That power is more manageable than ever, too, thanks to the addition of a 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 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 slipper 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 seat cover – standard on all U.S.-spec models – boosting aesthetic performance.
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 slipper 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 seat cover – standard on all U.S.-spec models – boosting aesthetic performance.