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Don't miss Superbike magazine:

http://www.superbike.co.uk/news/SuperBike_Kawasaki_GTR1400_specs_news_121740.html

You will find the answer to some of your questions

"Kawasaki GTR1400 specs released
Home » News » Kawasaki GTR1400 specs released
May 29, 2007 - Al
We've just received the specifications and some tech briefing on the forthcoming 2008 Kawasaki GTR1400 mega tourer. The basics are - a low-compression ZZR1400 motor with smaller throttle bodies and a variable valve timing system to boost low-down grunt, in a clever shaft-drive chassis loaded with trick touring goodness. The bike's being launched in June, and we'll let you know all about it as soon as we can. In the meantime, here's the full document for the terminally mile-munching to peruse at your leisure...

MODEL NAME: 1400GTR (EUROPE)(Concours 14) (USA)

POWER CHARACTERISTICS FOR LONG-DISTANCE SPORT RIDING

Power comes from a ZZR1400-based engine tuned for more low- and mid-range torque. This liquid-cooled, 16-valve, In-Line Four features variable valve timing for high torque output at low and medium rpm. Acceleration off the line and when overtaking are simply spectacular, and the engine spins up effortlessly in the higher rpm range.
Thanks to a finely tuned fuel injection map, off-idle throttle response and throttle response across the rev range is smooth and natural.
Ram Air

Just like a supersport bike, the GTR features Kawasaki's Ram Air System. Dual Ram Air ducts located on the upper cowl feed the engine the steady flow of cool air needed for high performance. Resonators located near the inlets reduce intake noise for quiet running.
Airbox

The backbone of the monocoque frame doubles as an airbox, contributing to the GTR's compact and narrow dimensions.
Fuel Injection

The FI system features sub-throttles, and the diameter of the throttle valve has been reduced from 43mm (ZZR1400) to 38 mm for more linear low and mid-range throttle response and for increased driveability. Because the smaller diameter throttle bodies give increased intake velocity, throttle response is very crisp from low rpm to high.
Ultra-fine atomising injectors contribute to the GTR's sensitive throttle response, enabling minute throttle adjustments.
The combination of the new fuel injection system that makes use of feedback from O2 sensors, and the variable valve timing reduce exhaust emissions, allowing the GTR to clear the stringent Euro-III emissions regulations.
Variable Valve Timing

With variable valve timing (a category first), the camshaft timing varies in response to rpm and throttle position. The result is high torque output in the low and medium rpm ranges and awesome high-rpm power at the top end. Combustion efficiency is also improved, contributing to enhanced fuel efficiency.
An ECU-controlled OCV (Oil Control Valve) changes the pressure of oil in the chambers of an actuator located at the end of the intake camshaft. As the pressure changes, oil is fed into or out of the chambers via holes in the camshaft. The changing volume of oil causes the actuator to move, rotating the camshaft, thereby advancing and retarding the valve timing.
The intake timing is retarded at low rpm, reducing the valve overlap for cleaner, more efficient combustion in the low-rpm range.
Camshafts

Special cam profiles are used to suit the variable valve timing. The new cams have less lift than those of the ZZR1400.
Lightweight, highly rigid forged camshafts are used for precise valve timing at high rpm.
Pistons

Complementing the variable valve timing are new pistons with reshaped crowns. Compared with the ZZR1400, compression has been lowered from 12.0:1 to 10.7:1.
Connecting Rods

Super-strong sintered connecting rods (same as those of the ZZR1400) are used to ensure high durability and long-term reliability.
Cylinder Head

Magnesium valve cover contributes to weight reduction.
Crankcase

To ensure high crankcase rigidity the cylinders are cast integral with the upper crankcase. Plated cylinders reduce operating friction, and along with revised piston clearance, contribute to extremely quiet engine operation.
Crankshaft

ACG flywheel mass has been increased to enhance the low-rpm torque characteristics.
Exhaust System

