Make Model	Kawasaki ZZR 1400  (ZX-14)
Year	2012
Engine	Liquid cooled, four stroke, transverse four cylinders, DOHC, 4 valves per cylinder
Capacity	1441
Bore x Stroke	84 x 65 mm
Compression Ratio	12.3:1
Induction	DFI® with four 44mm Mikuni throttle bodies
Ignition  /  Starting	TCBI with Digital Advance
Max Power
Max Torque
Transmission  /  Drive	6 Speed  /  chain
Gear Ratio
Rake/Trail	23 degrees / 3.7 in.
Front Suspension	43mm inverted cartridge fork with adjustable preload, 18-way compression and 15-way rebound damping adjustment, 116.8mm wheel travel.
Rear Suspension	Bottom-link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height 124.5mm wheel travel.
Front Brakes	2x 310mm discs 4 piston calipers
Rear Brakes	Single 250mm disc 2 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	190/50 ZR17
Seat Height	800 mm  /  31.5 in
Curb-Weight	264 kg  /  584.3 lb
Fuel Capacity	22 Litres  /  5.8 gal

 

 

The ‘R’ Designation Equals More Race Winning Power and More Refinement for the Ultimate Open-Class Sportbike

It’s gotta be ugly competing against the ZX™-14 year after year. When it arrived on the big-bore sportbike stage in 2006, the big Ninja® blew everyone’s minds – owners, journalists and competitors – with its incredible thrust, sport-tourer comfort, agile handling and aerodynamic full-coverage bodywork. Continuous refinement has kept the 14 a step ahead of the competition, all while filling enthusiasts’ face shields with wild, ear-to-ear grins.

Fortunately for Kawasaki fans (and unfortunately for the competition), there’s no let up for 2012. Not only is the newly R-designated Ninja ZX-14R massively more powerful, it’s also almost entirely new, with more of the character, design excellence, and finesse you’ve come to expect from Team Green™ – the company that’s been building legendary open-class motorcycles for more than 40 years.

Big power delivered smoothly has always been a big Ninja hallmark, so the changes for 2012 begin in the new ZX-14R’s engine bay. First off, there’s more displacement via a 4mm stroke increase; to 65mm (up from 61mm), with displacement now registering 1441cc (up from 1352cc). Combustion chamber shapes are newly optimized for 2012, and they’re surface-milled now, not cast. Intake ports are reshaped and polished for maximum flow while working in concert with longer and more durable intake valves. Yep, the new Ninja ZX-14R really does come “ported” right from the factory.

 

 

The camshafts working those valves are more radical, with increased lift and revised profiles, while a stronger cam chain and revised tensioning system maximize reliability at the stratospheric rpm levels this engine is capable of. Newly designed forged pistons with thinner crowns offer increased durability and less weight, and are cooled by a new oil-jet cooling system that pumps a continuous stream of lubricant at the underside of each piston. (Testing shows the engine runs considerably cooler with this system.) There’s more: Compression is up from last year; connecting rods have beefier small ends, and are made of a stronger material; crankshaft main journals are thicker, from 38 to 40mm; a new air-cleaner element is larger and thicker, with 10% more surface area and 40 percent more airflow capability; and transmission gears have been heat- and surface-treated to be even more durable and shift more smoothly.

Feeding this class dominating new engine is a revised fuel injection system that offers automatic idle adjustment and reduced emissions. Burned hydrocarbons exit through a heavily revised exhaust system with reshaped, larger-diameter tapered header pipes and larger-volume, reshaped mufflers, each with an advanced catalyzer to minimize emissions.

The benefits of all this hot-rodding are substantial, as there’s more power virtually everywhere across the rev range. The increases are most profound in the mid-high rpm range, with notably stronger acceleration from 4,000 rpm onward. This translates into the sort of thrust riders can appreciate in a wide variety of situations, whether it’s powering up a freeway on-ramp to merge with fast-moving traffic or cruising along a deserted backroad on a sunny, Sunday-morning ride. On the ZX-14R, total domination is just a twist of the throttle away.

