We’ve just heard about updates to the 2021 Kawasaki Ninja ZX-10R and the ZX-10RR, with a new look based around aerodynamics with integrated winglets, TFT display with smartphone connectivity, cruise control, integrated rider modes as well as some chassis and engine updates.

On the ZX-10RR, which will only be produced in 500 units worldwide, there’s some unique up-spec race and competition specific changes as well. So let’s have a look through the changes, with an update overview...

The liquid-cooled 998 cc in-line four powerplant is retained, but 2021 will see it in Euro5 compliant form, with better cooling efficiency care of a new air-cooled oil cooler, mounted below the radiator and running its own independent circuit.

Power is claimed at 203 P.S. peaking at 13,200 rpm, although ram air can boost that to 213 P.S., while torque is 115 Nm at 11,400 rpm On the ZX-10RR that’s boosted to 204 P.S at 14,000 rpm with a higher red line, or 214 with ram air, and the torque is actually a little lower at 112 Nm, at 11,700 rpm.

Things get more interesting with the ZX-10RR, with different height intake funnels eliminated, creating a new effective height of 5 mm for all of them which helps high rpm performance. Camshafts are likewise specially designed for high rpm performance, along with the valve springs, with machined retainers.

Titanium connecting rods and lightweight pistons on the RR are also designed by Pankl, saving 500 grams in total, with 20 grams off each piston, and running one less piston ring, for a shorter height and reducing friction. Piston pins are also DLC coated to reduce wear. This all results in the rev limit being raised to 14,700 rpm, from 14,300 rpm.

In the exhaust, the collector arrangement has been modified to help meet Euro5, plus boost power, with catalysers moved closer to the engine so they heat quicker. The silencer is a little longer, but still titanium alloy to save weight.

Gear ratios are also tweaked, with a shorter first through third, and a larger rear sprocket, jumping two teeth to 41. The race style cassette transmission remains, as does the adjustable back-torque limiting clutch.

The twin-spar frame remains, with the swingarm pivot point 1 mill lower to help rear suspension on corner exits. Race kit parts allow adjustable steering stem position and a millimeter of adjustability for the swingarm pivot in either direction up and down.

The wheelbase is lengthened by 10 mm to 1450 in total, with 2 mm in fork offset, and an extra 8 mm in the swingarm. This shifts the weight balance slightly forward.

Rear brake pads are revised, with the rear brake reservoir moved to be further out of the rider’s way. An RR specific fitment is the race spec steel braided lines.

Kawasaki claim the three-spoke standard wheels are one of the lightest designs on the market, and they are gravity cast, but the RR gets the seven-spoke Marchesini items, reducing unsprung weight. These can be fitted to the standard ZX-10R but there’s additional parts required to make them fit, available via accessory kits.

For the rider, there’s a 40 mm taller windscreen at a sharper, more upright angle, with handlebars 10 mm further corner and straighter. The rear of the seat is also taller, with footpegs 5 mm higher as well.

The looks are a big change, with a bit of an H2 inspired look, and Kawasaki have actually integrated the winglet concept into the front end, around the headlights. Drag resistance is apparently down 7%, with 17% more downforce.

The new headlights are smaller and use Mitsubishi projection units, in what is apparently a first on a motorcycle, while saving weight. The ram air intake is also noticeably different, with that front end having quite a pensive glare to it.

Indicators are in the mirrors on the front, and on the tail they are LED on the fender. The tail does incorporate new slots for aerodynamics. A cool little feature is the addition of the Kawasaki River Mark under the screen and also on the upper triple clamp.

New is the integrated riding modes system, with Sport, Road and Rain offering preset power and traction control settings, plus there’s four rider settable manual modes, allowing full adjustability of both those settings.

Previously mentioned new features was the cruise control system, controlled via the left switchblock, as well as that new 4.3 inch TFT display, which can be switched between light and dark modes, and brightens or darkens to the conditions. That does include connectivity to the smartphone Rideology app.

Images and video courtesy of Kawasaki Motors Australia.


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