MOTORCYCLE SPECIFICATION

The 2010 Kawasaki GTR1400 super-tourer’ now features restyled bodywork to offer more weather protection and comfort, a range of touring luxuries and options, tweaked suspension and Kawasaki’s new, second-generation linked ABS brakes.

But it’s the GTR’s new traction control system, dubbed ‘KTRC’ which is the most significant development. It’s the first time Kawasaki has fitted a genuine traction control system

The 2010 Kawasaki Concours 14 looks more striking than the old model thanks to much larger heat exhausts in the fairing. These come as part of a package of changes designed to better manage excess heat after many owners found their legs got cooked at low speeds. The new bikes also been crammed full of gadgets, with traction control and a fuel economy mode headlining those changes.

Enhanced Comfort & Touring Potential
A completely redesigned, more aggressive fairing with new inner guide surfaces and outlets is designed to facilitate heat dissipation, greatly reducing the amount of hot air transmitted to the rider
A 70mm taller windscreen with a wider upper portion reduces upper-body turbulence. The screen is electrically adjustable, with four new programmable preset positions
When the power is turned off, the windscreen goes to its lowest position. When the power is turned back on, the windscreens memory function returns it to the selected preset position
Passages from windscreen slits direct air through the inner fairing to vents next to the instrument panel; alleviating the lower pressure helps prevent turbulence around the riders head
An exhaust pipe guard added to the upper part of the exhaust mid-pipe helps protect the rider from heat when stopped
Stepless adjustable grip heaters are standard, with an easy-to-reach switch located in front of the new lockable storage case on the inner left fairing panel
A new, lockable storage case in the left fairing inner panel uses an electromagnet lock to prevent entry when the engine is off
New mirrors positioned 40mm higher increase rear visibility and provide increased hand protection from the wind
New hooks at the front of the tank facilitate securing a tank bag

New KTRC Traction Control (Concours 14 ABS only)
KTRC (Kawasaki Traction Control): Kawasakis first traction control system reduces engine output when wheel spin is detected, allowing the rear tire to regain grip
Advanced, 3-way control (airflow, ignition timing, fuel delivery) gives KTRC smooth operation, natural feel and the ability to operate on long stretches of bad road
KTRC adds no weight, since it uses the existing ECU and ABS sensors

New 2nd Generation K-ACT ABS (Concours 14 ABS only)
2nd Generation K-ACT (Kawasaki Advanced Coactive-braking Technology) ABS links front and rear brakes for most effective front-rear brake force distribution
A smaller, lighter K-ACT ABS unit with a higher-spec ECU is capable of more detailed calculations for smoother operation
The rider can choose one of two modes to suit riding situation or rider preference: The linked effect from front brake lever actuation is largely the same in both modes, but the linked effect when actuating the rear brake pedal is quite different
In Standard Mode, rider control is prioritized, with linked effect reduced at initial pedal stroke for natural sensation when sport riding
In High Combined Mode, theres a more pronounced linked effect from the beginning of the pedal stroke -- ideal for touring and two-up highway use. A low-battery mode maintains the ABS function as best possible when the battery charge is low. In low-battery mode, ABS timing and pressure relief functions are maintained, so brake effectiveness is preserved (although riders will notice that ABS operation is not as smooth). 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

New Fuel Economy Assistance Mode
Activating fuel economy assistance mode changes the engine to a leaner map which prioritizes fuel economy, for as much as a 25 percent MPG boost.
Fuel economy assistance works in any gear, as long as rpm is below 6000, throttle opening less than 30 percent and speed less than 80 mph.

Improved KIPASS
Now each Concours 14 comes with one key fob (kept in a pocket) and a small card-type key for emergency/backup use.
The new card-type key includes an immobilizer function (but no remote activation) and is highly portable, measuring just 1.2 x 1.6 x 0.25 inch

Improved Finish, Higher Quality Design
Improved overall fit and finish results in a higher quality, more luxurious feel
A revised muffler end cap gives the silencer a more compact appearance; internal construction is unchanged, but the end cap itself is 1.6 inches shorter
Multi-function display now includes outside air temperature. The sensor is located at the intake duct (the furthest point from the engine)
Other new instrument functions include the K-ACT mode indicator, Economical Riding Indicator, and Fuel Economy Assistance Mode mark
The Mode-Select button on the front of the left grip lets the rider change LCD modes without taking his/her hand off the grip, toggling through average fuel consumption, instant fuel consumption, remaining range, tire pressure, battery voltage and outside temperature

New Accessories
Engine guards, a larger top case, tank bag, GPS bracket, a low seat and side spoilers join the list of authorized Kawasaki Accessories.

