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ZX14 Ninja VS. Hayabusa

This page is all on the Kawasaki flag vessels later the motorcycle also known as the ZX-14 or ZZR1400. Just released in early 2006 in some parts of the world, the new bike indeed the height of the Kawasaki name of the past Ie lot of power. Claimed to be the most powerful motorcycle production so far its specifications and all reviews were positive. That is what the predecessor of the ZX-12R should have been. Besides, I think I'll buy one ...

The only thing that is not top spec is the global aspect of cycling. It does not seem daring and where the design is different, namely in front of him seems strange. Of course, it follows the Kawasaki design and tries to differentiate its models from other manufacturers, but I do not think they have done enough. However, we should be fortunately they have tried something different with the bike but why do you think Ferrari, Porsche, Aston Martin and Lamborghini cars are tailor? It is not only their performance but also their looks great.

Note that it is 1352cc, it should really be called the ZX-13! However, I am sure that I did not need to explain why they did not call it that - but I do not see the point. Speaking of which I have a problem with his advertising and public relations. Their heavily promoting their aviation experience in the design of this bike - why did they not do so with the ZX-12 then? A monocoque frame has more to do with cars that the planes - bicycles, buyers in this category are generally amateurs - we know the difference difference between "planes, trains and automobiles. In addition to the PR sad I love the multi-media film and wall-papers that have now been released. Good to know that they have made an effort and we must support this kind of thing. The best part is that the price is competitive at last!

Firstly I felt the ZX is a comfortable bike that I rate higher than the Hayabusa. However, given that you need to know now that every body is different. N where near the ZZR1100 I feel. The most disappointing thing about the ZX, it feels slow. Despite the ads say how much it is powerful ex-owners Hayabusa will not be impressed. Consisting environment is the next issue I have. Why? does a range topper use materials from the lessor models? I think the instrumentation could have been so much better. I also noticed a few rough edges that you will not find on a Hayabusa built in 1999! Yes, the ZX looks newer, but not worth 7 years more recent. Finally, what with all the bolts bright?

Despite the power to issue the journey feel great and was similar, but different "planted" the feelings and lighter vibration. Like hitting the Hayabusa "zone vibration but also to all schemes. To turn around and handling of the city is really good and on an equal footing. He regretted that in my ZX suspension was rejected "hard" and it was estimated and Skittish. When it is turned down, it was very well feel a Hayabusa.

Regarding the design - each with its own. Some like others do not, but one thing is clear it certainly does not attract attention or hold passer-bys.

Overall I do not smile, but without a big smile as I expected after the first round. Maybe in the long run, this could change, but for now this is it. (Or a chance to line the red bike!)

Would I recommend the ZX14 over the Hayabusa? It is difficult - The Hayabusa is a real and production of 300 km / h + motorcycle - if you add the TAR again those that still holds true. The ZX-14 is the most powerful production motorcycle, but does not feel that way - but he feels that the strength of a better or more recent design. Ensure that his won power on paper but credits takes time to develop and hopefully it does get there - fast.

