A funny thing (well, two things actually) happened as I rounded turn 7, a 180-degree hairpin that catapults you down the backstretch of the hilly Sonoma Raceway, on the new 2018 Kawasaki Ninja 400. It was late afternoon, the last session of the day, and the mild early February sun was backlighting the massive green hill guarding the west side of the track.
Thing One was that I even noticed said sunlight or the hill at all. In fact, I noticed all kinds of things that wouldn’t normally show up on my radar when I’m riding about as hard as I can around a racetrack. Oh, look at that bird up there! Is that a hawk? Gosh, the sunlight looks pretty on those hills. And…are those sheep? Yep, those are sheep.
Thing Two was that I realized I’d spent all day flogging a 399cc motorcycle around a track, and not once had I thought, “I wish this thing had more power.”
In a nutshell, I was having an absolute blast.
Walk through the paddock at your local track day and ask the riders (many of whom likely also race at the club level) about their first sportbike. Many will tell you that it was a Ninja 250R. The trouble with a 250, though, is that it can be easy to outgrow, and for many riders it’s just not powerful enough to cope with freeway traffic. Plus bigger’s always better, right? Not quite—500 or even 650cc “entry level” sportbikes have existed in all four Japanese OEM lineups at some point, but they are often perceived (correctly or not) as dumbed-down versions of the “real” sportbikes. Three of the Big Four have already bumped up their quarter-liter machines to 300cc, including Kawasaki, but with the 2018 Ninja 400, Team Green is throwing down the gauntlet.
The Ninja 400 is all-new, from its larger 399cc, DOHC parallel twin, to its assist-and-slipper clutch, to its steel trellis frame that uses the engine as a stressed member, and a swingarm that bolts directly to the back of the engine a la the Ninja H2 hypersport models.
In addition to the extra 103cc, Kawasaki says that the new engine’s improved performance is due in large part to its downdraft intake and large, 5.8-liter airbox. It spins up quickly, with most of the fun happening above 6,000 rpm. It’s not as dependent on high rpm as its 250 or 300cc brethren—executing a quick pass at highway speed still requires dropping a gear and grabbing a handful, but if you’ve got more room a downshift is no longer a requirement.
On paper, the Ninja 400 is a rock star in its class. Kawasaki claims an output of 44.8 horsepower and 28 lb-ft of torque, which is on par with the racy KTM RC 390 and should handily best any of the Japanese 300s. Verification will have to wait until we can pull together a comparison test, but Kawi brags that the Ninja 400 will out-accelerate Yamaha’s R3 to the tune of seven bike lengths from zero to 200 meters, and in a 6th-gear roll-on from 75 mph, it will be 4.5 bike lengths ahead after 200 meters.
Despite the increased engine displacement, the Ninja 400 weighs in at a svelte 362 pounds (claimed, wet; the ABS model adds 4 pounds). That’s more than 17 pounds lighter than the Ninja 300, 9 pounds less than the Yamaha R3, and about the same as the single-cylinder CBR300R. Only the KTM RC 390 (also a single) tips the scales with less weight.
A largest-in-class 310mm brake disc, the same size as that used on the Ninja ZX-14R, provides stopping power up front, and a 2-piston caliper squeezes the 220mm rear disc rather than the single piston used on its Japanese competition.
The bike’s suspension was upgraded as well, with a 41mm Showa fork and a new bottom-link rear shock with 5-position preload adjustment (requires the toolkit, which is included). I found it to be stiffer but more compliant than the previous model—ideal for the track and much better on gnarly roads than before, although larger testers still managed to bottom out over the worst bumps.
So why start a leap-frogging displacement war? When does a small bike stop being small and start being a middleweight? Kawasaki’s reps didn’t answer those questions directly; instead they referred us to their Ninja 250 and 300 owner data, while also pointing out that these models represent half of Kawi’s total sportbike sales in the U.S. Predominately male (80 percent) and mostly new riders (55 percent have been riding for a year or less), their wish list was simple: give us more speed, a larger engine and supersport looks. No real surprises there.
After spending two days on the Ninja 400, one on the street and one on the track, it’s clear that Kawasaki has not only delivered on its owners’ requests, it really knocked this one out of the park. There’s a new line drawn in the small bike sand that the other Japanese OEMs likely won’t ignore.
Jenny’s Street Gear
Helmet: Shoei RF-1200
Jacket: Alpinestars Stella Vika
Pants: Spidi J&Racing Denim Jeans
Boots: Sidi Gavia Gore-Tex
This being a sensible, beginner-friendly bike, Kawasaki paid some attention to everyday comfort and ergonomics. The rider triangle is fairly neutral for a sportbike, with clip-ons mounted to the top of the fork tubes, and handlebars that sit 15mm closer to the rider than the Ninja 300 for a shorter reach and easier handling when riding aggressively. Supersport-style aluminum footpegs are 9mm farther forward and 9mm farther down than the 300’s, contributing to a riding position that should be more welcoming to riders of all sizes.
