Earlier today, Kawasaki announced the new Ninja ZX-4RR KRT Edition, which will be available this Spring at U.S. dealers carrying an MSRP of $9,699. As expected, this is a high performance 399cc four-cylinder machine. Redline is at 16,000 rpm with peak torque at 11,000 rpm. Peak horsepower has not been released by Kawasaki, but expect in the neighborhood of 70 HP or more.
Interestingly, this should provide a fairly broad spread of power. Expect relatively hard thrust between 9,500 rpm and 15,200 rpm, or thereabouts. The engine is also fed by a RAM air system.
Kawasaki describes the ergonomics as aggressive, but slightly less aggressive than a pure supersport. The suspension is high quality with a fully-adjustable shock. The fork is a nice Showa SFF-BP, but it is only adjustable for spring preload.
The chassis is made of steel, rather than aluminum (including the swingarm), and the curb weight, perhaps surprisingly, is a claimed 415 pounds with four gallons of fuel onboard.
Kawasaki smartly included tire sizes that will allow owners to mount the latest-and-greatest sportbike rubber. Specifically, the 160/60-17 rear tire moves up from other smaller displacement machines to a size supported by virtually all of the tire manufacturers with their latest sportbike tires.
We suspect this new bike will be enormously entertaining to riders. Here is the full press release from Kawasaki:
Kawasaki is here to redefine the 400cc supersport category with the arrival of the all-new Ninja® ZX™-4RR KRT Edition motorcycle. This circuit-focused motorcycle combines real-world road enjoyment and track riding potential and provides the rider the satisfaction of being able to ride with confidence. The Ninja ZX-4RR KRT Edition is designed for the rider seeking a new exhilarating riding experience.
The Ninja ZX-4RR KRT Edition features a new, powerful 399cc in-line four-cylinder engine that produces music to the ears with its high-performance audible signal – helping it stand out from the competition. Thanks to its lightweight trellis frame, it is compact and nimble for exciting cornering performance. Dual front disc brakes and a high-performance Showa SFF-BP front fork as well as BFRC Lite rear shock have been fitted to ensure that the Ninja ZX-4RR KRT Edition breeds performance from the ground up.
The long list of impressive features doesn’t stop there as the Ninja ZX-4RR KRT Edition boasts numerous premium features that include a 4.3” TFT color instrumentation with smartphone connectivity, integrated riding modes that link Kawasaki TRaction Control (KTRC) and Power Modes, dual-direction Kawasaki Quick Shifter (KQS), and aggressive Ninja® ZX™ family styling that make it clear this is a high-performance supersport model from Kawasaki.
2023 NINJA ZX-4RR KRT EDITION HIGHLIGHTS:
- NEW All-new 399cc liquid-cooled, 4-stroke, in-line four cylinder engine
- NEW World Superbike-inspired chassis design
- NEW Dual front disc brakes
- NEW High-performance suspension
- NEW Ergonomics for control and comfort
- NEW Fierce Ninja ZX styling
- NEW 4.3” TFT color instrumentation with circuit mode
- NEW Smartphone connectivity via RIDEOLOGY THE APP
- NEW All LED lighting
- NEW Integrated riding modes
- NEW Dual-direction Kawasaki Quick Shifter (KQS)
ENGINE
The Ninja ZX-4RR KRT Edition boasts an all-new 399cc liquid-cooled, 4-stroke, in-line four cylinder engine that delivers exhilarating performance and fun-to-ride power. Developed with feedback from other Kawasaki Ninja ZX supersport machines, the all-new engine found on the Ninja ZX-4RR KRT Edition features a quick-revving nature with a direct throttle response that combines strong low-mid range torque for city riding and high-rpm power that can be enjoyed when riding on the track. As riders roll on the throttle, they are rewarded with a satisfying surge of acceleration that is complemented by the distinct intake and exhaust notes of a Kawasaki in-line four cylinder engine.
