First Impression: Kawasaki New Ninja ZX-14R

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Feb 28, 2012 ... Ninja ZX-14 in response to stiff competition from Suzuki's strong-selling GSX1300R Hayabusa, but for 2012 Kawasaki wants its advantage to be .... Mode , but whereas the Concours 14 has a manually selected, power-shaping ...
First Impression

connecting rods from 112.5mm to 115.5mm and using a taller cylinder block that raises the 14R’s CofG slightly. New forged pistons with boxed wristpin supports increase strength, yet are 6 grams lighter than the old ZX-14’s, and new externally routed oil lines feed crankcase jets that cool the undersides of the piston crowns. Kawi reps explained that the 14R’s oil lines are routed externally rather than internally so Kawasaki could increase the feed volume without compromising the integrity of the cases and the cylinder block. To better shape the powerband, the 14R’s combustion chambers are now machined rather than cast, a process that reduces the number of sharp edges in the combustion chamber. Compression is increased from 12.0:1 to 12.3:1, thanks to revised piston crowns and combustion chamber volumes. While its cylinder head isn’t all-new, the ZX-14R’s intake ports feature a new oval profile, and they’re now polished by hand during the assembly process, something Kawasaki first did on the 1984 GPz750 Turbo. The intake valves are unchanged from the 14’s, but the exhaust valves are larger, and all the valves and their respective valve seats feature a new hardening process to better cope with the increased heat in the combustion chambers. The 14R’s cams are new, too, with increased lift—from 9.1mm to 9.3mm on the intake side and from 8.5mm to 9.3mm on the exhaust side—and duration. A look at the Kawasaki-supplied dyno by Scott Rousseau greater charts comparing the old and new motors reveals hp and torque curves that are nearly identical shapes but with more peak power and more peak torque throughout the rev range. HEN YOU THINK of the most powerful sportbikes ever Surprisingly, Kawasaki did not need to redesign the 14R’s built, Kawasaki’s various open-class Ninjas should be intake tract to get more air to the bigger motor. Instead, it has a among the first machines that come to mind. Debuting new air filter element featuring a new pleat design that reduces air as a 900cc model in 1984, Kawasaki’s big Ninja redefined the resistance by 60% compared to the old element, resulting in supersport paradigm with big-block power, razor-sharp handling substantially increased airflow. and all-day comfort. A succession of ever more powerful models Spent combustion gases are routed through a new exhaust headhas followed ever since. ers with a stepped profile; initially 38.1mm in diameter and It has been five years since Kawasaki released the most recent increasing to 42.7mm farther downstream. The 14R’s volumiNinja ZX-14 in response to stiff competition from Suzuki’s nous mufflers, perhaps the most obvious element of its styling, are strong-selling GSX1300R Hayabusa, but for 2012 Kawasaki claimed to increase performance while also reducing emissions. wants its advantage to be undeniable. The new Ninja ZX-14R As there was enough room inside them, Kawasaki engineers packs even more displacement, horsepower and torque and commoved the catalyzers from the collector section of the exhaust sysbines it with new power management electronics to keep it from tem into the mufflers (which means that if the stock mufflers are going up in tire smoke. How much more? Kawasaki plays it coy replaced with aftermarket items, the cats are also removed). when pressed, but rumor has it that the 14R will be the first Ninja The ZX-14R retains the quartet of 44mm throttle bodies from to deliver over 200 crankshaft horsepower! If that’s true, it the previous model, but the R has an Idle Speed Control valve represents a quantum leap in performance over the old ZX-14. (ISC) that not only automatically adjusts idle rpm but also lowers To prove it, Kawasaki invited MCN to Las Vegas to put the 14R emissions by opening and closing during deceleration. The ZXthrough its paces on the street and the dragstrip. 14R’s ECU can also sense when the throttle is chopped abruptly, when it will activate the ISC to smooth the engine rpm drop. Engine But don’t mistake the ZX-14R’s “gentle giant” persona as The first thing you’ll notice when letting the clutch out on the something that you can disrespect, or you’re likely to regret it, ZX-14R is how its overall character remains true to its heritage. because while the ZX-14R is smooth, it’s far from boring. WhackHushed and vibration-free, thanks to its dual gear-driven countering open the throttle results in instantaneous, arm-stretching, balancers, the R-motor’s delivery is smooth and linear, offering terrain-blurring acceleration reminiscent of a turbocharged excellent throttle response regardless of rpm or load. Short-shiftengine, only without the turbo lag. And with its traction control ing the 14R in-between stoplights is the way to go, as the engine’s system disabled, if traction is good, the 14R’s front wheel will mellifluous torque allows the 14R to exert its authority without quickly point toward the heavens, and if it’s marginal, the rear tire aggressive or unruly behavior. will go up in smoke like a Top Fuel dragster in mid-burnout. And that’s just what Kawasaki engineers sought when revising To put the ZX-14R’s acceleration to the test, Kawasaki invited the ZX-14’s liquid-cooled, DOHC inline four-cylinder engine. us to The Strip at Las Vegas Motor Speedway for a day of hard-core Their goal was to increase the ZX-14R’s horsepower and torque drag testing interrupted by a brief road ride to the Valley of Fire at all rpm, with a special focus on low-end grunt to more easily monument north of the city. They even brought in multi-time AMA launch the 14R from a standing start and a more muscular midand MIROCK drag racing champion Rickey Gadson to coach us range for a stronger roll-on. However, its silky smooth driveabilon the finer points of launching the 14R down the quarter-mile. ity could not be spoiled in the process. So, once again, the Ninja Well, at least that was the plan before mother nature intergets a displacement bump, from 1353cc to 1441cc, courtesy of vened. While our colleagues in the first wave of the event enjoyed a 4mm stroke increase, accommodated by lengthening the