The well-padded seat is a reasonable 30.9 inches off the ground, and narrow enough in front that even smaller riders should be able to touch down easily. A redesigned radiator fan cover redirects hot air down and away from the rider, which also helps keep the parts the rider’s legs and knees touch from getting hot. Crawling from stoplight to stoplight at the end of our street ride, I reached down and could feel the hot air being blown down, while the tank and frame remained cool to the touch.
The attractive backlit LCD/analog display (borrowed from the Ninja 650) is easy to read at a glance and includes a bunch of useful info—a clock, gear position, engine rpm (analog), fuel level, coolant temperature and speed are continuously displayed, and the odometer/dual tripmeters and range/fuel consumption data are switchable.
Jenny’s Track Gear
Helmet: Shoei RF-1200
Suit: Spidi Poison 2-Piece
Boots: Sidi Vertigo Lei
Kawasaki’s owner data indicates that its Ninja 250 and 300 owners spend more than 50 percent of their riding time commuting, so it makes sense that we spent a full day on the street, riding a combination of freeways, country roads and grinding stop-and-go city traffic. With an easy clutch lever pull and wide engagement point, the stoplights were no problem, but I did notice some annoying vibration in the right grip when we were cruising at higher speeds (indicated rpm at 75 mph was 7,500). The seat and riding position were all-day comfortable, however, and I also appreciated the luggage hooks integrated into the tail.
On the track, however, we were able to get a complete picture of the Ninja 400’s abilities. In short, it doesn’t feel like a small bike. It’s easy to fling it around, but its short wheelbase/long swingarm design also makes it quite stable and forgiving. There obviously isn’t enough power to get you into serious trouble, but it performs well enough to keep even a pack of jaded superbike-racing journalists (yours truly not included) grinning and having fun all day.
Between the Ninja 400’s weight, performance and handling, I found it to be a Goldilocks combination that should keep experienced everyday sport riders happy, as well as provide an excellent entry point for new riders that won’t be quickly outgrown. The price is right, too; non-ABS Ninja 400 models are $4,999 in Metallic Spark Black and Candy Plasma Blue, and the ABS models come in at $5,299 (Metallic Spark Black) and $5,499 (Pearl Solar Yellow/Pearl Storm Gray/Ebony or the KRT Edition Lime Green/Ebony).
2018 Kawasaki Ninja 400 ABS Specs
Website: kawasaki.com
Base Price: $4,999 (non-ABS)
Price as Tested: $5,499 (KRT Edition)
Engine Type: Liquid-cooled parallel twin, DOHC, 4 valves per cyl.
Bore x Stroke: 70.0 x 51.8mm
Displacement: 399cc
Transmission: 6-speed w/ positive neutral finder, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain
Wheelbase: 53.9 in.
Rake/Trail: 24.7 degrees/3.6 in.
Seat Height: 30.9 in.
Claimed Wet Weight: 366 lbs.
Fuel Capacity: 3.7 gals.
Claimed MPG: NA
This has “Bike of the Year” all over it and although I have two liter-plus bikes and a 900, I am susceptible to subbing it for my cruiser (with its 30 mpg limitation). Why, especially? In ’63, I had my first Super Hawk and found it to be a go-anywhere bike, riding it from Boston to D.C. in 11 hours one September day, i.e. highway speeds all the way. No, not a great reserve of power in that application but about the same weight and size as the new Kaw 400, which has at least 50% more BHP and torque, plus EFI, ABS, liquid cooling, better tires and a better chain. (Having neglected to lube the chain on my D.C. run, it needed a link or two removed soon after). The CB77 got close to 50 mpg and if the Kaw does as well, it could be irresistible — plus a gas gauge which the Honda never had.
Here we go again! Instead of sticking to around a 300cc displacement which is what a quarter liter bike should be, Kawasaki chose the old, and tired route of increasing displacement. This is not upping the ante, and competing on level ground, it is simply giving up, and opting for the easy way out. How can a 400cc twin be called a liter class bike? besides, this is one ugly looking bike.
Dollars to doughnuts, the insurance industry will call it a sport bike and charge extra.
Kudos to Kawasaki for producing a beautiful, cost effective model that will appeal to riders across the spectrum (except Mishin, apparently, lol).
What is the zero to sixty and the one quarter time?
I think the PC police disallow these ‘prohibited’ numbers.
Good thing to get this 399 cc machine . Here , Qc , sub 400cc are almost 200 cdn $ to plate .
meaning 200 $ less to plate
I like it, and I’m looking forward to a naked, and a Versys, iteration. The glaring flaw in this article is no mention of the crank configuration. Come on, folks! 360? 270? 180? The bikes personality is in those numbers.
“There obviously isn’t enough power to get you into serious trouble”
I’ve gotten into serious trouble on a Honda S 90.
