No one can stop the wheel of time from turning, and that wheel is turning away from internal combustion engines (ICE) and toward alternative power sources. As the world investigates cleaner fuel options, motorcycle brands are following suit. Kawasaki released the Ninja e-1 and Z e-1 fully electric bikes last year, and adding to the range of power options are the new Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS models, both of which employ an ICE and an electric motor to produce power. 

Related: Kawasaki Announces Ninja e-1 ABS and Z e-1 ABS Electric Motorcycles, Other Updated Models 

Kawasaki says these bikes as the first “strong” hybrid motorcycles, meaning they can run on ICE power, electric power, or both depending on the ride mode selected. Being able to select which power source is used at any given time allows riders to choose if they want a full-power experience or a fuel-efficient and zero-emission ride. Providing both in one motorcycle takes some ingenuity, and while the styling of these bikes will remind one of recognizable Ninja and Z-series motorcycles, the inner workings are different than what you’re used to. 

This First Look Review covers both the Ninja 7 and the Z7 Hybrid bikes, as these two motorcycles are essentially the same with some cosmetic differences. Like other Kawasaki models in the Ninja and Z-series families, the Ninja variant has full bodywork while the Z7 has less. One other difference is that the Z7 has a higher handlebar for a more upright riding position, although the handlebar on the Ninja 7 Hybrid is also raised higher than on other Ninjas. The rest of the details below will be the same for both hybrid motorcycles. 

Engine & Motor | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The ICE unit in these bikes is the liquid-cooled 451cc parallel-Twin taken from the Kawasaki Eliminator. The engine prioritizes high-rpm performance, and the Integrated Starter Generator is a first for Kawasaki and combines starter and generator functions. The electric power source is a liquid-cooled traction motor paired with a 48V lithium-ion battery pack and rated at 7.0 kW (9.0 kW max). Unlike fully electric vehicles, the battery on these bikes charges while riding, so there’s no need to plug in to a power source before your ride. 

Related: 2024 Kawasaki Eliminator Review | Video 

The battery pack is located beneath the seat. The Integrated Starter Generator is on the left side of the ICE, and the ECU is in the tail section. All of this is placed within a lightweight trellis frame. 

Chassis | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Suspension on both bikes is provided by a nonadjustable 41mm telescopic fork and a new Uni-Trak suspension with linkage positioned below the swingarm in the rear. The rear suspension also offers adjustable ride height (seat height is 31.3 inches). Both bikes use dual 300mm front disc brakes with 2-piston calipers and a single 220mm rear disc with a 1-piston caliper, and both come with ABS. Kawasaki claims that the ergonomics of these bikes optimize low- and medium-speed maneuvers. The fuel tank holds 3.7 gallons of fuel, and curb weight for the Ninja 7 is claimed at 502.7 lb (weight for the Z7 is not available). 

Ride Modes | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The versatility of these two hybrid bikes is accessed through the three ride modes: Sport-Hybrid, Eco-Hybrid, and EV modes. As the name suggests, Sport-Hybrid mode is designed for sporty riding, and gives the rider access to the bike’s full power potential. In Eco-Hybrid mode, the electric motor kicks in during startup and transitions from electric to hybrid power once the engine gets up to around 2,000 rpm, optimizing fuel efficiency. For all-electric power, EV mode is designed for low-speed and short-distance rides and can only be engaged when the bike is in 4th gear or lower and with a speed of less than 15 mph. 

Unlike most ICE-powered motorcycles, the Ninja 7 Hybrid and Z7 Hybrid feature an electronically controlled 6-speed transmission – no clutch lever or left-foot shift lever is included. In Sport-Hybrid and Eco-Hybrid ride modes, riders have the option to operate the transmission manually with shift buttons on the left switchgear. The hydraulic clutch is controlled by the ECU to operate automatically. 

Rider Aids and Other Technologies | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

Since the ride modes put power to the ground in different ways, they each have distinct functions and rider aids available that contribute to the riding experience. In Sport-Hybrid mode, the e-boost function elevates the overall output for a brief 5-second period, providing a burst of power that Kawasaki claims matches that of a 650cc-class motorcycle. This function can be activated while riding or when stopped for a more thrilling acceleration off a standing start. 

These two bikes are also equipped with an Automatic Launch Position Finder. This feature automatically drops the transmission down to 1st gear when the bike comes to a stop, and the system can be deactivated for riders who prefer more manual control. 

Adding to this growing list of technologies is Walk Mode with a reverse function. This mode allows for easy maneuvering in a parking lot or garage and propels the bike at a speed of 2 mph. Closing the throttle beyond the “zero” position kicks the bike into reverse, again no faster than 2 mph. 

The Kawasaki Ninja 7 Hybrid and Z7 Hybrid come with a 4.3-inch TFT full-color display with Bluetooth connectivity to a smartphone via Rideology the App. The screen’s background transitions from white to black depending on ambient lighting, or it can be set to white or black for personal preference. The brightness also adjusts automatically. 

Through smartphone connectivity, riders can access a list of data and options through Kawasaki’s app, including vehicle information, a GPS-informed riding log, call or mail notifications on the display, a maintenance log, and the ability to share riding logs and location with other Rideology the App users. 

Styling and Pricing | Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS 

The styling of these bikes merges recognizable Ninja and Z-series styling with a futuristic hybrid aesthetic. They both come equipped with a windshield to help deflect wind from the rider and passenger. All lighting is LED. 

Both bikes come in a silver with lime-green color scheme. Pricing has not yet been announced. 

Find more information at the Kawasaki website. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post 2024 Kawasaki Ninja 7 Hybrid ABS and Z7 Hybrid ABS Review | First Look  appeared first on Rider Magazine.

Kawasaki updates its 2024 lineup with a new Ninja 500 sportbike and Z500 naked bike using the 451cc parallel-Twin found in the sport-cruiser Kawasaki Eliminator. It has also updated the Kawasaki KLX230 S dual-sport and KLX230SM supermoto. 

Related: 2024 Kawasaki Eliminator Review | First Ride 

2024 Kawasaki Ninja 500 and Z500 

Kawasaki adds to its Ninja family of motorcycles with the 2024 Kawasaki Ninja 500 and the Z500 naked version. These two new motorcycles come in standard as well as SE versions with special features, and they both include a 451cc parallel-Twin, new styling, a new LCD instrument panel, and a new seat shape. 

Engine | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 are powered by the liquid-cooled 451cc parallel-Twin found in the Kawasaki Eliminator sport-cruiser introduced last year. Adapted from the same engine found in the Ninja 400, this engine adds 52cc of displacement for better acceleration and performance at high rpm due to a lengthened stroke of 6.8mm. Also new to the 500s are a new crankshaft, connecting rods, and pistons suitable for the larger displacement. Additionally, the top ring land of the aluminum pistons now features a hard alumite treatment suitable for higher pressure. 

Chassis | 2024 Kawasaki Ninja 500 and Z500 

The Ninja 500 and Z500 feature a trellis frame with the engine as a stressed member and with a supersport-style short-wheelbase/long-swingarm configuration. The wheelbase is 54.1 inches, and seat heigh is 30.9 inches. The Ninja 500 weighs 377 lb, while the Z500 with less bodywork comes in at 368 lb. Fuel capacity is 3.7 gallons. 

