Circuit practice session (Part 2) - Riding the ZZR14

Here's brief introduction of the Kawasaki ZZR14 for the uninitiated :

Engine Type Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four

Displacement 1352 cc

Bore x Stroke 84.0 x 61.0 mm

Maximum Torque 113.5 lb-ft / 7,500 rpm

Compression Ratio 12.0:1

Fuel Injection DFI with Mikuni 44mm Throttle Bodies (4)

Ignition TCBI with Digital Advance

Transmission 6-Speed

Final Drive X-Ring Chain

Rake/Trail 23 degrees / 94 mm.

Front Tire Size 120/70 ZR17

Rear Tire Size 190/50 ZR17

Wheelbase 57.5 in.

Overall Height 46.1 in.

Overall Length 85.4 in.

Overall Width 29.9 in.

Front Suspension / wheel travel 43mm inverted cartridge fork with adjustable preload, stepless rebound and compression damping adjustments / 4.6 in.

Rear Suspension / wheel travel Uni-Trak® with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.

Front Brake Type Dual floating petal discs with four-piston calipers

Rear Brake Type Single Petal Disc

Fuel Tank Capacity 5.8 gal.

Seat Height 31.5 in.

Dry Weight 474 lbs.

This is what's given by the people from Kawasaki USA:

KAWASAKI NINJA® ZX™-14: THE WORLD’S MOST POWERFUL PRODUCTION MOTORCYCLE DOMINATES THE COMPETITION AT THE DRAGSTRIP AND ON THE STREET


To date, the ZZR14's 1352cc power plant is fitted to one of the most powerful production bike. With such claims, it's easily one of the more sought-after bikes for those power hungry riders. I had a chance to give the bike a go, once on the open highway and recently on the closed circuit in Pasir Gudang, Malaysia.

The last time I've ridden this bike, it's still pretty neutered, thanks to the elaborate effort by Kawasaki to tame the beast for us, mere mortals. They are worried that if they were to give us the full power of this monster, it'll simply growl out in anger and swallow us whole. Restrictions on this bike is elaborate in the sense that the lower end of the powerband is restricted by a set of secondary throttle valves that obstructs the flow of air intake despite the rider's throttle input. And in top gear (6th) the ECU brings in an earlier rev-limiter to restrict the top speed of the bike to 186mph (300kph).

Luckily there are always ways to go around such things, and nE0, the owner of the bike wired in the TRE (timing retardation eliminator) to trick the 14's ECU into thinking that the bike is constantly in 6th gear thus removing the lower gears restriction. (The top speed restriction still holds though). The simple trick gives the bike what feels like another 50% torque all round the lower rev range.

Now, to test the bike in the actual circuit.


We ( nE0 and I) came into the pits towards the last 10mins of the practice session. After having a drink we decided to take a swap of our bikes and give it a goes on the track. His bike has just been fitted with new Avon tyres from the old Bridgestone BT014. We plugged in our earplugs, adjusted our helmets and gloves and gets ready for the last few laps.

I swing my leg over the saddle and pushed on the start button. The smoothness of the cranking is quite unlike the Kawasaki bikes that we are all familiar with, easily the bike comes to life. Out from the stock mufflers, much of the engine's roar was muted but the omph of the large displacement engine cannot be silenced as I can still fill the power pulse of the exhaust waves. The seat is slightly narrower and higher than mine. I throttle up a bit to get used to the throttle response. Hmm, it seems heavier than mine too... (It was later realised that the rubber grip is slightly jammed at the balancer end).

"Switch to front if you want to enable the TRE and switch it back to keep it in stock," nE0 showed me his TRE switch mounted just at the side of the ignition switch.

"Haha, ok, don't think I'll be needing all the power as of now, I'm not going very fast later..." I replied as I kicked into first and released the clutch, moving out onto the track. Out from the pits, we merged into the back straight of the track. It's long and wide, so I decide here's a good place to see how the bike accelerates. Once into the straight, I pinned the throttle wide open, waiting as the revs start to claim. At the point I believe I was in 3rd gear, with the TRE still off the lower end climb seems to take ages till it passes somewhere in the 6k region where the bike suddenly comes alive and pulls you straight towards the turn.

That's the rush that's befitting to the engine, and not the one before. Before I knew it, it's time to take the turn, I rolled off a bit of the throttle and leaned into the turn. The higher seat height makes it seem like I'm a lot further away from the ground and thus a bit unsettling at first. A bit too slow in taking the turn, I guess, as I've let the revs dropped a bit too much. As I exit the turn, I fed in more throttle but the bike seems abit reluctant to go. Urged it a bit more but it's time to brake for the next turn. Brakes feel great as it efficiently sheds speed of the bike and I downshifted into first smoothly (great transmission). No mis-shifts, no bogging, no fuss as the gear engages.

Throughout the lap, braking and shifting was just brilliant. Every part of this control is spot on. The rest is just trying to urge the bike into giving me a bit more power in the places I need.

The following lap, I figured what the hell and just flicked on the TRE. And immediately the difference can be felt when feeding in throttle to the bike. The 14 now pulls stronger, like what the 14 should do as it claims. The rush of the acceleration is marvellous. Changing direction on the bike is quite effortless considering its weight, but I was quite conscious about the length of the entire bike probably due to the longer seat creating this unnecessary awareness.

Another thing I notice about this bike is that upon exiting the turn as I feed in more throttle the steering lightens and it will have a mild headshake. I wonder if it could be due to the simple problem of suspension setup or the lack of a steering damper or even worse the rake/trail characteristics of the bike itself.

The Avon tyres fitted on the bike gives quite good feedback from the front, You can literally feel what the track has to tell you about how the tyres is in contact with it. The rear however feels a bit mellower, not much feedback and the grip provided seems quite normal only.

I carried on with another few laps until the checkered flag was waved and we completed that lap and returned to pit. Another newer and better experience on the ZZR14. Great work on the TRE, nE0. Time to throw in the exhausts and PC3. Unleash the beast!