El ABS (Anti-lock Brake System) garantiza un fr
Developed and tested through Kawasaki Factory r
Modern sportbikes often use large-bore throttle
Using high-precision electronics for engine man
El KIBS (Kawasaki Intelligent anti-lock Brake S
3-mode KTRC combines the traction control techn
Power modes offer riders an easily selectable c
4-stroke, 4-cylinder, DOHC, 16-valve, liquid-cooled
67.0 x 45.1 mm
DFI® with 38mm Keihin throttle bodies (4) and oval sub-throttles
TCBI with digital advance
6-speed, return shift
41mm inverted Showa SFF-BP fork with top-out springs, stepless compression and rebound damping, adjustable spring preload/4.7 in
Bottom-link Uni-Trak® with gas-charged shock, stepless compression damping adjustment, 25-way adjustable rebound damping, fully adjustable spring preload/5.3 in
Metallic Matte Fusion Silver/Metallic Flat Spark Black
12, 24, 36 or 48 months
Kawasaki Traction Control (KTRC), Power Mode, Kawasaki Intelligent anti-lock Brake System (KIBS)
Dual 310mm petal discs with dual radial-mounted, Nissin 4-piston, monobloc calipers and KIBS ABS
Single 210mm petal discs with single-piston caliper and KIBS ABS
12 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).
Sudden over-application of the brakes, or braking on low-grip surfaces (surfaces with a low coefficient of friction) such as wet asphalt or manhole covers, may cause a motorcycle's wheel(s) to lock up and slip. ABS was developed to prevent such incidents. Kawasaki ABS systems are controlled by highly precise and extremely reliable programming formulated thorough testing of numerous riding situations. By ensuring stable braking performance, they offer rider reassurance for even greater riding enjoyment.
To meet the special requirements of certain riders, specialized ABS systems are also available. For example, KIBS (Kawasaki Intelligent anti-lock Brake System) is a precision-tuned brake system designed specifically for supersport models, enabling sport riding to be enjoyed by a wider range of riders. By linking the front and rear brakes, K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS provides the confidence to enjoy touring on heavyweight models. Kawasaki is continually working on the development of other advanced ABS systems.
Developed and tested through Kawasaki Factory racing, the Assist & Slipper Clutch utilizes two types of cams. An assist cam and a slipper cam enable the Assist & Slipper Clutch to function in two different ways, with the clutch hub working together or apart from the operating plate.
Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch-spring load to be reduced, resulting in a lighter clutch feel at the lever.
When excessive engine braking occurs – as a result of quick downshifts (or an accidental downshift) – the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and help prevent the rear tire from hopping and skidding.
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.
Kawasaki developed KIBS to take into account the particular handling characteristics of supersport motorcycles, ensuring highly efficient braking with minimal intrusion during aggressive sport riding. It is the first mass-production brake system to link the ABS ECU (Electronic Control Unit) and engine ECU.
In addition to front and rear wheel speed, KIBS monitors hydraulic pressure of the front brake caliper(s), throttle position, engine speed, clutch actuation and gear position. This diverse information is analyzed to determine the ideal hydraulic pressure for the front brake. Through precise control, the large drops in hydraulic pressure seen on standard ABS systems can be avoided. Additionally, the tendency for the rear wheel of supersport models to lift under heavy braking can be suppressed, allowing the rider to maintain control of the rear brake when downshifting.
3-mode KTRC combines multiple traction control technologies into one: 1-mode KTRC, which provides enhanced stability in slippery situations by preventing wheel slip, and S-KTRC, which helps maintain optimum traction in sport riding situations by predicting the rear wheel slip ratio during acceleration.
The convenient handlebar switch allows the type of traction control to be changed instantly by selecting one of the three modes, even while riding. Modes 1 and 2 maintain optimum traction during cornering, like S-KTRC. Designed with sport riding in mind, they enable sharp acceleration out of corners by maximizing forward drive from the rear wheel. Modes 1 and 2 differ in the amount that they intervene. Mode 1, set for dry, good-grip road conditions, maintains the ideal slip ratio to ensure optimum traction.
Mode 3 operates like 1-mode KTRC, reducing engine power to allow grip to be regained when rear wheel-spin is detected. It is ideal when riding in slippery or wet conditions. Enabling riders to easily change traction control character, 3-mode KTRC is Kawasaki's most advanced engine management system.
Power modes offer riders an easily selectable choice between Full and Low Power. While Full Power is unrestricted, in Low Power mode, maximum power is limited to approximately 75-80% of Full. Throttle response is also milder in Low Power mode. Riders may opt to use Low Power mode for rainy conditions or city riding, and Full Power when sport riding.
Available on the Ninja® ZX™-14R / ZZR1400, Versys® 1000 and other Kawasaki models, when combined with the 3-mode KTRC (+ OFF) Traction Control system, Power Mode selection offers a total of eight combinations (KTRC: Mode 1/2/3/+OFF x Power Mode: Full/Low) to suit a wide range of riding situations. For example, an experienced rider enjoying sport riding on dry pavement might choose Full Power and Mode 1. On a wet or slippery surface, choosing Low Power and Mode 3 would yield the lowest chance of incurring wheel-spin, and the milder throttle response would offer a higher level of riding safety.