GTR-specific stainless steel exhaust pipes are fitted which are tuned for sporty yet very responsive power characteristics. A 4-2-1 layout is used, and a catalyser and O2 sensor are fitted to ensure that the GTR meets the stringent Euro-III emissions regulations.
A single tri-oval muffler replaces the dual oval units used on the ZZR1400 for reduced weight and less noise.
Engine Balancer

Like the ZZR1400, the GTR features dual balancer shafts ensuring a super-smooth ride quality.
Radiator

For high cooling efficiency the radiator is fitted with dual radiator fans of different diameter. (The ZZR1400 uses a single fan.)
Electric Accessory Power Supply

To power grip heaters and other electrical accessories, the ACG output has been increased. (The battery is the same as that of the ZZR1400.)


TRANSFERRING POWER TO THE TARMAC

Clutch

The 1400GTR is not called the Transcontinental “Supersport” for nothing. Like Kawasaki's Ninja supersport bikes, the GTR comes standard with a back-torque limiting clutch that helps minimise rear wheel hop when downshifting at high rpm.
Dampers fitted to the clutch cam reduce shock loads to the clutch and transmission, contributing to smooth and seamless power delivery.
Operation of the hydraulic clutch is equally smooth and very light, thanks to a radial pump master cylinder.
Transmission

The 1400GTR comes equipped with a 6-speed transmission.
The sixth gear is an overdrive gear that allows engine speed to be reduced when cruising for high comfort and low fuel consumption.
Tetra-Lever Rear Suspension

To ensure that the GTR's massive torque is transmitted to the tarmac as efficiently as possible, a highly rigid, dual-sided, 4-link swingarm is used.
Kawasaki calls this the Tetra-Lever. It is designed to offset the lifting/squatting tendency of shaft drives when the throttle is opened/closed. Two-point jointed shafts are used, ensuring a smooth power delivery to the road surface. The ride quality and chassis behaviour are very natural and feel similar to chain drive, with added benefits of the very direct “shaft drive feel.” The high rigidity of this swingarm design gives excellent rider feedback, contributing to the unique GTR sport riding experience.


HANDLING-FOCUSED CHASSIS DESIGN

Aluminium Monocoque Frame

For a combination of light weight, slim design and sporty handling characteristics, the 1400GTR is equipped with a high-rigidity aluminium monocoque frame.
This unique frame is a more advanced version of the frame first used by the Ninja ZX-12R and ZZR1400. It delivers very stable yet very responsive handling characteristics — just what is needed for a transcontinental supersport bike.
To reduce the influence of increased weight on the bike's handling characteristics, the steering head, upper plate and swingarm bracket were made stiffer, giving the GTR's frame 20% more torsional stiffness than the ZZR1400's frame.
Front/Rear Weight Balance

Compared with the ZZR1400, the GTR's frame has a greater caster angle, moving the front axle 30 mm forward. The swingarm was also extended, moving the rear axle 30 mm further back. The result is a front/rear wheel weight bias only marginally different from the ZZR1400. And because the GTR was developed primarily with luggage attached, when riding two-up or with luggage, fine tuning the suspension is simply a quick twist of the remote preload adjuster away.
Mass Centralisation

The fuel tank is centrally located in the chassis and extends vertically below the seat. The battery and ABS unit are also centrally located, ensuring both excellent front/rear and vertical mass centralisation.
The electrically adjustable windscreen and panniers are also mounted as close to the bike's centre of gravity as possible, contributing to the GTR's nimble handling, and ease of manoeuvrability when off the bike.
Frame Geometry

Thanks to the Tetra-Lever swinging arm, the virtual swinging arm pivot location remains ideal, reducing the up/down movement associated with conventional shaft drives.
Compared with the ZZR, the castor angle was increased from 23° to 26° for superb straight-line stability.
Wheelbase

Ride stability is excellent, thanks in part to a wheelbase which is 60 mm longer than the ZZR's. In spite of this, the GTR's sporty cornering performance rivals that of many pure supersport bikes.