Both bikes feature a nonadjustable 41mm telescopic front fork. In the rear is a bottom-link Uni-Trak suspension unit with five-step preload adjustability using an included tool kit. Braking power comes in the form of a single 310mm front disc gripped by a 2-piston caliper and a single 220mm rear disc with a 2-piston caliper. The star-pattern 5-spoke wheels help keep weight low. 

The Ninja 500 features an elevated position of its clip-on handlebars along with a slightly foot-forward footpeg placement for a relaxed rider triangle. The handlebar on the Z500 is taller and wider for a more upright riding position. Kawasaki claims the ergonomics on both bikes is intended to provide a balance between comfort and a sporty attitude to satisfy a wide range of rider needs. 

Technology | 2024 Kawasaki Ninja 500 and Z500 

Also new for the 500s is a high-contrast LCD instrument panel that displays odometer, gear position indicator, fuel gauge, dual trip meters, remaining range, current and average fuel consumption, coolant temperature, clock, connected device notification, service indicator, and the economical riding indicator. This last feature appears on the LCD screen to signal favorable fuel consumption conditions so that riders can optimize fuel efficiency. 

Through Rideology the App, riders can access vehicle info, a riding log, smartphone notifications, a maintenance log, and the ability to share location and riding logs with other app users. 

Styling | 2024 Kawasaki Ninja 500 and Z500 

Styling is where the Ninja 500 and the Z500 diverge. The Ninja 500 features a redesigned front end and large-volume bodywork inherited from larger-displacement Ninjas, along with compact LED headlights, built-in front turnsignals, and an LED taillight with a new design. 

The Z500 features less bodywork, as well as a triple LED headlight configuration that acts as a styling focal point. The two upper headlights serve as low beams while the lower headlight acts as the high beam. The Z500 also features a new LED taillight. 

The SE versions of the Ninja 500 and Z500 add a variety of upgrades. The SE versions of both bikes feature a full color TFT display, a USB-C outlet, a radiator screen, frame sliders, a pillion seat cover, a tank pad, and knee-grip pads. Also included on the Ninja 500 SE is a large clear windscreen and Kawasaki’s Intelligent Proximity Activation Start System, which uses a key fob to allow riders to remotely release the bike’s steering lock and main switch. The Z500 SE comes with a smoke-colored meter cover. 

Pricing | 2024 Kawasaki Ninja 500 and Z500 

The 2024 Kawasaki Ninja 500 comes standard in Metallic Spark Black / Metallic Flat Raw Graystone for $5,299. The KRT Edition adds $200. The ABS version is available in Metallic Spark Black / Metallic Flat Raw Graystone, White Silver / Metallic Moondust Gray, or Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray from $5,699-5,899. The SE ABS and KRT SE ABS versions come in Passion Red / Metallic Flat Spark Black / Metallic Matte Dark Gray for $6,399. The SE 40th Anniversary Edition ABS comes in Lime Green / Pearl Crystal White / Blue for $6,599. 

The 2024 Kawasaki Z500 ABS comes in Candy Lime Green / Metallic Flat Spark Black / Metallic Graphite Gray for $5,599, and the SE ABS version comes in Candy Persimmon Red / Metallic Flat Spark Black / Metallic Matte Graphenesteel Gray for $6,299. 

All Kawasaki Ninja 500 and Z500 variations are available now. Visit the Kawasaki website for more information. 

2024 Kawasaki KLX230 S and KLX230SM 

The Kawasaki KLX230 S dual-sport and KLX230SM supermoto models, first introduced in 2020, also receive updates for 2024. The most notable updates for these two models are found in the chassis and the revised rear subframe, along with some other updates to the ABS system, styling, seat, and added smartphone connectivity. 

Related: 2024 Kawasaki KLX300 and KLX300SM | First Look Review 

Engine | 2024 Kawasaki KLX230 S and KLX230SM 

Powering the KLX230 S and KLX230SM is an air-cooled 233cc Single with a bore and stroke of 67.0mm x 66.0mm. The long stroke offers good low-to-mid-range torque. The intake port is 4mm narrower for 2024 (now measuring 33mm) to help contribute to low-to-mid-range performance. These bikes use a 6-speed transmission with a 45/14 final gear ratio selected for a balance of road and trail riding. 

Chassis | 2024 Kawasaki KLX230 S and KLX230SM 

Both models ride on a high-tensile steel perimeter frame, and for 2024, the rear subframe has been redesigned to trace a lower line on the machine, allowing for longer wheel travel while maintaining good ground reach. Both bikes have a 53.7-inch wheelbase. Ground clearance on the KLX230 S is 9.5 inches, while on the KLX230SM it’s 8.7 inches. 

On the KLX230 S, a 37mm telescopic fork provides 7.9 inches of travel. A new Uni-Trak rear linkage shock allows 8.9 inches of travel and is preload adjustable. Additionally, a new aluminum swingarm is 2.6 lb lighter than the previous swingarm. The new chassis design has allowed for a lower seat height of 33.3 inches, and the sidestand has also been shortened to match the lower seat height. 

The KLX230 SM, designed more for on-road use than its KLX230 S brethren, uses a 37mm inverted fork up front with 7.4 inches of front wheel travel. Like the KLX230 S, the SM adds the Uni-Trak rear linkage shock with preload adjustability. For 2024, suspension settings were revised to create a more forward-leaning posture and increase rear wheel travel to 8.8 inches. To accommodate on-road riding, the SM comes with stiffer spring settings, and the off-road footpegs from the 230S are replaced with standard footpegs with rubber pads on the SM. The SM’s seat height is 33.1 inches. 

The 2024 Kawaski KLX230 S rides on aluminum wheels, measuring 21 inches in the front and 18 inches in the rear compared to the Kawasaki KLX230SM’s 17-inch front and rear wheels that are wider than the KLX230 S wheels. The dual-sport KLX230 S comes with a 240mm front petal disc gripped by a 2-piston caliper, while the supermoto KLX230SM uses a 300mm front petal disc and 2-piston caliper. Both bikes feature the same 220mm rear disc with single-piston caliper. 

Technology | 2024 Kawasaki KLX230 S and KLX230SM 

The KLX230 S dual-sport comes standard without ABS, and an ABS version is available, while the KLX230SM supermoto comes standard with ABS. The ABS unit has been updated for 2024 with a switch on the left side of the handlebar that can be used to disable both front and rear ABS. When the bike is turned off and back on, ABS returns to default. 

Both bikes feature a new compact LED headlight and a redesigned two-toned seat with a flatter silhouette that allows more freedom of movement. Additionally, the bodywork has been smoothed over to eliminate some protruding parts. The 2-gallon fuel tank has also been redesigned.  

Also new for 2024 is smartphone connectivity through Rideology the App. The app gives riders access to vehicle information, a GPS-informed riding log, smartphone notifications on the LCD display screen, a maintenance log, and communication sharing with other app users. 

Pricing | 2024 Kawasaki KLX230 S and KLX230SM 

The 2024 Kawasaki KLX230 S comes in Lime Green / Battle Gray for $4,999 without ABS or $5,299 with ABS. The 2024 Kawasaki KLX230SM supermoto variant comes in Battle Gray for $5,599. Both bikes are available now. 

Visit the Kawasaki website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

The post 2024 Kawasaki Ninja 500, Z500, KLX230 S, and KLX230SM Review | First Look  appeared first on Rider Magazine.

