Modern sportbikes often use large-bore throttle
Using high-precision electronics for engine man
At the push of a handlebar-mounted button, ride
El K-ACT (Kawasaki Advanced Coactive-braking Te
El KIPASS (Kawasaki’s Intelligent Proximity Act
When accelerating on a slippery surface, it is
El cuadro de aluminio autoportante original de
El sistema de control de presión de neumáticos
4-stroke, 4-cylinder, DOHC, 4-valve, liquid-cooled
84.0 x 61.0mm
DFI® w/40mm throttle bodies (4)
TCBI with digital advance
43mm inverted, telescopic fork with adjustable rebound damping and spring preload/4.4 in
Tetra-Lever with stepless rebound damping adjustment and remote spring preload adjuster/5.4 in
31.1/39.4 wo/w saddlebags
52.9 in/57.7 in windshield down/up
690.2 lb** (672.5 w/o saddlebags)
Tetra-Lever shaft drive
Candy Imperial Blue
12, 24, or 36 months
Dual floating 310mm petal-style rotors with four-piston calipers, ABS
Single 270mm petal-style rotor, single-piston caliper, ABS
36 Month Limited Warranty
**Curb weight includes all necessary materials and fluids to operate correctly, full tank of fuel (more than 90 percent capacity) and tool kit (if supplied).
Modern sportbikes often use large-bore throttle bodies to generate high levels of power. However, with large-diameter throttles, when a rider suddenly twists the throttle, the unrestricted torque response is anything but gentle, and often more than the rider can handle. Dual throttle valve technology was designed to tame engine response while enabling high performance.
On fuel-injected models, throttle bodies generally have only one throttle valve per cylinder. On models with dual throttle valves, there are two per cylinder: in addition to the main valves, which are physically linked to the throttle grip and controlled by the rider, a second set of valves, controlled by the ECU, precisely regulates intake airflow to ensure a natural, linear response. With the air passing through the throttle bodies flowing smoothly, combustion efficiency is improved and power is increased.
Like other Kawasaki engine management technology, Dual Throttle Valves were designed with the philosophy of "following the rider's intention, while providing natural-feeling support." They are featured on many Kawasaki models.
Using high-precision electronics for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider's control. The Economical Riding Indicator is a function that signals when current riding conditions are consuming an optimally low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e., fuel efficiency is high), an "ECO" emblem appears on the LCD screen of the instrument panel. By riding so that the "ECO" mark remains on, fuel consumption can be minimized.
While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the "ECO" mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimize negative impact on the environment.
With the press of a handlebar-mounted button, riders are able to activate the Fuel Economy Assistance Mode. This switches the ECU to a leaner fuel map in which ignition timing and fuel injection prioritize fuel economy. Rather than engine response or power, this mode favors reduced fuel consumption, aiming to increase fuel economy when riding at a constant speed. When riding in areas where gas stations are scarce, or when cruising across the continent, stretching your fuel efficiency is a considerable advantage.
Maximizing the effectiveness of the Fuel Economy Assistance Mode requires gentle use of the throttle. In the case of the 1400GTR / Concours®14, this means keeping engine under 6,000 rpm, throttle under 30%, and speed under 160 km/h (100 mph). Especially when used in conjunction with the Economical Riding Indicator, this mode can contribute to significant savings in fuel costs over long distances.
At its heart, K-ACT ABS is an Advanced Anti-lock Braking System, designed to prevent tires from locking up during braking. But K-ACT ABS was designed for use on touring models weighing in excess of 300kg (660 lbs) – and that is before adding a passenger and/or luggage.
Complementing its standard ABS function, K-ACT ABS links the front and rear brakes. It monitors the brake force the rider is exerting at both the front and rear, and takes into consideration vehicle speed to ensure highly effective braking while maintaining chassis stability.
For example, imagine the rider pulls on the front brake lever. To keep the bike from pitching forward, the ABS ECU actuates the rear brake (via fluid pumps) to ensure that front-rear balance is maintained. Should the rider push the rear brake pedal, the system actuates the front brake as well, to distribute the load more evenly and prevent the rear wheel from locking up. Based on the vehicle speed, K-ACT decides the optimum hydraulic pressure to send to each caliper, ensuring stable, confidence-inspiring braking performance even on a heavy motorcycle.