Kawasaki New Ninja ZX-14R

KEVIN WING

More Power & Traction Control for 2012

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MOTORCYCLE CONSUMER NEWS

KEVIN WING

picture-perfect weather and optimum track conditions, we poor suckers in the second wave awoke to rain driven by hurricaneforce winds that destroyed the awning on Kawasaki’s big rig, causing about $60,000 in damage and delaying our ride time by one day. Fortunately, Kawasaki accommodated us as best it could with an abbreviated drag strip session the next day, once the wind and rain had subsided. On a cold racetrack that was as much as .3 to .5 of a second slower, I still managed a corrected best of 9.95 at 143.10 mph. And the ZX-14R made it as easy as running down to the store for groceries. Shifting the 14R at 11,000 rpm produces an eyewatering ride that was probably a combination of wind blast and tears of joy. And I never even spun the tire or wheelied once on any of my launches.

Traction Control & Power Modes So how do you keep a 200-hp engine from spinning the tire on a cold racetrack? Traction control, of course, and the Ninja ZX-14R incorporates three levels of traction control and two power modes to allow the rider to harness the engine’s potential. Kawasaki’s KTRC traction control system combines the attributes of the Concours 14 system with the S-KTRC system found on the ZX-10R. It isn’t predictive like the 10R’s but traction modes 1 and 2 on the 14R mimic the feel of the 10R’s system. Mode 1 still requires the rider to finesse the throttle from a standing start to avoid an unwanted wheelie, but if the front wheel does come off the ground after the front wheel is rotating, the KTRC’s wheel speed sensors will sense the speed difference between the front and rear wheels and retard the ignition timing, giving the rider better control of the wheelie; the system will not just cut power abruptly and slam the front end back to earth like some OEM systems. Mode 2 also allows for rapid acceleration from a standing start but eliminates any chance of a wheelie right from the beginning. For road use, mode 3 emulates the traction control action of the C14, making it all but impossible to spin the rear wheel on dirt, gravel or other slippery surfaces. The ZX-14R also features two engine power modes to further tailor output to the rider’s comfort level. Full Power unleashes all of the 14R’s fury, but Low Power reduces horsepower by 25% to make the engine even more accommodating for less-than-ideal conditions like wet pavement. Riding in both modes back-toback left us with the impression that they’re like the difference between .38 and .45 caliber handguns. There is a noticeable dulling of power in the Low Power mode, but don’t get careless; “just” 150 rwhp is still sufficiently lethal if mistreated. Both the traction control and power modes are easily adjustable on-the-fly via a switch on the left handlebar. You simply pull in the clutch and thumb the button to the desired modes. Again, the traction control system can also be disabled, but it will always default back to mode 1 once the key is shut off. If it’s in mode 2 or 3, however, it will return to that same mode when the bike is restarted. And regardless of which mode you’re in, the traction control always takes priority over the engine power modes.