In recognition of the introduction of the Kawasaki Ninja four decades ago, Kawasaki is releasing the 2024 Ninja 40th Anniversary Edition motorcycles. A special Ninja ZX-7-inspired colorway will be available on the Ninja ZX-4RR ABS, Ninja ZX-6R ABS, Ninja ZX-10R ABS, and Ninja ZX-14R ABS. All bikes will be available in winter 2023.

Kawasaki said that in the 40 years since the bike’s inception, “the Ninja moniker has become one of the most recognizable motorcycle names in the industry. Since first arriving on the scene in 1984, and officially rebranding the famous GPz900R, the Kawasaki Ninja brand of motorcycles continue to illustrate the pursuit of high performance in every displacement class.”

Embracing Kawasaki’s pursuit of innovation on the racetrack, the Ninja ZX-7 became the brand’s flagship in the FIM Endurance World Championship, finding its way to the top step of the podium in 1991, 1992, and 1993. In the U.S., Kawasaki continued its championship run in AMA Superbike, adding four additional titles in 1990, 1992, 1996, and 1997 to make nine overall championships in the series. In 1993, Kawasaki rider Scott Russell captured the WorldSBK Championship aboard his Ninja ZX-7R.

A specially reproduced three-color livery will be found on each 40th Anniversary Edition model, with a large “Kawasaki” logo on the fairings. All logos featured on the motorcycle are reproduced from original drawings, and the various other elements were specially designed to bring back memories of the Ninja ZX-7 series’ list of wins.

A special 40th Anniversary emblem designed to resemble a championship sticker can be found on the top of the fuel tank, and the displacement numbers featured on the tail cowl are based on the fonts used in the ’80s and ’90s. Completing the iconic throwback look are specially painted lime green wheels on all models; a silver-painted frame and swingarm on the Ninja ZX-10R, Ninja ZX-6R, and Ninja ZX-4RR; and gold-painted front fork outer tubes on the Ninja ZX-10R and Ninja ZX-6R.

See all of Rider‘s Kawasaki coverage here.

2024 Kawasaki Ninja ZX-14R ABS 40th Anniversary Edition

The 2024 Ninja ZX-14R supersport will return to dealership floors just for this special 40th anniversary celebration. The bike features a liquid-cooled 1,441cc inline-Four with DOHC and 4 valves per cylinder, a 6-speed gearbox, and a slip/assist clutch. It is equipped with two power modes and a three-mode Kawasaki TRaction Control (KTRC) system that can easily be turned on or off with switches.

The Ninja ZX-14R also features stainless steel-braided clutch and brake lines; Brembo 4-piston monobloc calipers paired with dual 310mm floating front discs; a 43mm inverted fork with adjustable preload, 18-way compression, and 15-way rebound damping adjustment and offering 4.6 inches of travel; and a fully adjustable bottom-link Uni-Trak and gas-charged shock with 4.9 inches of travel.

The 2024 Kawasaki Ninja ZX-14R ABS 40th Anniversary Edition will start at $17,249.

2024 Kawasaki Ninja ZX-10R ABS 40th Anniversary Edition

The Kawasaki Ninja ZX-10R supersport has carried Kawasaki to seven FIM Superbike World Championships (WorldSBK) since 2013. The Ninja ZX-10R has a 998cc inline-Four with 4 valves per cylinder and paired with Kawasaki Cornering Management Function (KCMF), Bosch IMU, Sport-Kawasaki TRaction Control (S-KTRC), Kawasaki Launch Control Mode (KLCM), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Engine Brake Control, Kawasaki Quick Shifter (KQS), Öhlins electronic steering damper, and power modes.

An aluminum twin-spar frame, Showa Balance Free Front Fork (BFF), and horizontal back-link rear suspension with a Showa Balance Free Rear Cushion (BFRC) shock have been developed with technology straight from Kawasaki’s WorldSBK factory racers and contribute to the Ninja ZX-10R’s cornering performance and light handling. Color TFT instrumentation with smartphone connectivity via Rideology the App and electronic cruise control further add to the convenience.

The 2024 Kawasaki Ninja ZX-10R ABS 40th Anniversary Edition will start at $19,149.

2024 Kawasaki Ninja ZX-6R ABS 40th Anniversary Edition

For the 2024 lineup, Kawasaki welcomed the return of the class-leading Ninja ZX-6R ABS supersport motorcycle, which features a 636cc inline-Four with DOHC engine, a 6-speed gearbox, and a slip/assist clutch. Revised cam profiles offer better low-rpm performance and help meet stricter emission standards. Another update to help meet emission standards is a revised layout for the header pipes.

The brakes remain dual 310mm front discs with dual radial-mounted 4-piston monoblock calipers up front with a single 220mm disc in the rear. New for model year 2024 are the round disc brakes replacing the petal discs. The suspension also remains unchanged, including the 41mm Showa SFF-BP fork and Uni-Trak shock that are adjustable for preload, compression, and rebound damping.

Other features include the Kawasaki Quick Shifter (KQS), Kawasaki Intelligent anti-lock Brake System (KIBS), selectable power modes combined with Kawasaki TRaction Control (KTRC), a multifunction LCD screen, and a pressed-aluminum perimeter frame.

We tested the 2024 Kawasaki Ninja ZX-6R at Ridge Motorsports Park near Olympia, Washington, and called it “an incredibly well-balanced machine for unwinding twisty roads and racetracks. It has enough power to excite but not overwhelm.”

Related: 2024 Kawasaki Ninja ZX-6R Review | First Ride

The 2024 Kawasaki Ninja ZX-6R ABS 40th Anniversary Edition will start at $12,649.

2024 Kawasaki Ninja ZX-4RR ABS 40th Anniversary Edition

The Ninja ZX-4R boasts a new liquid-cooled 399cc inline-Four with DOHC and 4 valves per cylinder. It has a lightweight, compact trellis frame, a quickshifter, 4-piston radial-mount monoblock front calipers squeezing 290mm semi-floating discs, a 37mm inverted Showa SFF-BP (Separate Function Fork – Big Piston) fork with adjustable preload and 4.7 inches of travel, and a fully adjustable horizontal back-link Showa BFRC (Balance Free Rear Cushion) Lite shock with 4.9 inches of travel.

We tested the 2023 Ninja ZX-4RR at Thunderhill Raceway in Northern California, and our reviewer said: “It’s worth reiterating how much of a gigglefest it is to hammer a modestly powered but lightweight sportbike around a racetrack, even for riders with decades of experience on high-powered literbikes. And for those who might be taking to the track for the first time, a sporting motorcycle like the ZX-4RR is an ideal tool to learn how to do it properly.“

Related: 2023 Kawasaki Ninja ZX-4RR | First Ride Review 

The 2024 Kawasaki Ninja ZX-4RR 40th Anniversary Edition ABS will start at $10,299.

For more information, visit the Kawasaki website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 Kawasaki Ninja 40th Anniversary Editions | First Look appeared first on Rider Magazine.

Kawasaki has announced more new and updated models for 2024, including two all-new electric motorcycles – the Ninja e-1 ABS and Z e-1 ABS. The retro Z650RS ABS has been updated, and the Ninja ZX-4R ABS and Ninja ZX-4RR ABS join Kawasaki’s small-displacement sportbike lineup.

