2010 Kawasaki 1400GTR
Building on its unrivaled continent-crossing
performance, the stunning 2010 1400GTR incorporates
new touring features and the latest rider support
technology. Delivering awesome real world engine and
chassis performance allied to comfortable long-distance
touring potential, the GTR increases its superiority
over all rivals.
Already a showcase for the latest Kawasaki
technology, the new 1400GTR adds a number of new systems
designed to offer rider assistance. KTRC, Kawasaki’s
first traction control system, gives riders the peace
of mind to negotiate slippery surfaces with confidence.
K-ACT (Kawasaki Advanced Coactive-braking
Technology) ABS complements rider active braking control
with supplementary brake force enhancement for confident,
highly effective braking in all situations.
The Economical Riding Indicator and Fuel Economy Assistance
Mode offer long-distance riders support in maximising
their fuel efficiency.
KTRC (Kawasaki Traction Control)
Kawasaki’s first traction control
system was designed, not to help riders go faster,
but rather to provide rider reassurance by facilitating
smooth riding on slippery surfaces.
The system looks for difference between
front and rear wheel speed. When rear wheel spin (i.e.
when rear wheel speed is faster than front wheel speed)
is detected, engine output is controlled to allow
the rear wheel to regain grip.
KTRC effectively enables riders to
negotiate both short slippery patches (such as train
tracks or manhole covers) and extended stretches of
bad road (e.g. dirt, gravel, cobblestones, grass)
without worry. Wheel spin is also limited when starting
on a slippery surface such as leaving a camping ground.
Additionally, because slower front
wheel speed is interpreted as rear wheel spin, the
system prevents wheelies. However, should the rear
wheel lock up under engine braking (slower rear wheel
speed), the system will not engage, nor is the system
designed to prevent lateral slides – although
limiting rear wheel spin may reduce the chance of
a lateral rear wheel slide occurring.
KTRC uses 3-way control, governing
ignition timing, fuel delivery and airflow (via the
sub-throttles). It is the
control of the sub-throttles that enables KTRC’s
This fine control results in a very
natural feeling: engagement is smooth, on/off transition
is smooth, and stability is maintained during extended
operation. The system was also designed to give just
the right amount of feedback to the rider just prior
to engaging and while operating.
By default, KTRC is always ON when
the engine is started. Riders must consciously turn
the system off (using the on/off button on the left
grip). Turning KTRC off will cause the KTRC lamp to
come on, letting the
rider know the system is no longer standing by.
The system does not add any additional
weight. KTRC direction is provided by the engine ECU
and the system uses the ABS wheel rotation sensors,
so no additional sensors were necessary. Models without
ABS equipment (ZG1400D) do not feature KTRC.
2nd Generation K-ACT (Kawasaki Advanced
Coactive-braking Technology) ABS (ZG1400C only)
K-ACT (Kawasaki Advanced Coactive-braking Technology)
ABS enables riders to execute controlled, balanced
braking. Designed to complement riders’ applied
brake force, K-ACT ABS ensures ideal brake force distribution
to maximise braking efficiency.
An evolution of the K-ACT system first
seen on the 2009MY VN1700 Voyager ABS, this 2nd generation
system makes use of a smaller, lighter K-ACT ABS unit
(approximately 25% smaller and 30% lighter) and a
higher-spec brake ECU capable of more detailed calculations,
which results in even smoother operation.
Rider actuation of the front brake
lever and/or rear brake pedal causes brake fluid to
act directly on caliper pistons as in usual brake
systems. Pressure sensors (one for the front brake
master cylinder, and one for the rear) detect the
amount of braking force the rider is applying.
Then, taking into account the vehicle
speed at time of initial brake application, the brake
ECU determines the amount of corresponding brake force
necessary for maximum braking efficiency. A motor
in the control unit operates front and rear fluid,
increasing pressure to the front right caliper (based
on rear pedal application) and/or rear caliper (based
on front lever application) as necessary.
Two more pressure sensors (one measuring
front right caliper fluid pressure, the other measuring
rear caliper fluid pressure) also provide feedback
to the brake ECU.
Like most ABS systems, K-ACT ABS is
ON all the time. However, in keeping with this model’s
concept, K-ACT ABS settings are sportier than those
used on the VN1700 Voyager ABS.
On the GTR, riders can opt to choose
from one of two modes to suit riding situation or
rider preference. While front brake lever effect on
the rear is the same in both modes, the effect of
rear brake use on the front brake is quite different.
