Kawasaki 1400GTR ABS

Kawasaki just loves powering its touring bikes with modified versions of its fearsomely fast superbike engines. Sure, there haven't been a lot of them over the last 20 years, but what we've got has been the duck's guts -- the 1000GTR's mill was a modified version of that found in the rapid-fire GPZ1000RX, and in 2007 the 1400GTR was released with a power unit adapted from the ZX-14.

In the latter's case, peak power was reduced by about a quarter in the name of commonsense, but above 5000rpm there was still a massive afterburner-like hit that gave any 1400GTR owner a real wake-up call. That's the comfy missile we loved, and it just felt better and better as the speed climbed.

But as good as the halo was at the top end, below 5000rpm it was a different story, with a real lack of immediacy and 'doughiness' the main gripes. It just didn't have the buckets of torque where rational thinking would have it on a touring bike of this ilk. For adhering to its primary role as a tourer it was a definite Achilles heel.

That mildness was undoubtedly a big disappointment, so the pressing question when the updated 1400GTS ABS lobbed at the Bikesales Network was whether Kawasaki had managed to strengthen the bottom end compared to the predecessor.

That's because we basically knew what we were getting in for with the rest of the machine, as the first 1400GTR had a brilliant build quality, stopped with real conviction, and was so well balanced that it managed to 'hide' its 300kg carriage with quite some aplomb. And as far as taking aim against the elements, such as fierce cross winds, the 1400GTR only stirred a little, but certainly wasn't shaken.

One feature which hasn't seen the light of day is infra-red vision, which is something the Bikesales Network even speculated on at one stage. With a number of patents on the go, we tipped that infra-red may have at least made it onto the accessories list for the 1400GTR, but no cigar this time.

So here's what you definitely do get. The 1400GTR features Kawasaki's first traction control system (KTRC), the company's second-generation coactive braking technology (K-ACT), a fuel economy assistance mode, an 'economical riding' indicator, a taller windscreen, raised mirrors, revised bodywork, and standard fare includes heated hand grips and tyre pressure (and puncture) sensors.

For more bottom end and mid-range torque, Kawasaki has opted for 4mm smaller throttle bodies and variable valve timing, the latter advancing or retarding the camshaft timing based on throttle position and rpm.

The fuel economy assistance mode, or a leaner fuel map if we want to talk in direct terms, can be turned off by the rider. But for it to work, the "rider must ride in a gentle manner: less than 6000rpm, less than 30 per cent throttle, under 160km/h".

The KRTC system, which can be turned off by the rider, is governed by ignition timing, fuel delivery and airflow (via the sub throttles).

Meanwhile, K-ACT is on all the time, with the system an evolution of the one first seen on the Vulcan 1700 Voyager - but now 30 per cent lighter and a lot smarter. There are two modes for K-ACT, each regulating how much effect rear brake application has on the front. On 'standard' the linked effect is reduced, and on 'high combined' it's the direct opposite.

It has authority written all over it, and there's minimal turbulence and wind noise (well, at my 172cm height) from behind the electronically height-adjustable screen.

And it gets about 400km out of the 22lt tank, although I would still like to see a few more litres. And I like the fact that the headlights are height-adjustable from the seat.

And I reckon the 1400GTR is in a really good place visually, all the way from the front to the well-integrated panniers. And the brakes are potent, too. Lots of things to like...

And yes, Kawasaki's tweaking of the bottom end and mid-range does seem to have paid dividends, but it's not a quantum leap in brawn. However, I'll go a bit easy simply because of the beautiful shrill and purpose at the top end. Now that's something which you can't get sick of. 

And the throttle response is in a sweet spot: not too sudden or not too reactive. That means the 1400GTR can also be ridden around town too with some purpose.

But among the bouquets, there are some issues that do enter the equation. For a start, the ride quality could be a little better, and the gearbox feels a trifle heavy. And you have to be committed to the gearbox cause, too, as I hit a false neutral quite a few times between first and second - afflictions I normally get on top of quite early, but not this time.

The bike still handles well enough and is wonderfully balanced, which is signature Kawasaki. Choppy surfaces aren't even a big issue -- although too much of it does bring on a bit of tiredness with a kerb mass of 304kg.

But at least there's feedback through the Bridgestone  tyres, which can't always be said of other bikes in this class. The Tetra-Lever rear end, designed to imitate the feel of a chain-driven design, basically does its job without any anxiety, which I guess is the main point of the exercise.

Protection from the wide and finned fairing is quite brilliant, and just to prove the point I embarked on a trip to work in my Draggin Jeans during the depths of a Victorian winter. I wasn't without a few bone-chilling moments (it was, after all, just one-degree Celsius at my house), but on the whole I was quite comfortable - with the heated hand grips on full blast, of course.

The grips do take a while to warm up, but after that they work a treat.

At 815mm, the seat is probably a little too high to accommodate all types, but the lack of adjustment makes that issue just a little more sensitive.

The LCD display is, as you'd expect, chock full of useful information, and I'm a big fan of the tyre pressure feature. When I rode the last version of the 1400GTR, I picked up a nail with my young son on the back, and knew within seconds there was a problem. Good job.

The 1400GTR is a wonderful machine which certainly knows how to take charge of a touring argument, but it's also peppered with some Kawasaki sporting DNA just to perk things up a little.

The same critique can also be levelled at bikes like the Yamaha FJR1300A and BMW K 1300 GT, so it's definitely a tough market to win hearts and affections. The choice is yours.

Click on the following link to check out all the accessories for the 1400GTR.

TRANSMISSION
Type: Six-speed
Final drive: Shaft
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Monocoque, pressed aluminium
Front suspension: 43mm upside-down forks with preload and rebound adjustment, 112mm travel
Rear suspension: Tetra-Lever with rebound and remote preload adjustment, 137mm travel
Front brakes: Twin 310mm discs with Nissin four-piston radial calipers, ABS
Rear brakes: 270mm disc, with Nissin twin-piston caliper, ABS
Wheels: Diecast aluminium, front 3.50 x 17 five-spoke, rear 6.00 x 17 seven-spoke
Tyres: Dunlop, front 120/70-17, rear 190/50-17

DIMENSIONS AND CAPACITIES
Rake: 26.1 degrees
Trail: 112mm
Claimed dry weight: Not given
Claimed wet weight: 304kg (without panniers)
Seat height: 815mm
Wheelbase: 1520mm
Ground clearance: 125mm
Fuel capacity: 22lt

PERFORMANCE
Claimed maximum power: Not given
Claimed maximum torque: 136Nm at 6200rpm

OTHER STUFF
Price: $24,999
Colours: Metallic Magnesium Gray or Candy Neptune Blue
Bike supplied by: Kawasaki Australia (www.kawasaki.com.au)
Warranty: 24 months, unlimited kilometres