This announcement follows previous unveilings of several new and updated models for 2024, including the new Eliminator cruiser, the updated KLX300 dual-sport and KLX300SM supermoto, and the updated Ninja ZX-6R.

2024 Kawasaki Ninja e-1 ABS and Z e-1 ABS

The all-new 2024 Kawasaki Ninja e-1 ABS and Z e-1 ABS are all about convenience and urban commuting. They’re powered by a 5.0kW electric motor, which generates a claimed 29.7 lb-ft of torque and a top speed of 55 mph. They come with two lithium-ion battery packs with a range of 41 miles and a 0-100% charge time of 3.7 hours. The removable batteries can be charged either on or off the bike.

Thanks to electric power, these bikes are quiet to run, have none of the vibrations and emissions of gas-powered motorcycles, and have no clutch or gears.

The Ninja e-1 ABS and Z e-1 ABS ride on a trellis frame and have a 41mm fork, a Uni-Trak shock with adjustable spring preload, and single 290mm discs with dual-piston calipers front and rear. The seat height on both is 30.9 inches. The Ninja e-1 weighs in at 308.7 lb, and the Z e-1 weighs 297.7 lb. In terms of styling and ergonomics, the Ninja e-1 adopts sporty Ninja styling, while the Ninja Z e-1 resembles the Z family.

In addition to Road and Eco ride modes, these two new electric motorcycles also come with an e-boost function to tap into extra power as well as a Walk mode with reverse that will help riders maneuver the bike at a walking pace. They also feature TFT instrumentation with smartphone connectivity and a 4.9-liter storage box in the space normally used for a fuel tank.

Both bikes come in a Metallic Bright Silver / Metallic Matte Lime Green / Ebony colorway. The 2024 Kawasaki Ninja e-1 ABS has an MSRP of $7,599, while the 2024 Kawasaki Z e-1 ABS is priced at $7,299. Both are available for purchase starting October 3, 2023.

2024 Kawasaki Z650RS ABS

The retro-styled Kawasaki Z650RS ABS returns with a 649cc parallel-Twin, a slip/assist clutch, a trellis frame, a telescopic front fork, a horizontal back-link rear shock, standard ABS, LCD dual-dial instrumentation, and an LED headlight.

Related: 2022 Kawasaki Z650RS | First Ride Review

For 2024, the model has been updated with the addition of Kawasaki TRaction Control (KTRC), a system that looks at several parameters to adjust TC and allows riders to choose between two modes. Mode 1 is the least intrusive and helps acceleration out of corners for maximum drive from the rear wheel. Mode 2 provides earlier traction control intervention and is helpful while riding on wet roads. Riders can also choose to turn KTRC off altogether.

The 2024 Kawasaki Z650RS ABS is available in Ebony / Metallic Matte Carbon Grey for $9,599.

2024 Kawasaki Ninja ZX-4R ABS and Ninja ZX-4RR ABS

The 2023 Ninja ZX-4RR KRT Edition was announced in February and features a unique 399cc inline-Four that can rev out to 16,000 rpm. We got to test the ZX-4RR at Thunderhill Raceway and had a blast revving the little screamer and throwing it around the track. For 2024, Kawasaki is adding the Ninja ZX-4R ABS and Ninja ZX-4RR ABS to the lineup.

Related: 2023 Kawasaki Ninja ZX-4RR | First Ride Review

Like the ZX-4RR, both models feature a trellis frame and dual 290mm front brake discs. Technology includes a 4.3-inch TFT display with smartphone connectivity. The ZX-4R has a 37mm Showa SFF-BP fork and Showa shock adjustable for spring preload, and ZX-4RR version adds dual-direction Kawasaki Quick Shifter, a higher-grade Showa fork with adjustable spring preload, and a Showa BFRC Lite shock.

The 2024 Kawasaki Ninja ZX-4R ABS comes in Metallic Spark Black for $9,399. The up-spec 2024 Kawasaki Ninja ZX-4RR ABS is available in the same color for $9,899, and the 2024 Kawasaki Ninja ZX-4RR KRT Edition ABS comes in Lime Green / Ebony for $10,099.

For more information, visit the Kawasaki website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post Kawasaki Announces Ninja e-1 ABS and Z e-1 ABS Electric Motorcycles, Other Updated Models appeared first on Rider Magazine.

The 600cc sportbike category was the most hotly contested class in motorcycling during the 1990s and into the mid-2000s, with completely redesigned models every four years and significant updates every two.  

But markets have veered toward adventure bikes and street roadsters, causing the middleweight sportbike class to languish in recent years. Honda and Suzuki haven’t performed any mechanical upgrades to their CBR600RR and GSX-R600 in several years, and Yamaha sells its YZF-R6 only as a racebike. High-revving 4-cylinder engines have been largely supplanted by humble twin‐cylinder powerplants that are compact and cheaper to build – but a lot less exciting.  

The 2024 Kawasaki ZX-6R revives the appeal offered by middleweight sportbikes with slick new styling and other desirable updates. It breathes new life into the class and reminds us that middleweights are perhaps the most balanced sportbikes on the market.

Related: 2023 Kawasaki Ninja ZX-4RR Review | First Ride

The 6R gets a fresh face for the 2024 model year, with a beguiling new nose graced with LED lighting elements. Instrumentation is provided by a new 4.3‐inch TFT panel which provides access to integrated ride modes and smartphone connectivity.  

The 636cc engine receives updates to meet the latest emissions regulations, including revised camshaft profiles with mildly reduced lift and duration, a new intake funnel design intended to increase lower‐rpm power, and a fresh exhaust system. Most other mechanical components on the 6R are unchanged. 

The midsize Ninja retains the former model’s Kawasaki TRaction Control, a quickshifter, and ride modes, but the systems don’t receive the enhancement of an IMU that would inform traction control and braking – there’s no lean‐sensitive TC or cornering ABS.  

Ergonomics remain unchanged, described by Kawi as “naturally aggressive.” The clutch lever is adjustable over a five-position range, while the front brake lever has six. 

Ridge Romp on the Kawasaki Ninja ZX-6R 

Sportbikes are generally used for canyon strafing and other mundane street duties, but testing their ultimate capabilities deserves time on a racetrack. Kawasaki invited us to sample the 6R at the wonderfully hilly Ridge Motorsports Park near Olympia, Washington. The 2.47-mile circuit is quite technical with several blind hillcrests, offering a terrific playground for a middleweight sportbike.  

Heading out onto an entirely unfamiliar track creates anxiety, but the ZX-6R reminded me why middleweights are the Goldilocks of sportbikes. The aluminum‐framed chassis inspires confidence to accurately set and then reset lean angles as your pace increases. Steering response is lively but without any hints of instability, and the fully adjustable suspension was up to the task of controlling the chassis even at deep lean angles.  

GEAR UP 

• Helmet: Arai Contour-X 
• Gloves: Dainese Full Metal 6  
• Leathers: Dainese Laguna Seca 5 Perforated 
• Boots: Dainese Torque 3 Out 

Engines in new bikes almost always have more power than previous versions, but that’s not the case here. The 6R’s top‐end lunge has been somewhat muted by the emissions‐related mods, which is a bit disappointing. Regardless, plenty of power remains on tap to scream its way around a racetrack, and the improved midrange grunt should translate into a better powerband for street use.  