Motociclismo Ride impressions.

Thanks to the electronics, the 1400GTR has taken a big step forward this year. Kawasaki have listened to their customers and the result is that the bike now comes with second-generation ABS and a traction control system. The bodywork has been given a minor redesign for better dissipation of engine heat, the windscreen has been reshaped and its height has been increased by a bit, heated grips have been added, the glove compartment has been made more spacious and on-board computer can now be controlled via controls mounted on the handlebar.

The new 1400GTR’s chassis remains unchanged, but the suspension has been revised so that it works better with the bike’s anti-lock braking system. The new set-up works very well and is very communicative, and the bike feels very stable on the highway at high speeds. Of course, it’s a heavy bike (304kg claimed kerb weight) and you have to be careful with how you maneouver it at lower speeds and while suddenly braking hard.

Kawasaki’s K-ACT combined braking system, with ABS, works very well and with the bike fully loaded, provides powerful stopping performance from the twin 310mm front discs and single 240mm rear disc. While riding alone, however, and with the luggage bags removed (hence reduced weight), the ABS can be a bit more intrusive at times. The traction control also made a very positive impression – at no time does it cut in abruptly or suddenly interrupt the bike’s power delivery. It’s smooth and effective, allowing you to ride with more confidence on wet, slippery surfaces.

The Kawasaki 1400GTR’s 1,352cc inline-four remains perfect as ever – 155bhp and 136Nm of torque is a lot of power. But the engine is free from vibes and power delivery is smooth and consistent. Also, there is an eco mode that’ll help you get up to 10% better fuel efficiency, though performance suffers a bit. But it’s nice to be able to make that choice.

A sporty engine in a cruiser? Not logical Captain. But is it fun? John Mitchell goes Star Trekkin’ across the universe (well Gloucestershire anyway – and enough of the awful Vulcan jokes…)

The Kawasaki EN500 Vulcan (US import) is basically an EN500 wearing a Vulcan badge, as that’s what the Yanks call it over there. The bike was a 1994 (imported to the UK in 1996) with 16k on the clock and an asking price of £1300

It looks long and lean, with a real “American” feel about it. The EN uses the same water -cooled motor as the proven GPZ500S, so it can’t be bad.

The bike was pretty much immaculate, apart from a little corrosion around the engine where road salt had penetrated the engine lacquer. The only thing that worried me was that there was oil dripping out of a pipe underneath the engine, this turned out to be coming from an over-lubricated air filter sponge. The Kawasaki had just had the front discs replaced, and the drive belt adjusted, which was nice.

I put the key in the ignition, which was situated just behind the radiator, and the lights came on, and the indicators glowed at me, this puzzled me for a moment. “It’s OK, that’s normal” the seller said (Editorial Note: this is down to it being a US import – Stateside regulations require this), so I fired her up, off I rode with the back wheel just leaving the car park as I reached the first roundabout. The bike felt quite nimble but I seemed to be going straight over the roundabout, as opposed to round it. The bike briskly reached the speed limit, and before I knew it, I was approaching another roundabout and was struggling to find the brakes and gears that were somewhere near the front of the bike.

The motor was quite smooth, thanks to the balancer shafts, which I am told is the reason why the tickover is a bit lumpy, but I think it gives the bike a bit more character. I quite liked the feet forward riding position, but the bars were adjusted too low, I am just over 6ft tall, but most of the length is in my back. With my feet foreword and my arms pointing down I felt like “The Karate Kid” practising the final contest winning blow.

The handling is strange at first but after a few miles I was leaning further and further over. The rear drum brake took a bit of getting used too as well, it just didn’t seem to be working well at all, but by the end of the journey I was starting to make allowances in braking distances to compensate there poor performance. Apart from the bars being too low the riding position is really comfortable, the plush and supportive seat helping a lot.

Adjusting the belt-drive is an interesting experience. The Vulcan does not come with a centre-stand. The hand book says to put a 10lb weight on the seat, then adjust the belt accordingly!

To improve rider comfort when upping the pace, I had a Highway Hawk screen fitted by Tredworth Motorcycles, which worked a treat and kept me safe from the worst the weather could throw at me.

After six months ownership, only had a few minor quibbles; the lack of a rev counter being one them, with the bike having 6 gears it took a bit of getting used to. The gearbox itself is another gripe it is a bit clunky, especially when it’s cold, but as most cruisers come with a shaft drive, you would have the same problem.

The Vulcan is a nice bike to ride, it is economical, returning around 70mpg in cruise mode, and a bit less on motorways. The bike has a wide and comfortable seat, for both the rider and pillion. I have only managed to cover 70 miles, but I think I could go further, at least to the tank range, which is about 120 miles.