The liquid-cooled, DOHC, 16-valve, 399cc in-line four cylinder engine features a bore and stroke of 57.0 x 39.16mm and packs impressive power and strong torque. The bore and stroke contributes to the impressive top-end power. A high-spec ECU is similar to that found on the Kawasaki Z H2, which allows for the use of Kawasaki’s latest electronics. Electronic Throttle Valves (ETV) with 34mm throttle bodies provide smooth, natural engine response by enabling the ECU to control the volume of both the fuel (via the injectors) and the air (via throttle valves) delivered to the engine. Additionally, they facilitate the use of Kawasaki electronic rider support systems such as integrated riding modes with traction control, selectable power modes, and a dual-direction Kawasaki Quick Shifter (KQS) that allows riders to feel “at one” with their machine.
Intake port interiors are sand cast using fine sand, which results in a smooth finish. Similar to the Ninja® ZX™-10R, the intake port exits have been machined in two stages, first along with the valve seats and then again at an inclined angle, to create a straighter path for intake air as it enters the combustion chamber. The straighter and wider path for the intake air promotes a smoother flow and a greater volume of fuel-air mixture that contributes to the engine’s high performance. Lightweight forged camshafts contribute to the high-revving and high-rpm performance.
Large 22.1mm intake valves are complemented by 19mm exhaust valves, flowing a great volume of air for excellent high-rpm performance. Triple-rate valve springs accommodate the valves and add to the Ninja ZX-4RR KRT Edition’s high-rpm performance. A narrow valve angle helps combustion efficiency as well as achieves a compact engine design. The combustion chambers are precision machined to high tolerances – a production technique that is limited to Kawasaki’s high-performance premium models.
Lightweight cast aluminum pistons contribute to low reciprocating weight for quick-climbing revs. The piston skirts have a molybdenum coating that increases durability. The piston crowns were designed to develop compression, which contributes to the 12.3:1 compression ratio that is found on the Ninja ZX-4RR KRT Edition and optimized to allow the use of regular gasoline while achieving strong performance. The piston’s wide bore facilitates the use of the large intake and exhaust valves for greater air flow, while their short stroke adds to the high-rpm performance. Utilizing an aluminum die-cast cylinder with an open-deck design, excellent heat dissipation and low engine weight is achieved.
In order to reduce mechanical loss and vibration, Kawasaki engineers carefully selected the connecting rod ratio, while a special carburizing treatment was used on the connecting rods to improve durability and reduce weight. Thanks to the crankshaft’s light flywheel mass, a low moment of inertia was reached, contributing to a quick-revving engine character and direct throttle response. A deep oil pan ensures that the oil pump inlet is always submerged, blocking air from being ingested, even during hard acceleration and deceleration while sport or track riding.
ADVANCED ENGINE COOLING
With the Ninja ZX-4RR KRT Edition engine designed for high performance, Kawasaki engineers placed a great emphasis on the engine’s cooling system in order to achieve optimum performance. The water jackets on the cylinder head were carefully designed and long-reach spark plugs offer greater contact with the water jacket, helping to prevent engine knocking. A large, 30-row radiator provides efficient engine cooling to handle the Ninja ZX-4RR KRT Edition’s performance capabilities. Side air ducts are built into the fairings to direct cool air towards the engine and promote heat dissipation that greatly contributes to engine performance. Innovative Kawasaki technology like the patented radiator fan cover that is located behind the radiator directs hot air out to the sides and away from the rider, improving rider comfort. The heat management system was designed using CFD analysis and controls the flow of air, helping keep the tank, frame, and other parts that contact the rider cooler, further increaseing rider comfort.
RAM AIR DUCT INTAKE SYSTEM
The Ram Air duct system is a trademark feature on Kawasaki’s Ninja ZX models. It’s a centrally positioned intake that improves filling efficiency and increases engine performance. Following a layout that is similar to that of the Ninja H2, the Ram Air duct is routed to the left of the front fork on its way to the airbox. This contributes to a duct with a highly efficient airflow, enabling cool, high-pressure air from the front of the bike to be ingested. Engine performance is increased at all rpm thanks to the increased pressure and cooler air. Additionally, the design is extremely effective at preventing water from entering the airbox while riding in the rain. The large Ram Air duct has “Ram Air” stamped into it, which is visible to the rider and adds to the Ninja ZX-4RR KRT Edition’s high-performance look and feel. Intake funnels, consisting of 60mm and 40mm lengths, contribute to efficient filling and produce a flat torque curve with smooth power delivery. The downdraft intake creates a shorter, more direct path for intake air to enter the cylinder, improving cylinder-filling efficiency and increasing engine power, especially at high rpm.
