As we’ve noted previously, borrowing cars for purposes of review is one thing (in point of fact, I’ve got it down to an absolute art), but it remains fairly difficult to do the same for bikes (a cautionary note for the thousands of you who want this gig). Happily, several dealers have lightened the load, but calls to PR departments in California requesting test bikes typically generate a “come to California” response. So we did. Ford’s launch of the new Mustang in Santa Monica, in combination with my brother’s wedding in Las Vegas, gave us a tailor-made excuse to head west, and a viable reason -- or so we continue to think -- to hit someone (anyone?) up for a press bike. Kawasaki’s PR team was kind enough to supply a ZX-10R. And while that particular bike may seem more appropriate to Laguna Seca than Lost Vegas, we’ve been intrigued by the ZX-10R since sampling it last spring.

The ZX-10R is all about minimizing mass while maximizing performance. To that end, the big-capacity bike has a mid-capacity dimension, actually occupying slightly less floor space than Kawasaki’s ZX-6. And that’s evident from the saddle, with an easy reach to the bars, relatively low (for the genre) seat height and lowish center of gravity. Draped in Kawasaki’s signature green, its smallish dimensions don’t reduce its visual impact, but the ZX-10 is almost petite when compared to Kawasaki’s own ZX-12 or Suzuki’s HyperBusa.

Kawasaki has gone to considerable lengths to reduce a four-cylinder power plant’s considerable length. What the engineers -- or is it marketing? -- term a “stacked shaft design” positions the crank axis, input shaft and output shaft in a triangular layout to reduce engine length. In addition, the generator is placed behind the cylinders to reduce engine width. The end result, in combination with an appropriately narrowed frame, is none of that splayed-leg syndrome that often accompanies the straddling of a four-cylinder bike. We were immediately comfortable, and stayed that way for the next 100 -- or so -- miles.

About an hour east of Santa Monica, I-10 connects with I-15, otherwise known as the California Speedway. A vacation last spring in Germany was appropriate preparation for the high-speed average maintained by California motorists, even on a Friday afternoon. While most of America may rub bumpers at 80 (or so) while on interstate missions, in California 80 is barely an idle. All the better to demonstrate the ZX-10’s roll-on capability, where a judicious twist of the wrist -- closed course and professional rider -- will net triple digits in the proverbial blink of an eye. A good thing, as maintaining 90 (or so) in the left lane was not fast enough for one particular Audi. He opted to pass on the right -- at about 110 -- and we, of course, had to nail down his actual speed. The whole process is great for making time, less so for maximizing fuel efficiency.

Again, 300 miles of relatively straight interstate isn’t the optimum application of Kawasaki’s signature sport bike. But we were impressed by its over-the-road composure, relatively comfortable ergonomics, subtle suspension setting (just a bit of bobbing over the occasionally rippled stretches of I-15) and reasonably supportive saddle. Not knowing where gas stations might be, and not breaking for lunch until we saw the Bun Boy (home of the world’s largest thermometer!) in Baker, we took breaks at about 100-mile stretches, giving the Cruiser Crowd ample time to ogle Kawasaki’s Plastic Fantastic. As if...

For ´05, the ZX-10R hits showrooms at just under $11,000. Check it out in the new Metallic Raw Titanium. It’s so raw. And so metallic.