“A largest-in-class 310mm brake disc, the same size as that used on the Ninja ZX-14R”
OK, but there’s only one.
Mishin is right/wrong. This obviously ain’t no ‘quarter-liter-class’ bike. But even 300 cc is cheating.
But I’ve certainly got my eye on this bike. Let’s see how much they cut corners on suspension and brakes. If this is solid right out of the box, I’m getting one.
Then what will I do with my FZ-09?
just lost my 09 ninja 500r , would like to give this one a try or move up to the 650 abs model . thank you .
Hey, the Kawasaki Ninja 400 is a dynamic motorcycle which can do it all, be it racing on a track our touring on the open roads. I love how the fit and finish is, all embodying the true spirit of the ninja. Ninja 400 also draws inspiration from it’s elder brothers and it’s great to see the whole line-up now in India too.
Why are some of you whinning about “cc cheating”? Ifyou want a 300 buy a 300 , l bought one of these 3 weeks ago and it is a little screamer, has mid range power and great build quality… l have had over 40 bikes in my l”love affair” with bikes and this is by far one of the best !!! So fun !! , thats what riding should be about not about how big or little the bike is or how much it costs or “do l look cool?”…or how fast will it go ?…fun …fun …fun!
I have never owned a Kawasaki as I drive new model BMWs. I have 3 son’s and two ride, but my 19 year son has never shown an interest. That is until I brought home the 400. Now he has his permit and we have rode on several occasions together. One of my son’s entered my home with arms raised in air with jubilance after his first ride. Proclaiming I love the new bike! My out-the-door price with military discount on an ABS version was $4932!!!!! It made no sense to buy used when a new bike priced so low. I took it to the Black Hawk Farms raceway and had an all out blast.
Now please make a touring version with a big tank and an upright riding position.
They should use this to bring back a retro 454 ltd style bike!
Yep!Let the good times roll.A few years back my stepdaughter was looking to buy her first bike.She hadn’t really owned one of her own.She just knew she was in love with riding and was a die hard Harley lover.So being I’ve been on bikes since I was 13 I was supposed to be the expert.lol.But could not convince her that Harleys are not my recomended beginner bike.But that’s what she wanted and that’s what she decided on.And that’s ok.I have one myself.
But in the process of looking at bikes sitting on bikes talking to sales folks.I sat on a 250 Ninja.I told my wife”these little bikes would be a blast down in the hills of southern Ohio”.Which is where we live.So we looked,sat on talked about them Then one day I was describing them to my son.”another Harley rider.Dont forget I have one.It has its place lol.And he said I’d like to go look at them. So we did go to just get specs etc..But while we were there the owner of the shop came up and started a conversation with us .She asked how long we had ridden and how much.And we told her our history.She advised us that maybe with our experience we would be more satisfied with a couple 500rs.And guess what she was absolutely right! We bought two 500s for my wife and I and never looked back.We’ve had those bike s several years and still love them as much as we did the day we bought them.You can make a mistake or two on them and find out they are very forgiving. The Harley riders hate it ,but those bikes are what we ride in the hills.Power and handling is what they’re all about.And sporster riders,beware .The Old dude on the 500r will take the ticket to prove a point.lol And like I say it doesn’t matter what brand you ride as long as you’re riding .R Woods “Live to ride,ride to eat lol
Back in the day my favorites were Yamaha’s RD series; the 400 twin offered everything to the cost conscience rider looking for exhilaration. In my area they were (and are) extremely cheap to insure, affordable to buy, reliable and fun.
Not too small to outgrow, not to big to be priced out of the market.
This is why they were everywhere.
The KTM 390 came close to rekindling those memories but it appears this 399 twin has absolutely hit the target the industry seems to have forgotten about for so long.
Kudos to them for a job well done (albeit overdue).
And if Yamaha follows suit might I suggest one in the yellow KR paint style?
1
Had 400 4 super sport honda back in the day. Give me 4cyl model of this and I am in.
Cycle World clocked the 250 Ninja at 93 mph on radar back in its day. What freeway is that not fast enough for? Would you like a list of 1960s Brit bikes that couldn’t reach that speed? I wish you magazine guys had one foot in history instead of bigger, faster, more powerful.
It’s funny that you cherry-picked the one part of one sentence about small bikes, rather than getting the message of my entire review which is that this “small” bike has plenty of power and is a lot of fun. But anyway. A Ninja 250 might’ve been able to reach 93 mph…eventually…but of greater importance in today’s high-speed freeway traffic (out here in the West that usually means 75-80 mph) is the ability to not just hang but also accelerate when necessary. When merging, for example. Sometimes it’s nice to know there’s some juice left over if you need it. Now go read some more of my reviews on small bikes (I’ve written a lot) and tell me again I’m a “magazine guy” (not a guy, btw) who only cares about bigger, faster and more powerful.
Have you ridden the z400? How does that compare?