El ABS (Anti-lock Brake System) garantiza un fr
Developed and tested through Kawasaki Factory r
Electronic Throttle Valves allow the ECU to del
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
Kawasaki’s original silver-mirror paint uses a
Designed completely in-house, the immense poten
Kawasaki's KX™250F was the first mass-productio
Using high-precision electronics for engine man
In motocross racing, getting a good start is cr
Power modes offer riders an easily selectable c
4-stroke, 4-cylinder, DOHC, 4-valve, liquid-cooled, supercharged
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 (58W)
200/55 ZR17 (78W)
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
Trellis, high-tensile steel, with swingarm mounting plate
Mirror Coated Matte Spark Black/Mirror Coated Spark Black
12, 24, 36 or 48 months
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).
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. ©2018 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.
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.
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.
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.
Kawasaki's KX™250F was the first mass-production motocross bike to feature Dual Injectors. One injector is located downstream of the throttle valve (where injectors are located on standard FI systems) and a second is located upstream of the throttle valve, close to the airbox. The two injectors split their roles: operating at different rpm ranges, they ensure both smooth, instant response at low rpm and high peak power as the revs climb.
For cases that call for low-rpm operation, like immediate acceleration off the start and precise control coming out of corners, primary operation falls to the downstream injector. Because it is positioned close to the combustion chamber, sprayed fuel can be supplied to the engine quickly, resulting in sharp response. Conversely, when high power is the priority, primary operation switches to the upstream injector, which focuses on high-rpm applications. Its location farther away from the combustion chamber means that the fuel has a longer travel time. This allows more time for the fuel particles and air to mix, as well as allowing the mixture to cool and condense. This means that when more power is needed, the cylinder can be filled with a greater quantity of a high-quality mixture.
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.
In motocross racing, getting a good start is critical. A few tenths of a second can make the difference between getting the holeshot or getting buried in the pack. In slippery conditions, getting the maximum drive from a motocross bike requires precise control of both the clutch and throttle.
Launch Control Mode helps riders get out of the gate quickly by complementing high-level technique with engine management. Featured on a mass-production motocross bike for the first time on Kawasaki's KX™450F, the system activates a separate engine map designed to get a more efficient start off the line. The system is designed to the same specifications as that used by Kawasaki Factory racers competing in the AMA Supercross and Pro Motocross championships.
Launch Control Mode is activated simply by pressing a button on the handlebar. The Launch Control map slightly slows down the ignition timing to help tame the engine's strong torque and reduce wheel-spin off the start. Launch Control Mode is only active in the first two gears off the start, disengaging and returning to the standard engine map automatically once the rider shifts into third gear. The system gives riders a great advantage out of the gate and puts them in a better position to control the race.
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.