Unique Bikes & auction: Gen1 ZX-10

By: Guy Allen

Date: 29.08.2023

Kawasaki's big zed was to be the company's flagship sports-tourer 

IF ANY litre-class motorcycle screams high eighties glam, it’s a Kawasaki ZX-10. Also sold as the Tomcat, the big bruiser was a key transition model from the firm’s iconic GPz900R through to the mighty ZZ-R1100.

The run-list went: GPz900R from 1984; GPZ1000RX from 1986; ZX-10 from 1988; ZZ-R1100 from 1990.

Where however the first two generations were effectively the marque’s top-flight sports bikes, by the time the ZX-10 rolled along Kawasaki was splitting its performance offerings into two niches. They were sports, led by the ZXR750 (aimed at the then-new world superbikes class) and sports-touring led by the ZX-10.

The engine shared much of its architecture with the GPZ1000RX, though the updates were significant. Pistons and rods had been upgraded, and it was said to be capable of safely revving to 13,000rpm, though redline was set at 11,000.

Its head came in for a comprehensive make-over with larger valves and a new set-up for the shim adjustment. Each valve had a separate rocker, rather than the previous fork set-up. Those spring-loaded rockers could be moved aside to allow removal of the shims without having to lift the camshafts – a major bonus for anyone considering long-term maintenance.

That lot resulted in a power claim of 137 horses and Kasawaki’s fastest-ever road bike (at the time) with a top speed of 270km/h. Yep, it was a missile.

Most significantly, it marked a shift away from steel frames. The new toy boasted a massive ‘E-box’ aluminium perimeter main member, extruded in a two-box profile.

Suspension remained conventional, with a non-adjustable 41mm fork up front and a monoshock rear. The rear had preload and rebound damping adjustment – with the latter being a four-way offering on an easily-reached knob.

There was general agreement, this was a quicker and better-handling package than the GPZ1000RX which is what you might hope for. It was around 15 kilos lighter and claimed an extra 20 horses.

When compared to a GPz900R, again the ZX-10 was lighter (by around six kilos) and had near enough to 20 per cent more horsepower. 

As a ride today, the ZX-10 is surprisingly good. It is willing enough in the corners, though needs some friendly persuasion in the tight stuff. Good ones will set you back in the low teens. More at AllMoto.com. 

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