1st ride review- Kawasaki Ninja ZX14

In this era of miniscule MP3 players, mini-appliances and hybrid cars data dainty, May it not surprising that some people really believe biggest is not always better. Well, there are exceptions, and in the case of the venerable Suzuki Hayabusa GSX1300R and the brand new Kawasaki Ninja ZX-14, it would be wrong, wrong. Everything about these two land-based projectiles is great. The bikes are great, the engines are large, and with the capacity to exceed 100 mph in less than 5 seconds, the consequences of a constituency while trying to push their limits can also be enormous. For the last decade, the Hayabusa has had a stranglehold on the ultimate-sportbike category, as Suzuki likes to call it, and laid waste to all finishers. In this process, Busa spawned a new genre where extended swingarms, chrome chassis and the bad paint job - supplemented by turbochargers and bottles of nitrogen - are a prerequisite to being accepted in the group. Admittedly, there were a number of suitors over the years, but Busa has beaten all back with its combination of a bad-ass engine, a solid chassis and one of the most unique profiles ever seen on a motorbike modern. It raises the question: Is there a competitor who can dethrone the Hayabusa? Yes, this is all new, it is called Kawasaki ZX-14 and it absolutely rocks. But once you're the king of the hill, as was Busa, you must be struck off, and that is where this test comes in. We have put these two heavyweights through the glove at three different places to find the winner: A horsepower shootout on the dyno, a period of 36 hours driving 800 miles in the street, and to crown it all, a decisive head-to-head battle at the local dragstrip, to settle once and for all that is cycling baddest mo-fo in the valley. The design of the Hayabusa has remained relatively unchanged since its introduction in late 1998 for the year modèle'99. The motorcycle was hit with a mixture of public comments, first of all because of the size of the bicycle and its aerodynamic body and bulbous nose pointed. Once the news of its performance envelope was revealed, he matured quickly to legendary status in the streets. Nothing else can hope to hang with him in the band, because it was the first motorcycle production capable of running with a 9-second quarter mile. The Hayabusa has been a staple food for dealers, as sales have risen steadily year after year, beating the number of sales of the previous season depuis'99. Suzuki says more than 10000 units were sold in 2005 alone. In comparison, the ZX-14 was only introduced earlier this year. A faction of Kawasaki fans have been eagerly awaiting the arrival of Ninja the largest ever created, and we're here to decide whether it was worth the wait. When the bike was unveiled at the famous Las Vegas Motor Speedway, we learned that Kawasaki intended to dethrone the Hayabusa with this bike. We discovered the introduction that anyone with a little skill to the band can post 10 seconds runs on the ZX, and the speed of our guys had not even a 9.78 at 147 mph. The new ZX has been deliberately designed with the art of drag in mind, and 186 mph-capable machine is stuffed to the rev limiter with the latest trick equipment Tokyo. In the high stakes world of drag is the number that counts, and Kawasaki knows. Saint-Kaw first put us between the new ZX against the Hayabusa was Hansen's 250 Moto Dynojet dynamometer. On paper, these two machines look closely, the only way to get the answers everyone is looking for is to run 'em on the dyno. The engine Hayabusa, which was the scourge of the existence Kawasaki past few years, is a 1299cc DOHC, 16 valves injection beast with a compression ratio 11.0:1 with a 81 mm bore and 63mm accident stroke. The ZX-14 is a plant similar, but more 1352cc DOHC, 16 valves injection fiend with a slightly larger numbers bore and shorter time, 84.0 x 61.0mm and a compression ratio 12.0:1. First: Hayabusa. The Suzuki posted an impressive 155.9 horsepower at 9900 rpm his best race. The power curve is jumping on the ZX-14 until just before 5000 rpm, then arcs through the 150 hp mark around 8600 rpm. Its torque output is equally impressive thanks to a huge 94 lb.-ft. at 7000 rpm. Again, Busa took the early lead with a 7-8 advantage lb.-ft. from 2500 to 4000 rpm. It is easy to see why this bike was so popular at the speed-crazy freaks all over this miserable little politically correct world. Then it's time to know what the ZX-14 could do. Pre-term forecasts ranged from 170 to 180 horses, but eventually an optimistic assumption. The ZX could not muster a better performance of 169.1 horsepower at 9500 rpm. Pathetic, is not it? Do you take the sarcasm? Nearly 170 horsepower from a stock bike - which is the world coming to? It seems quite extraordinary, but wait, there's more. As impressive as the figures are Busa couple, the ZX holds a couple clear advantage over the reigning champion of 4500 a red line, pumping its peak of 103 lb.-ft. at 7800 rpm . What you see is the big dip in results at the very beginning of the curve ZX. Kawasaki claims to have designed so the bike is easier to use in the streets. However, Hayabusa is no security measure, so you get a much more brutal feeling of the throttle on it that the Kawasaki. Considering that the Suzuki feels like it wants to build a wheelie as soon as you crack open the ZX-14 is a little more quiet. It seems not so good on paper, but the Ninja's massive torque figures quickly erase any notion that this is a gap when you dial-up some gas. With this disparity in both the power and the couple has recognized figures, the Kawasaki is the unanimous winner in one round. On the dyno, the Ninja dominates, but there are still two other arenas where this battle must be waged. Next: The road trip.

2007 ZX14 Technicl Stats

Engine Type     Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement    1352 cc
Bore x Stroke    84.0 x 61.0 nn
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.
Diablo Black, Candy Plasma Blue, Pearl Crystal White

2008 ZX14 Technical Stats

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    154 N/m {15.7 kgf/m} 113.5 lb-ft @ 7,500 rpm
Compression Ratio    12.0:1
Fuel Injection    DFI with Mikuni 44mm Mikuni 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    Bottom-Link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Front Brake Type    Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear Brake Type    Single 250mm petal disc with twin-piston caliper
Fuel Tank Capacity    5.8 gal.
Seat Height    31.5 in.