The Vulcan’s motor is quite flexible. Its no ball breaking V-Monster, but then again, it’s easy to drag out of the garage unlike some of the big cruisers I could mention. But don’t forget it is powered by the same lump as the GPZ500S (albeit in slightly detuned state), so you can still have lots of fun at the ‘Traffic Light Grand-Prix’.

Because of its weight, or rather the lack of it, the EN500 handles well, but best not to push the bike too far on uneven roads as the long forks and wheel base will not like it one bit. You might as well spend your money on one of those rides that are always sat outside the supermarkets; the experience will be the same. I think the handling would be improved by fitting a new front tyre, as it’s worn in an odd shape. This is due to the steering geometry of custom bikes, which can make the front end feel a bit light, and the Vulcan loves skipping over road markings, especially on cold tyres.

All in all I was pleased with the Vulcan/EN500, its economical, cheap to insure and tax, being a relatively small capacity engine. With the increased interest in road speed, owning a cruiser makes perfect (and licence protecting) sense.

• Engine Liquid-cooled, four-stroke single with DOHC and four valves


• Displacement 449cc


• Bore x stroke 96.0 x 62.1mm


• Compression ratio 12.5:1


• Fuel Injection 43mm Keihin Throttle body


• Ignition Digital DC-CDI


• Five-speed Transmission


• Rake / trail 26.7 degrees / 4.6 ins.


• Front suspension / wheel travel 48mm inverted, GS AOS with DLC coated sliders, 22-position compression and 20-position rebound dampening adjustments / 04.12 ins.


• Rear suspension / wheel travel contract UNI-GS ® linkage system and shock with 22-position low-speed and stepless high-speed compression dampening, 22-position rebound dampening and fully adjustable spring preload / 12.4 ins.


• Front tire 90/100-21


• Rear tire 120/80-19


• Front brake Single semi-floating 250mm petal discs with dual piston caliper


• Rear brake Single 240mm petal disc with single-piston caliper


• Overall length is 86.0 ins.


• Overall width 32.3 ins.


• Overall height 50.4 ins.

• Engine Type Four-stroke, liquid cooling, DOHC, four valves per cylinder, inline-four with VVT


• 1352 cc displacement


• Bore and Stroke 84.0 x 61.0mm


• The maximum torque of 102.0 pounds-ft @ 6200 rpm


• Compression ratio 10.7:1


• Fuel Ignition Digital Fuel Injection w / 40mm throttle body


• TCBI Ignition with Digital Advance

• 6-Speed Transmission


• Final Drive Tetra-Lever shaft


• Rake / Trail 26.1 degrees/4.4 entry


• Front tire size 120/70 ZR-17


• Rear Tire Size 190/50 ZR-17


• Suspension 43mm Front Wheel / travel inverted telescopic fork with adjustable rebound damping and spring preload / 4.4 in


• Rear Suspension / wheel travel Tetra-Lever with stepless rebound damping adjustment and remote spring preload adjuster / 5.4 in


• Front Brake Type Dual floating 310mm petal discs with four-piston caliper (optional ABS)


• Rear Brake Type Single 270mm petal disc


• Fuel Tank Capacity 5.8 gal.


• Seat Height 32.1 "


• Curb weight 670.3


• Wheelbase 59.8

• Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four


• Displacement: 998cc


• Bore x Stroke: 76.0 x 55.0mm


• Compression Ratio: 12.9:1


• Fuel System: DFI with four 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder


• Ignition: TCBI with digital advance and Kawasaki Ignition Management System (KIMS)


• Transmission: Six-speed


• Final drive: Chain


• Rake / Trail: 25.5 degrees / 4.3 in.


• Front Tire: 120/70 ZR17


• Rear Tire: 190/55 ZR17


• Wheelbase: 55.7 in.

• Oil is routed through channels milled into the cases on various parts of the engine, eliminating external oil lines and reducing weight


• Lightweight crankshaft maintains the same inertial moment as a heavier design but saves about two pounds compared to a conventional crank


• Very compact, narrow and lightweight design makes it possible to position the engine perfectly within the chassis for optimal weight distribution


• One-piece upper crankcase and cylinder casting saves weight and offers maximum rigidity


• Specially designed internal fins on the liquid-cooled, aluminum oil cooler promote high-efficiency heat dissipation


• Stacked, triangular layout of crank axis, input shaft and output shaft reduces engine length and aids mass centralization for quick handling


• Water pump uses the same type impeller as the ZX-14, with pump rpm optimized for reduced friction


• A lightweight Denso radiator with tightly packed cores provides the most efficient engine cooling possible


