Kawasaki Ninja ZX-14R SE
ZX-14R project leader Takeru Oshima did a superb job when he redesigned the Ninja in 2012. Just think: his design is still relevant after almost 10 years - of course, it doesn’t shine with youth, but this big Ninja, like the Mike Tyson of motorcycles, is still able to show what it can do.
Kawasaki Ninja ZX-14R SE model history
The Kawasaki Ninja ZX-14R SE (Special Edition) came out five years ago and was equipped with Brembo M50 radial calipers and an Ohlins TTX39 monoshock. Like the base model, it hasn't changed much over the years, and in the 2022 version it remains almost the same powerful and fast beast. Tucked tightly behind the huge front end of the ZX-14R, you watch the horizon rapidly approach, and the slightest effort on the grip literally lays the Ninja on the sidewalls of the tires, holding on to the asphalt as if glued. The tachometer is in the red zone, the numbers on the speedometer are up, the on-board computer shows instantaneous consumption of 23 liters per hundred, some indicators are flashing on the dashboard, but everything around is slowing down, and only an almost cosmic silence remains inside the “force field” of the windshield. Are you going? Or are you flying? But how can we find out... You can only get here, into this subspace, on a hyperbike.
Kawasaki remained the power leader for 25 years until Suzuki released the first Hayabusa. Oh, the buzz around the big ZZR1100 and ZX10, GPz1000RX and GPz1100... the world went crazy for sportbikes, and the echoes of this madness are still heard in many markets.
The good old ZZR1100 of 1993 with a tuned exhaust and selected jets was capable of delivering up to 150 horsepower from the wheel. And before the Hayabusa, it seemed that this mighty Zizer could not be defeated in the war of hyperbikes. But everything changed with the advent of the Big Falcon, especially since Kawasaki just then declared that “they would never build a motorcycle faster than the GPz1000RX,” and then, when Busa came out, they realized that they would have to break the promise. This is how the ZX-12R was born - Kawasaki's flagship sportbike from 2000 to 2006, but no matter how chic it was, it did not receive the popularity it deserved, although it became (and still remains) a much loved basis for customs.
And when the Kawasaki Ninja ZX-14 appeared on the market in 2006, the title of king of power returned to Kawasaki - 200 horsepower, please love and favor. But he did not become the king of speed. This crown remained with the old Busa forever, since since 2000, both the new Hayabusa and the ZX-14 have a cut-off speed of 299 km/h, and the old one easily went beyond 300. However, the ZX-14 was very, very fast, with a sharper engine, than the Suzuki, and at the same time - a more upright sport-touring position, despite the typically sporty design. It was a gorgeous motorcycle. It was slightly, very slightly refreshed 2 years after its release, and only in 2012 it was replaced by a new version, in which, in addition to increasing the displacement from 1352 to 1441 cc, implementing several driving modes, traction control, serious restyling, letter R in the name. The motorcycle also received a slipper clutch, an advanced ignition system, and many other nice features, eventually becoming the platform on which this model is based to this day, almost 10 years later.
The Kawasaki Ninja ZX-14R Special Edition appeared in 2016 and remains virtually unchanged in the current 2022 version. The bike looks great, probably better than any of the previous ZX-14 models, plus it is superbly equipped: a top-of-the-line Ohlins TTX39 monoshock, 43-bar cartridge forks, Brembo M50 radial monoblock calipers on Brembo brake discs at the front, as well as a radial master cylinder same manufacturer.
Kawasaki Ninja ZX-14R SE On the go
And here is a motorcycle, a direct descendant of the one that was 16 years ago and one of those that was immediately made well, and therefore did not require modifications. Almost perfectly adapted to its habitat, it is very good at going fast and turning at high speeds. Other skills, like the ability to travel comfortably covering long distances, are side effects.
The roads are empty, it begins to drizzle, it becomes cool and almost dark. Traction control at level three, Low Power driving mode - and the Ninja is obedient, careful and alert, ready to drive for hours in these conditions.
The Kawasaki Ninja ZX-14R SE is already quite smooth at low revs, especially up to 4000 rpm, where some say it is even too soft for a cubic bike, so riding on slippery roads and in semi-darkness does not cause any problems. It responds smoothly to the throttle, the ride position is surprisingly comfortable, there's virtually no vibration, it has excellent mirrors and easy-to-use controls, and even the rear brake is very responsive and progressive. There’s nothing to say about the front one - it’s simply gorgeous. Plus wind protection, covering the rider in a compact fit from almost all weather conditions.
Of course, a motorcycle that performs well on the track also behaves excellently on a good road - it steers well and responds clearly to the gas. Surprisingly, the suspension is quite comfortable. You feel like you're in your favorite chair... with a rocket engine. The shock absorber clearly handles unevenness without breakdowns, the wheel confidently tracks the asphalt, a correctly tuned fork (added preload and tightened compression and rebound smoothing) not only provides more comfort, but also noticeably changes the “pose” of the motorcycle - it no longer looks like a bull digging the ground, pinning head, and walks more proudly and confidently, while providing better support during braking.
