2014 Kawasaki 1400GTR
Built for those who love to mix long journeys with sporty performances, the Kawasaki 1400GTR is a comfortable, fast and practical sport tourer that has all it needs to impress even the most demanding riders.
The motorcycle is equipped with a pair of large-volume water-resistant panniers which can be detached in no time. The panniers were especially designed to cope with the bike’s racy DNA and are mounted close to the centerline to maintain a proper center of gravity.
At the heart of the motorcycle sits a 1352 cc, liquid - cooled, 4 - stroke, in -line four cylinder, DOHC engine which generates a maximum power of 114 KW (155 PS) at 8,800 rpm and 136 Nm (13.9 Kgƒm) of torque at 6,200 rpm. The engine’s power is kept in leash by a six speed transmission with wet, multidisc clutch.
Hit the jump for more information on the Kawasaki 1400GTR.
2014 Kawasaki 1400GTR
Engine:Liquid-cooled, 4-stroke In-Line Four
Horsepower @ RPM:155
Torque @ RPM:100
Top Speed:152 mph (Est.)
Fueling your distance riding ambitions, the 1400GTR with unique to class variable hydraulic valve timing, linked brakes and advanced traction control shrinks maps and confidently crosses continents.
2014 Kawasaki 1400GTR Key Features:
Colour-matched 35-litre panniers
The large-volume panniers are integrally designed to complement the GTR’s overall styling package. The cases are easily detachable, water-resistant and easily hold a full-face helmet. Mounted as close as possible to the bike’s centreline and the bike’s centre of gravity, their lightweight construction was designed to minimise their influence on the bike’s centre of mass.
1,352cc in-line Four with Variable Valve Timing
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.
Stepless adjustable heated grips are fitted standard. The rotary switch is located close to the rider for easy access with gloved hands.
Tetra-lever shaft drive
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. Called the Tetra-Lever, it is designed to offset the lifting or squatting tendency of shaft drives when the throttle is opened and closed.
Taller and wider electrically adjustable wind screen
The electrically adjustable windscreen is now 70 mm taller and is also wider at the top. Its increased height allows air passing over the top of the screen to flow smoothly around the rider’s helmet and the wider top portion of the screen results in less wind striking the rider’s shoulders and upper arms.
Fuel Economy Assistance Mode
Fuel Economy Assistance Mode can be turned on and off by the rider. Turning on this mode on switches the ECU to a leaner fuel map that prioritises fuel economy over driveability. (Ignition timing and fuel injection are set for maximum fuel efficiency.) When on, a icon appears on the LCD screen. The rider must ride in a gentle manner: less than 6,000 rpm, less than 30% throttle, under 100 mph (where permitted).
The GTR’s multi-function display now includes an outside air temperature monitor. Other new instrument functions include the K-ACT mode indicator, Economical Riding Indicator, and Fuel Economy Assistance Mode icon. The mode-Select button on the front of the left grip (where the passing button used to be) increases convenience by allowing the rider to change LCD modes without having to take their hand off the handlebar.
Kawasaki’s monocoque frame is a hollow composite of aluminium parts. Originally conceived by Kawasaki engineers, it uses the engine as a fixed member so that chassis rigidity is formed not only by the frame, but the combination of the frame and engine together. Joining the engine and front and rear suspension units, the hollow box-style frame envelops the engine from above. In addition to being made from lightweight materials, its main section also acts as the air cleaner box and battery box, enabling parts to be reduced for even greater weight savings. Further, because the frame does not run beneath or alongside the engine, the chassis can be made very compact. Especially on large-displacement models, the slim chassis design of the aluminium monocoque frame contributes to ease of riding. The aluminium monocoque frame was originally developed by Kawasaki in the 1980s for their World Grand Prix works racer. In an era where steel pipe frames were the norm, the aluminium monocoque frame that debuted on the KR500 took the world by surprise. First featured on a mass-production model on the 2000 Ninja ZX-12R, this original Kawasaki technology has evolved and can be found on our large-displacement flagship models.
At its heart, K-ACT ABS is an advanced anti-lock braking system, designed to keep tyres from locking up during braking. But K-ACT ABS was designed to be used on touring models weighing in excess of 300 kg – and that is before adding a tandem rider and luggage. Complementing its standard ABS function, K-ACT ABS links the front and rear brakes. It monitors the brake force the rider is exerting at both the front and rear, and takes into consideration vehicle speed to ensure highly effective braking while maintaining chassis stability. For example, let’s say the rider pulls on the front brake lever. To keep the bike from pitching forward, the ABS ECU actuates the rear brake (via fluid pumps) to ensure that front-rear balance is maintained. Should the rider push the rear brake pedal, the system actuates the front brake as well to distribute the load more evenly so that the rear wheel does not lock up. Based on the vehicle speed, K-ACT decides the optimum hydraulic pressure to send to each caliper, ensuring that even with a heavy motorcycle, stable braking performance is possible.
Tyre Pressure Monitoring System
Maintaining the correct tyre air pressure is very important as it can greatly affect a motorcycle’s handling, and riding with low tyre pressure, due to a puncture, leak or other, increases the risk of a tyre bursting. Tyre air escapes naturally over time, so it is also important to check tyre pressure regularly. The Tyre Pressure Monitoring System continuously measures tyre pressure (using sensors attached to the air valves of each wheel) and displays the current pressure on the bike’s instrument panel while riding. Tyre air pressure varies greatly as the tyres warm up, but the Tyre Pressure Monitoring System takes this into consideration and recalculates the pressure for 20? to avoid confusion and false warnings. When tyre air pressure is excessively low, a tyre mark appears on the display, warning the rider. On the 1400GTR / Concours 14, recommended pressure for both the front and rear wheels is 290 kPa (approximately 2.9 kgf/cm2). Should the pressure fall below 220 kPa (approximately 2.2 kgf/cm2), the warning mark will appear. Not only does this system eliminate the hassle of manually checking tyre pressure on long tours, it quickly lets the rider know of any sudden pressure loss due to, say, a punctured tyre.