Transmission & Clutch The ZX-14R’s increased torque output allowed Kawasaki engineers to fit a taller first gear ratio in its 6-speed transmission to reduce low-gear abruptness, but overall gearing is tighter, thanks to an increase from 41 teeth to 42 teeth on the rear sprocket, aimed

at improving acceleration. The 14R also gets a slipper clutch—a first for the biggest Ninja—for smoother downshifting and to reduce the chance of wheel hop under deceleration. To tell the truth, if the transmission and clutch are better, they weren’t all that noticeable, as I never thought of the previous ZX-14 as overgeared, nor did I ever experience any back torque issues with the old clutch. Shifting is still smooth and precise, and the R’s clutch offers a light pull and easy modulation, assisted by its radialpump hydraulic master cylinder.

Chassis & Suspension On the street or the strip, the ZX14R’s monocoque aluminum frame remains stable and unflappable. It uses the same 23.7° rake and 3.7" of trail as the old ZX-14, but it has been revised with a new steering stem retuned for more ideal flex to work in concert with the more powerful engine. Kawasaki engineers also increased the swingarm length by 10mm (increasing the wheelbase from 57.5" to 58.3"). Altogether, the 14R still imparts the long, low and arrow-stable feel of the old 14, and despite the fact that it weighs some 20 lbs. more, it also handles more crisply than the old bike when bending into a corner. This is partly because Kawasaki engineers lightened the 14R’s 10-spoke cast-alloy wheels by 3 lbs., decreasing gyroscopic effect for lighter, more precise steering. Carry-over items include the powerful and linear dual semifloating 310mm petal discs with radial-mounted four-piston calipers and radial-pump master cylinder up front and 250mm petal disc and two-piston caliper out back. And the ZX-14R also retains the fully adjustable 43mm Kayaba male-slider fork and Kayaba rear shock of the ZX-14, but Kawasaki has retuned the 14R’s suspension with stiffer front and rear springs for a sportier feel. As I had requested the stock settings for my test unit, I would recommend starting with slightly less preload at both ends to allow the 14R to settle into its travel better. Ergonomically, the ZX-14R is more comfortable than its predecessor thanks to a revised “gunfighter-style” seat with a narrower front and wider rear section. While the street riding portion of our test only lasted about 80 miles, there was no need to move around on the seat in order to remain comfortable. One last thing: The ZX-14R also features ECO (economy) Mode, but whereas the Concours 14 has a manually selected, power-shaping ECO mode, the 14R only has a light that appears on the dash to tell the rider when he is saving the most fuel. In fact, the 14R’s ECU automatically adjusts the fuel delivery to enhance fuel economy despite its larger engine and tighter gearing.

Final Thoughts Adorned in all-new bodywork for a sleek new appearance, the ZX-14R is available in two standard colors, Metallic Spark Black and Candy Surf Blue, for $14,699, and in a special-edition Golden Blaze Green with flame accents and machined two-tone wheels for $14,899. Regardless of which color you choose, the 14R sets a new standard in Kawasaki sportbike performance. On the track, its brawny engine and blinding acceleration should quicken the pulse of any hard-core adrenaline junkie, but it’s equally capable as a day-to-day ride or a long-distance sport-tourer. Try doing all three in your Lamborghini Murcielago. Visit us at WWW.MCNEWS.COM



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