• Low friction oil pump reduction ratio reduces parasitic power loss


• Refinements to the shift ratchet assembly, shifting arm, return spring and collar result in reduced friction and less movement at the shift shaft pivot, for improved shifting feel and more positive gear changes


• Slightly longer throttle cables inside a plastic throttle housing provide improved throttle action for even greater control


• A new, embossed metallic gray coating on the muffler complements the new bodywork


• A new, 18-position Öhlins steering damper uses additional spring and oil pistons for improved action; titanium color and a laser-etched logo enhance the bikes appearance


• Aggressive new styling of the upper, side and center fairings and cockpit inner covers enhances aerodynamic efficiency and appearance

• Oval cross-sectioned throttle bodies allow very precise throttle control and instant response


• Secondary fuel injectors improve top-end power output and power characteristics at high rpm. Lower injectors are always on, upper injectors come on as needed according to degree of throttle opening and engine rpm

• Intake and exhaust valves are titanium for reduced reciprocating weight and higher rpm capabilities


• High-lift camshafts are designed to deliver more power at high rpm and make it easier to tune the engine for racing


• Exhaust ports that are narrower at the midpoint and larger at the opening promote high exhaust velocity and efficient scavenging


• Intake ports, exhaust ports and matched combustion chambers are designed for optimum flow efficiency and high top-end power

• A four-way adjustable rear shock features dual (low- and high-speed) compression damping as well as rebound damping and spring preload adjustment - allowing the fine tuning required for racing


• Bottom-mounted springs are completely submerged in oil for reduced frothing, improved damping performance, superior fork action and road-following ability


• Kawasaki Genuine Accessory shims are available for quick rear ride height changes at the track


• DLC (Diamond-like Carbon) fork tube coating on the fully adjustable 43mm inverted fork sliders improves fork action by providing reduced friction, smoother action and better road holding

• Designed not to interfere with the riders intentions, the complex ECU program assumes all rider inputs are intentional. However, when a change in engine speed exceeds the predicted response for given parameters, KIMS will slow the ignition timing to reduce power


• Use of a compact, flat-type fuel pump that takes up less fuel tank space leaves room for a large, efficient airbox


• In addition to standard fuel injection system inputs (engine speed, throttle position, vehicle speed, gear position, intake air temperature, intake air pressure, engine temperature and O2 sensors), KIMS monitors the rate of rpm change every 0.02 seconds


• Oval-section intake funnels promote non-turbulent flow at all rpm

• Kawasaki Ignition Management System (KIMS) helps curtail sudden spikes in engine speed, enhancing the riders control of power delivery


• Adjustment of KIMS parameters is possible with an accessory racing (circuit-use only) kit installed


• A highly efficient, center-located Ram Air intake duct is shaped for lower intake noise and higher intake efficiency

• Lightweight, two-piece, aluminum die-cast sub-frame is mounted to the frames upper cross member, so rear suspension feedback is transmitted more directly to the rider


• Ribbing on the interior of the pivot plate where it joins the frames upper cross member slightly slows down the frames feedback for highly accurate steering feel


• Swingarm pivot located to aid with the front-rear weight balance


• Unique twin-spar aluminum frame features an optimized stiffness balance through a mixture of materials, shapes and thicknesses for superior handling and bump absorption


• Narrow sub-frame layout contributes to the compact and slim tail section

• A palladium catalyzer helps the ZX-10R meet strict Euro-III exhaust emissions standards


• A single orthogonal, titanium silencer with a new, black finish keeps the center of gravity low and improves exhaust efficiency


• An exhaust pre-chamber under the engine reduces exhaust noise, minimizes silencer volume and enhances mass centralization for maximum flickability

• A pair of 5.5mm thick, 310mm petal discs provides the heat dissipation needed to maintain brake feel and responsiveness during extended heavy use


• A 220mm rear petal disc gripped by a single-piston caliper provides excellent feel and feedback


• Tokico radial-mount brake calipers use dual pads for superb initial bite, increased control and progressive feel


• A radial-pump front master cylinder provides the ultimate in front brake feel and feedback


• A new 18-position adjustable Öhlins steering damper is fitted as standard equipment to help ensure stable front end feedback even under racing conditions

• A recess on the top of the fuel tank accommodates the helmets chin, so its easier to tuck-in behind the windscreen at speed


• An LED tail light makes the bike more visible to drivers and provides the final styling flourish to the evocative Ninja design


• Slimmer than ever in new aerodynamic bodywork, the ZX-10R is designed to slice through the atmosphere cleanly at high speed with minimal turbulence