PRECISE CONTROL AND “NATURAL” HANDLING

Inverted Front Fork

Sturdy 43mm inverted fork complements the high-rigidity frame and delivers brilliant high-speed handling performance, whether on winding roads or on high-speed expressways.
The fork is adjustable for rebound damping and preload.
Tetra-Lever Rear Suspension

The Tetra-Lever rear suspension is supported at four points on the left and right side and mounts to Kawasaki's unique Uni-Trak suspension system. This system almost completely eliminates the up/down movement associated with shaft drives during acceleration and deceleration, resulting in a very natural ride feel.
On any motorcycle the opposing forces of the inertia of the bike pushing backwards on the swinging arm and the road surface pushing forward on the rear tyre results in torque that tends to rotate the final drive. With conventional swinging arms, this rotation occurs about the swinging arm pivot. By using jointed levers, the Tetra-Lever system creates a longer effective swinging arm, moving the point of rotation (or “virtual swinging arm pivot”) forward. The benefit is that vertical movement that results from this rotational force (the cause of “shaft effect”) is minimised.
In a perfect scenario Tetra-Lever would completely eliminate this effect, but a certain amount of rotation was desired to offset the shift in weight balance that occurs under acceleration and deceleration. With the GTR, settings were designed to deliver those characteristics closely resembling those of a chain-drive motorcycle.
To ensure both high comfort during long-distance touring and sporty handling performance, the link characteristics, linkage ratios, stroke length, spring rates and damping characteristics were specially calibrated for the GTR. The suspension offers excellent bump absorbing performance, and is only minimally affected when riding with pillion or with luggage on board.
The rear suspension has rebound damping adjustability, and is fully adjustable for preload via a remote hydraulic adjuster that negates the need for additional tools.
Single-piece Swinging arm

One-piece cast aluminium swinging arm is lightweight and rigid.
The dual-sided Tetra-Lever design has much more torsional rigidity than single-sided swinging arms, an essential component of the GTR's sport riding potential.
Using a construction which makes the torque rods on top of the swinging arm stressed members reduces the loads on the swinging arm. Locating the swinging arm pivot inside the frame (as on a chain drive bike) results in a very rigid structure. In addition, the cover bolted on the left side of the drive shaft contributes to the shaft's rigidity.
Wheels

The lightweight front and rear wheels feature the same sporty design as the ZZR1400's. However, to meet the increased loads associated with the weight of the shaft drive and luggage, the rear wheel is stronger and more rigid.
Tyres

The GTR runs on the same size tyres as the ZZR (Front=120/70ZR17; Rear=190/50ZR17, however the tyre treads and compounds were specially formulated to the unique requirements of the GTR.
Tyre Air Pressure Sensor System

To warn riders of any tyre pressure irregularities, tyre pressure sensors are fitted as standard equipment (a first for a motorcycle).
The system allows the rider to monitor tyre pressure while underway. When tyre pressure falls below 220 kPa, a low pressure warning is displayed. The ability to take into account temperature changes and display values recalculated for 20°C helps prevent false warnings when air expands as the tyres warm up.


SUPERSPORT BRAKING PERFORMANCE

Front Brakes

The front brake uses the same radial-pump master cylinder as the ZZR1400, but with a newly designed reservoir.
Like a supersport bike, the GTR runs radial-mount, opposed 4-piston calipers gripping semi-floating 310 mm petal discs. Braking performance is simply outstanding.
Rear Brake

Because touring riders tend to rely more heavily on the rear brake, the GTR is fitted with a 270 mm rear disc, 20 mm larger than the ZZR's. The brake pedal surface area is also larger for ease of operation. Like the front brakes, a petal disc is used at the rear. It is operated by an opposed 2-piston caliper.
ABS

The 1400GTR features independent front and rear wheel ABS. ABS settings (when the ABS commences working) were designed to offer riders the most natural feel possible – minimising the effect on the bike's sport riding characteristics.