 

But the ZX-14R’s new engine is more than supremely powerful; there’s plenty of polish and panache to go along with it. The engine’s dual gear-driven counterbalancer setup, for instance, has been optimized to work with the new mill’s longer-stroke dimensions and crankshaft changes. The result is smoother power across the rev range.

That power is more manageable than ever, too, thanks to the addition of a back-torque limiting “slipper” clutch assembly and a KTRC traction control and ignition management system that features three different riding modes – full power, medium power and a third mode for low-traction (wet/slippery) conditions. The KTRC system is controlled by a bar-mounted toggle/push switch, and the system’s effects can be monitored on a seven-segment bar graph in the cockpit’s LCD info-screen. The back-torque limiting clutch technology comes directly from the racetrack, and helps eliminate the wheel-hop and stability-eroding torque effects of energetic downshifting and braking while cornering, or during spirited – or emergency – stops. It also helps protect the bike’s drive train, for optimum durability.

 

 

The result of all this refined and high-tech hot rodding is arguably the finest open-class streetbike engine ever built – and an engine this capable needs a similarly competent chassis in which to live and thrive. The 2012 ZX-14R is up to the job, and then some. Kawasaki engineers strove to retain the previous ZX-14’s light-handling and maneuverable demeanor, using the existing chassis design as a starting point for the new 14R and its increased power production. To maintain this sweet-handling character but also pump up the sportiness quotient, engineers modified more than half of the previous frame’s aluminum castings and forgings, all of which have different flex and rigidity characteristics than the parts they replace. So while the new alloy frame bears a distinct resemblance to the previous unit’s over-the-engine, monocoque design, it is vastly different: stiffer in some places and unchanged in others, the net result forming an ideal balance for the bike’s weight, power and cornering ability. In back, the swingarm is 10mm longer than before and features more gusseting to effectively match the new frame’s rigidity balance.

Front and rear suspension revisions help maintain this balancing act of wheel control, ride compliance and maneuverability. Both the 43mm fully adjustable inverted fork and multi-adjustable single shock have improved bottoming resistance and revised internal settings, while new lighter and beautifully machined 10-spoke wheels look great and reduce unsprung weight by a whopping 3.3 pounds, further aiding acceleration, handling and suspension action. The new ZX-14R’s triple disc brakes are updated, as well, with more rigid disc material and revised pads for powerful, fade-free stops and a progressive feel at the lever.

 

Of course, with this much top-shelf performance, you also have to look good. Dynamic styling has been a Kawasaki hallmark since the days of H1s, H2s and Z-1s, so it’s only fitting that this latest addition to a long line of sportbikes looks the part, with new bodywork tip-to-tail honoring the imposing, angular and flowing shapes that have made recent Ninjas some of the most attractive sportbikes in existence. The nose is especially imposing, with a more aggressive nose fitted with a quad-headlight assembly and a large ram-air duct stuffing cool atmosphere into the intake system. The traditional 4-fin theme along the fairing’s sides has a more pronounced 3D design this year, while great effort was expended to hide hooks and fasteners as much as possible. The bike’s tail section is especially well-sculpted, with faired-in turn signals and a cool rear seat cowl – standard on all U.S.-spec models – boosting aesthetic performance.

The body package offers functional benefits as well as aesthetic ones. The reshaped seat, for instance, offers more thigh support and makes it easier for vertically challenged riders to reach the ground. The bodywork’s venting system is better at extracting heated air from the engine bay and away from the rider and passenger.

 

The new ZX-14’s instruments and controls have been reworked as well, with a newly finished gauge cluster and a new multi-function switch on the left handlebar that handles all system functions; you can toggle the LCD screen using the upper/lower buttons, and easily scroll through fuel consumption, remaining range, battery voltage, external temperature, traction control, etc., choosing and adjusting functions using the ‘select’ button in the center of the toggle switch. There’s even an “eco” indicator on the LCD screen that lets riders know when they’re getting maximum economy and fuel mileage.

