Kawasaki ZZ-R 1400

1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range, while producing impressive horsepower numbers
- 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
- Carefully planned engine design is compact and narrow
Low mechanical noise via special piston profile and urethane insulation sheet on the inside of the magnesium chain cover-

Exhaust

- 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
- Exhaust connecting tube entrances are designed to enhance low rpm torque characteristics

Gear-Driven Dual Engine Balancers
- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and reduced rider fatigue
 
 

Ram Air Induction
- Central ram air duct draws the cooler, higher-pressure air from the face of the fairing and efficiently guides it through the air cleaner and into the engine for maximum power output
 
Digital Fuel Injection
- 44mm Mikuni throttle bodies are fitted with sub-throttle valves, controlled by the ECU to provide precise response, make DFI® performance smoother, and help meet Euro III emission requirements
- Intake porting optimizes flow characteristics
- Injectors deliver lateral spray at a 20 degree angle to disperse the finely-atomized fuel over a wider area
- Fine-atomizing injectors produce 75µ droplet size
- 32-bit ECU works with dual throttle valve system to further enhance throttle response and control

Digital Ignition
- Digital Timing Advance enhances low-and mid-range power
- Individual spark plug-mounted ignition coils fire each of the four sparkplugs independently to achieve the optimum timing for that cylinder at that instant
- ECU includes an idle speed control system for easier starting and warm-up

Radial Pump Clutch Master Cylinder
- Hydraulic clutch features a radial-pump clutch master cylinder for smooth and precise clutch engagement and feel
 
 
Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
- Frame’s cast aluminum sections - steering head and swing arm pivot areas – are produced with a die casting process for further weight savings
- Rigidly mounted engine is a stressed frame member, which increases the frame’s torsional rigidity and saves approximately four pounds
- Engine positioned forward in the frame, with the wheelbase and front/rear weight balance carefully designed to achieve high-speed stability and responsive handling
- 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 has simple access through the back side of the frame
 
Suspension
- Inverted 43mm cartridge type front fork utilizes damping rates that offer stiff initial action to resist front-end dive when braking
- Stepless damping adjustment improves suspension performance
- Excellent control and feedback from fully adjustable bottom-link Uni-Trak® rear suspension
- Linkage rates provide linear suspension action
- Bottom-link design concentrates helps create a lower center of gravity, which makes the motorcycle more nimble
- Wheel rim center ribs are slightly offset so tire balance weights can be located precisely along the wheel’s centerline

Radial Mounted Petal Front Disc Brakes
- Radial mounted four-piston front brake calipers 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
- Petal design brake discs provide better cooling and warp resistance
- Radial-pump front brake master cylinder improves brake performance and lever feel
 
 

Wind Tunnel-Designed Bodywork
- Monocoque frame goes over the engine so the sleek fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling
- Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
- Quadruple projector beam headlights give the ZX-14 a distinctive front fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Full Instrumentation
- White 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 and a clock
- 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

lo-band | hi-bandIt was a little over a year ago when the rumors surfaced about a more powerful Suzuki Hayabusa being in the pipeline. Now hitting dealers, the reborn ’Busa packs larger, 1340cc brass knuckles, and this was going to be a threat at usurping the 2006 king-of-the-mountain 1352cc ZX-14.
The ZX-14, introduced in early ’06, was a worthy competitor to the legendary Hayabusa. Its turbine-like motor out-muscled the Suzuki – no mean feat – and, as a whole, the big Ninja proved to be a smoother, more polished road burner.

In an effort to keep pace with the new threat from Team S, Kawasaki engineers have tweaked the ’08 ZX-14 to produce more power while meeting stringent Euro 3 emissions standards. Press materials state that Kawi engineers “were not willing to leave the door open to potential challengers,” a thinly veiled reference to the ’Busa. As a result, they’ve now delivered this mid-cycle freshening that we were recently able to sample on some twisty SoCal roads and at California Speedway’s dragstrip.

Kawasaki has tweaked its ZX-14 to offer more power from the bottom end to the top.

Atomic Silver is a new color for the revised ZX-14. Underneath is a new frame

“Enhance the bottom-end,” said Kawi Product Manager Karl Edmondson at the event. “That was the whole goal.”

