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If you want torque and bottom end power then look away now. However if you want arm ripping acceleration and a 1000cc engine that seems to rev like a 600 you’ll be wanting the all-new ZX-10R. Kawasaki is quoting nearly 200bhp with ram air, more than last year’s bike which was never a slow bike.

As the latest ZX-10R is brand new, it’s near impossible to comment on the motorcycle’s reliability. However there haven’t been any problems with previous models, and Kawasaki engines are generally regarded as bullet proof. On face value there is high level of quality materials used and recent high mileage Kawasakis we’ve ran on the MCN fleet have coped with everything, even a few freezing salt ridden winters.

Even though the latest Kawasaki ZX-10R is actually heavier than last year, it doesn’t feel it. The shape of the motorcycle is much thinner which makes the bike feel lighter and more manoveable. Its wheelbase has been increased and the rake has been stretched which adds stability, yet the ZX-10R still turns with ease. However, make sure that steering damper is turned up.

The new Kawasaki ZX-10R is competitively priced, looks the part and on first impressions from the launch looks like its going to be the fastest 1000cc sports motorcycle out there. So if you want the fastest you are going to have to pay the price. Still you can always sleep with peace of mind, as build quality is now a match for the Honda and second hand prices shouldn’t plummet, depending on its bad boy reputation.

Kawasaki was the first manufacturer to fit a back torque limiter or slipper clutch, and it’s the same again for the new ZX-10R. There’s also radial brakes, petal discs, fully adjustable suspension front and rear and an Ohlins steering damper as standard. Also, don’t forget Kawasaki new Kawasaki Ignition Management system, which is designed to reduce wheel spin under extreme circumstances.

A major overhaul of the old, forgotten about ZZ-R/GPX 250 engine has bought Kawasaki Ninja 250R bang up date by being environmentally friendly and as easy to use as a Raleigh bicycle. The Kawasaki Ninja 250R’s claimed 33bhp is spread thinner than gold plating – there’s no sensation of the power coming into play or fading as the motor spins to 14,000rpm so very quickly. Fuel injection does what it does precise and cleanly, which kinda sums up the motor.

Good marks here because the Kawasaki Ninja 250R is a good motorcycle – it works perfectly as a motorcycle, and works better as bike to gain confidence on. MCN’s only worry is what will the Kawasaki Ninja 250R be like after the 24 month probation period; a period of time where the bike will undoubtedly be hammered non-stop and (hopefully not) be treated much the same as a cheapy 125cc learner machine.

The Kawasaki Ninja 250R is a lithesome agile number that makes the most of narrow tyres, high-ish bars and minimalist 154 dry weight figure. It all adds up to make town work and B-road rides a hoot – think slightly more powerful 125cc sports learner motorcycle and you’ll be spot on. The Kawasaki Ninja 250R’s suspension is perfectly suited to all but the worst of UK roads but lacks any damping adjustment, which is a blow on the rear side because the single rear shock needs more preload to keep the bike from getting all floaty and bottoming out. The standard tyres are for upright city use in our book.

You could do worse by buying a more powerful machine and getting it restricted especially if it’s a new bike where insurance costs will be horrific. Even a decent private-sale second-hand bike would be expensive and probably lose more money over the next 24 months.

You wouldn’t know it, even looking at the Kawasaki Ninja 250R up real close, but it is manufactured in Taiwan under strict quality control. The gear linkage looks budget but is no worse than other manufacturer budget-line specials. The clocks are olde worlde analogue and there’s even a front wheel driven speedometer cable, which is novel. But the styling and dramatic black or corporate green paintwork is choice and the wave-style brake discs are ultra-cool… on a what is essentially a learner bike.

In terms of chassis and handling the new Kawasaki ZX-6R a big step forward over the old ZX-6R. The new big piston forks use MotoGP technology and make a huge difference. They take a little getting use to at first but enable you to brake devilishly late yet the bike remains stable. Engine wise 115bhp at the back wheel makes it the most powerful standard 600 we have ever tested.

Kawasaki build quality has really improved over recent years, not that it was poor to start with. We’ve run many Kawasaki long term bikes over the years at MCN with very high mileage and never had a problem with any of the bikes therefore there is no reason to question the reliability of the new ZX-6R

Kawasaki is claiming they have shed 10kg off last years bike, which is a huge amount for a supersports 600. It certainly feels lighter, more lively and turns in much easier. It’s easy to spot the difference between the new and old bike when riding them back to back. But the huge gain over the competition is the new big piston forks which are stunning.