Standard Mode: (reduced K-ACT effect) - rider control
is prioritised - linked effect is reduced at initial
pedal stroke for natural sensation when riding in
High Combined Mode: (enhanced
- more pronounced linked effect from the beginning
of pedal stroke
- ideal for touring/riding with passenger/highway
use (Please note that after a given pedal stroke,
the K-ACT effect for both modes is the same.) Desired
mode can be selected using the K-ACT button on the
K-ACT ABS also incorporates an anti-lock braking
function to help prevent the wheels from locking up
during hard braking in a straight line.
For maximum controllability in tight corners and
when executing U-turns, K-ACT ABS’s coactive
function does not engage when braking is initiated
at speeds below 20 km/h (12 mph). The ABS function
is disengaged at speeds below 6 km/h (4 mph).
The 2nd generation K-ACT ABS also features a low-battery
mode designed to maintain the ABS function as best
possible when the battery charge is low. Should abundant
use of the K-ACT function cause the battery charge
to be reduced below a given amount (the hydraulic
unit motor draws a substantial current), the system
will continue normal operation at first. But from
the next application of the brakes, the K-ACT function
will be suspended and ABS signal frequency reduced
to conserve power. In low-battery mode, ABS timing
and pressure relief functions are maintained, so brake
effectiveness is unaffected (although riders will
ABS operation is not as smooth). To warn the rider,
the K-ACT lamp will flash and “Low Battery”
will be displayed on the LCD screen. The system resets
when the engine is turned off.
Economical Riding Indicator & Fuel Economy
The Economical Riding Indicator appears on the LCD
screen to indicate favourable fuel consumption. Paying
attention to conditions that result in the icon appearing
can assist riders to maximise their fuel efficiency.
This handy feature is active all the time.
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, an icon appears on the LCD screen.
Fuel Economy Assistance Mode is turned on and off
by holding down the new Mode-Select button on the
front of the left grip (where the passing button used
For either the Economical Riding Indicator or Fuel
Economy Assistance Mode to be effective, the rider
ride in a gentle manner: less than 6,000 rpm, less
than 30% throttle, under 160 km/h. Both work in any
KIPASS (Kawasaki’s Intelligent Proximity Activation
Start System) is a master key system that allows remote
activation of the bike’s main switch and steering
lock. This was the first application of an electronic
authorisation system on a touring machine, greatly
enhancing rider convenience.
For added security, an immobiliser function is incorporated
into the ignition system.
Now riders will receive one key fob (kept in a pocket)
and a small card-type key for emergency/backup use.
The new card-type key includes an immobiliser function
(but no remote activation) and is highly portable,
measuring a mere 30 x 40 mm (6-7 mm thick).
Tyre Pressure Monitoring System (TPMS)
To warn riders of any tyre pressure irregularities,
tyre pressure sensors are fitted as standard equipment.
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.
A number of changes for 2010 vastly improve rider
comfort, making long-distance sport riding even easier
than before. A larger windscreen offers increased
wind protection and new heat-dissipating bodywork
offers increased heat protection. Increased Wind Protection
The electrically adjustable windscreen is now 70 mm
taller and is wider at the top. The new windscreen’s
increased height allows air passing over the top of
the screen to flow smoothly around the rider’s
helmet. The wider top portion of the screen results
in less wind striking the rider’s shoulders
and upper arms.
While the range of adjustability remains unchanged,
riders now have two ways to adjust the screen. Using
the button on the left grip allows stepless adjustability
as on the previous model. There are also four preset
positions from which the rider can choose: lowest,
1/2, 3/4, top.
When the power is turned off, the windscreen goes
to its lowest position. When the power is turned back
on, the windscreen’s memory function allows
it to automatically return to the selected preset
position. (Note that if the power is turned back on,
or the screen’s motion is stopped by hitting
the screen adjust button while
the it is still trying to go down to its rest position,
the system will assume there was a problem and the
windscreen will stop where it is. This “problem
mode” can be reset by turning the power off
again and letting the screen go back down to its rest
Passages from the windscreen slits direct air through
the inner fairing to vents next to the instrument
panel. Alleviating the lower pressure on the underside
of the screen (in the cockpit area) helps prevent
turbulence around the rider’s head.
Wind deflectors (available as genuine accessories
from Kawasaki dealers) can be fitted between the upper
and centre cowlings to help reduce the effect of lateral
Increased Heat Protection
CFD analysis was also used to redesign the side
and centre cowlings. The redesigned fairing outlets
and inner guide surfaces facilitate heat dissipation,
allowing hot air to escape more quickly. The sides
are also wider, further reducing the amount of hot
air hitting the rider.