The mega-Ninja’s new cylinder head is the biggest mechanical change. Revised intake porting is teamed with 20% larger secondary air ports for a less restrictive passage into the exhaust. A new air-switching valve is able to handle a bit more flow. The sub-throttle injectors were tweaked to provide a wider spray angle for improved atomization, part of what boosts the lower-end and midrange power. A new ECU monitors and controls the electronics, offering revised fuel and ignition mapping.

To comply with tightening noise regulations, Kawasaki made a few changes to reduce mechanical noise so they could keep the exhaust note relatively burly and the system as unrestrictive as possible. A urethane coating is used on the valve cover to keep mechanical noise inside, and revised piston profiles generate less racket. A host of changes to the exhaust system include 75%-larger balance tubes between the headers and the accumulation of a third catalyst to clean up tailpipe discharge.

In addition to more low-end and midrange power, Kawi claims to have whipped up three extra ponies up top, now a claimed 190 horsepower at the crankshaft. Peak torque of 113.5 ft-lbs is reached at 7500 rpm. Another 10 horses are gained with the benefit of ram-air induction at top speed, which is still electronically limited to 186 mph as per a gentlemen’s agreement among manufacturers.

“We might reasonably expect nearly 175 hp out of this new one.”

Last year’s ZX pumped out a whopping 171 horsepower at the rear wheel, so we might reasonably expect nearly 175 out of this new one. The new ’Busas are regularly topping the 170-hp mark on the dyno, so we’re anticipating an ultra-competitive shootout when we get the two bikes together for comparison. Anyway, kudos to Kawasaki for making a bike that produces fewer emissions while making more and better power.


The ZX-14 is capable in the twisties thanks to sportbike steering geometry balanced by a stability-inducing 57.5-inch wheelbase.

This view depicts the ZX-14’s swoopy curves and elongated length

While the bike’s outward appearance is unchanged, the skeletal structure underneath has been modified. The aluminum monocoque-style frame is now formed by a die-cast method rather than a gravity-cast design to slightly reduce weight. Despite this, the ZX’s claimed dry weight is up from 474 lbs to 485 lbs, a result of the heavier exhaust system. The flowing aero design of the original bike remain, with its distinctive quadruple projector beam headlights and turnsignals neatly integrated into the fairing and rear tailsection.

Our day on the updated ZX began with a street ride into the San Bernardino Mountains that were recently hit hard by wildfires. I’d like to make a clever analogy about the big Ninja ravaging the roads like the marauding flames, but the massive damage from the fires wasn’t very evident on the main roads on which we traveled. Moreover, the ZX proved to be pleasantly docile, not the beast you might expect. In fact, the 14 could easily be managed by a relative newbie if the tach was kept below 6000 rpm, such is its liquid-smooth power delivery that is unintimidating at low revs.

But if given a handful, the ZX-14 responds like a beast from the netherworld. Pine trees quickly become blurred, and that corner which a second ago seemed so far away is rapidly looming in the foreground. Good thing for the longish 57.5-inch wheelbase that keeps wheelies to a minimum, because this road missile romps through 100 mph harder than a 600 can at 60.

Dragracing is kind of like gunfighting. Lucky for Duke, the left lane was empty.

Which isn’t to say I really noticed the extra power harvested in the revised motor. The old bike already smashed your eyeballs against the back of your cranium under its wicked acceleration, so any added power was just another degree of flattened retinas. The sheer ferocity of the way this thing gains speed can frighten even a self-confessed speed freak.

But it’s no secret the super-Ninja is outrageously fast. Buried under that headline is how this wonderfully silky GT comports itself during typical street sorties. The riding position is sporting but not punishing, and its longish wheelbase handily sucks up mid-corner bumps. Its cockpit is quite inviting, with a reasonable amount of wind protection and a clean set of gauges including a gear-position indicator that is referred to more often than you might imagine. A low seat height inspires confidence in dwarfs like myself.

A relatively steep 23.0-degree rake angle and a short 94mm of trail results in a fairly sharp-handling machine for its size. On/off throttle response isn’t abrupt, and its radial-mount caliper twin discs up front have a potent squeeze that’s quite appropriate for a rocket like this.

Source Motorcycle.com 2008