Out on the track, finally, and this machine doesn't disappoint. The ZX-10R puts me at ease immediately and my grin grows larger as the tires come up to temp. I love California Speedway, my confidence is skyrocketing and I fully intend to need said fancy steering damper. It doesn't take long to notice the stable and confidence-inspiring front-end which encourages me to try faster and hotter corner speeds, key ingredients to a fast lap time. However, this bike has so much power, accelerates so hard that full-throttle steering inputs usually result in little more than a wiggle from the handlebars as the front tire skims and skips across Fontana's tarmac.

Mighty indeed, the ZX-10R just charges forward under power while feebly trying to maintain its current heading. Your guidance options are two: less power exiting the turn, or just let it wheelie while leaned over and hope the rounded profile of the rear tire will help steer you. I tried both options and found the less throttle route to be most effective, since the bike tends to stand-up and run wide with large throttle openings anyway. Furthermore, that whole wheelie and turn thing always seemed to use too much racetrack and end with me rolling back out of the gas so I wouldn't run off. However, this chassis feels so forgiving that I think it encourages this type of experimentation and I suspect in the end, that this forgiving nature will result in faster lap times than the competition.

That whole wheelie and turn thing always seemed to use too much racetrack and end with me rolling back out of the gas so I wouldn't run off.

The 10R is fitted with the outstanding new Dunlop Qualifier tires and this fantastic rubber encourages further experimentation with cornering lines and speeds. Furthermore, the revised dual-butterfly FI system allows fine-adjustments to the torque delivery, without being so sensitive that it makes your inputs feel jerky. This type of grip and throttle accuracy is precisely what's needed to tread that fine line between wheelspin blvd and highside city. It isn't long before the fast-left infield sweeper becomes streaked with darkies from the hard-accelerating ZX-10Rs and the off-camber left leading onto the front straight begins to display a nice black path on the quick line. This is work?

As I continue to circulate the track and settle into the new Kawasaki's mannerisms, I'm more and more impressed with its stability, control and good manners. I shake my head and note that this new ZX 10 seems to have acquired the outstanding stability which the 2006 CBR1000RR lost. Go figure, the CBR is now the twitchiest bike in the 1000cc class, while the ZX-10R is its model of stability.

One trait that remains unchanged from last year's bike is that the '06 ZX10R is a bonafide rocket. It is pretty much always "on the pipe" and never needs to spool up, so to speak. Abundant power is available everywhere in the rev range, which makes Fontana's chicane-interrupted straights seem that much shorter. I saw 182MPH indicated into the braking zone for turn-1 and 160MPH at the end of the infield's longest straight.

One trait that remains unchanged from last year's bike, is that the '06 ZX10R is a bonafide rocket.

Those speeds are quite impressive for a closed roadcourse with a rider as large and heavy as me. Even more impressive, you'll see the ZX-10R pull 175 and 155 in the onboard video, all while I'm sitting straight up in the windblast, unable to tuck-in or move forward due to the camera on the gas tank. That's crazy acceleration under those circumstances. As an added bonus, the new larger ram-air intake sounds better, with a cleaner note and more aggressive roadside presence and the new all titanium dual exhaust compliments the intake's honk, with a pleasingly aggressive, yet not obnoxious backup. For those wondering why Kawi chose to go with a dual exhaust, instead of the latest under-engine stub exhaust, they say it's impossible to get enough canister volume in that space to pass Euro III regulations, without it being unduly restrictive. They obviously did their homework, because the bike makes crazy power, passes Euro III and still sounds great in the process. Bravo.

This kind of steam requires serious retardation (which I have in spades) Thankfully, the 10R's brakes are up to the task for a few hard laps, though my extra poundage and late-braking shenanigans had the lever coming closer and closer to the bar as heat built and the rubber lines swelled. A higher temp fluid and better lines would go a long way to reducing fade, but the ample stock components are at least able to convert that kinetic energy into heat well enough to stop this beast as fast as traction will allow.

Once leaned over and trail-braking to the apex, the 10R takes a set and resists quick line changes, though it is possible to change your arc if you use a firm hand and good body positioning. Kawasaki and the Hayden brothers claim the new ZX-10R is easier to turn and quicker to change direction than last year's bike, but my impression is quite the opposite. I think this bike is slower steering and won't carve the tightest of arcs. However, I don't consider it to be a liability, since I prefer relatively heavy/slow steering bikes. I suppose this preference stems from a heavy upper-body and wide shoulders, which make it easy to over-power front ends and tie light-steering chassis into knots. I suspect most normal sized riders will find it a bit slower to turn than the competition, even if the Haydens say otherwise.