The end result of all this technology and all these features is a dominating open-class ride – a supremely smooth, powerful and refined sporting motorcycle that’ll gladly go anywhere there’s asphalt and do it with an uncanny level of competence. High-aggression Sunday-morning rides? No worries. Two-up along the coast for the weekend? Easy. Commuting to and from work? Simple. Weekend bracket racing at the local dragstrip? Cake.

See? It’s difficult to compete with an open-classer this good at so many things. It’s a fact our competition knows all too well.
 

 

Every now and then a manufacturer builds a motorcycle that defines their brand in the marketplace. For Kawasaki, that motorcycle is the Ninja ZX-14.

Kawasaki's most powerful motorcycle to date, the Ninja ZX-14 sets new performance standards with the most unbelievable, absolutely-jaw-dropping acceleration you have ever experienced. But what makes the Ninja ZX-14 even more incredible is the absolute finesse with which it commands this power. Smooth and linear from idle to redline, you don’t have to be a world champion to control this machine.

But it’s not just about horsepower; the Ninja ZX-14 combines its earth-shattering engine performance with exquisite handling and stability, sleek aerodynamics and superbly comfortable ergonomics, creating the ultimate long-range hyper-sports weapon.

Kawasaki Ninja ZX-14R Features and Benefits

• Massively more powerful 1,441cc inline-four engine features a 4mm longer stroke, reworked cylinder head assembly, polished ports and lighter, stronger pistons for more power across the rev range
• KTRC traction-control system features three different modes for varying conditions and is controlled by a handy switch assembly on the left handlebar
• All-new slipper clutch assembly controls rear-wheel torque effects while braking and downshifting
• All-new exhaust system features tapered and reshaped head pipes and an all-new muffler assembly for low noise and emissions
• Redesigned aluminum monocoque frame is narrow, strong and rigid
• All-new swingarm assembly is longer and features strengthening gussets to cope with the engine’s newfound power
• Transmission gears are more durable thanks to new temperature and surface treatments
• All-new bodywork package builds upon the slick aesthetic image of the previous machine, includes a rear seat cowl and adds better air management to the mix for improved rider and passenger comfort
• All-new 10-spoke wheels are more than 3 pounds lighter in total than the previous machine’s units; this reduces unsprung weight, which aids handling and maneuverability
• New disc material and pads improve the 14R’s radial-mount braking system
• Revised suspension settings front and rear add wheel control and compliance to an already plush ride
• Higher overall finish quality than before, including hidden bodywork fasteners

 

New 1,441cc Four-cylinder Liquid-Cooled DOHC Engine

• Longer-stroke design, revised (and ported) cylinder heads, lighter pistons, higher compression and more radical camshafts provide more torque and power throughout the rev range
• Piston jet system sprays a continuous stream of cooling lubrication to the underside of each piston for cooler running temperatures, more constant power production and better durability
• Stronger cam chain and tensioning system offers a higher degree of durability at stratospheric rpm levels
• Crankshaft main journals are 2mm thicker (now 40mm) for added durability
• More durable temperature and surface treatments allow the transmission gears to better harness the new engine’s prodigious power production
• Chrome composite-plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs
• Newly designed engine is compact and narrow, which allows the rest of the machine to be smaller, lighter and more nimble
• Low mechanical noise via special piston profile and urethane insulation sheet on the inside of the magnesium chain cover

Revised High-flow Exhaust System

• All-new header assembly has tapered-diameter pipes for optimal power production and power delivery characteristics
• Newly designed mufflers offer lower noise emissions and, due to the dual catalyzers, are cleaner than before
• Airflow into the exhaust from the large secondary air ports in the cylinder head and head cover, plus a third honeycomb catalyzer in the collector, help meet strict Euro III emissions standards
• Internal silencer construction minimizes impact of emissions regulations while maintaining impressive top-end power

