear
wheel speed while on a constant throttle, it reduces power output slightly by
slowing the ignition timing. Although not traction control, it is a high-tech
way to reduce wheelspin in changeable grip conditions. 
Handling has been enhanced by big changes to the ZX-10R’s
frame. Large holes on either side have been tube welded for rigidity. It is an
interesting idea, reputedly discovered by the AMA teams during the 2007 season.
Both the slightly lighter crankshaft and the 2mm-lowered swingarm drop the
center of gravity, aiding cornering. Turn-in is spectacular; the big Ninja feels
more like a 600 and can change direction on a dime. The revised frame stiffness
and the new low-down exhaust also demonstrate how hard Kawasaki has worked on
weight distribution and the centralization of mass. Handling was so responsive,
so predictable; I never had any concerns about making a corner even when my own
poor judgment had my entrance speed too hot. The ZX-10R is so neutral and so
precise that I could place the bike within inches of my marks and graze apexes
with my knee at will. Revised linkage is used with the Kayaba rear shock, which has
adjustable high- and low-speed compression damping; the Kayaba forks have
compression and rebound adjustment. As my speed increased on the first day, I
noticed the rear of the bike was squatting a little too much under hard
acceleration. Squirting on to the main straight in second gear, the rear balance
bias caused the front wheel to come up and induce headshake. It was not
disturbing enough to back off the throttle, but it was tough to control and
fatiguing. In the apex of Turn 1, also in second, I discovered mild understeer
as I came back on to the gas.
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