• The front fender aids cooling efficiency by directing air toward the radiator


• A large, rear inner fender keeps the bike cleaner and allows the mud flap to be smaller and less obtrusive, further improving aerodynamic qualities around the rear of the machine


• Mirrors, license plate holder and rear turn signals are easily removable for track day prep


• High mounting position of mirrors, with integrated turn signals, provides excellent rearward visibility and helps to minimize damage if the bike falls over


• The flush surface of the tails underside reduces turbulence at the rear of the bike and ensures laminar airflow around the seat

• The ZX-10Rs big tachometer "green zone" makes keeping the engine in the meatiest part of its massive powerband even easier


• Multifunction odometer, tripmeter, clock and lap timer/stopwatch are all intuitively easy to use


• The easy-to-read instrument cluster uses UV-blocking glass, for maximum visibility

• Machine Type Four-stroke, liquid cooled, DOHC, four valves per cylinder, parallel twin


• Displacement 649 cc


• Bore & Stroke 83.0 x 60.0 mm


• Compression ratio 10.6:1


• Liquid Cooling


• Fuel Injection Digital fuel injection with two 38mm Keihin throttle body


• Digital CDI Ignition


• 6-Speed Transmission


• Final Drive O-Ring Chain


• Frame Semi-double cradle, high tensile steel


• Rake / Trail 25 degrees/4.3 entry


• 120/70-17 front tire size


• Rear Tire Size 160/60-17


• Wheelbase 55.7


• Front Suspension / Wheel Travel 41mm telescopic hydraulic fork with stepless rebound and preload adjusted / 5.9 in


• Rear Suspension / wheel travel Single offset laydown shock with 13-position adjustable rebound damping and adjustable spring preload / 5.7 in


• Front Brake Type Dual 300mm petal discs with two-piston caliper


• Rear Brake Type Single 220mm petal disc with single-piston caliper


• Fuel Tank Capacity 5.0 gal.


• Seat Height 33.1


• 454.1 pounds curb weight.

The Kawasaki ER6f is the fully faired brother of the Kawasaki ER6n. For motorcyclists, whether new to two wheels or long-term riders, the essence of motorcycling and the freedom that riding on two wheels provides is sometimes difficult to express.

With a reputation for innovative motorcycles delivering the performance sought by enthusiasts the world over, Kawasaki took the refreshing and imaginative step of combining their engineering prowess and an awareness of contemporary design. The introduction of the stunning Kawasaki ER6f has sharpened this image further.

The Kawasaki ER6f is a machine for riders of all ages and abilities whether male or female, the core appeal being a motorcycle with cutting edge design which is just as pleasing to look at as it is to ride. For those that feel that the Kawasaki ER6n simply does not offer the weather protection that they were looking for, or that the very individual cockpit fairing is just too quirky for their taste then the Kawasaki ER6f is the perfect alternative.

For new riders, the Kawasaki ER6f experience will grow and mature along with theirs.
For existing riders, the machine will reawaken in them the very essence of the motorcycle
riding sensation, providing a broad spread of useable engine power matched to a chassis
that is outstanding in both visual and engineering terms.

The ER6f represents a single-minded vision for the Kawasaki company, a vision born of
a passionate commitment to offering the sheer enjoyment that motorcycling represents to
the widest possible audience and at the best possible price.

In an age where transport alternatives all shout for attention, the Kawasaki ER6f evokes the elusive essence of Kawasakis commitment to fun, thrills and freedom on two wheels, crafted and distilled into one distinctive statement.
What has changed and why?

In order to reduce vibration for the rider, the Kawasaki ER6f engine has been rubber mounted. Normally, rubber mounting tends to give bikes a vague feeling but with the new more rigid frame and new swingarm this is far from the case. This new ER6F is sharper and more precise in its handling that ever before.

Although the engine of the Kawasaki ER6f is completely unchanged, the exhaust has been modified, as has the fuel injection mapping. The Kawasaki ER6f engine has proven its worthiness over the past 3 years and with major valve clearance servicing only being due every 26000 miles, the cost of ownership is kept to an absolute minimum.

The fuel delivery system still uses a highly efficient dual butterfly electronic fuel injection system. The first butterfly being controlled by you, the second by Kawasakis clever little ECU that ensures smooth fuel/air delivery, thus smooth power delivery especially thanks to the re-mapping for the 2009 ER6f model.

The Kawasaki ER6f continues to offer a sensible, comfortable riding position. The cutting edge handling capabilities of this machine defy the previous statement. Throw a leg over the new ER6f and you will want to bypass those "A" roads, get off the "B" roads and find the twisty country lanes where the true joy of this all new machine will be appreciated.

33 BHP restriction is available on request.