A slip/assist clutch mated to a cooperative gearbox eases gearshifts, but the quickshifter doesn’t swap gears with the expediency of some other systems and lacks an auto-blipping downshift function. Braking is similarly satisfactory, with a radial-pump master cylinder actuating monoblock 4-piston calipers on 310mm rotors up front that have lost their petal-shaped edges. The ABS system is updated to the latest Bosch 9.3MP unit, but it exacts a $1,000 premium over the base model and wasn’t tested at the track. 

The electronic systems include traction control and a choice of two power modes. Three-level traction control relies on wheel-speed sensors to adapt to available grip at varying speeds and throttle positions, and it can be switched off if you wish to ride unfettered.  

Checkered Flag 

While the ZX-6R doesn’t offer a great leap forward in performance, it is an incredibly well-balanced machine for unwinding twisty roads and racetracks. It has enough power to excite but not overwhelm, and it’s more attractive than ever.  

Priced at $11,299 (or $12,299 with ABS), the ZX‐6R makes a renewed case for the viability of the middleweight sportbike class. A fresh set of attractive clothes makes the deal even sweeter. 

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

2024 Kawasaki Ninja ZX-6R Specifications 

• Base Price: $11,299 
• Price as Tested: $11,299 
• Website: Kawasaki.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. 
• Displacement: 636cc 
• Bore x Stroke: 67.0 x 45.1mm 
• Horsepower: N/A 
• Torque: N/A 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, quickshifter (up only) 
• Final Drive: Chain 
• Wheelbase: 55.1 in. 
• Rake/Trail: 23.5 deg./4.0 in. 
• Seat Height: 32.7 in. 
• Wet Weight: 432 lb (439 lb w/ABS) 
• Fuel Capacity: 4.5 gal. 
• Fuel Consumption: N/A

The post 2024 Kawasaki Ninja ZX-6R Review | First Ride appeared first on Rider Magazine.

The all-new 2024 Kawasaki Eliminator is an entry-level cruiser with a sporty character. It slots above smaller beginner bikes to be a motorcycle that both new and intermediate riders can enjoy. It’s powered by a liquid-cooled 451cc parallel-Twin derived from the Ninja 400 engine but with a longer stroke for added torque.

The Eliminator features a 28.9-inch seat height, a weight of only 386 lb (base model), and mid-mount footpegs, all important considerations for new riders looking for an easy-to-ride bike on which to practice the basics. It also has a slim fuel tank, all LED lighting, and a round LCD display with Bluetooth connectivity through Rideology the app.

Additional tech on the Eliminator includes a slip/assist clutch for lighter clutch feel, a positive neutral finder, and ABS on the ABS and SE versions.

The Eliminator comes in three version: base, ABS, and SE. The SE version includes a two-patterned seat, fork boots, a USB-C charging port, a headlight cowl, and the Candy Steel Furnace Orange/Ebony colorway. The base and ABS versions come in Pearl Robotic White and Pearl Storm Gray.

Watch the video to see the 2024 Kawasaki Eliminator in action or read our full review.

2024 Kawasaki Eliminator Specifications

• Base Price: $6,649
• Price as Tested: $6,949 (w/ ABS)
• Website: Kawasaki.com
• Warranty: 1 yr., unltd. miles
• Engine Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 451cc
• Bore x Stroke: 70.0 x 58.6mm
• Torque: 31.7 lb-ft (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.8 in.
• Rake/Trail: 30 degrees/4.8 in.
• Seat Height: 28.9 in.
• Wet Weight: 386 lb (388 lb w/ ABS)
• Fuel Capacity: 3.4 gal.

GEAR UP

• Helmet: SMK Gullwing Modular
• Jacket: Highway 21 Women’s Pearl
• Gloves: Highway 21 Women’s Black Ivy
• Pants: Alpinestars Daisy V2 Women’s Riding Denim
• Boots: Highway 21 Axle Waterproof Shoes

The post 2024 Kawasaki Eliminator Review | Video appeared first on Rider Magazine.

When a new rider asks for advice on a good first bike, they quickly find out that opinions vary wildly. Some will suggest a bike in the 250-300cc range, but that might not be ideal for riders who frequently travel at highway speeds. Others will suggest larger-displacement bikes that the new rider won’t outgrow, but those might be too intimidating and squash what little confidence the new rider had to begin with.

The 2024 Kawasaki Eliminator seeks to be the Goldilocks in this story, slotting above the smaller-displacement beginner bikes to be the bowl of porridge that is just right: It’s an approachable machine that will grow with a new rider while providing enough punch to entertain an intermediate rider.

The Eliminator also seeks to attract new riders with a sport-cruiser style. The new 451cc parallel-Twin derived from the Ninja 400 likes to rev high and provides pizzazz, and the new chassis and ergonomics fall somewhere between a cruiser and a standard, making for a controllable yet comfortable riding experience. Add to that a light curb weight of only 386 lb for the base model, and you get a motorcycle that’s both easy and exciting to ride.

Related: Kawasaki Ninja 400 ABS | First Ride Review

While the 2024 Eliminator is an all-new model for Kawasaki, the name is a familiar one. It first appeared in 1985 with the ZL900 Eliminator, a cruiser stuffed with the ZX900 Ninja’s liquid-cooled inline-Four. The Eliminator name carried on to other models up into the mid-2000s. Now, the Eliminator has returned and brings some of the sport-influenced lineage with it.

The Eliminator makes some nods to its namesakes in the styling department. The round headlight harkens back to earlier days, although now all lighting is LED. The tailsection is also reminiscent of older models, as are the headlight cowl and fork boots available on the SE version of the Eliminator.

These styling hints are incorporated into a contemporary look, so nobody will think you’re riding around on your dad or mom’s old bike recently unburied from the back of the garage. With a mostly blacked-out frame and other components, a slim fuel tank, and a tidy taillight and turnsignals, this is a modern-looking machine.

Kawasaki did a good job of making the Eliminator feel like a “real” cruiser – although the same can’t be said for its sound. The parallel-Twin uses a 180-degree crankshaft instead of the more popular and rumbly 270, so it doesn’t have a deep exhaust note befitting a cruiser. Some are more interested in how a bike performs, but there’s something to be said – particularly for cruisers – for sound and style. Deep down, we love a bike with character, and whereas Kawasaki has paid attention to the character of the Eliminator’s style, the company has missed the mark on giving us those nice rumbling exhaust notes we expect from a cruiser.

GEAR UP

• Helmet: SMK Gullwing Modular
• Jacket: Highway 21 Women’s Pearl
• Gloves: Highway 21 Women’s Black Ivy
• Pants: Alpinestars Daisy V2 Women’s Riding Denim
• Boots: Highway 21 Axle Waterproof Shoes

The good thing is that once you start riding, you remember that exhaust notes are superficial, and the real spirit of a motorcycle lies in its performance. What the engine lacks in sound, it makes up for in the riding experience. The liquid-cooled 451cc parallel-Twin with DOHC is derived from the Ninja 400’s 399cc platform, and its extra displacement comes from lengthening the stroke by 6.8mm, from 51.8mm to 58.6. That longer stroke adds torque befitting a cruiser, and that extra grunt is obvious while riding. This is a bike that is happy to lope through town and sit comfortably in a cruiser rev range with nice low-end pull. That is, until you decide to twist that throttle for a little more pep.