The improved heat dissipation contributes to increased
rider comfort. Hot air from the engine that used to
hit the rider (especially aorund the shins) is noticeably
An exhaust pipe guard added to the upper part of
the centre pipe helps protect the rider from heat
A spacious and comfortable riding position reduces
fatigue during long rides and makes it easy for the
rider to shift their weight forward or rearward.
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.
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
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
The front 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
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 that of the ZZR.
The footpegs are lower and further forward than
on the ZZR, which, together with the higher seat,
create a more relaxed riding posture.
The pillion 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
The passenger footpegs are also designed for less
bend at the knees and a more relaxed posture.
Complementing the increased comfort, a number of
new features, like heated grips, a relocated fairing
storage case and tank bag hooks, offer added convenience,
further increasing the 1400GTR’s touring performance.
Stepless adjustable grip warmers are fitted standard.
Switch is located close to the rider for easy access.
Lockable Storage Compartment
Relocated, the handy storage compartment from the
top of the tank now resides in the left side of the
upper fairing allowing it to be accessed when a tank
bag is being used.
Volume is 0.9 litres, but a deeper shape increases
usefulness: there is plenty of room for small items
like sunglasses, mobile phone, iPod, wallet for toll
Electromagnetic lock prevents unauthorised entry
when the main key is OFF. The storage case can be
accessed by the push of a button when the motorcycle
power is ON.
The storage case also locks automatically at speeds
over 40 km/h. (The lock is released under 3 km/h.)
Tank Bag Hooks
Hooks at the front of the tank facilitate securing
a tank bag.
The large-volume panniers are integrally designed
to complement the GTR’s overall styling package.
The cases are easily detachable. Water-resistant,
each easily holds a full-face helmet. The cases are
mounted as close as possible to the bike’s centreline
and the bike’s centre of gravity. Their lightweight
designed to minimise their influence on the bike’s
centre of mass.
Maximum capacity for each pannier is 10 kg.
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 available from Kawasaki dealers.
An all-purpose AC socket makes it easy to use electrical
accessories. Its capacity is 40 W.
New Genuine Accessories
New Genuine Accessories available from Kawasaki
dealers include engine guards, a larger top case,
tank bag, GPS bracket, low seat and side spoilers.
In true flagship style, the 1400GTR’s imposing
presence is enhanced by improved fit and finish, and
a sharper, more aggressive appearance.
Better Finish, Higher Quality Design
Improved fit and finish result in higher quality,
more luxurious feel.
Revised end cap design gives the silencer a more
compact appearance. Internal construction is unchanged,
but the end cap itself is 40 mm shorter.
Mirrors are 40 mm higher, offering increased rearward
visibility. The repositioned mirrors also offer
improved protection for the rider’s hands.
With considerable heritage as an aircaft designer/manufacturer,
Kawasaki's newest GTR has been designed by top engineers
using a state-of-the-art 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.
Revisions to the bodywork and repositioning of the
mirrors create a greater number of forward-slanting
lines, giving the GTR a sharper, more aggressive look.
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 panniers attached.
Sporty yet easy to read Instrumentation
Sporty, multi-function instrumentation is the same
type as found on the ZZR1400 and features an easy-to-read
black instrument panel.
Multi-function display now includes outside air
temperature. The sensor is located at the intake duct
(the furthest point from the engine). The value is
locked when travelling under 20 km/h as engine heat
may affect the reading.
Other new instrument functions include the K-ACT
mode indicator, Economical Riding Indicator, and Fuel
Economy Assistance Mode mark.
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 grip. Riders can
through average fuel consumption, instant fuel consumption,
remaining range, tyre pressure, battery voltage
and outside temperature.
Power comes from a ZZR1400-based engine tuned for
more low- and mid-range torque. This liquid-cooled,
16-valve, In-Line Four also 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 application
response across the rev range are smooth and natural.
Dual 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.
Variable Valve Timing
With variable valve timing (the first in its category),
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
on 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 crankshaft. The changing volume of
oil causes the actuator to move, rotating the camshaft,
thereby changing valve timing.
The intake timing is retarded at low rpm, reducing
the valve overlap for cleaner, more efficient combustion
the low-rpm range.
The FI system, featuring sub-throttles, uses a throttle
valve diameter of 40 mm (compared to 44 mm for the
ZZR1400) to ensure linear low and mid-range throttle
response and increased driveability. The smaller diameter
throttle bodies also increase intake velocity, resulting
in very crisp throttle response across the rev range.
Ultra-fine atomising injectors contribute to the
GTR’s sensitive throttle response, enabling
minute throttle adjustments.
The combination of the fuel injection system, which
makes use of feedback from O2 sensors, and the variable
valve timing ensures exhaust emissions are clean,
allowing the GTR to clear stringent Euro-III emissions
Special cam profiles are used to suit the variable
Pistons use crowns designed to suit the variable
valve timing. Compression ratio is 10.7:1.
