A Superbike that is as Profound as it is Aggressive and Fun in the Daily Riding [Ninja ZX-25R Test Ride Review]

Motorcycle Reviews

 

Photos & Video by Kosaku Hoshino

[Kawasaki Ninja ZX-25R] Details and Test Ride Reviews

Webike News Editor Kenny Sagawa reports on a test ride of the new 250cc Ninja ZX-25R, Kawasaki's first four-cylinder supersport in 30 years, with video commentary.

Webike Moto Report Test Ride Review Movie

Explanation of the machine

Full injection of 10R design philosophy

The ZX-25R's design philosophy reflects the passion for the ZX-25R, which has been developed with the aim of achieving the strongest and most competitive performance in its class.

The biggest point of interest is the engine. The water-cooled straight-4 engine is a completely new short-stroke design based on the ZXR250, a 4-stroke replica of the ZXR250 of yesteryear. Lightweight forged aluminum pistons and large diameter valves are used to produce the strongest 45 horsepower in its class./It achieves 15,500 rpm, and the Kawasaki Eighteenth's Ram Air system adds 46 horsepower near the top speed.

Although the mainframe is a high tensile steel trellis type, it has a completely different layout than the Ninja 250. It has a similar structure to the ZX-10R's twin-spar frame in terms of dimensions such as the center of gravity, pivot position, and caster angle. The suspension is similar to that of the 10R, with Showa SFF-BP inverted front forks and horizontal backlink rear shocks.

The electronic controls are the latest in technology. A first in its class with electronic throttle control for three-stage traction control (KTRC), a two-stage power mode, and an up-and-down quick shifter (KQS), the 10R also features the latest precision ABS from Nissin. The ZX-10R is a 250cc version of the ZX-10R.

Test Ride Reviews

The seat is lower and the riding position is calmer than it looks.

The media test ride was held at the Oita circuit, Autopolis, and the winding roads around it. When I saw the actual motorcycle in front of me, I thought it was a 6R or 10R with a class-leading presence. In fact, for a 250cc machine, the engine is quite large, with a massive feel, especially around the engine, that can only be found on a four-cylinder. In fact, the Ninja 250 was 18kg heavier than the Ninja 250, but this is the fate of a multi-cylinder engine for power.

The riding position is calmer than its look, and the steering position is not too low for a supersport, and the seat is low (at 785mm, 10mm lower than the Ninja 250).

A picture-perfect, high-rotation, high-output model

First of all, I drove the magnificent winding roads surrounding Mount Aso. The clutch is light and smooth. The start is gentle and those who usually ride big motorcycles may be disappointed. But if you think about it, it's a 250cc motorcycle. The more you spin the engine, the more power you get out of it, and the smaller the displacement, the more horsepower you earn. This is not a good or bad thing, but a characteristic that comes from the engine layout. If you know this, you should have no problem with the 25R's true performance at 12,000 rpm and above. The 25R is capable of reaching 17,000+ rpm without a hitch. The 25R is a true picture of a high-revving, high output engine.

It's also nice to ride with sound in the background

However, 25R is a modern machine. It's not as scantily clad in the low-mid range as the old 4-stroke replicas. After riding it for a while, you'll find that there's a delicious zone between 6,000 and 8,000rpm. There's plenty of mouth-watering torque on tap, and it's nice to hear the resonance of the intake sound in the airbox and the high-pitched exhaust that only a four-shot can produce, and it's a nice, relaxed ride in 3rd, 4th, and 5th gear. Thanks to the shiftable KQS, you don't have to use the clutch for anything other than starting and stopping, making it super easy to drive. It should be easy to drive around town with no stress.

The more aggressively you manipulate, the deeper your sports mind becomes

The handling is nimble, but you can certainly feel the weight or mass of the straight-4 engine. When entering a corner, the motorcycle feels like a supersport by utilizing its high center of gravity to create a "bite" and then slamming into the corner. It doesn't feel like the motorcycle is automatically turning when you look at it. It's the rider's own timing and step work that allows him to make the right turns. This is the essence of a Kawasaki sportbike. It's easy to ride, of course, but it's also very deep. It's a bit of a pro's style if you ask me.

On that day, I rode about 100km mainly on the winding roads and I felt very comfortable with little fatigue. The best part was the seats, which looked thin at first glance, but was comfortable and had good cushioning. It's like a supersport that can also be used for touring. Also, the steering wheel angle is large and stable even at very low speeds, and it's easy to turn around and make U-turns, which will be an advantage in city driving.

Full throttle & full bank of the gas pedal for an extraordinary experience.

The 25R's true colors are revealed on the track. To get the most out of the 25R, you need to hit 12,000 rpm or higher. The key to making the 25R go faster is to keep the power band in the 15,000-17,000 rpm range and keep the needle in the tachometer.

Full throttle, full throttle, full banked, 100% riding. It's hard to do that on a big motorcycle, but the 25R lowers the bar for you.

The brakes are good, too. The single monoblock is strong, and the ABS is set up for the track, where it first comes into play when you're pushing it too hard, and the quick shifter, a first for a 250cc motorcycle, is precise and smooth, and the ability to change gears instantly while cornering eliminates missed shifts, giving you more room to get a better look at your surroundings. and tire grip, which contributes to safety.

Modern driving that wasn't possible 30 years ago

Also, thanks to the KTRC, I can open the throttle all the way up with confidence, and the acceleration is natural without the thinning feeling of traditional traction control. At first, I thought I would need the Traction Control for knee-goes, but I can actually open the throttle from the motorcycle still laying deep in the hairpin until it clicks, and then let the Traction Control do the rest (you can tell by the blinking indicator) and stand up.

By using Traction Control and ABS, you can enjoy a higher level of driving pleasure than ever before. It's like getting a glimpse of the world at half the speed of a 10R, a feat that the 4-stroke replicas of 30 years ago couldn't pull off. In this sense, the ZX-25R is a modern-day super-multi-quadrant.

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