Several firing orders are outlined on Kawasaki's patent application, all more aggressive than Yamaha's Crossplane layout that pauses a maximum of 270 degrees between power strokes. The most extreme configuration fires cylinders 1 and 4 simultaneously, followed by cylinders 2 and 3 180 degrees later. One-and-a-half full revolutions (540 degrees) then pass until the next power stroke. Such a long gap is only possible with the electric motor assisting the crank at low revs to avoid stalling from negative torque. The electric motor will disengage as crankshaft inertia increases at higher rpm, then functioning as a generator to recharge the system for the next brigade of electric pulses. The end result will be a revolutionary engine that's as smooth and tractable as a conventional inline-four at low rpm yet offers unadulterated big-bang performance when revved out. As well as the radical engine design, Kawasaki is looking at even more advanced electronic systems for the next ZX-10R. Expect to see a further evolution of the Kawasaki Traction Control (KTRC) system that debuted on last year's Concours 14, one that will allow the level of sensitivity to be adjusted like on Ducati's and MV's superbikes. Don't be surprised if we also see some form of race-grade ABS, as Kawasaki has been confirmed as a major client for Bosch's latest sportbike-orientated ABS hardware.