 

 

 

Gear-driven Dual Engine Balancers

• Revised balance weights keep the newly dimensioned engine (more stroke) in ideal balance, resulting in improved comfort for riders and passengers
• Already in perfect primary balance, the 14R’s engine design features dual secondary balancers that virtually eliminate unwanted vibrations for extremely smooth operation and reduced rider fatigue

Ram Air Induction

• Central ram air duct in the newly shaped fairing draws cooler, higher-pressure air from the face of the fairing and efficiently guides it through the larger and more efficient air cleaner and into the reworked engine for maximum power output

Digital Fuel Injection

• New throttle body assembly featuring 44mm throttle bodies is fitted with ISC valve and sub-throttle valves controlled by the ECU. They provide precise response, smooth DFI® performance, automatic idle speed adjustment, and help the bike meet Euro III emissions requirements now and into the future
• Revised intake tract porting optimizes flow characteristics
• Injectors deliver lateral spray at a 20-degree angle to disperse the finely atomized fuel over a wide area
• Fine-atomizing injectors produce a 75-micron droplet size
• 32-bit ECU works with dual throttle valve system to further enhance throttle response and control

2-Mode Digital Ignition

• Rider selectable High & Low maps offer a choice between full power and approximately 50 percent power output to help suit changing conditions
• Digital Timing Advance enhances low
• and mid-range power
• Individual spark plug-mounted ignition coils fire each of the four spark plugs independently to achieve the optimum timing for that cylinder
• ECU includes an idle speed control system for easier starting and warm-up

KTRC Traction Control

• KTRC traction-control system features three different modes for varying conditions
• Modes are controlled by a handy switch assembly on the left handlebar
• Modes are indicated on the LCD cockpit display

New Back-Torque Limiting “Slipper” Clutch

• All-new back-torque limiting “slipper” clutch assembly controls rear-wheel torque effects while downshifting or coasting to minimize wheel hop, chatter and reduce rider stress
• Radial-pump hydraulic clutch master cylinder offers smooth and precise engagement and optimal feel at the lever

New-generation Monocoque Aluminum Frame

• Lightweight monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swingarm pivot. It is narrow, strong, rigid and very light
• Many of the frame’s new cast aluminum sections – steering head and swingarm pivot areas – are produced via a die-casting process for weight savings
• Rigidly mounted engine is a stressed frame member, which increases the frame’s torsional rigidity and saves weight vs. traditional designs
• Engine is positioned forward in the frame, with the slightly longer wheelbase and front/rear weight balance carefully designed to achieve high-speed stability and responsive handling
• Longer swingarm adds high-speed stability and is gusseted to better cope with the new engine’s power production
• Massive head pipe casting contributes to frame rigidity
• Frame houses the air box and air filter in a space-saving design that simplifies air cleaner maintenance
• Battery is also housed within the frame and is easily accessible through an aluminum frame cover

Suspension

• Revised internal settings for the inverted and multi-adjustable 43mm cartridge-type fork allow more wheel control and improved ride compliance
• Stepless damping adjustment improves suspension performance
• Excellent control and feedback from the fully adjustable bottom-link Uni-Trak® rear suspension
• Linkage rates allow linear suspension action and greater wheel control
• Bottom-link design helps create a lower center of gravity, which makes the motorcycle more nimble

Reshaped Petal-type Discs with Radial-mount Calipers

• Reshaped petal-type design brake discs provide better cooling and enhanced warp resistance
• Radial mounted four-piston front brake calipers use improved brake pads and offer greater rigidity than traditional caliper mounting to improve brake feel
• A separate brake pad is used for each piston. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain a consistent brake feel longer
• Radial-pump front brake master cylinder improves brake performance and lever feel

