Kawasaki ZX-14R-Rocket pilot, Meet Your Cockpit
The 14R feels not too dissimilar from the previous model. Its ergonomic triangle is identical,as is its 31.5-inch seat height. The saddle has been reshaped, adding some width to its rear for extra support while keeping the forward end slim for an easy leg reach to the ground. In contrast to its wide appearance, it’s quite narrow between the knees. Both handlebar levers are adjustable for reach. A drilled, billet steering-stem nut and a sculpted triple clamp jazz up the view.
Instrumentation is thorough. An analog tach and speedo are ringed by stainless-steel trim, while an LCD info screen resides in between. Displays for fuel economy, fuel range and gear position are retained, now also joined by an air temperature gauge and a display for the ECU’s eco mode that turns on when ridden lightly – Kawi claims up to a 20% increase in low-speed fuel economy. Best of all, the displays can easily be toggled via new switchgear on the left handlebar.
The info screen also keeps tabs on the 14R’s new traction-control system and power-management settings. The Low power mode can be selected when full boost isn’t desirable, lopping off output beginning at 6500 rpm to a 25% deficiency at its top end.More interesting is the traction-control aspect. Mode 3 works similar to the Concours KTRC arrangement, giving sure grip in low-traction situations. Modes 1 and 2 are like the S-KTRC system in the ZX-10R, so they’re not very intrusive. In fact, Mode 1 performs so well at the dragstrip, even a pro like Gadson can only go about a tenth of a second quicker down a strip with TC turned off. Your results will vary – greatly.
Warm Up:
A new Idle Speed Control valve automatically adjusts idle levels depending on engine temperature, and it’s also said to lower emissions during deceleration to allow for smaller catalyzers that unleash more power. The 14R is amazingly docile at slow speeds for the fastest-accelerating production motorcycle in the world. Its radial-pump clutch is a doddle to modulate, and low-speed fueling is glitch-free. A wide steering sweep yields greater maneuverability than expected for such a long bike.
But docile won’t be the word rolling around in your brain once you’ve pinned the 14R’s throttle. The engine’s extra cubes give it a little extra low-end torque, but the party really begins around 6500 rpm when the Kaw unleashes a Herculean wallop that doesn’t end until past 11,000 rpm, which is around the time you’re wondering if your eyeballs are now actually retracted to the point of touching your cerebral cortex.
Freeway cruising is almost painless, especially if you’re long on arms when the reach to the bars doesn’t cause hunching over, and footpegs are comfortably placed. Wind protection is substantial for a sportbike, engine vibes are barely distinguishable, and wide-set mirrors give a good view of the federales chasing you.
Twist Me:
The many changes made to the 14R add up on the scales, gaining 17 pounds in the process to its 549-lb tank-empty weight. Add another 35 pounds with its reasonably sized 5.8-gallon tank topped off. Some blame for the extra lard goes to its more complicated bodywork, while many additional grams are made of metal, such as a new steering stem section on its aluminum frame for optimized rigidity balance and a 10mm longer aluminum swingarm, the latter stretching wheelbase by 0.8 inch to 58.3 inches.
More weight and a longer wheelbase sounds like it would result in a Cow-asaki on a twisty road, but that’s not how it performs despite identical steering geometry. Credit goes to new 10-spoke wheels that cut 3.3 pounds of unsprung rotational mass from the previous hoops. If anything, the 14R turns at least as quickly as the ZX-14. Metzeler M5 Sportec tires supply good grip.In past experience with the ZX-14, we complained about excessive chassis pitching when ridden aggressively, so we’re glad Kawi has stiffened up the spring rates front and rear. A juggling of damping rates in the fully adjustable suspension keeps the ride comfortably smooth but now better controlled by suspenders sitting higher in their strokes. Front-end feel on the previous ZX was inferior to the Hayabusa’s, but the 14R’s chassis, suspension and wheel upgrades have endowed it with sportier feedback. High-speed stability is excellent, even at speeds above 120 mph.
When tested back to back, we preferred the ZX’s brakes to the ’Busa’s, but these also got upgrades for R duty. Reshaped petal-style 310mm discs up front are said to offer better cooling and warp resistance, and a new material for the individual brake pads for each piston are designed to resist heat issues from heavy use. The front brake lever offers a satisfyingly firm response thanks to a radial-pump master cylinder and radially mounted four-piston calipers. The available speed retardation is confidence inspiring when riding such a missile. The addition of a slipper clutch reduces drivetrain and rider stress during aggressive downshifts.
Instrumentation is thorough. An analog tach and speedo are ringed by stainless-steel trim, while an LCD info screen resides in between. Displays for fuel economy, fuel range and gear position are retained, now also joined by an air temperature gauge and a display for the ECU’s eco mode that turns on when ridden lightly – Kawi claims up to a 20% increase in low-speed fuel economy. Best of all, the displays can easily be toggled via new switchgear on the left handlebar.
The info screen also keeps tabs on the 14R’s new traction-control system and power-management settings. The Low power mode can be selected when full boost isn’t desirable, lopping off output beginning at 6500 rpm to a 25% deficiency at its top end.More interesting is the traction-control aspect. Mode 3 works similar to the Concours KTRC arrangement, giving sure grip in low-traction situations. Modes 1 and 2 are like the S-KTRC system in the ZX-10R, so they’re not very intrusive. In fact, Mode 1 performs so well at the dragstrip, even a pro like Gadson can only go about a tenth of a second quicker down a strip with TC turned off. Your results will vary – greatly.
Warm Up:
A new Idle Speed Control valve automatically adjusts idle levels depending on engine temperature, and it’s also said to lower emissions during deceleration to allow for smaller catalyzers that unleash more power. The 14R is amazingly docile at slow speeds for the fastest-accelerating production motorcycle in the world. Its radial-pump clutch is a doddle to modulate, and low-speed fueling is glitch-free. A wide steering sweep yields greater maneuverability than expected for such a long bike.
Freeway cruising is almost painless, especially if you’re long on arms when the reach to the bars doesn’t cause hunching over, and footpegs are comfortably placed. Wind protection is substantial for a sportbike, engine vibes are barely distinguishable, and wide-set mirrors give a good view of the federales chasing you.
Twist Me:
The many changes made to the 14R add up on the scales, gaining 17 pounds in the process to its 549-lb tank-empty weight. Add another 35 pounds with its reasonably sized 5.8-gallon tank topped off. Some blame for the extra lard goes to its more complicated bodywork, while many additional grams are made of metal, such as a new steering stem section on its aluminum frame for optimized rigidity balance and a 10mm longer aluminum swingarm, the latter stretching wheelbase by 0.8 inch to 58.3 inches.
More weight and a longer wheelbase sounds like it would result in a Cow-asaki on a twisty road, but that’s not how it performs despite identical steering geometry. Credit goes to new 10-spoke wheels that cut 3.3 pounds of unsprung rotational mass from the previous hoops. If anything, the 14R turns at least as quickly as the ZX-14. Metzeler M5 Sportec tires supply good grip.In past experience with the ZX-14, we complained about excessive chassis pitching when ridden aggressively, so we’re glad Kawi has stiffened up the spring rates front and rear. A juggling of damping rates in the fully adjustable suspension keeps the ride comfortably smooth but now better controlled by suspenders sitting higher in their strokes. Front-end feel on the previous ZX was inferior to the Hayabusa’s, but the 14R’s chassis, suspension and wheel upgrades have endowed it with sportier feedback. High-speed stability is excellent, even at speeds above 120 mph.
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