CONTINENT-CROSSING ERGONOMICS AND RIDING POSITION

Riding Position

A spacious and comfortable riding position reduces fatigue during long rides and makes it easy for the rider to shift his weight forward and rearward.
Handlebars

Compared with the ZZR, the GTR's grips are located 96 mm further back and 100 mm higher, giving a more relaxed and upright riding position than a pure supersport bike, but a sportier riding position than conventional sport touring bikes.
Seat

The riders seat is relatively firm and uses thick cushion material, providing excellent comfort during long-distance tours. The passenger section of the seat is specially shaped and cushioned for comfortable tandem riding.
To ensure a deep lean angle while offering improved comfort (thanks to less bend at the knees) during long hours in the saddle, the seat height is 15 mm higher than the ZZR's.
The tandem seat is stepped to allow the passenger better forward vision and to make the passenger feel closer to the rider, all of which improves the passenger's enjoyment.
Footpegs

The footpegs are lower and further forward than on the ZZR, which, together with the higher seat, create a more relaxed riding posture.
The passenger footpegs are also designed for less bend at the knees and a more relaxed posture.
Fuel Tank

The fuel tank extends beneath the seat, contributing to mass centralisation. This layout results in an overall slim design and a more natural, more comfortable riding position.
Electrically Adjustable Windscreen

For an added measure of protection against windblast and turbulence, the GTR features a supersport style windscreen specially shaped for supersport touring. The screen's height and angle are steplessly adjustable.
The screen has minimal distortion, allowing superior forward vision.
Leg Shields

Detachable leg shields ensure laminar airflow around the bike while diverting engine heat away from the rider's legs. Removing the shields allows heat from the radiator to more easily warm the riders legs on cold days.


PORTABILITY

Capacious Panniers

Fitted as standard equipment, the capacious panniers are integrally designed to complement the GTR's overall styling package. The panniers are easily detachable. Water-resistant, each will easily hold a full-face helmet. The panniers are mounted as close as possible to the bike's centreline and as close as possible to the bike's centre of gravity. Their lightweight construction was designed to minimise their influence on the bike's centre of mass.
Maximum capacity for each pannier is 10 kg.
Handy Glove Box

A handy glove box located on the top of the tank is ideal for stowing small items like sunglasses, folding maps and toll fees. It features a one-push release mechanism.
Rear Carrier

A lightweight resin-construction rear carrier (10 kg maximum capacity) is fitted as standard equipment. It was designed to be compatible with a Kawasaki Genuine Accessory top case.


DESIGN

Bodywork

Designed in a wind tunnel, the GTR's cowling and bodywork are highly aerodynamic and are specially shaped to contribute to the bike's superb high-speed stability.
The wide upper cowl gives excellent wind and weather protection, and its design features the aggressive styling that makes the GTR instantly recognizable as a Kawasaki.
Lights

Bright multi-reflector headlight throws a broad beam of light for confidence-inspiring night riding. Special “light-guiding lenses” at the sides of the headlight make the bike more visible from the side.
The sporty LED taillight is located high for improved visibility from behind.
The front turn signals are integrated into the front cowl, while the rear signals are easily visible, even with the side bags attached.
Sporty Instrumentation

Sporty, multi-function instrumentation is the same type as found on the ZZR1400 and features an easy-to-read black instrument panel.
In addition to the fuel gauge, odometer, trip meter, etc, the instruments display fuel consumption and tyre pressure.


FLAGSHIP FEATURES

KIPASS

KIPASS (Kawasaki's Intelligent Proximity Activation Start System*) is a master key system that allows remote activation of the bike's main switch. This is the first application of an electronic authorisation system to a touring machine and greatly enhances rider convenience.
For added security, an immobiliser function is incorporated into the ignition system.
This product contains the encryption algorithm "MISTY" developed by MITSUBISHI ELECTRIC CORPORATION.

Accessory Support

An all-purpose DC socket makes it easy to use grip heaters and other electrical accessories. Its capacity is 70W.