Once leaned over and trail-braking to the apex, the 10R takes a set and resists quick line changes.

Speaking of Haydens, there's no race-prepped "ZX-10RR" model for 2006, but Kawasaki says that factory race parts will be available from Kawasaki dealers and Attack Performance. Parts availability for race bits isn't a non sequitur this year: Kawasaki claims a 30 percent quantity increase, so you should actually be able to get these trick race bits.

When introducing this model, Kawasaki handed out umpteen pages of press material. The media kit was extensive, detailing all major changes to the bike, such as the new swingarm, engine, steering head, bodywork, dual exhaust, revised instruments and numerous other items which are listed beneath the spec chart in our feature summary. What's most surprising is that the major changes seem counter-intuitive to the stated goal of making the bike faster around a racetrack. Raising the crank and adding flywheel mass, not to mention, lowering the swingarm pivot moving the steering head forward, lengthening the wheelbase and increasing rake are all things that tend to enhance a bike's stability or increase its tendency to wheelie. However, Kawasaki's stated aim was to allow easier mid-corner line adjustments and harder drives off the apex, and I think last year's bike might have been better at those two items. What they did accomplish, was to make the new bike more friendly and stable, traits that were sorely lacking in last year's ZX-10R. So, who cares if the result isn't quite what they say they were aiming for? They ended up with a better bike anyway.

Page 2Naysayers complain that rapid new-model development and resultant short market lifespan are skyrocketing both prices and land speed capabilities while decreasing average-Joe usability. These are the price of the so-called sportbike wars. There's truth to that, but me, personally? I dig it. In fact, some would say live for it. I think every mechanized device should get the old "more horsepower, less weight, better handling" treatment, every year. And I, like many of you, am willing to pay for that progress. But here's the kicker -- we don't have to. At $11,199, Kawasaki is only asking $200 more than last year's model. Under two percent, not even keeping pace with inflationary pressures. Ninja fans, sportbike enthusiasts, Kawasaki's hit their stride with this bike -- fair price point, overwhelming power, stable handling, cool looks (in black at least), the 2006 ZX-10R should make its owners proud and its competition nervous.