With the compact key fob (portable immobilizer) in a pocket, KIPASS allows riders to remotely release the bike's steering lock and main switch simply by approaching the bike.
When the key fob is close to the bike, the signal is picked up and recognized by the KIPASS unit in the bike. Like immobilizer keys, each key fob has a unique signal, making this system also useful as a theft deterrent. The bike can recognize the key fob when in a jacket pocket, so there is no need for the rider to remove the key to operate the bike's main switch.
Pannier cases and fuel tank cap are opened using the knob key inside the key cylinder. Because the knob key cannot be removed when the key fob is out of range, the keyhole is never visible, helping to prevent tampering.
When accelerating on a slippery surface, it is easy for the rear wheel to break loose. KTRC was designed to prevent wheel spin (when the rear wheel turns faster than the front) that could result in the loss of control of the bike. Just as ABS prevents the wheels from locking up when braking, this Kawasaki-original Traction Control system prevents the rear tire from slipping. Knowing that the system will intervene to prevent sudden wheel-spin (for example, when the pavement comes to an abrupt end when touring) is a great source of reassurance for riders.
KTRC uses wheel speed sensors to monitor front and rear wheel speed. Engine power is reduced when wheel spin is detected, allowing the rear wheel to regained its grip on the road. KTRC also enables the rear wheel to regain traction in situations where grip is lost temporarily, like when riding over a wet manhole cover.
KTRC uses 3-way control, governing ignition timing, fuel volume and (via the sub-throttle valves) intake air volume. This 3-way control is what enables the system to operate so smoothly, resulting in a very natural and reassuring feel.
It is technologically possible for Traction Control systems to recover from loss of grip without the rider ever realizing that they slipped. However, KTRC lets riders know when road conditions are slippery by purposely delaying intervention for an instant. This is done for two reasons: first, to communicate an accurate picture of current road conditions and what the bike is doing, and second, to ensure that systems provide support for riders – this is the philosophy that drives development of Kawasaki technology.
Kawasaki's monocoque frame is a hollow composite of aluminum parts. Originally conceived by Kawasaki engineers, it uses the engine as a fixed member so that chassis rigidity is formed not only by the frame, but the combination of the frame and engine together. Joining the engine and front and rear suspension units, the hollow box-style frame envelops the engine from above. In addition to being made from lightweight materials, its main section also incorporates the airbox and houses the battery for an efficient design and even greater weight savings. Further, because the frame does not run beneath or alongside the engine, the chassis can be made very compact. Especially on large-displacement models, the slim chassis design of the aluminum monocoque frame contributes to light handling and ease of riding.
The aluminum monocoque frame was originally developed by Kawasaki in the 1980s for their World Grand Prix works racer. In an era where steel pipe frames were the norm, the aluminum monocoque frame that debuted on the KR500 took the world by surprise. First featured on a mass-production model on the 2000 Ninja® ZX™-12R, this original Kawasaki technology has evolved and can be found on our large-displacement flagship models.
Maintaining the correct tire air pressure is very important as it can greatly affect a motorcycle's handling, and riding with low tire pressure due to a puncture or leak, increases the risk of a tire blowout. Tire air escapes naturally over time, so it is also important to check tire pressure regularly. The Tire Pressure Monitoring System continuously measures tire pressure (using sensors attached to the air valves of each wheel) and displays the current pressure on the bike's instrument panel while riding.
Air pressure varies greatly as the tires warm up, but the Tire Pressure Monitoring System takes this into consideration and recalculates the pressure for 20℃ (68° F) to avoid confusion and false warnings.
When tire air pressure is excessively low, a tire mark appears on the display, warning the rider. On the 1400GTR / Concours®14, recommended pressure for both the front and rear wheels is 290 kPa (approximately 2.9 kgf/cm2 or 42 psi). Should the pressure fall below 220 kPa (approximately 2.2 kgf/cm2 or 32 psi), the warning mark will appear. Not only does this system eliminate the hassle of manually checking tire pressure on long tours, it quickly lets the rider know of any sudden pressure loss.