Aggressive New Bodywork

• Monocoque frame is positioned over the engine so the sleek new fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling
• New fairing venting offers improved engine-heat control for more comfort for rider and passenger
• Standard rear-seat cowl adds aesthetic appeal
• Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance appearance
• Quadruple projector beam headlights in the new fairing give the ZX™-14 a distinctive new look. The outer lights contain position lamps and high beams, while the low beams are located in the center lamps
• Lightweight Denso radiator with dual fans and high-density cores provides maximum cooling efficiency

Full Instrumentation

• New black-faced dual analog speedometer and tachometer are easy to read
• Multi-function LCD digital display includes an odometer, two trip meters, fuel gauge, gear position indicator, clock, and many other variables, including traction-control information via a 7-segment LCD indicator
• Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift
• Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch
• Controller Area Network (CAN) interface between the gauges uses fewer wires yet allows a greater volume of information, such as estimated fuel mileage, to be exchanged

Review

Giving the Kawasaki ZX-14R more stroke and added displacement is sort of like Dolly Parton getting breast implants, but those wild and crazy guys over at the Big K have gone ahead and done just that – adding an R and so much more to the big-bore ZX-14. They’ve made sickly fast even faster. And for good measure, they’ve thrown in more torque.

Thank God the thing comes with a bra called traction control.

Already known the world over as a perennial contender for the title “world’s most powerful mass-produced motorcycle,” Kawasaki engineers couldn’t leave good enough alone. They had to make it better. And “better” in the case of motorcycles like the ZX-14R usually means more power. And the quickest way to that is to increase the size of the engine – thus, the inline four has been pumped up to 1441cc from the 1352cc it’s had since its introduction in 2006.

The added displacement comes via a 4mm stroke increase that sees the 2012 ZX-14R at 65mm (up from 61mm to 84.0 x 65mm); it also gets a reworked cylinder head assembly with polished ports and lighter pistons – which also got stronger to handle the extra power. The compression ratio has also been bumped to 12.3:1.

To help harness all of this, the ZX-14R gets traction control for the first time – a modified version of the system currently used on the smaller sibling ZX-10R. The system features three different modes – 1, 2 and 3 – for varying conditions with 1 being the least restrictive while 3 offers up the most help for dealing with slippery conditions. And for those of you who still believe in traction control coming from your right wrist, the whole thing can be turned off.

The bike also gets a two-mode power selector that cuts power in the low-power mode down to 75 percent of full power, though this all happens at the top of the power range. Off the bottom, both modes offer full power. All the options on traction control and the power selector are changed via a switch on the left handlebar with the modes easily viewed on the bike’s LCD cockpit display.

Power, torque and traction control is all well and good, but something else that should be appreciated is the fact that the ZX-14R also gets a slipper clutch for the first time – a package that is almost identical to the one found on the ZX-10R. The slipper clutch on the new bike works well, allowing you to hammer downshifts without the rear end getting out of shape. Just like it should. A very good addition to any sportbike.

The chassis on the ZX-14R has also been updated with a 10mm longer swingarm the biggest change to the new model. It also gets a new steering stem and different rigidity and flex characteristics. Working in conjunction with all that are stiffer springs and revised damping settings in both the front (a 43mm upside down fork) and rear suspension package with the suspension action now taking place higher in the stroke than on the previous model.

New wheels have taken three pounds off the bike, but it’s still a big, beefy motorcycle that tips the scales at 584.3 pounds. The wheels are fitted with re-shaped petal-type discs with radial-mounted four piston brake calipers up front, though ABS still isn’t an option as Kawasaki says there hasn’t been much in the way of consumer demand for the system. Europe, however, does get the ABS option.

Kawasaki updated the styling on the bike, but not so much that ZX-14R fans won’t recognize it. It’s got a bit more aggressive look to it with its four headlights, V-shaped taillight and quadruple side fairing fins, but there’s no denying that it’s still a ZX. They tweaked it to make it look a bit different, but also changed it to make it more functional… i.e. a seat that has been reshaped to offer a bit more thigh support while also giving it a lower feel for shorter riders.