Upon that twist, you’ll discover that this engine has so many revs to give. Redline shows at 11,000 rpm on the tachometer, and the power keeps building until that limit. Where you’d expect a cruiser like this to need shifting much earlier, this engine is eager to rev. Although Kawasaki doesn’t slot the Eliminator into the “sport-cruiser” category, the engine’s attitude certainly does. It pulls down low for a satisfying power surge, and then it continues building power all the way to its rev limit.

Engine performance is only a small part of the equation for a fun and comfortable beginner to intermediate bike. We need ergonomics to match. The riding position of the Eliminator is sportier than most cruisers. The mid-mount footpegs give a sense of control that is often lacking on more forward-mounted cruiser pegs. The 28.9-inch seat height is also a little taller than many cruisers. At five-foot-one, I am not able to flat-foot on the Eliminator, but I feel stable enough that I would be comfortable on this bike as a new rider. Accessory seats that raise or lower the height by 1 inch are available. The stock seat is nice and plush with a slightly scooped-out design.

The Eliminator’s brakes are uninspiring but get the job done. Up front is a single 310mm disc with a twin-piston caliper, and in the back is a single 220mm disc with a single-piston caliper. The ABS version of the Eliminator adds $300 onto the base price and 2 lb to the wet weight. The 41mm telescopic fork has 4.7 inches of travel, and the twin shocks have 3.1 inches of travel, and there is no adjustability. The suspension felt well balanced and absorbed all but the most egregious road bumps.

The round instrumentation screen also harkens back to Eliminators of yore. The LCD screen has a tachometer up top, speedometer, gear indicator, clock, fuel level, and the option to switch between odometer, two tripmeters, fuel range, and current and average fuel consumption.

The Eliminator pairs with Kawasaki’s Rideology app. Once connected, the display will show message and call information. More interesting are the options available on the app itself, which includes vehicle information and general display settings (such as preferred units and clock format).

Most interesting is Rideology’s ability to log your rides. I used the app to track our test ride in and around Oceanside, California, and it showed a map of the route and information such as date and time, location, mileage, total trip time, and average speed. I found this feature quite fun, and I enjoyed the ability to look back at my route after the ride had ended. The app stops tracking the ride if the bike is keyed off, but as long as the rider remembers to resume the route on the app after gas or lunch stops, that isn’t an issue.

Other useful technologies on the Eliminator are the slip/assist clutch and the positive neutral finder. The slip/assist clutch results in a very light clutch pull and easy shifting, which was helpful for reducing fatigue during our several photo stops throughout the test ride day. The positive neutral finder is a feature that is quite helpful for newer riders. When stopped or traveling below 6 mph, a lift of a toe from first gear will automatically access the neutral position and prevent upshifting to 2nd gear.

Related: 2023 Kawasaki Ninja ZX-4RR | First Ride Review

The Eliminator’s closest competitor is the Honda Rebel 500, which has a starting price of $6,449 for model year 2023. Both bikes have a sporty cruiser style, and a glance at the spec charts shows similar numbers. The Honda Rebel has 20cc more displacement than the Eliminator, but they make roughly the same torque (about 32 lb-ft). Kawasaki has not released horsepower figures for the Eliminator, but we expect those numbers to be similar as well. The Eliminator is lighter than the Rebel by 26 lb for the ABS versions, and the Eliminator has a longer wheelbase by about an inch. There are other small differences, but they stack up closely.

The Eliminator comes in three versions. The base model has an MSRP of $6,649. For an extra $300, you can upgrade to the ABS version. Both the base model and ABS version are available in Pearl Robotic White and Pearl Storm Gray. Tack on another $300, and for $7,249, you’ll get the SE version, which includes ABS, a headlight cowl, a USB-C outlet, fork boots, and a two-pattern seat. It’s also the only version available in the eye-catching Candy Steel Furnace Orange/Ebony colorway.

As someone who loves to see new riders finding their place in the world of motorcycling, I’m glad Kawasaki has recognized a hole in its lineup and made the effort to fill it, providing a cruiser option that’s more approachable and significantly lighter than the 650cc Vulcan S. With its light weight, low seat height, comfortable riding position, and a Ninja-derived engine, the Eliminator is a motorcycle that is as welcoming as it is fun.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

2024 Kawasaki Eliminator Specifications

• Base Price: $6,649
• Price as Tested: $6,949 (w/ ABS)
• Website: Kawasaki.com
• Warranty: 1 yr., unltd. miles
• Engine Type: Liquid-cooled, parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 451cc
• Bore x Stroke: 70.0 x 58.6mm
• Torque: 31.7 lb-ft (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: Chain
• Wheelbase: 59.8 in.
• Rake/Trail: 30 degrees/4.8 in.
• Seat Height: 28.9 in.
• Wet Weight: 386 lb (388 lb w/ ABS)
• Fuel Capacity: 3.4 gal.

See all of Rider‘s Kawasaki coverage here.

The post 2024 Kawasaki Eliminator Review | First Ride appeared first on Rider Magazine.

We review the 2023 Kawasaki Ninja ZX-4RR, featuring a liquid-cooled 399cc inline-Four with DOHC and 16 valves, at the Thunderhill Raceway Park in Northern California.

The ZX-4RR has the potential to reinvigorate the sportbike market, providing a gateway to high-level performance in a package that is both tamable and attainable. Its power naturally pales in comparison to a fire-breathing ZX-10R or even a ZX-6R, but the 124 mph shown on its speedometer at the end of Thunderhill Raceway’s front straight demonstrates its potential for speed.

Unfortunately, EPA noise regulations mean that the 4RRs coming to North America are restricted, most likely by way of the electronic throttle valves at high revs. Our 4RRs produce peak power around 11,500 rpm according to a dyno chart supplied by Graves Motorsports, just shy of 60 hp at the rear wheel. Upconverting that number to a rated-at-crankshaft figure translates to about 65 hp, at least 10 ponies down from its Euro spec.

Watch the video to see the 2023 Kawasaki Ninja ZX-4RR in action and get our impressions. You can also read our first ride review.

2023 Kawasaki Ninja ZX-4RR Specifications

• Base Price: $9,699
• Warranty: 1 yr., unltd. miles
• Website: Kawasaki.com
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
• Displacement: 399cc
• Bore x Stroke: 57.0 x 39.1mm
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, up/down quickshifter
• Final Drive: Chain
• Wheelbase: 54.3 in.
• Rake/Trail: 23.5 degrees/3.8 in.
• Seat Height: 31.5 in.
• Wet Weight: 415 lb
• Fuel capacity: 4.0 gal.

The post 2023 Kawasaki Ninja ZX-4RR Review | Video appeared first on Rider Magazine.

Kawasaki’s 2024 model lineup is taking shape as the brand announces more new, updated, and returning motorcycles. We’ve already shared news on the all-new 2024 Kawasaki Eliminator cruiser, the updated KLX300 dual-sport and KLX300SM supermoto, and the updated Ninja ZX-6R supersport. 

Joining the lineup is the return of the Ninja ZX-10R, Z900 ABS, and Z900 SE ABS models. 

2024 Kawasaki Ninja ZX-10R 

The Ninja ZX-10R returns for model year 2024 with power, performance, and technology proven to excel in its category. As evidence of the model’s prowess on the track, the Ninja ZX-10R has carried the brand to seven FIM Superbike World Championships since 2013. 