EXHAUST
The header pipes and collector pipe layout were built with inspiration from the Ninja® ZX™-6R. Joint pipes link the headers, contributing to a strong power output while meeting emissions and sound regulations. A traditionally styled, long silencer produces a clear, racy exhaust note that is distinct to that found on a Kawasaki in-line four cylinder engine. The collector pipe features triple catalyzers to ensure emissions are met and their position makes it easy to add a slip-on muffler.
TRANSMISSION & CLUTCH
Complementing the high-performance 399cc engine is a smooth-shifting six-speed transmission that is designed to shine in all riding situations. It’s especially well suited for riders accelerating out of corners when sport or track riding and features a dual-direction Kawasaki Quick Shifter (KQS). Developed through Kawasaki’s racing efforts, the Ninja ZX-4RR KRT Edition is fitted with an Assist & Slipper Clutch that uses two types of cams (an assist cam and slipper cam), offering two functions that are not available on a standard clutch. When the engine is operating at normal rpm the assist cam functions act as a self-serve mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever pull when operating the clutch. When excessive engine braking occurs, the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back torque and help prevent the rear tire from hopping or skidding.
ELECTRONICS
KAWASAKI TRACTION CONTROL (KTRC)
Kawasaki’s advanced KTRC system provides both enhanced sport riding performance and peace of mind under certain conditions to negotiate low-traction surfaces with confidence. Three selectable modes offer progressively greater levels of intrusion that cut fuel and ignition to help maintain traction and forward drive as well as suit the riding situation and rider preference. The system uses a number of parameters to get an accurate real-time picture and adapt accordingly. Mode 1 is the least intrusive and designed with sport riding in mind, Mode 2 intervention occurs earlier offering a balance of sport riding support and rider confidence, and Mode 3 is the most intrusive for navigating low-traction conditions. In addition to the three modes, the rider can elect to turn the system OFF.
POWER MODES
Power Modes offer riders an easily selectable choice of engine power delivery to suit riding conditions or preferences. In addition to Full Power mode, one (Low) alternate mode in which maximum power is limited and throttle response is milder is provided.
INTEGRATED RIDING MODES
All-inclusive modes that link KTRC and Power Mode allow riders to easily set traction control and power delivery to suit a given riding situation. Riders can choose from three settings (Sport, Road, Rain) or a manual setting (Rider). In the manual Rider mode, each of the systems can be set independently.
KAWASAKI QUICK SHIFTER (KQS)
Adding to its impressive list of high-performance features, the Ninja ZX-4RR KRT Edition comes equipped with dual-direction KQS. The KQS allows ultra-quick upshifts and downshifts without the need to use the clutch, resulting in a more enjoyable experience and quicker lap times. Designed for more effective sport riding, KQS can also be used on the street when the engine is above 2,500 rpm.
TFT COLOR INSTRUMENTATION
The 4.3” all-digital TFT color instrumentation gives the cockpit a high-tech, high-grade appearance and features a Circuit Mode that allows lap timing and shows track-related information in a more prominent and easier-to-view layout. The high-grade color LCD screen features TFT (thin-film transitory) technology, delivering a high level of visibility. Selectable background and text colors can be chosen to suit light or dark conditions and screen brightness automatically switches between five levels to suit available light.
Display functions include a digital speedometer, digital bar-style tachometer, gear position indicator, shift indicator (tachometer flashes), fuel gauge, odometer, dual trip meters, current and average fuel consumption, remaining range, average speed, riding time, coolant temperature, clock, battery voltage, lap timer (Circuit Mode only), Kawasaki service reminder, oil change reminder, integrated riding mode, KTRC and power mode indicators, smartphone call and mail notices, Bluetooth indicator, economical riding indicator, and KQS indicator.