You’d be hard pressed to find better instrumentation than what you get on the ZX-14R. The cockpit features a large analog speedometer with an analog tach of equal size sitting next to it. The bike gets a multi-function LCD digital display that shows you everything but your bank balances: Fuel gauge, gear position indicator, dual trip meters, odometer, and clock. You can also toggle through (via the same switch that changes the traction-control settings) to find your current and average fuel mileage, remaining fuel range and external air temperature. There’s also a programmable launch light and shift light. And if that’s not enough, there’s also an “Eco” indicator on the screen that tells you when you’re getting maximum economy and fuel mileage, though we’re not sure anyone who buys a motorcycle like a ZX-14R does so to avoid higher gas prices.

Speaking of your bank balance, the new ZX-14R will sell for $14,699 in the two standard colors – metallic spark black and candy surf blue – while the special-edition golden blazed green will set you back an additional $200 at $14,899. The green one screams, “I’m the fastest freaking motorcycle in the world” loud and clear.

So how does it all work? Pretty damn good, actually.

To show us just how versatile the new ZX-14R is, Kawasaki took a contingent of journalists to Las Vegas yesterday for a combination street ride/drag strip day and it was hard not to come away impressed. It’s not every day that you find a motorcycle that’s extremely comfortable and user friendly on a jaunt down the 1-15 freeway and through the twisties of a National Park, yet gets even a drag-strip newbie like myself through a quarter mile in 10.067 seconds at 144.89 mph. Ride it to the drag strip, kick some ass and then ride it home. Welcome to life with the ZX-14R.

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My day started with the street ride that took us on a 30-mile or so jaunt down the 1-15 freeway to a desolate road that led us into the park – complete with a 35 mph speed limit – and ended with my best run of the day, the aforementioned 10.067 (drag racing hero and eight-time champion Rickey Gadson was in the 9s on the same stocker). Along the way, we tested the traction control system as best we could on the road and off it (you can set it on level three, ride it off into the gravel on the edge of the road, hammer the throttle and it churns its way along until traction is found again on the pavement). It definitely takes the edge off a motorcycle that’s got plenty of it.

On the highway, the ZX-14R is all sports-tourer. It cruises along at 80 mph at 5000 rpm in sixth gear, is unbelievably stable (not a surprise with a wheelbase of 58.3 inches), vibration free and silky smooth. You could ride all day on the ZX-14R without nary a worry, eating miles and smiling the entire time. And if you feel the need to make a pass or get somewhere in a hurry… give it some stick in any gear and hold on. Torque? It’s got boatloads of it.

At the drag strip, our instructor Gadson had us starting out using the ZX-14R on setting 2, giving you peace of mind and allowing you to focus your efforts on getting the launch just right and not on having to chop the throttle for over-zealous wheelies and such. With the setting on 2, you could hammer the throttle with reckless abandon once you got the clutch released just right. Piece of cake. And quarter mile times in the low 10s were fairly easy to come by. I recall my other lone drag strip experience and one run in particular coming three years ago on a ZX14-R: I got the bike lit up off the lights and it slid one way and then the other, fishtailing for the first 50 feet or so. It’s fun to look back on, but was a bit daunting at the time. Traction control takes those sorts of harrowing moments away.

My best run at the end of the day did come with the setting on 1, but using the second setting made getting to that point a lot more comfortable and confidence inspiring. Of course, Gadson does his best times with the traction control turned off, but there’s a reason why he teaches drag racing schools and the rest of us don’t. Trust me, the non-Rickeys will be better of with traction control than without it.

It’s sort of scary to come right out and say that a new motorcycle is the fastest mass-produced motorcycle ever built, but with the 2012 Kawasaki ZX-14R it’s a pretty safe bet that you’d be correct in saying just that. It’s difficult to imagine anything standing in the way of Kawasaki’s claim that the ZX-14R is “The King Of All Sportbikes.

 Source cyclenews