To ensure high crankcase rigidity, the cast cylinders
are integral with the upper crankcase. Plated cylinders
reduce operating friction, and along with piston clearance,
contribute to extremely quiet engine operation.
ACG flywheel mass set to enhance the low-rpm torque
Like the ZZR1400, the GTR features dual balancer
shafts ensuring a super-smooth ride quality.
GTR-specific stainless steel exhaust pipes are tuned
for sporty yet very responsive power characteristics.
A 4-2-1 layout is used, and a catalyser and oxygen
sensor contribute to clean emissions.
A single tri-oval muffler contributes to reduced
weight and less noise (versus a dual muffler arrangement).
The 1400GTR is not postioned as a "Touring
Evolution" for nothing. In common with 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. The
result is smoother corner entries and impressive corner
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.
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
impressive 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.
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,
to the unique GTR sport riding experience.
Aluminium Monocoque Frame
For a combination of light weight, slim design and
sporty handling characteristics, the 1400GTR uses
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 then
the ZZR1400. It delivers very stable yet highly responsive
handling characteristics — just what is needed
for a "Touring Evolution" bike.
Stiffer steering head, upper plate and swingarm
bracket give the GTR’s frame 20% more torsional
stiffness than that of the ZZR1400, ensuring that
light, natural handling is preserved.
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 baggage attached, when riding two-up
or with baggage, its impeccable handling is a
quick twist of the easy acsess remote preload adjuster
The backbone of the monocoque frame doubles as an
airbox, contributing to the GTR’s compact and
The fuel tank is centrally located on 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.
Thanks to the Tetra-Lever swingarm, the virtual
swingarm pivot location remains ideal, reducing the
up/down movement associated with conventional shaft
26.1° castor angle (ZZR’s is 23°)
ensures superb straight-line stability. Riding stability
is excellent, thanks in part to the 1,520 mm wheelbase
(60 mm longer than that of the ZZR). In spite of this,
the GTR’s sporty cornering performance rivals
that of many pure supersport bikes.
Inverted Front Forks
Sturdy 43 mm inverted fork complements the high-rigidity
frame and delivers brilliant high-speed handling performance,
whether on winding roads or motorways.
The forks are adjustable for rebound damping and
preload. Higher oil level for the front forks
offers sharper (lighter-turning) handling.
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 (squatting) 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 swingarm and
the road surface pushing forward on the rear tyre
results in torque that tends to rotate the final drive.
conventional swingarms, this rotation occurs about
the swingarm pivot. By using jointed levers, the Tetra-Lever
system creates a longer effective swingarm, moving
the point of rotation (or “virtual swingarm
pivot”) forward. The benefit is that vertical
movement that results from this rotational force (the
cause of “shaft effect”) is minimised.
While using arms that were in perfect parallel would
completely eliminate this shaft effect, a certain
amount of rotation was desired to offset the shift
in weight balance that occurs under acceleration and
deceleration. With the GTR, the Tetra-Lever settings
were designed to deliver pitching 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.
Fine-tuned rear suspension settings also contribute
to the sharper handling. A slightly softer spring
slighter greater preload are used.
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
Using the torque rods on top of the unit as stressed
members reduces the loads on the swingarm. Locating
the swingarm pivot inside the frame (as on a chain
drive bike) results in a very rigid structure.
Supersport Braking Performance
Like a sports bike, the GTR uses a radial-pump master
cylinder and radial-mount, opposed 4-piston calipers,
gripping semi-floating 310 mm petal discs. Braking
performance is simply outstanding.
Because touring riders tend to rely more heavily
on the rear brake, the GTR is fitted with a 270 mm
(20 mm larger than that of the ZZR). Large brake pedal
surface area eases operation. Like the front brakes,
a petal disc is used at the rear. It is operated by
an opposed 2-piston caliper.
Wheels & Tyres
The lightweight front and rear wheels feature the
same sporty design as the ZZR1400’s. However,
to meet the greater loads associated with the weight
of the shaft drive and luggage, the rear wheel is
stronger and more rigid.
Tyre size is the same as that on the ZZR (Front=120/70ZR17;
Rear=190/50ZR17). New front and rear tyres (Bridgestone)
contribute to sharper (lighter-turning) handling while
New Bridgestone BT021F front tyre also has thicker
rubber for longer wear life.
- Metallic Magnesium Gray / Flat Super Black (ABS)
- Candy Neptune Blue / Flat Super Black (ABS)
- Candy Neptune Blue / Flat Super Black