Circuit mode can be toggled for use at track days and changes the display to make information for track riding more visible. This includes showing the lap time in the center with large text so that it can easily be ready while riding. The gear position and tachometer display is also more visible along the top when above 10,000 rpm, giving riders a clear view of the information needed when working towards faster lap times on the track.
RIDEOLOGY THE APP
Bluetooth® technology built into the instrument panel enables riders to connect to their motorcycle wirelessly. Using RIDEOLOGY THE APP*, a number of instrument functions can be accessed, logged, and reviewed contributing to an enhanced motorcycling experience. The following information can be viewed:
1. Vehicle Info – Information such as fuel gauge, odometer, maintenance schedule and more can be viewed via the smartphone
2. Riding Log – GPS route information as well as vehicle running information can be logged and viewed via the smartphone
3. Mobile Phone Notices – When a call or email is received by the smartphone, this is indicated on the instrument display
4. Tuning / General Settings – General instrument display settings such as preferred units, date, date format, and more can be adjusted via the smartphone
The app can also be used when away from the motorcycle. When riding (with the app ON), the bike and smartphone are always connected and riding log data is being recorded by the app. After your ride, the latest riding information is stored by the app and may be viewed on the smartphone. Any changes made via the app while the engine is off, or while out of range, will be implemented as soon as the ignition is turned on and the smartphone is in range with the app ON.
* RIDEOLOGY THE APP is not intended for use during vehicle operation. Only use RIDEOLOGY THE APP when the vehicle is not being operated and it is safe to do so.
CHASSIS
The Ninja ZX-4RR KRT Edition delivers light maneuverability when riding around town, however, its high-level supersport character shines when out sport riding on backroads or at the racetrack. Utilizing feedback derived directly from Kawasaki Racing Team’s (KRT) efforts in the FIM World Superbike Championship, Kawasaki engineers carefully selected key chassis components to achieve excellent rigidity balance. Formed from high-tensile steel, the trellis frame features various pipe diameter thicknesses with a swingarm pivot section. Kawasaki’s advanced dynamic rigidity analysis was used to ensure the required balance of strength and chassis flex.
Key chassis dimensions, such as center of gravity position, swingarm pivot position, engine axis positions, and the caster angle were inspired by Kawasaki’s World Superbike Ninja® ZX™-10RR, bringing World Superbike chassis design to the 400cc class. The long-style swingarm is made from high-tensile steel and allows the bike’s front-rear weight distribution to be set for the perfect balance of nimble handling and composed chassis behavior. An arch design on the right side of the swingarm delivers the required balance of rigidity and flex, enabling the silencer to be positioned as centrally as possible while adding to the Ninja ZX-4RR KRT Edition’s stylish, sporty looks.
SUSPENSION
To complement the optimal rigidity balance of the chassis, the Ninja ZX-4RR KRT Edition front end is held up by a 37mm inverted front fork that features Showa’s SFF-BP (Separate Function Fork – Big Piston) technology. This advanced fork offers both racetrack performance and everyday usability. The technology is similar to that on the Ninja ZX-6R, while the spring rate and damping characteristics were developed specifically for the Ninja ZX-4RR KRT Edition. The front fork provides smooth action at the initial part of the stroke that contributes to excellent composure under braking. A large-diameter damping piston is used in the SFF-BP fork, which is much larger than that used in a cartridge-type fork. This allows oil inside the fork to act on a much larger surface area and damping pressure to be reduced while ensuring the same damping force. By reducing the damping pressure, it allows the slide pipe to move more smoothly, which is especially noticeable during the initial part of the stroke. This design allows for greater control as the fork begins to compress and a smooth transition as the Ninja ZX-4RR KRT Edition’s weight shifts forward when reducing speed, offering greater chassis stability on corner entry and a planted feel when braking. The fork settings were designed to accommodate a wide range of riding situations, from the city to the racetrack. The spring preload is adjustable and can be tailored to suit the rider’s preference, which is the first use of adjustable SFF-BP in the 400cc class.
