It also shares the same 698mm width as Kawasaki’s own ZX-6R, which truly makes it a “1,000cc motor in a 600cc package.” Sitting on the bike for the first time it feels nothing like a litre bike should, and out on the track flicking it through the corkscrew instantly confirms the feeling.

As small as big bore sport bikes have become, there is always a certain amount of muscle needed in the turns with the extra weight, not so the ZX-10. Part of this was due to the tyres and suspension modifications.

For our test the bikes came shod with Dunlop 208 GP compounds as opposed to the purpose-built D218ZRs that will be on the production bikes. Sizes are 190/70ZR 17 for the rear and 120/70 ZR 17 for the front. Their triangulated profile, and the fact that the forks had been raised 5mm in the triple trees, aided the bikes short wheel base and ultra light weight as I came effortless off my knee out of turn four into turn five.

With three main straights at Homestead of close to equal length, the Kawasaki was regularly topping 150mph (240kph) pinned in fourth. giving ample opportunity to put the brakes to the test. Lap after lap, I would get faster and deeper into the turns, and lap after lap I was rewarded with effortless, fade-free braking. I think the four-piston, four-pad radial brake set up is the best I have ever used. Biting down on two trendy-looking 300mm petal style rotors, I have to say they are sensitive, but once my brain was dialled in to how much pressure to use, they were as good as it gets. The five-way lever gave me a bit of bother and only on position five was the lever close enough to the bar for me. 

Continued...