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.
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 operat
Modern sportbikes often use large-bore throttle bodies to generate high levels of power. However, with large-diameter throttles, when a rider suddenly opens the throttle, the unrestricted torque response is anythin
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 elemen
La suspensión trasera con sistema de bieletas back-link horizontal tiene el amortiguador dispuesto en sentido horizontal, lo cual contribuye significativamente al uso eficiente del espacio y la centralización de la masa.
Combined with Kawasaki’s proprietary dynamic modelling program, input from the IMU (Inertial Measurement Unit) enables even more precise chassis orientation awareness, the key to bringing Kawasaki’s electronics to the next level.
KCMF (Kawasaki Cornering Management Function) oversees multiple engine and chassis electronic management systems to facilitate smooth cornering.
3-mode KTRC combines the traction control technology of both 1-mode KTRC, which provides enhanced stability in slippery situations by preventing wheel slip, and S-KTRC, which helps maintain optimum traction in sport rid
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. Response is also milder in L
2017 model shown
Accessorized units shown
4-stroke, 4-cylinder, DOHC, 16-valve, liquid-cooled
77.0 x 56.0mm
DFI® with 38mm Keihin throttle bodies (4) and oval sub-throttles
TCBI with digital advance
6-speed, return shift
41mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload/4.7 in
Horizontal monoshock with stepless rebound damping, remotely adjustable spring preload/5.7 in
46.7 / 48.6 in
Metallic Spark Black/Metallic Graphite Gray, Metallic Matte Fusion Silver/Metallic Flat Spark Black
12, 24, 36 or 48 months
Kawasaki Traction Control (KTRC), Kawasaki Intelligent anti-lock Brake System (KIBS), Power Mode, Kawasaki Corner Management Function (KCMF)
Dual 300mm petal-type rotors with radial-mount 4-piston monobloc calipers and ABS
Single 250mm petal-type rotor with single-piston caliper and 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).
Specifications subject to change
KAWASAKI CARES: Always wear a helmet, eye protection, and proper apparel. Never ride under the influence of drugs or alcohol. Read Owner’s Manual and all on-product warnings. Professional rider shown on a closed course. ©2019 Kawasaki Motors Corp., U.S.A.
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.
When comparing Kawasaki's traditional Uni-Trak® rear suspension, which mounts the shock unit vertically, with Horizontal Back-link rear suspension, the shock unit is almost horizontal. Kawasaki's original suspension arrangement places the shock unit very close to the bike's center of gravity, greatly contributing to mass centralization. And because there is no linkage or shock unit protruding beneath the swingarm, this frees up space for a larger exhaust pre-chamber (an exhaust expansion chamber situated just upstream of the silencer). With a larger pre-chamber, silencer volume can be reduced, and heavy exhaust components can be concentrated closer to the center of the bike, further contributing to mass centralization. The overall result is greatly improved handling.
Another benefit is that the shock unit is placed far away from exhaust heat. Because it is more difficult for exhaust heat to adversely affect suspension oil and gas pressure, suspension performance is more consistent. Horizontal Back-link Rear Suspension offers numerous secondary benefits like this.
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.
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:
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.