COLOUR(S)

ZG1400A (ABS):

Neutron Silver
Metallic Diablo Black


SPECIFICATIONS

ENGINE ZG1400A8F

Type: Liquid-cooled, 4-stroke In-Line Four
Displacement: 1,352 cm3
Bore and Stroke: 84.0 x 61.0 mm
Compression ratio: 10.7:1
Valve system: DOHC, 16 valves with variable valve timing
Fuel system: Fuel injection:φ38 mm x 4
Ignition: Digital
Starting: Electric
Lubrication: Forced lubrication, wet sump

DRIVETRAIN

Transmission: 6-speed, return
Final drive: Shaft
Primary reduction ratio

Gear ratios:
1st1.556 (84/54)
2nd 3.333 (50/15)
3rd 2.412 (41/17)
4th 1.900 (38/20)
5th 1.545 (34/22)
6th 1.292 (31/24)
Final reduction ratio 1.074 (29/27)
2.036 (14/22 x 32/10)

Clutch: Wet multi-disc, manual

FRAME
Type: Monocoque, pressed-aluminium
Wheel travel:
front 113 mm
rear 136 mm

Tyre:
front 120/70ZR17M/C (58W)
rear 190/50ZR17M/C (73W)
Caster (rake) 26.1o
Trail 112 mm
Steering angle (left/right) 31o / 31o

SUSPENSION
ZG1400A8F

Front:
Type 43 mm inverted fork with top out springs
Rebound damping TBA
Spring preload Fully adjustable

Rear:
Type Bottom-Link Uni-Trak with gas-charged shock, Tetra-Lever
Rebound damping TBA
Spring preload Fully adjustable

BRAKES

Front:
Type Dual semi-floating 310 mm petal discs
Caliper Dual radial-mount, opposed 4-piston, 4-pad,
Rear:
Type Single 270 mm petal disc
Caliper Twin-piston

DIMENSIONS

Overall length 2,270 mm
Overall width 1,000 mm
Overall height / High Position 1,290 mm / 1,405 mm
Wheelbase 1,520 mm
Ground clearance 125 mm
Seat height
Dry weight 815 mm
Wet weight 308 kg
Fuel capacity
22 litres

PERFORMANCE

Maximum power

114 kW {155 PS} / 8,800 rpm (EUR)
78.2 kW {106 PS} / 8,000 rpm (FRA)

Maximum torque

136 Nm {13.9 kgƒm} / 6,200 rpm (EUR)
121 Nm {12.3 kgƒm} / 4,500 rpm (FRA) "
 

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Thanks for the data!

Good read, but I'm a little disappointed in the weight. 308 kg is just over 677 pounds...
 

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Good read, but I'm a little disappointed in the weight. 308 kg is just over 677 pounds...

Yep, seems this bike isn't as special as hoped for. Power is ok, but less than expected, weight is more than expected, fuel capacity less than expected...
Still a nice bike, but no killer...
 

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Yep, seems this bike isn't as special as hoped for. Power is ok, but less than expected, weight is more than expected, fuel capacity less than expected...
Still a nice bike, but no killer...
Don't rely on the 308 kg as being accurate. I've been told by reliable sources that it will come in wet at close to 550 lbs. and when you look at the ZX 14 weight, I believe this will be the case. Also, I believe the seat height will be approximately the same as the ZX 14 at 31.5 inches.
 

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I think it is very unlikely that the value given by that magazine for the wet weight is reliable. Rather than comment on what my reaction to that would be if it were correct, I am simply going to wait until Kawasaki either confirms it or provides alternate data, and I encourage others to do likewise. I really wish that magazines wouldn't do this sort of stuff, but maybe it will motivate Kawasaki to give us the information that we're all waiting for.

That article also says that the bike is being launched in June, and I don't believe that either. The popular magazines here in the USA at least will all feature articles on the bike a month or so before it arrives.
 

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I totally agree with Kaiser... At this point I won't believe any other Public Relations (PR) data until I have mine is delivered and sitting in my garage. Then, I'll tell you all (complete with pictures) EXACTLY every technical detail you want to know. :crazyloco But thanks for posting the info Rui... Something is better than nothing. :)
 

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Quote: (A handy glove box located on the top of the tank is ideal for stowing small items like sunglasses, folding maps and toll fees. It features a one-push release mechanism.) endquote

I'd like to see a pair of sunglasses actually fit into that tiny glovebox. :rotflmao
 

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Let's see them in person at the dealerships, especially here in the U.S. Then we'll see what those specifications really are and we can gripe & complain after that!