Kawasaki Ninja ZX-14R SE
The dashboard, which until recently seemed almost the height of perfection, looks outdated by modern standards. It is quite informative, but the display is simple, and all this is not very functional, not to mention the lack of connection with a smartphone, music control or navigator tips. We can only wait that with the next update, Kawasaki will restore justice - after all, some other models of this company have chic and modern full-color devices. If, of course, the ZX-14R SE continues to be produced, ensuring compliance with Euro 5.
On the move, the Kawasaki Ninja ZX-14R SE seems like a tame dragon - obedient, intelligent and brutal. The absence of a quickshifter gives the ride an old-school character, which does not spoil the overall impression at all. Perhaps the sound of the autoblipper, which skips the ignition when shifting down, would add charisma and allow for more attentive steering.
By the way, about attentiveness and steering: even with a slipper clutch, the 14R is braked quite strongly by the engine, and sometimes even bites quite a bit when releasing the gas, and at the same time the rear begins to jump, and may even rearrange. The clutch itself is quite tight, and this despite the fact that it has a hydraulic drive. It's especially tiring in the city.
But driving on serpentine roads becomes pure pleasure - this is its environment. A large seat, a relaxed seating position, and a powerful engine make the Ninja comfortable on long trips, but the main thing it was created for is for fun. And even at the end of a long trip with active driving, you feel that you are ready to repeat it tomorrow.
However, on the road quite soon some limitations of the Kawasaki Ninja ZX-14R SE became clear. It would seem that if he copes with everything on the track, what could happen? But it turned out that traction control, even in the first mode, can be both too intrusive and too slow to respond, depending on the situation. But it works, and if you don’t exceed your own skills and the capabilities of the motorcycle, but only back up with an assistant, it will save your skin, and perhaps many times. And, of course, it can be turned off completely, unleashing all the rugged nature of the Kawasaki Ninja ZX-14R SE - and it's not for the timid.
Kawasaki Ninja ZX-14R SE
Another system whose boundaries are quite easy to find is ABS. It intervenes too easily when leaning, not allowing you to feel the edge on which the tires still hold, but it turns into turns as efficiently as possible and along the most optimal trajectory. This is especially pronounced in corners with poor asphalt or corners on a descent - here the ABS intervenes during trail breaking quite harshly, preventing the bike from leaning as much as expected. This does not happen with tilted ABS, and you just have to work with the brakes more carefully, taking into account possible ABS intervention.
Otherwise, handling has been and remains the strong point of the Kawasaki Ninja ZX-14R SE. It's lighter and more nimble than its appearance suggests, and shifts from side to side very easily through corners. Yes, this is not a modern superbike, but at the same time it is much more stable than a superbike on uneven asphalt.
In general, the Kawasaki Ninja ZX-14R SE is deservedly considered a legend and rightfully bears the title of the king of sportbikes in the Kawasaki line. Yes, the model has definitely grown to the point where it needs an update - but today and for today’s price it is quite organic. There are simply more expensive and more modern motorcycles.
Best summed up in Kawasaki's words:
Any of Kawasaki's flagship sportbikes, the Ninja H2, Ninja ZX-14R and Ninja ZX-10R, provide the highest level of riding pleasure. But it is the ZX-14R that stands out for its flexibility and versatility, contrasting with the extremely narrow concepts of the Ninja H2 and Ninja ZX-10R, the 14R's engine and chassis provide both superior performance and ease of handling. So while it has superbike-level performance and nimbleness, the Ninja ZX-14R is comfortable enough for long-distance touring and calm enough to ride for everyday needs without a second thought.
Review of the Kawasaki ZZR 1400 (ZX-14R) motorcycle
The motorcycle gives a feeling of “knocked down” and integrity. A similar feeling occurs when you exchange your old worn-out sneakers for new ones. The analogy is quite appropriate, since a similar set of sensations arises when driving a new vehicle that has not yet acquired a wide range of all sorts of “looseness”. If you do not take into account the slightly more accurate and predictable reactions of the bike to the actions of the pilot, the handling of the “14th Ninja” is similar to the GSX 1300 R. This bike is also unyielding in corners and holds the given trajectory just as well. Like its competitor, the Kawasaki engine produces enormous torque from low revs. I drove most of the city roads in fourth gear, the speed range was from 20 to 120 km/h. Thanks to such elasticity of the engine, you don’t have to remember about the presence of a gearbox very often. By the way, in vain. The gearbox, unlike a similar unit on the Suzuki Hayabusa, works accurately and smoothly, making it a pleasure to use.
So I became the owner of 1400 zizer!