At the rear of the Ninja ZX-4RR KRT Edition, horizontal back-link rear suspension mounted to a Showa BFRC (Balance Free Rear Cushion) Lite shock can be found. The shock is similar to that found on the Ninja ZX-10R and has been specially tuned for the Ninja ZX-4RR KRT Edition. Its excellent movement at the start of the stroke ensures comfort in day-to-day riding as well as a planted feel when riding on the track, while linear damping characteristics provide a stable, solid feel and peace of mind for the rider in a wide variety of situations. Additionally, it offers adjustable compression and rebound damping as well as adjustable spring preload so that riders can fine-tune the rear end to suit their riding preferences. The horizontal back-link rear suspension positions the shock unit and linkage above the swingarm and out of the way from engine and exhaust heat. A firm rear shock feel achieves a planted feel that is reassuring during sport riding, while also offering ample absorption for ride comfort when riding around town.
WHEELS & BRAKES
In order to stop the powerful Ninja ZX-4RR KRT Edition, a pair of 290mm semi-floating front discs handle the stopping duties up front and are gripped by 4-piston radial-mount monobloc calipers. The calipers feature different diameter pistons with the upper piston measuring 32mm and the lower piston 30mm. Dual front discs were chosen for additional stopping power and the monobloc calipers help achieve a firm initial touch. Brake pad selection contributes to both brake force and braking controllability.
At the rear, a 220mm disc is slowed by a single-piston caliper that is powered by a 38mm piston. The master cylinder, caliper, brake pedal, and brake pad material were carefully selected for a balance of stopping power and control. Equipped with ABS, the Ninja ZX-4RR KRT Edition features Nissin’s latest ABS control unit that has been specially developed to deliver precise control and is the most compact and lightweight unit available.
Stylish star-pattern five-spoke wheels contribute to the bike’s overall lightweight and their high rigidity improves handling. The wheels also contribute to the bike’s light, nimble appearance. Dunlop Sportmax® GPR-300 radial tires are mounted on the front and rear, offering high grip in both wet and dry conditions and contributing to agile handling and excellent riding comfort. A 120/70ZR17 tire is used on the front and 16-/60ZR17 is fitted on the rear.
ERGONOMICS
To take full advantage of the Ninja ZX-4RR KRT Edition’s nimble, supersport-style handling is a naturally aggressive riding position that is more forward-leaning than that found on the Ninja 400. The riding position on the Ninja ZX-4RR KRT Edition offers a good balance of wind protection and aerodynamics that enable the rider to tuck in to get out of the wind, while still maintaining a relaxed feel. A slim design of the fuel tank between the rider’s legs promotes good contact with the bike and a low design on the top of the fuel tank facilitates the rider getting into a tucked position. A firm seat cushion offers both sports potential and comfort. The seat makes it easy for riders to shift their weight during sport or track riding and increases comfort on long rides. Supersport-style footpegs give the rider a direct feel and good controllability when sport riding. An adjustable brake and clutch lever each offer five position settings that allows the rider to set them to suit their hand size and preference.
STYLING
The aggressive Ninja styling of the Ninja ZX-4RR KRT Edition was designed to deliver a fierce look that contains its power and explosive action, benefitting the most powerful machine in the 400cc class. Prominently located at the center of the upper cowl, the Ram Air intake is a trademark feature on Ninja ZX models, setting the machine apart from its competition. It’s stamped with “Ram Air”, leaving a reminder of the bike’s high performance. A sharp chin spoiler further contributes to the strong Ninja family image. The supersport-style low fuel tank and minimalist tight-fitting bodywork that wraps around the in-line four engine gives the Ninja ZX-4RR KRT Edition a compact, high-class look. Sharply angled lines contribute to a lightweight image that reflects the bike’s nimble supersport-style handling. Side air ducts in the fairings provide a blend of form and function, directing cool air into the engine and adding aggressive lines for a stylish design. The upswept angle of the slim, race-style tail cowl puts off a lightweight appearance and the rear flap can easily be removed for track days.
Twin LED headlights help the Ninja ZX-4RR KRT Edition stand out and provide excellent illumination, while LED front turn signals are built into the fairings. The LED taillight was inspired by the Ninja ZX-10R, adding a high-grade touch to the rear of the motorcycle. Both the license plate bulb and rear turn signals are LED, completing the full LED package.