** Specs provided by Kawasaki Motor Corp. **
Engine Type:	4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
Displacement:	998 cc
Bore & Stroke:	76.0 x 55.0 mm
*Claimed* Maximum Torque:	84.6 lb-ft / 9,500 rpm
Compression Ratio:	12.7:1
Fuel Injection:	DFI with Mikuni 43mm Throttle Bodies (4)
Ignition:	TCBI with Digital Advance
Transmission:	6-Speed
Final Drive:	X-Ring Chain
Rake/Trail:	24.5 degrees / 102mm
Front Wheel Travel:	4.7 in.
Rear Wheel Travel:	4.9 in.
Front Tire Size:	120/70 ZR17
Rear Tire Size:	190/55 ZR17
Wheelbase:	54.7 in.
Front Suspension:	43mm Inverted Cartridge Fork with Adjustable Preload, Stepless Rebound and Compression Damping
Rear Suspension:	Uni-Trak with Adjustable Preload, Stepless Rebound and Compression Damping, Ride Height
Front Brake Type:	Dual Floating 300mm Petal Discs with 4-Piston Radial-Mount Calipers
Rear Brake Type:	Single 220mm Petal Disc
Fuel Tank Capacity:	4.5 gal.
Seat Height:	32.5 in.
*Claimed* Dry Weight:	385 lbs.
Color:	Lime Green/Flat Sonic Black, Ebony, Pearl Solar Yellow
MSRP:	$11,199
* Price and specifications subject to change
Key Features According to Kawasaki: Incredible Power-to-Weight Ratio Race-Oriented Performance Track-Tuned Handling Aggressive New Aerodynamic Styling 998cc 4-Cylinder, DOHC Engine Very compact, narrow and lightweight design. The upper crankcase and cylinder are a one-piece casting, which is more than two pounds lighter than using a separate cylinder and offers increased rigidity. A slanted casting process rotates the piece during casting to eliminate imperfections and excess casting material. Channels in the case mounting surfaces route oil to various parts of the engine, eliminating oil lines and saving weight. Crank axis, input shaft and output shaft create a stacked triangular layout that is compact, reduces engine length and lowers the center of gravity. Specially-shaped breathing passageways between the chrome composite plated aluminum cylinders reduce pumping loss to help increase power. A high-efficiency, liquid-cooled aluminum oil cooler uses specially designed internal fins to dissipate heat and cool the oil. 4-Valve Cylinder Head(KP) Compact valve train reduces cylinder head height. Intake ports and coolant passages developed using flow analysis for efficient cylinder filling and more power, and maximum cooling efficiency. Camshafts are carved from forged chromoly billet, which is more than one-half pound lighter than cast cams. The cams and tappets are treated with soft nitriding to prevent galling and seizing with the aggressive, high lift profiles. Single valve springs with oval cross sections are light and lower to reduce overall cylinder head height. Forged sintered aluminum spring retainers are half the weight of steel retainers and allow higher rpm. Piston Forged Pistons(KP) are lighter, stronger and more heat resistant than cast versions. Flat-top design matches the compact combustion chamber and improves combustion efficiency. Ram Air Induction(KP) Central ram air duct produces a straighter path to the airbox for maximum intake efficiency and provides the mounting surface for the instrument panel, eliminating brackets and weight. Flow analysis used to design efficient ducts to the airbox that also prevent water from reaching the air filter. Compact airbox and air cleaner are highly efficient and contribute to the compact riding position. High speed 32-bit ECU provides precise engine management. TCBI Ignition with Digital Advance(KP) High-speed processor provides precise engine management. Spark plug-mounted ignition coils are compact and help reduce weight. Titanium Exhaust With Butterfly Valve All-titanium exhaust provides the ultimate in light weight. Butterfly valve, located before the exhaust splits to the mufflers, is controlled by rpm, throttle position and gear position to improve low-end response and help smooth overall power. Optimum exhaust tuning is attained at all engine speeds to prevent blowback that can occur with high speed overlapping valve timing. 6-Speed Transmission The splines on the transmission shafts are barrel ground so the gears slide smoothly for improved shift action. Close ratio transmission increases circuit performance. A back-torque limiting clutch(KP) automatically disengages the clutch under hard braking and deceleration to prevent rear wheel hop during corner entry. Optional springs, spring retainers and shims are available to fine-tune the clutch for specific conditions. Aluminum Twin Spar Backbone Frame Combination of pressed and cast aluminum components are welded to form the twin-spar backbone-type frame. By combining cast and pressed pieces frame weight is kept to a minimum while still providing high strength and stability with responsive handling. Twin-spar backbone design provides 600cc class width. Uni-Track® Rear Suspension(KP) Short, compact frame allows the swingarm to be longer, which makes it easier to control rear wheel powerslides. Rear shock is fully adjustable for preload, compression and rebound damping. Ride height can be adjusted by adding /removing optional 1mm shims at the upper shock mount. Equipped with top-out spring that allows the rear wheel to better follow the road surface when the rear end is light due to hard braking. Small piggyback shock reservoir is designed to save weight. 43mm Inverted Cartridge Front Fork(KP) Kayaba 43mm inverted cartridge fork provides exceptional rigidity. Equipped with top-out springs which allow the front wheel to better follow the road surface when the front end is light due to hard acceleration. Stiff settings suitable for track use. Fully adjustable for preload, compression and rebound damping. Aluminum Wheels Six-spoke cast aluminum wheels are practically as light as race-specific wheels. The six-spoke design requires much less material between spokes so that rim thickness is thinner and lighter. Radial Mounted Front Disc Brakes Radial mounted 4-piston front brake calipers. Instead of mounting the calipers with threaded tabs cast near the top of the caliper, the radial design utilizes integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation. A separate brake pad is used for each piston. One large pad tends to deform with the heat generated by hard track style riding, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel lap after lap. Petal Design Brake Discs Improved cooling and warp resistance. First petal-type discs to come standard on a supersport machine. Aerodynamic Bodywork The fuel tank has a unique concave top that allows the rider to tuck in further and improve aerodynamics. Three-piece front fender designed for aero efficiency. Different color panels create a sporty, aggressive image. Advanced Electronic Instrumentation Multifunction odometer, tripmeter, clock and lap timer/stopwatch.