El ABS (Anti-lock Brake System) garantiza un fr
Developed and tested through Kawasaki Factory r
Electronic Throttle Valves allow the ECU to del
ERGO-FIT is an interface system that allows a w
Combined with Kawasaki’s proprietary dynamic mo
Kawasaki Engine Brake Control allows riders to
KCMF (Kawasaki Cornering Management Function) o
El KIBS (Kawasaki Intelligent anti-lock Brake S
KQS (Kawasaki Quick Shifter) enables clutchless
3-mode KTRC combines the traction control techn
Kawasaki’s original silver-mirror paint uses a
Designed completely in-house, the immense poten
Liquid-cooled, 4-stroke inline four
76.0 x 55.0mm
DFI® w/50mm throttle bodies (4) with dual injection
6-speed, return, dog-ring
43mm inverted fork with rebound and compression damping, spring preload adjustability and top-out springs/4.7 in
New Uni-Trak, Öhlins TTX36 gas charged shock with piggyback reservoir, compression and rebound damping and spring preload adjustability, and top-out spring/5.3 in
120/70 ZR17 M/C (58W)
200/55 ZR17 M/C (78W)
Trellis, high-tensile steel, with swingarm mounting plate
Mirror Coated Matte Spark Black
12, 24, 36 or 48 months
Kawasaki Corner Management Function (KCMF), Kawasaki Traction Control (KTRC), Kawasaki Launch Control Mode (KLCM), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Engine Brake Control, Kawasaki Quick Shifter (KQS) (upshift & downshift), Öhlins Electronic Steering Damper
Dual radial-mount, opposed 4-piston calipers, dual semi-floating 330mm discs, KIBS ABS
Opposed 2-piston calipers, single 250mm disc, 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.
Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.
Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, and Cruise Control.
Proper fit is key for rider comfort and control. However, the ideal fit varies from rider to rider, depending on their physical dimensions and riding style.
ERGO-FIT is an interface system designed to allow riders to find their ideal riding position. Various points of the chassis interface (the handlebar, footpegs and seat, etc) can be adjusted through a combination of interchangeable parts and parts with adjustable positions. This enables a wide range of riders to find a riding position that offers both comfort and control. Feeling at one with their machine, they will be able to experience how Kawasaki machines are fun and rewarding to ride.
*Adjustable parts and their range of adjustability vary by model.
The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki’s proprietary dynamic modelling program makes skilful use of the magic formula tyre model as it examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.
The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored. Acceleration along longitudinal, transverse and vertical axes, plus roll rate and pitch rate are measured. The yaw rate is calculated by the ECU. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.
With the addition of the IMU and the latest evolution of Kawasaki’s advanced modelling software, Kawasaki’s electronic engine and chassis management technology takes the step to the next level – changing from setting-type and reaction-type systems to feedback-type systems – to deliver even greater levels of riding excitement.
The Kawasaki Engine Brake Control system allows riders to select the amount of engine braking they prefer. When the system is activated, the engine braking effect is reduced, providing less interference when riding on the circuit.
Using the latest evolution of Kawasaki’s advanced modeling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:
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.
Designed to help riders maximise their acceleration on the circuit by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. Depending on ECU settings (or when a race kit ECU is used), clutchless downshifts are also possible.
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.
Kawasaki’s high-quality original paint has a highly reflective, glasslike metal appearance. Its debut on the 2015 Ninja H2 and Ninja H2R marked its first use on a mass-production vehicle in either the automotive or motorcycle industries.
In the shade the paint has the appearance of its base coat colour, but once in the sunlight its highly reflective surface takes on the appearance of the surrounding scenery. The stark difference in the way the paint appears in the light and the shade emphasises the sculpted shape of the bodywork on which it is applied.
The highly reflective surface is created by inducing a silver mirror reaction (a chemical reaction between a solution of silver ions and a reducing agent) that forms a layer of pure silver (Ag). This Ag layer is what creates the paint’s glasslike metal appearance. Compared to candy paints, which use aluminium flakes to generate a sparkling effect, the Ag layer appears as a uniform metallic surface.
In the shade the Ag layer is translucent, allowing the base coat colour to show through. This gives the paint a deep, three-dimensional quality.
While the multiple layers of paint on typical mass-production models are done by robot painters, for this silver-mirror paint each layer – from primer to clear coat – is carefully finished by the hands of Kawasaki craftsmen to ensure a flawless, lustrous surface.
Drawing on the know-how and technology possessed by the KHI Group, Kawasaki’s supercharged engine delivers high engine output while maintaining a compact design. The key to achieving this incredible performance lies in the engine’s supercharger – a motorcycle-specific unit designed completely in-house with technology from Kawasaki’s Gas Turbine & Machinery Company, Aerospace Company and Corporate Technology Division.
One of the greatest benefits of designing the supercharger in-house and tailoring its design to match the engine’s characteristics was that engineers were able to achieve high-efficiency operation over a wide range of conditions – something that would not have been possible by simply dropping in or trying to adapt an aftermarket automotive supercharger.
The importance of high efficiency in a supercharger is that, as the air is compressed, power-robbing heat gain is minimal. And while many superchargers are able to offer high-efficiency operation in a very limited range of conditions, Kawasaki’s supercharger offers high efficiency over a wide range of pressure ratios and flow rates – meaning over a wide range of engine speeds and vehicle speeds. This wide range of efficient operation (similar to having a wide power band) easily translates to strong acceleration. The supercharger’s high efficiency and minimal heat gain also meant that an intercooler was unnecessary, greatly saving weight and space, and enabling the engine’s compact design.