Powered by a 998cc inline-Four DOHC with 4 valves per cylinder, the ZX-10R produces a claimed 203 hp at 13,200 rpm and 82.5 lb-ft at 11,400 rpm. The air-cooled oil cooler was introduced in 2021 and boosts engine performance. 

Related: 2023 Kawasaki Ninja ZX-4RR | First Ride Review 

The chassis consists of an aluminum twin-spar frame, a fully adjustable 43mm inverted Showa Balance Free Front fork, and a fully adjustable Showa Balance Free Rear Cushion shock. Brembo radial-mounted 4-piston calipers and 330mmm discs provide stopping power up front, and rear braking comes from an aluminum 1-piston caliper with a 220mm disc. 

The Ninja ZX-10R also comes equipped with a full slate of rider aids, including Kawasaki Cornering Management Function, Bosch IMU, Sport-Kawasaki TRaction Control, a launch control mode, engine brake control, a quickshifter, Öhlins Electronic Steering Damper, power modes, and electronic cruise control. The TFT color instrumentation allows for smartphone connectivity though the Rideology app. 

The 2024 Ninja ZX-10R is available in Metallic Flat Spark Black / Ebony, and the KRT Edition comes in Lime Green with Kawasaki Racing Team graphics. The version without ABS is available for $17,799, and the ABS version is available for $18,799. 

2024 Kawasaki Z900 ABS 

The Z900 ABS naked sportbike also returns to the model lineup and features a liquid-cooled 948cc inline-Four DOHC with 4 valves per cylinder, which produces a claimed 114 hp at 9,710 rpm and 67.3 lb-ft of torque at 7,990 rpm. 

The Z900 ABS features a steel trellis frame with a 41mm KYB inverted fork with and a horizontal back-link KYB shock, both with spring preload and rebound damping adjustability. Front brakes consist of 4-piston calipers biting on dual 300mm petal-style discs in the front and a 1-piston caliper with a 250mm petal-style disc in the rear. The Z900 ABS rides on Dunlop Sportmax RoadSport 2 tires. 

Related: 2020 Kawasaki Z900 ABS | Road Test Review 

Technology on the Z900 ABS includes Kawasaki TRaction Control, power modes, Smartphone connectivity through the Rideology app, a TFT color display, and LED lighting. 

The 2024 Kawasaki Z900 ABS comes in Metallic Spark Black / Metallic Matte Dark Gray for $9,799. The Candy Persimmon Red / Ebony colorway brings the price to $10,099. 

Story continues after photo gallery.

2024 Kawasaki Z900 SE ABS 

The Z900 SE ABS shares features with the Z900 but includes additional up-spec components for improved handling and performance, as well as more aggressive styling. 

Some details that separate the Z900 SE ABS from the Z900 ABS are an upgraded Brembo front brake package, a large-diameter inverted fork with added compression damping adjustability, and an Öhlins S46 rear shock with a remote preload adjuster. 

The 2024 Kawasaki Z900 SE ABS comes in the Metallic Spark Black / Metallic Matte Graphenesteel Gray / Candy Lime Green colorway for $11,299. 

Visit Kawasaki’s website for more information. 

The post Kawasaki Announces Three Returning Models for 2024 appeared first on Rider Magazine.

It’s a rare situation when a motorcycle debuts in a class of its own, but that’s what we have here in the 2023 Kawasaki Ninja ZX-4RR. Sure, the Ninja 400 has been a popular member of Team Green for several years and is an excellent streetbike, but its parallel-Twin engine is far more pedestrian than the shrieking 4-cylinder motor in this little screamer that revs to 16,000 rpm. 

Also important is how upscale this thing looks. It appears far more exotic than most other smaller-displacement sportbikes, resplendent in its Kawasaki Racing Team (KRT) color and graphics.

Adding to its upmarket presentation is TFT instrumentation, full LED lighting, an up/down quickshifter, traction control, and dual-disc front brakes with radial-mount monoblock calipers and standard ABS.  

The ZX-4RR has the potential to reinvigorate the sportbike market, providing a gateway to high-level performance in a package that is both tamable and attainable. Its power naturally pales in comparison to a fire-breathing ZX-10R or even a ZX-6R, but the 124 mph shown on its speedometer at the end of Thunderhill Raceway’s front straight demonstrates its potential for speed.  

Related: 2024 Kawasaki Ninja ZX-6R | First Look Review

Class Revamp 

The 400cc sportbike market raged in the 1990s, with high-end race replicas from every Japanese OEM available in their domestic markets. American importers were skeptical that these pricey little bikes would find much appeal to riders on our shores, but Yamaha took a chance and offered its FZR400, which earned a reputation as one of the best-handling bikes of its era.  

Production of the FZR400 began in 1987, and the bike was regularly updated until its demise in 1994. The Yamaha’s inline 4-cylinder used a 56.0 × 40.5mm bore and stroke said to produce 59 hp at 12,000 rpm, with an over-rev capability up to its 14K redline. Racy steering geometry ensured agility, aided by an aluminum frame that kept wet weight down to about 410 lb. 

Sadly, I missed out on my chance to ride any of the 400s from that golden era, so I was stoked for the opportunity to test a contemporary version of this forgotten class.  

A New Era 

The Kawasaki Ninja ZX-4RR was primarily developed for Asian markets that have licensing and insurance regulations to encourage the use of smaller-displacement motorcycles. Just as Yamaha took a chance in the U.S. market with the lovable FZR400, Kawasaki is doing the same with this latest Ninja.  

A common attitude about small-displacement sportbikes in bigger-is-better America has been that we’re not much interested in them, but the U.S. market is evolving. Kawasaki tells us that uptake on the 4RR has been strong at the dealer level thanks to the bike’s unique selling proposition.  

Part of the Kawi’s distinctiveness is its ability to rev up to a stratospheric 16,000-rpm redline, which is higher than any engine offered in the USA aside from the Ducati Panigale V4R’s 16,500-rpm rev ceiling. The 4RR uses a more oversquare bore and stroke (57.0 x 39.1mm) than the FZR400 to safely achieve those lofty revs, along with forged camshafts and triple-rate valve springs.  

Kawi’s USA arm doesn’t provide horsepower figures, but its Euro importer touts 76 crankshaft hp at 14,500 rpm. Torque peaks all the way up at 13,000 rpm with 28.8 lb-ft.  

Related: 2020 Kawasaki Ninja 650 | Road Test Review

EPA Killjoy 

Unfortunately, EPA noise regulations mean that the 4RRs coming to North America are restricted, most likely by way of the electronic throttle valves at high revs. Our 4RRs produce peak power around 11,500 rpm according to a dyno chart supplied by Graves Motorsports, just shy of 60 hp at the rear wheel. Upconverting that number to a rated-at-crankshaft figure translates to about 65 hp, at least 10 ponies down from its Euro spec.  

The 4RR proved to be thrilling to ride, but I’d feel a little gypped to own one and not have access to the bike’s full potential. Bikes like these are frequently fitted with aftermarket exhaust systems that drastically increase the sound from the tailpipe, so the EPA’s intentions will likely have limited real-world impact.  

