First ride: 2014 Kawasaki Ninja 1000 ABS

Back in 2011 Kawasaki released the Ninja 1000, a motorcycle made for riders that wanted ZX-Ninja-like speed and looks but preferred a more relaxed riding experience. The updated 2014 Ninja 1000 ABS builds upon this deign and while it may look similar from a distance as its predecessor, don't be fooled. Under the supersport-inspired fairings the updates include an overhauled engine, more electronics, new rear sub frame and tweaked suspension settings.

I have always been a fan of these sporty tourers, such as the Yamaha FZ1, Suzuki GSX1250FA and Honda VFR range. Sure it's great to go all gung-ho on these manufacturers' respective superbikes, but to harness the benefits you really have to be at a track. On the road these tourers are a better all-round package, they are super comfortable, allow you to carry more than just a baseball cap under the pillion seat and are more than capably to round up and embarrass superbikes in the right hands.

Powering the Ninja 1000 ABS is the same stellar engine that is used in the latest Z1000. Power has been boosted from the previous Ninja to a claimed 142hp and 111Nm (up from 136hp and 110Nm). Fitted to this refurbished engine is also the addition of two engine maps that can be changed on the fly through the left-hand switch block. ‘Full Power' mode is pretty self explanatory, while ‘Low-Power' mode gives you 70 per cent power and a milder throttle response from the 1043cc, liquid-cooled, DOHC in-line four-cylinder.

Between the two modes there is not an abundance of difference to be felt down low, but as the revs build ‘Low' mode tampers off around 7000rpm, while ‘full' mode allows a very strong 8000rpm powerband to kick in. As you wind the throttle on the newly designed airbox, which now features two additional intake passages and new resonator design emits an ear pleasing intake roar.

Fuelling is typical Kawasaki perfect: the engine pulls cleanly from 2000rpm all the way to the post 10,000rpm rev-limiter. Power is made strongly throughout the entire rev range, but what really gets your attention is its super-strong turbine-like mid-range. Between 5000rpm and 8000rpm there is a torque wave that is enjoyable to ride all day long and makes the jaunt relaxing, easy work and extremely fast. To put this mid-range into perspective, the Ninja makes 1Nm less than the ZX-10R but peaks a whopping 4200rpm earlier (7300rpm compared to 11,500rpm).

There was a very slight buzz at 4500rpm that would come and go through the seat that could get a little intimate, depending on where you were seated. Below that and above that the mill was absolutely buzz free, and knowing firsthand how polished this engine is in the Z1000 I am going to put it down to this test bike (test bikes do have a hard life).

The Ninja's ultra-strong mid-range allows your left foot to sit idly by as most of the work is handled by fourth gear in the twisties. However, when the gears are called upon the six-speed 'box is sleek, direct and notchiness free. A longer six-gear ratio has been fitted to lower the revs on the highway and will see the tacho hovering around 5000rpm on open roads.

Keeping everything in check on corner exist is the addition of the same three-mode (four if you count off) traction control system that can be found on the Ninja ZX-14R. I have always been a fan of Team Green's traction control system as it's a predictive system rather than a reactive system. In other words it uses all different kinds of parameters to intervene before slippage exceeds the range for optimal traction in the given mode.

Intervention is ultra smooth and by cutting the ignition before you get a really big slide allows the system to undertake smaller cuts in power rather than a big one when things get out of hand. The system can also distinguish the difference between power wheelies and sudden (possibly out of control) wheelies. Modes one and two allow long power wheelies as long as there is acceptable acceleration; whereas mode three allows no front wheel lift. The three levels of intervention can be changed on the fly, but turning it off requires the bike to be stationary.

The height-adjustable windscreen offers good weather protection in its up position, and gives the Ninja a very sporty-looking front end in its low setting. The adjustment lever under the dash is a little difficult to reach and makes it a two-handed affair.

The relatively upright riding position is very comfortable and makes long days in the saddle trouble free. The rider's seat has been made flatter to improve comfort, while the wide-pillion seat now features 10mm more urethane. The clip-ons are mounted to the top of the fork tubes and significantly rise up to meet your hands keeping weight off your wrists.

Connected to the frame up front is a fully adjustable 41mm upside-down fork, while the rear makes use of a horizontal back-link monoshock that now features an easy-to-reach remote preload adjuster. The suspension on the test bike was set quite soft which suited the touring nature of this bike superbly.

It soaked up bumps and rough country roads well, but still held its composure as the speeds rose. The front-end was stable under brakes and the slightly extra dive in the softer front-end really allowed you to dig the front Bridgestone tyre into corners with confidence. Unlike the Z1000 trail braking was easier on the Ninja and would still allow accurate turn-in while still on the anchors.

Pulling up the claimed 231kg (curb) is handled up front by a set of 300mm discs clamped by four-piston monobloc calipers, while the rear single-piston caliper squeezes a 250mm disc. The anti-lock braking unit has been updated to allow a more precise control of brake fluid and pressure, while the addition of a fluid pressure sensor enables the unit to supress rear-wheel lift. Front lever feel was positive and initial bite was gentle.

The dash was easy to read and featured a large analogue tachometer and multi-function LCD screen. An abundance of information is available to the rider including fuel range, but surprisingly does lack a gear indicator. The long stalk mirrors offer good visibility and the large 19-litre tank should be good for around 300km.

The optional panniers ($1586) have been redesigned for better integration; they sit 35mm closer to the motorcycles centre-line (good for lane splitting) and feature a simple mounting system that also acts as the pillion grips to keep the rear clutter-free. They offer 28 litres of storage each and make use of your ignition key. Some other extras include a top box, seat cowl and heated grips (personal favourite).

One thing that Kawasaki has not added to this updated model is dollars to its price tag, keeping it the same as its predecessor at $16,999 (plus on-road costs).

The 2014 Ninja 1000 ABS does everything well. It's comfortable to clock up big miles on, yet sporty enough to enjoy the twisties. In terms of a road0-oriented all-round do-everything-motorcycle Kawasaki hasn't left many boxes unticked.

NINJA 1000 ABS IN BIKE SHOWROOM

PERFORMANCE
Claimed maximum power: 142hp (105kW) at 10,000rpm
Claimed maximum torque: 111Nm at 7300rpm
Economy: 5.9 litres/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin spar, aluminum
Front suspension: 41mm upside-down fork, fully adjustable, 120mm travel
Rear suspension: Horizontal back-link monoshock, rebound and preload adjustable, 138mm travel
Front brakes: Dual 300mm discs with four-piston radially mounted monobloc calipers
Rear brake: Single 250mm disc with single-piston caliper
Tyres: Bridgestone Battlax Hypersport S20 -- 120/70-17 front, 190/50-17 rear

DIMENSIONS AND CAPACITIES
Claimed curb weight: 231kg
Rake: 24.5 degrees
Trail: 102mm
Seat height: 820mm
Wheelbase: 1445mm
Fuel capacity: 19 litres

OTHER STUFF
Price: $16,999 ($18,585 as tested)
Colours: Green / Gray
Bike supplied by: Kawasaki Australia, www.kawasaki.com.au
Warranty: 24 months, unlimited kilometres