The big news on the drivetrain front is the adaptation of ZX-14R-style traction control and power modes. As with the green monster, the Ninja’s setup has three levels of TC (plus off) and two power modes, full or limited to 70 percent of max (along with milder throttle response). For a bike intended to actually go places, these technologies (along with new, standard ABS) are a great thing. Even so, my initial evaluation of the bike, heading up to Mazda Raceway Laguna Seca for the World Superbike round, gave me few opportunities to test the TC, since it was warm and dry the entire time. A bit of fooling around on dusty/gritty roads showed that the system is just as effective here as on the ZX-14R, allowing a very slight amount of wheelspin in Level 1, but the intervention cycles are smooth and predictable. Better yet, when the ECU hands the bike back to you, it does so in a direct, intuitive way, unlike some of the more conservative systems that take way too long to give you back the helm. But here’s the thing: Except for forays into bad weather and really crummy roads, the Ninja 1000 doesn’t really need TC. The engine doles out power in such a beautifully predictable way—and, truth be told, there’s not nearly as much of it as on the ZX-14R—that the old analog TC works pretty well. Still, nice to know it’s there.