Comparative analysis after 700 km.
I’ll say right away that my Drozd is still carburetor and produced in ’97, and the Zizer is 2007 and injection, but still, willy-nilly, I compare them. Immediately, finally and irrevocably, ZIZER is BETTER in all respects, no matter how regrettable it may be((((Our guys Drozdy are unfortunately outdated((((
So, in order.
Unfortunately, the equipment is getting old and despite the excellent condition of my Drozd, the year of manufacture 97 and the mileage of 52 thousand km pushed me to replace the unit. While the weather was in season, I didn’t set the task of necessarily selling Drozd and then buying a new one, and I had the money and started searching. There are only 3 worthy replacements. Either a new blackbird or Hayabusa or 1400 kava. Unfortunately, there are no new Drozdov(((I don’t want Hayabusa, even in the new design I don’t like it. But I liked the ZiZer, after consulting and reading, I settled on it. Unfortunately there are not many devices and the choice is small; new, I didn’t want good used ones I can count it on one hand. A decent unit turned up in St. Petersburg, I went there and expected to return to Moscow with it, and that’s what happened.
1400 I got a charged Dinojet, forward flow Yoshimura, Navigation Xenon Elins and Rice Tech all in one bottle. I was immediately struck by the “tenderness” of the motorcycle! Compared to Drozd, he feels like a toy in Drozd. I immediately began to doubt my choice (((But after driving a little, I realized what I had bought))) The moto is chic and different in the city and on the highway. On the track, he seems to become different, not gentle and affectionate, but sharp and aggressive.
My tuned Drozd comes to life earlier than 1400 with the Dinojet, I need to do some magic later, but the motor comes to life after 5 before that, the car is stuck, my Drozd starts to go early, unfortunately, apparently this is the weak point of the forward flow and the Dino Jet does not fully equal the engine characteristics, in any case, not as I would like, but after the mot produces much more than Drozd.
So management. The 1400 handles much better than the Drozd. The credit goes to the upside-down fork and the progressive Rice tech and the rear Elins, of course. On the highway it eats up all the bumps and holes. You trust Mot, I trusted Drozd, 1400 even more. The suspension works at any speed. Unfortunately, Drod is far from this (((
Engine. The engine is better, more aggressive and at the same time softer, more powerful and less shaking. Despite the blackbird's balancing shaft, Kave somehow managed to outdo this. Although the shaking in the rear-view mirrors was annoying, I realized that the problem was precisely in the design of the mirrors on the 1400 and this is perhaps the only negative.
Landing. The landing also did not cause any complaints. Despite my height of 192 cm, I felt good on the bike. In any case, no worse than on Drozd. Of course, at the end of the journey, the ass fell off and the legs were tired, but on Drozda it happened faster (((
Feel. Feels great. The motorcycle feels lighter and smaller in size, only the mirrors jut out unreasonably far, but review song on Drozda there is no such view back, namely back and not on the sides.
Wind protection. Here 1400 has a minus and a big one. In the standard long-distance version, the wind protection is weak and more noticeable than on the Drozda. You will need to take care of purchasing touring glass if such exist in nature. The only negative I found with the 1400 compared to the blackbird was the wind protection and the design of the mirrors. Everything else is up to par and better than Drozd's.
And what does a Kawasakov clutch cost? when changing gears and suddenly opening the gas, or when shifting the throttle while squeezing the clutch without changing gear after dropping the clutch, NO stalling of the rear wheel ELECTRONICS RULE!!!!!!!!! There were moments.
Consumption. I was also pleased with the 8.4 liters versus 10 on Drozda!!!! Essential!!!!!!!!! The mileage on the tank is under 300 on Drozda, barely 250!
So decide and think, gentlemen Drozdovody, I personally made my choice while I still have Drozd, but apparently this will not last long))))
PS I forgot about the brakes!!!! I have the version with ABS and no rear braking! But when it comes to brakes, this is DROSK!!!!! I didn’t feel any.....no difference in braking, only on the 1400 the handle is more informative and easier!!!
I've already driven almost 5000 km, the ZX-14 (ZZR-1400) is just a fabulous motorcycle, at first I was chortling, but now I'm used to it, and I'm just delighted!
handling, landing, brakes, weight, all parameters are just perfect! and the power... this is incredible... and the best part is that up to 6000 rpm the power is very soft and kind... and when driving 200 km/h it’s enough to turn the knob a little (not all the way) and after a couple of seconds it’s already about 300... the dynamics are crazy... it’s also very convenient for long-distance driving, the bag on the tank holds well even with a plastic lining, the seat is wide, the passenger doesn’t get tired and doesn’t sit higher than me! For me, the disadvantage of the motorcycle at first was its exorbitant power, now I consider this an advantage, among the disadvantages one can also add the difficulty of attaching the rear case, but I managed... the
second significant drawback is that the rear tire was almost completely worn out by 4500 km... I hope that it was sports. .that's all for now..