Can you say aftermarket goodies? Larger tank? Horsepower mods? Starbucks cup-holder?? Inflatable enclosing tent and bed for insta-camping on-the-fly?? Heated seats? GPS? Helmet visor spritzer with handy-wipes in dash-pouch?
 

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Let's see them in person at the dealerships, especially here in the U.S. Then we'll see what those specifications really are and we can gripe & complain after that!

...and we'll STILL buy one! :rotflmao
 

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i cant believe 308 kg full is real data. if it is, bye bye gtr.
and 22 litres is short. hoped no less than 25.
I can't believe that so many people here are judging the bike on just the specifications. Surely any bike is about being ridden not sitting there looking at the specs :headscratch

Why the obsession with tank size, practical fuel range should be the deciding factor. Small tank with good economy means less weight up high when fully fuelled. MCN averaged 43 mpg (imperial gallons) on their long term test ZZR1400 & I can guarantee that they are not easy on the throttle, which would give a full tank range approaching 200 miles. The ZZR1400 is already known to have good relative fuel economy at high cruising speed. The 1400GTR has been provided with a milder motor so unless Kawasaki have messed up the range should be even better.

No one expected the ZZR to be that much better than the 'busa but it is in most aspects & Kawasaki are aiming the GTR squarely at competing with the Yam sports tourer, I am confident that in use they will make the yam look dated.

End of the day 'you pays your money & takes your choice', hope you are happy with yours, I'll wait to see what the GTR is like.......:crazyloco
 

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Some like to fuel up often, but some DON'T

:rolleyes Looks like the fuel capacity is the same as the ZX14. I thought/hoped it would be more too. I hope this an error or "specifications subject to change" situation when the bike gets to show rooms. If not, Iron Butt types will be disapointed. Well I'm running low on hoping and guessing, but have no choice to just wait and see.
 

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“Dry Weight”

1400GTR (Dry weight): 279kg    ZZR1400 ABS (Dry weight): 218kg

1400GTR (Features): Shaft drive, Electric Screen, Panniers, Valve/Induction System, etc.

I need to train myself and reduce my weight. :smile

I love Kobe.  GO! Kawasaki (Technical Institute)
 

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:smile On paper it appears the new connie will work just fine, and I don't see why not, until some reviewer proves otherwise. However, I think I would have liked to have seen a little less wheelbase, less weight, and more fuel capacity.... I know, I am being too idealistic, so don't take me too serious:evil
.
 

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So, it weighs nearly as much as the ST1300!

Because different manufacturers measure "dry weight" differently, the best way to do an apples-to-apples comparison, is to use the Kawasaki UK numbers for dry weight, for the C-14 and the ZX-14, to determine how much more the C-14 weighs than the ZX-14. Then, that weight difference can be applied to measured wet weight numbers reported by a reliable independent party, such as MCNews (USA). Using the weight of the '03 FJR (non-ABS) as the reference point:

ZX-14: 560 lbs (-77 lbs)
'03 FJR1300: 637 lbs (0 lbs)
K1200GT: 668 lbs (+31 lbs)
FJR1300A (with ABS): 682 lbs (+45 lbs)
C-14: 701 lbs (+64 lbs)
ST1300 ABS: 727 lbs (+90 lbs)

The ST1300 carries an extra 12 -14 pounds of fuel, so the difference between it and the C-14 will be about 15 lbs. Sigh. From my perspective, the '03 FJR, which is some 80 lbs heavier than my '97 CBR1100XX (carbureted version), is already too heavy. The C-14 will outweigh my XX by roughly 145 lbs.

Why can't the manufacturers understand that what we want is a supersport bike without the vibes, better ergos, and hard luggage? What is it, exactly, that is so damned hard to understand about that?
 
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