ACCESSORIES
A wide range of Kawasaki Genuine Accessories (KGA) are available and allow riders to personalize their Ninja ZX-4RR KRT Edition motorcycles. This includes a sport seat with firm urethane cushioning that makes it easier to feel the rear wheel traction during sport riding sessions and a USB outlet that provides a convenient charging point and is accessible under the seat. Other accessories such as a pillion seat cover, frame slider, tank pad, radiator screen, and meter protector are also available.
Ninja® ZX™-4RR KRT EDITION
Color: Lime Green / Ebony
MSRP: $9,699
Availability: Available Spring 2023
Who do the forum members think is the market for this bike?
We have been through this same scenario in late 80’s early 90’s when first Honda brought in the 1989/90 Gear driven cams model CB-1. Then there was the Suzuki GS400 Bandit. BOTH these bikes; if memory served me correctly, were approximately $1000 Less than the same manufacturers’ 600cc models. The 400cc models DIED ON THE SHOWROOM FLOOR. Why was this? Well for the $1000 step up there was MORE performance and Look at Me appeal (CBR model or GSX model) compared to a what–CB-1??There was also the 600 cc Grand National Series where Doug Pollen crisscrossed the country and made a fair living on purse winnings.
NOW the market is much smaller and Many of those older enthusiasts have grown up. Modern youth hardly consider sport(y) bikes and instead want Jet Skis, Cars, Latest phones etc. Very little interest in bikes.
So I ask again WHERE is the market for this new ZX-400RR??
I DO NOT HAVE to be convinced as I currently own THREE (3) CB-1’s and a CB-1.5 but what of the rest of the market–IF THERE IS EVEN ONE out there.
I HOPE I am WRONG and they sell as fast as Kawasaki can make them and OTHERS FOLLOW.
PLEASE ENTHUSIASTS–PROVE ME WRONG.
GOT to give Kawasaki the cojones for making AND BRINGING this bike to the USA.
Yes, good question, and a tough one. I had commented on the original zx400r post here about having owned both the Bandit 400 and CB-1. Loved both of them, and found the width of power and power delivery to by very satisfying to me. Granted, I live in north Alabama and mainly ride secondary roads with no lengthy trips or commuting or such. I would have to believe this would be a total hoot to ride for sure. Maybe some older guys like me will sign up. I just have outgrown bikes with full body work and sporty ergos. I was actually drawn, even back then, to streetfighter type set-ups. I love to see the engine, exhaust, etc., and want minimal body work. Got a ZRX and a KZ550A at this point. Just really pulling for this bikes success. Maybe some youngsters that would normally purchase smaller bikes will pony up. We all know how easily this young generation seems to dive into debt.?
For me, where I live, a 400cc bike is 1/2 as much to insure as a 600cc bike. So…that’s a savings of about $500/year and that makes a big difference to many who want some performance but don’t want to be soaked by the insurance company to do it. Yes, lots of less expensive 400cc bikes to be had, but not with this level of go.
Yes, I agree. the only market for this, really, are countries that have size penalties. Like Japan, where under 400cc bikes flourish. Here in USA, one simply asks “why”?
South East Asia, that’s the place for these bikes to sell well.
For for exemple’ in Québec’canada we pay 2000$ or more for a race type bike in plate.. for tourisme bike we pay little bit less than 1000 and for 400cc and less we pay 475$ in plate.
I guess the day of the crotch rocket has not been eclipsed by adventure touring, looking at the number of recent comments. 98 to 12 .
I noticed this too – I’d be curious but my suspicion is small-bike posts (not just crotch rocket then actually) trend this way/lots of interest in them.
I’ve always noticed that the number of posts does not equate to sales on the floor. Performance bikes like this 400 are an oddity nowadays and will generate a lot of interest on forums but few sales. The market for 400cc bikes costing upwards of $10,000 is rather slim.
I can only surmise that for some folk this motorcycle is too small to fit their ego.
If this bike languishes in showrooms just be ready in a few years from now to find out this bike has ascended to “highly desirable collectible” status and some here will bemoan their chance at owning one
“back in the day”.