Metallic Midnight Sapphire Blue, Atomic Silver, Special Edition: Metallic Flat Spark Black/Metallic Persimmon Red

Intro to the fastest Motorcycle by kawasaki

KAWASAKI'S FLAGSHIP FORMIDABLE, 2008 NINJA ZX ® ™ -14 refined for more firepower

Each champion knows domination lasting only possible with a constant improvement. Such is the case with the Kawasaki Ninja ZX ® ™ -14. Since its inception in March 2006, this bike has ruled the sportbike class opened with poles near non-stop comparison magazine victories. Even if the 1352cc Ninja ZX-14 has won praise for its enormous torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to possible challengers.

The 2008 ZX-14 retains all the characteristics which have a legend, lower, middle and high-end power. Changes to the engine and exhaust system to enable it to comply strictly Euro-III emission of noise and tightening regulations. To meet standards for noise, engineers have focused on the reduction of internal mechanical noise instead muzzle the exhaust system. The result was not a power loss, but a general improvement of the engine and an actual increase in the ZX-14 of the legendary peak power! The emissions and noise levels are lower, peak power is higher, mid-range affected is stronger and more smooth and low-end torque has been increased.

To achieve these stringent emission levels, a third catalyst honeycomb was added to the collection, joining the two catalysts honeycomb already in each silent. The secondary air ports in the breech and its coverage have been made about 20 percent higher to allow air flow easier in the exhaust system. A new crossing Air Valve (ASV) caps on the low emission rates of updates and can handle about five per cent more than the flow of last year version.

The conquest of the questioning Euro-III regulations is admirable, but it took Kawasaki to the next step on the ZX-14 with changes to its 1352cc engine that improve the characteristics of power while meeting noise regulations. The injection system was the first to receive attention in an effort to increase peak power, give a more linear mid-range and low-end strongest couple with the same user-friendly personality. The fine-atomizing them with a blast fuel injectors have seen their side angle spraying has increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake port was revised to provide the characteristics flow.

Besides the engine, exhaust silencers function improvements in the ability of the first and third rooms and length of pipe projecting palette plates have been adjusted. Then, access to the connecting tubes (tubes joining head 1-4 and 2-3) have been expanded by about 75 percent to compensate for the new form of collection, which was amended to allow the inclusion of a third catalyst honeycomb. These changes were an important element in the strengthening of torque characteristics, particularly in the lower range rpm.

Noise Reduction internal mechanical permits for engineers to use exhaust relatively little modification to meet noise mandates and, hence, the exhaust system could remain free flowing greater power. Low-mechanical noise was reached in revising the piston profiles and adding a detailed urethane insulation inside the chain of magnesium.

The engine and exhaust system are not the only areas updated to 2008. The ZX-14 chassis is at any point equal to its power plants. By using an advanced version of Kawasaki unique aluminum monocoque design, its frame is lightweight and very strong. The transition to die rather than gravity for casting cast aluminum sections of the main frame led lower, allowing the Kawasaki engineers to shave weight on the already thin and compact frame.

With a sport relaxed driving position, the ZX-14 is compact without being narrow, with its bars placed within easy reach. The small engine, monocoque chassis, fuel tank and provide an interface thin rider. Footpegs are low-set to give enough legroom and the low height of the seat and reduce front seat, it is easy to plant both feet on the ground at a standstill. Comfort levels are high enough that the riders might think they are on a dedicated sport Tourism, but a twist of the ZX-14 of the lever is all it takes to remind this person is the world's fastest and most powerful production motorcycle.

Continuous fairing lines gives the ZX-14 a uniform appearance and fluid from front to back due in part to the monocoque frame that goes over the engine and not protrude through the hood. Quadruple projector beam headlights adorn the ZX-14 on the front, with low beams in the centre of two lenses and the outer lenses containing high beams and position lamps. The lights are properly integrated in the fairing and rear cowl with a unique "V" design LED tail lamp ceiling of the elegant aerodynamics of the ZX-14 aircraft which strengthens the Kawasaki heritage.

Such a combination of form, the power and performance characteristics with a motorcycle appeal that extends far beyond its high-performance public. The Ninja ZX-14 at the height of his Ninja heritage, surpassing the competition.

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