On the initial launch of the 2009 Kawasaki ZX-6R the engine improvements didn’t feel too significant, more midrange but not too much at the top end. However, the Japanese test track was at altitude, and now we’ve had the bike on the Dyno in the UK its easy to see the gains. Kawasaki is claiming a significant boost in the midrange which was always a weak point of the old bike with some serious power up at the top end.

Its right in the ball park up against the competition, and considering it’s a new bike with the latest technology it seems good value for money. Kawasaki also run an attractive insurance package too. The Suzuki GSX-R600 is slightly cheaper and there are deals to be had on the Yamaha R6 but they are a few years old now.

Fully adjustable suspension front and back, designed with help from Showa using MotoGP technology for starters. Slipper clutch as standard which works excellent, radial brakes with wavy discs and there is even a lap timer incorporated into the clocks.

The first Kawasaki ER-6n already offered fantastic value for money – fun, practicality and decent looks for £4500. It didn’t need a revamp, but for this year it now has a classier more grown up image. The chassis has been tweaked to isolate vibration, and suspension quality was also improved in response to owner comments.

The parallel twin engine was created just for this bike, and makes around 65bhp at the rear wheel. It doesn’t sound much, but it has a wide spread of torque that’s enough to make gear selection less crucial. It’s fun and up for some stunt riding, but the ER-6n will also mollycoddle new riders with it’s friendly power delivery.

Basic suspension and chassis should translate to a crude ride, but the Kawasaki manages to provide an entertaining back road handling package. Bump absorption is OK, but over fast surface the shock rebounds a little too quickly. But it never gets out of hand, so you can overlook it. Again, newbies will appreciate the easy handling.

Build quality is basic as befits the price tag, though the metallic paint looks great. Look after it and should stay looking good for years – neglect it and corrosion, paint fade and seized brakes are the likely result. The engine largely the same, and no major problems have been reported.

A digital rev-counter/analogue speedo has a useful fuel gauge incorporated, and plastic trim around it hides the fittings where the old model was bare and ugly. Pillion grab handles, decent mirrors and a comfy seat are welcome for the modest price tag.

For the money you’ll struggle to find such a match of rider friendliness, fun factor and good looks. It’ll do most things you ask of it without feeling inadequate, and only the shortest of riders will struggle to get a firm footing, so it’s accessible to just about everyone.

Kawasaki has revived a dead class of motorcycle – the cheap and cheerful trail bike. Soft power, a novice friendly chassis and low running costs are completely at odds with the hardcore enduro styling. It’s as happy getting back and forth to work every day as it lolloping along green lanes.

The liquid-cooled single dates back 20 years, and feels like it. Power is modest, but there’s no danger of it ever catching you out. 70mph is just about flat out – it seems Kawasaki restricts the engine in the upper gears, as it seems to lose its ability to rev in fifth and sixth. You have to be very brutal with it off-road to get the wheel-spinning, and combined with the whisper-quiet standard exhaust it won’t offend rambler as you cross the countryside.

From a distance the KLX is a smart machine, but look closely and the details is cheap. It doesn’t take much off-road use to damage the finish either – boots rub paint through and everything quickly looks scruffy. MCN’s test bike has suffered two mystery electrical faults too – though that’s likely to be unique to this bike rather than a widespread issue.

The standard dual purpose tyres are fine on the road, though struggle with very loose or wet surfaces. The suspension is very soft and pitches back and forth, though it means it deals with potholes very well. Heavier riders will need to up the preload to stop the suspension bottoming out off-road. Again, more suited to sedate off-roading rather than hammering around an enduro course.

If bike prices hadn’t been forced up by the poor exchange rate, the KLX could have been a bargain, but at a quid under £4000 it’s a pricey way to get a soft, basic trail bike. It’s hard to recommend it to anyone – commuter riders would be better off with bikes like Kawasaki’s own Ninja 250R. Off-road riders will be happier with something more up to rigorous riding. The KLX is a pleasant bike – but it’s hard to identify who should buy one.

The KLX is a simple machine – the LCD dash give the basics, the only storage is a small canvas bag on the tail and the seat isn’t really up to big miles or two-up use – it has pillion pegs, but they’re a token gesture and the bike struggles.  But that’s fine – it doesn’t pretend to be a sophisticated machine. As long as you’re not expecting R1200GS levels of kit, then it does exactly what it promises.

Kawasaki has given the GTR a significant upgrade, added to the comfort of the original model with a larger screen and include heated grips as standard. But more interestingly they’ve improved the safety of their flagship tourer with new ABS and traction control. The traction control is really impressive and works off the ABS wheel sensors and is the most advanced system currently available on a road bike.