I haven’t bought Motz yet, but I’ve tried both riding as a passenger and driving myself.
Handling is superb. I have never seen such an excellent, simply mega well-controlled and obedient DRAGON. The box operates quietly and does not click like on FZHRs. Acceleration is incredibly smooth and sooooo obedient, you can take off and drive at the pace of a traffic jam... it’s as if he knows how to drive me, it feels like it’s not HE who carries you like crazy, but YOU who drive him if you want, and that this is just some kind of friendly alliance human and some kind of supernatural force. Roars like a dragon, you can't say anything. The fit is very comfortable (but this is my 172), it feels like I’m probably maintaining the most natural pose), I tried other models nearby - both Ninja and gtr1400 - this one turned out to be the most comfortable and my feelings were confirmed after a tiny tour - it wasn’t not even a hint that you suffered at least a little in the seat.
It was scary to accelerate, I wasn’t used to testing the gods weakly, so I didn’t. I drove no more than 140, that was enough for my ears. I can’t say anything about reliability - this is for those who have already had a go at it. The first impression from the comprehensive motorcycle show demonstration and then a short independent trip is that of a tamed fighting dragon, which it is better not to test “weakly”. We need to get used to a herd of horses.
The topic is certainly interesting... And nevertheless, I am forced to unsubscribe, since I am the proud owner of this work of engineering thought brought to life in the form of the already legendary motorcycle zzr 1400. I had a chance to ride it no more than twelve thousand kilometers, which is of course not enough, but you can already write something and draw conclusions about something. The device is certainly good in everything, from its price to its capabilities. I got it thanks to the kind guys from the bank located around the corner of my house and the Mister Moto motorcycle salon, purchased last year.
Currently, the motorcycle is at the stage of resuscitation after dizzying somersaults, with the help of which I took forced leave for health reasons for a while :). No, I didn’t put the arrow down, I admit honestly, but judging by his character, he will succeed without any difficulties, but aggressive acceleration is a common thing, if you are a little careless, then the motorcycle can leave without a pilot, easily: good: So , there are almost no problems with power, that is, I mean, there is simply too much of it.
This unbridled stallion is controlled very easily and without constraint, with all his “hippopotamus”. The sound of the engine deserves special attention, it is the sound and not the roar, it is so pleasant, to say the least, with such a pleasant sound in the A-flat sign, you can somehow tighten up the throttle without noticing it. The seating position on this “Mustang” is quite comfortable, neither sporty nor classic, and not particularly annoying. The suspension is quite good, provides a comfortable ride, but on good surfaces, it doesn’t really like grooves and small jumps.
Petrol, loves... in the city it’s about 10, in the open air it’s about 9 liters, and the tank is only 22 liters in volume, which is somehow not suitable for tourism
. Well, otherwise, it seems to me that there are no special differences, except of course the appearance, from which associations immediately arise with something mystical or alien, or with a huge representative of African flora and fauna - the hippopotamus . Well, somehow, so briefly and clearly, I expressed my opinion. And I’ll also add, perhaps it will be interesting for those who plan to have this motorcycle in the future, I can say that the expression “for an amateur” applies to this particular motorcycle. Thank you!
As you all already know, in December 2011 I became the owner of this device.
After arriving at the garage he was given the name YUM. And then the months flew by and the moment of opening came, the oil and filter were changed.
What struck me about YUME is that it has become smaller in size, the fit is smaller and more comfortable, the LCD display displays the necessary information: Charge mileage type A. type B., power reserve fuel consumption number of the selected gear.
And so off we go, I would like to point out that you don’t often need to change long gears in the city; in the city it went up to a maximum of 4th; the engine is smooth and pulls from the bottom very confidently.
Handling is beyond praise and holds the trajectory in turns perfectly.
Having lowered my head for a couple of days and gotten used to the motorcycle, I got caught, the straight light came on, I opened the green light smoothly and quickly, the throttle opening was felt first, the front wheel came off. The second wheel wants to get off the ground again, the third speedometer shows 220 km/h, the speed is growing confidently and quickly, I brake the turn with the engine, up to 180 I get into it, the driving sensations are amazing,
Now a little about what we liked and the cons.
What I liked: the brakes are excellent, confident deceleration, you feel that a little more and there will be blocking, energy-to-weight ratio, excellent, if desired, you go away like a rocket.
The landing is very comfortable, my hands don’t get numb, 320 km with one stop for coffee.
The box works very well. The suspension handles unevenness at 5+ on a 5-point scale. Wind protection is also 5+
The downside is that the head light is hard to see during the day and there is no space under the saddle; it is very difficult to change spark plugs. There is a lot of fuel in the city. Although he is still young and has a growing motorcycle appetite.
So far everything that comes to mind.