If I owned one, the first thing I’d do is visit Graves Motorsports for an ECU reflash, even though that would be illegal in the eyes of the EPA. For trackday/racing use only, a reflash and a cat-back slip-on muffler from Graves results in a claimed 76 rear-wheel hp, a massive 37% 27% increase. Yee-haw!  

Racetrack Ready 

Kawasaki could’ve cheaped out and hosted the 4RR’s launch with a street ride but thankfully made a bolder move and rented Thunderhill Raceway for us to divine the bike’s maximum performance potential. And we’re glad it did – flogging the newest Ninja on the entertaining and hilly racetrack in Northern California elicited countless grins and zero moments of panic.  

The 4RR feels light and manageable upon first straddle of its 31.5-inch seat. It scales in at 415 lb with its 4-gallon tank full, which equates to about 390 lb of vehicle weight, despite a steel (rather than aluminum) frame. Ergonomics are sportier than the Ninja 400 but less punishing than Kawi’s ZX-6R or ZX-10R. The seat has a surprising amount of fore/aft room to accommodate riders of various sizes and changing body positions on the track. 

The effort required to use the bike’s slip/assist clutch feels impossibly light, and both hand levers are adjustable over five positions to suit hands of any size. The 4.3-inch TFT features a Circuit Mode for lap timing and to display track-related information in an easier-to-view layout. Kawasaki’s Rideology app can connect the bike to smartphones.  

The Kawasaki Ninja ZX-4RR includes two power modes – with a Low setting for less-experienced riders– and three ride modes (Sport, Road, and Rain) with preset Kawasaki TRaction Control (KTRC) and power modes. Also available is a Rider mode in which the systems can be set independently, including three levels of traction control with the ability to be switched off.  

For my first session, I used Sport mode and kept the traction control at its least-intrusive setting. The 4RR doesn’t have an IMU to inform TC or braking, relying instead on wheel-speed differentials, so there’s no lean-sensitive TC or cornering ABS.  

GEAR UP

• Helmet: Arai Corsair-X Vinales-5 Replica 
• Suit: Alpinestars Missile 
• Gloves: Alpinestars GP Pro 
• Boots: Sidi Mag-1  

It had been years since I had ridden Thunderhill, and the rider-friendly nature of the Ninja was an ideal accomplice to relearn the track. Pointing the bike at apexes required only modest effort. Gear changes were clicked off effortlessly thanks to clutchless upshifts and downshifts offered by the quickshifter, an easily visible gear-position indicator, and a tachometer that shows revs above 10,000 rpm at the top of the display. 

After only a few laps, I was dragging knees in corners and cutting seconds off my early lap times, smiling in my helmet as the Ninja complied with my inputs. The little 4-cylinder engine screams with a wonderful wail as it sings to its redline, but it’s smarter to shift around 12,000 rpm when the power levels off due to the cursed EPA restrictions. Intake snorkels with differential lengths (40mm and 60mm) do their best to offer a broader spread of power, but you’ll want to rev the snot out of the little Ninja for the optimum experience.   

Related: Kawasaki Announces More New and Updated 2023 Models

Star Power 

During the next session, I found myself behind a rider I didn’t recognize from the motojournalist ranks. He was cutting some nice lines, and it was fun to catch him in some places and lose time in others during our little cat-and-mouse game.  

At the end of our 30-minutes session, I walked over in the pits to say hello to this stranger and express the entertainment I got from dicing with him.  

“Oh, hi, I’m Dax,” he replied.  

Wait a minute…Dax? There can’t be many Daxs in the world, so I finally made the connection that I was ripping around with Dax Shepard: actor, podcaster, and husband of movie star Kristen Bell! It was delightful to see a celebrity with the ability to rip around a racetrack.  

“Being broke in Michigan, what I would’ve loved was a Corvette ZR-1. I got my Katana 600 for $1,800 used, and it was faster than a ZR-1,” Shepard told us about his love for speed, which began with a humble Honda Spree.  

“I’ve always been blown away by how inexpensive it is to have performance with a motorcycle,” said the co-host of Top Gear America. “I had a couple of different track bikes, and other than tires, I’d never done one thing to them. So the notion that you could have a vehicle that you could go to 20-plus trackdays and not be replacing rotors and pads and suspension components, it’s bang for the buck – the most fun anyone could have.” 

Please, Sir, Can I Have Another? 

Unlike a literbike, which can be exhausting to thrash around a racetrack, I remained raring to go even after full 30-minute sessions. What’s refreshing is time – time to ease your grip on the bars, time to breathe, time to analyze.  

Although I didn’t feel traction control intruding much during previous sessions, I did notice ABS kicking in at a couple of braking zones. I ended up disabling traction control and ABS so I could ride unencumbered by the electronic nannies. Power application became more direct with a stronger pull out of corners, so TC surely had been kicking in during earlier stints.  

I was initially worried about the grip from the stock Dunlop Sportmax GPR300 tires, which seemed to be a substandard choice for a trackday. Surprisingly, they stuck quite well, all the way up to and past footpeg-scuffing levels.  

The suspension performed quite well for my weight, although heavier riders were making adjustments to the inverted Showa fork and fully adjustable Showa BFRC Lite shock that’s similar to the one used on the ZX-10R. The 37mm fork uses SFF-BP internals, in which the large-diameter damping piston provides more surface area to interact with oil, which allows the fork to move more smoothly during the initial part of its stroke. Adjustable spring preload on a fork is a first for this class, but it’s the only setting that can be altered.  

The radially mounted 4-piston monoblock calipers and 290mm discs are plenty for bleeding speed from the 399cc engine and offer a decent amount of feedback. Switching off ABS offered a big improvement in confidence on the racetrack. The quickshifter was a huge benefit as well, with auto-blipping downshifts and the slipper clutch allowing hurried gear changes. 

Who Wants One? 

Being in a class of one, the 4-cylinder ZX-4RR stands apart from other small-displacement offerings. Its $9,699 MSRP enables the bike to have high-end features, but some will point out that a much more powerful ZX-6R costs only $2,600 more when equipped with ABS.  

Or you could get the twin-cylinder Ninja 400 for as little as $5,699 with ABS, but then you’d miss out on TFT instruments, dual-disc front brakes, traction control, and adjustable suspension, plus you’d give up a bunch of power and the siren song of a high-revving four-cylinder motor.  

It’s worth reiterating how much of a gigglefest it is to hammer a modestly powered but lightweight sportbike around a racetrack, even for riders with decades of experience on high-powered literbikes. And for those who might be taking to the track for the first time, a sporting motorcycle like the ZX-4RR is an ideal tool to learn how to do it properly.  Mr. Graves, please send a reflashed ECU ASAP. 

2023 Kawasaki Ninja ZX-4RR Specs

• Base Price: $9,699 
• Warranty: 1 yr., unltd. miles  
• Website: Kawasaki.com 
• Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.  
• Displacement: 399cc  
• Bore x Stroke: 57.0 x 39.1mm 
• Horsepower: N/A 
• Torque: N/A 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch, up/down quickshifter 
• Final Drive: Chain  
• Wheelbase: 54.3 in.  
• Rake/Trail: 23.5 degrees/3.8 in. 
• Seat Height: 31.5 in. 
• Wet Weight: 415 lb  
• Fuel capacity: 4.0 gal.

See all of Rider‘s Kawasaki coverage here.

The post 2023 Kawasaki Ninja ZX-4RR | First Ride Review  appeared first on Rider Magazine.