There is no reason to question the Kawasaki 1400’s reliability as the ZZ-R14 on which it’s based is proving bulletproof and Kawasaki are renown for producing reliable motors. MCN ran the older GTR problem free for 30,000 mile in a year, without a glitch. Shaft drive will add to its longevity.

Kawasaki has left the engine alone, which has been a strong point of the larger tourer. The powerplant is taken from the mighty ZZ-R1400 but detuned for more midrange. The GTR also now boasts variable valve timing, the first on any Kawasaki, which has the smoothest operation on the market, far better than Honda’s VFR. It also has nearly 140bhp and gallons of torque, both of which are class-leading.

The GTR is expected to go up in price compared to the old model, however most bike prices have increased in 2009 and it’s still priced competitively against the competition from BMW and Yamaha. Second hand prices of the older model seem to be holding, too.

Kawasaki hasn’t played around with the handling, either, which was not a fault of the old model. There’s a slightly stiffer spring at the rear, but that’s about it. For a large bike, the GTR can be hustled along with confidence, but you need a lot of confidence in the front Bridgestone tyre, which has been specifically designed for this model. The new linked ABS braking is excellent, and it’s changeable for riding fully loaded or with pillion and luggage.

This is an area where the old GTR lacked, especially when compared to the competition from BMW. However, Kawasaki has addressed this and now the GTR comes with more options as standard like heated grips, larger screen, ABS and traction control as standard. There is also an additional mode button on the left bar to scroll through the informative clocks while the electric screen is pre-programmable.

The 2010 Z1000 is the most impressive sports naked ever to roll out of Japan. It has excellent performance, handling and is super-stylish to boot. It’s less intimidating and easier to ride than a fire-breathing European super naked too. Compared to something like a KTM Super Duke or Ducati Streetfighter, the Z1000 is on the heavy side, the brakes lack bite, the engine power isn’t ‘bang’ in-your-face and the tyres are disappointing. But if you want big super naked kicks you have to spend big money. The Z1000, on the other hand, delivers a lot of bang for your buck.

It’s out with the old 953cc ZX-9R-based motor and in with a brand new 136bhp liquid-cooled, fuel-injected 1043cc inline-four-cylinder engine. It has a 5.1mm longer stroke than last year’s Z1000, to boost mid-range power. Downdraft 38mm throttle bodies are up 2mm and have longer inlet trumpets to further boost mid-range power. A secondary balancer shaft is used to reduce engine vibes. The Z1000 is all about mid-range grunt and between 4500rpm and 10,000rpm the power is very impressive. There’s wheelie inducing grunt if you chase the revs, but the low-down power isn’t as instant as we’d like. Fuelling is perfect and there’s few vibes to speak of, although you find yourself looking for a ‘seventh’ gear around 5000rpm in top, where the motor is a quite ‘buzzy’.

For the first time the Z1000 gets a superbike-style aluminium twin spar frame, using the engine as a stressed member. The five-piece die-cast aluminium construction frame is 3-4kg lighter than the old tubular steel/cast ali mix frame, with torsional rigidity increased by 30%. It runs over the top of the engine, ZX-10R-style to keep the Z1000 nice and slim. The old steel subframe makes way for a lightweight aluminium item.

The aluminium swingarm features distinctive eccentric wheel adjusters first seen back in the day on the likes of the GPZ900R and 1980s aftermarket swingarms, like Metamachex.
The rear shock is mounted horizontally, which Kawasaki say helps mass centralisation and places it away from the heat of the exhausts. It is adjustable for preload and rebound damping, but not compression. For the first time the Z1000 has fully adjustable 41mm upside down forks. The riding position is spacious, comfortable and friendly. Handling is predictable and the Z1000 can be hustled around with the best of them. The only let-downs are the slightly weak brakes and the awful OE Dunlop D210 tyres.

It’s a full five stars for the Z1000’s build quality. With its mix of angular lines, swoopy curves and fastidious attention to detail, it’s a machine that’s been lovingly designed. Going by previous Z1000s, reliability won’t be an issue.

It might not be the most savage of all the super nakeds, but it’s superb value. We estimate the cost at £7200, which is cheaper than the £7999 Speed Triple and a heap less than the £11,495 Ducati Streetfighter.

There’s radial brakes, fully adjustable forks, a shock adjustable for preload and rebound damping, sexy ‘quad’ exhaust cans and a three-way tilt-adjustable dash. UK machines don’t come with the ABS option that some markets will get.