With the compact key fob (portable immobiliser) in a pocket, KIPASS allows riders to remotely release the bike’s steering lock and main switch simply by approaching the bike. When the fob key is close to the bike, the signal it sends out is picked up and recognised by the KIPASS unit in the bike. Like immobiliser keys, each fob key has a unique signal, making this system also useful as a theft deterrent. The fob key can be recognised when in a jacket pocket, so there is no need for the rider to remove the key to operate the bike’s main switch. Pannier cases and fuel tank cap are opened using the knob key inside the key cylinder. Because the knob key cannot be removed when the key fob is out of range, the keyhole is never visible, helping to prevent tampering. This system uses the encryption algorithm "MISTY" developed by MITSUBISHI ELECTRIC CORPORATION.
Economical Riding Indicator
Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider’s control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an "ECO" mark appears on the instrument panel’s LCD screen. By riding so that the "ECO" mark remains on, fuel consumption can be reduced. While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the "ECO" mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimise negative impact on the environment.
When accelerating on a slippery surface, it is easy for rear wheel spin (i.e. when the rear wheel turns faster than the front wheel) to occur. KTRC was designed to prevent wheel spin that could otherwise cause the loss of control of the bike. Like ABS prevents wheels from locking up when braking, this Kawasaki-original traction control system prevents the rear tyre from slipping. Knowing that the system will intervene to prevent sudden wheel spin when, for example, the pavement comes to an abrupt end when touring, is a great source of reassurance for riders. KTRC uses wheel speed sensors to monitor front and rear wheel speed. When it detects wheel spin, engine power is reduced to allow rear wheel grip to be regained. KTRC also enables helps the rear wheel regain traction in situations where grip is lost temporarily, like when riding over a wet manhole cover. KTRC uses 3-way control, governing ignition timing, fuel volume and (via the sub-throttle valves) intake air volume. This 3-way control is what enables the system to be so smooth, resulting in a very natural feeling. It is technologically possible for traction control systems to recover from loss of grip due to wheel spin without the rider ever realising that they had slipped. However, KTRC lets riders know when road conditions are slippery by purposely delaying intervention for an instant. Firstly, communicating an accurate picture of current road conditions and what the bike is doing, and secondly, ensuring that systems provide support for riders – this is the philosophy that drives development of Kawasaki technology.
Dual Throttle Valves
Late-model sport bikes often use large-bore throttle bodies to generate high levels of power. However, with large diameter throttles, when a rider suddenly opens the throttle, the unrestricted torque response is anything but gentle and often more than the rider can handle. Dual throttle valve technology was designed to tame engine response while contributing to performance. On fuel-injected models, throttle bodies generally have only one throttle valve per cylinder. On models with dual throttle valves, there are two throttle valves per cylinder: in addition to the main valves, which are physically linked to the throttle grip and controlled by the rider, a second set of valves, opened and closed by the ECU, precisely regulates intake airflow to ensure a natural, linear response. With the air passing through the throttle bodies becoming smoother, combustion efficiency in improved and power is increased. Like other Kawasaki engine management technology, Dual Throttle Valves were designed with the philosophy of "following the rider’s intention, while providing natural-feeling support." They are featured on many Kawasaki models.
|Engine type||Liquid-cooled, 4-stroke In-Line Four|
|Bore x stroke||84.0 x 61.0 mm|
|Valve/Induction system||DOHC, 16 valves with variable valve timing|
|Fuel system||Fuel injection: ø40 mm x 4|
|Lubrication||Forced lubrication, wet sump|
|Maximum power||114 kW 155 PS / 8,800 rpm|
|Maximum torque||136 Nm 13.9 kgƒm / 6,200 rpm|
|Maximum power with RAM Air||117.6 kW 160 PS / 8,800 rpm|
|Primary reduction ratio||1.556 (84/54)|
|Gear ratios: 1st||3.333 (50/15)|
|Gear ratios: 2nd||2.412 (41/17)|
|Gear ratios: 3rd||1.900 (38/20)|
|Gear ratios: 4th||1.545 (34/22)|
|Gear ratios: 5th||1.292 (31/24)|
|Gear ratios: 6th||1.074 (29/27)|
|Final reduction ratio||2.036 (14/22 x 32/10)|
|Clutch||Wet multi-disc, manual|
|Frame type||Monocoque, pressed-aluminium|
|Rake/Trail||26.1° / 112 mm|
|Wheel travel, front||113 mm|
|Wheel travel, rear||136 mm|
|Tyre, front||120/70ZR17M/C (58W)|
|Tyre, rear||190/50ZR17M/C (73W)|
|Steering angle, left / right||31° / 31°|
|Brakes, front||Dual semi-floating 310 mm petal discs Caliper: Dual radial-mount, opposed 4-piston, 4-pad|
|Brakes, rear||Single 270 mm petal disc Caliper: Opposed 2-piston|
|Suspension, front||43 mm inverted fork with adjustable rebound damping and spring preload|
|Suspension, rear||Bottom-Link Uni-Trak with gas-charged shock, Tetra-Lever. Rebound damping: Stepless. Remote spring preload: Fully adjustable|
|Dimensions (L x W x H)||2,230 mm x 790 mm (1.000 mm with panniers) x 1,345 mm / 1,465 mm (High position screen)|
|Ground Clearance||125 mm|
|Fuel capacity||22 litres|
|Seat height||815 mm|
|Curb Mass||312 kg|
|Colors||Mtallic Graphite Gray, Metallic Spark Black|