I call them the “ifonlys”. If only I had bought one then I would have it now”. If it is a genuine case of you can not reasonably afford this, fine. If you can not physically fit this, fine.
When it comes down to that moment of decision there is a fine line between yes and no but each person has a level to their own buyer’s remorse. Go over it and you risk giving the purchase away at a large loss just to escape your self persecution. Remain beneath it and any thoughts of regret will soon be forgotten and you will enjoy your purchase guilt free.
I wish I could have afforded the entire ownership experience (purchase price, insurance and upkeep) of a 1982 Honda CBX but I could not and I recognized that so that I did not go in over my ego and sign up for more than I could afford, LOL!
It is just a motorcycle. If it adds to your life without taking away from what you NEED to pay for something you merely WANT? Don’t be the guy who “chose poorly”… 😉
ORT
The clip-ons are a mistake to me, as well as it’s being down about 20 hp from what it could be. I had no problem with the price or that for a grand more you can get a ZX-6R. This is a different riding experience: high-spirited without being scary. Or at least it could have been. And every dealer is going to mark this up $3000, which is just going to antagonize the customer. I had hopes of a GpZ550 redux but no dice.
Actually we’re getting 3 of them. And they are priced at $101 under MSRP.
This old codger can’t abide the pretzel like ergos of this machine, but if someone would put this engine into a standard bike and keep the weight down as well, I’d be all over it.
ditto that…although i guess part of the magic of this bike is about getting more weight over the front wheel so a standard version might corner a bit differently
Is the US spec really down 10hp from the Euro bike?
From Motorcycle.com:
An actual limit within the 11,000 to 12,000 rpm range is about 75% of the “over-15,000 rpm” claimed redline, which may be enough to choke the U.S.-spec Ninja ZX-4RR down to a 56.3 hp output from the European figures.
The “it’s too noisy no-fun” police are active in America.
FFS.
I’d think a tune would help but are these a thing with bikes outside Power Commander etc?
One can only imagine that Brock’s and the like are just waiting to get their hands on one. Once the ECU is cracked by one of the companies that does such things, we’ll likely see the uncapped redline. Might take a model year or so for that to happen, given how long it took to crack some of the other, newer ECUs out there.
But the point stands, it’s still extra cost a buyer will need to sink into this bike to make it what it was really built to be. I was set on getting one until I found this tidbit, and it’s sad that Kawasaki couldn’t engineer their way around a simple noise restriction, given how loud some of the factory bikes are right out of the gate!
VERY annoying indeed.
What’s interesting is my FZ6 has 14k redline, and VERY quiet exhaust – like I was shocked when I first heard one go by with stock exhaust and realized the majority of what you hear on the bike is intake tuned sound.
Really unsure how this is a problem with the huge exhaust we see here! WTF!!!
While I can’t imagine why the NHTSA doc shows that low figure I doubt this will arrive rev-limited. We have open class monsters with higher rev limits and obscene peak power outputs. If there was a significant chance that this bike would only arrive with 56hp, they’d have scrapped it for this market.
I’m thrilled to see bikes like this being produced again!
I’ve got high-tech 400’s from the 90’s including a Honda RVF400 and Kawasaki ZRX400, and in their day, they included the highest spec. of the time equivalent to much bigger models. Kind of like what 600s were in America in the day. They are fabulous to ride, small in stature with engines that seem much bigger than they are. A high-strung 400 is the perfect size 4-stroke to me, and hopefully other manufacturers follow suit : )
Really hoping this pushes the other three to bring 400-4’s over. An “arms race” in the 400 class would be great.
Think about this. Let’s just say you take this bike down a mountain road that is full of 15-30 mph turns. Very common out here on the west coast. When you arrive home from this ride there is a huge problem. How are you going to get that huge smile off you face? Imagine just rowing through the gearbox and with that little four cylinder engine singing. Worth every penny of the $10K I believe.
the ninja zx4r and zx4rr have a maximum rpm of 11 500 in Canada due to noise regulation
Interesting. That’ll significantly blunt the peak power of the bike. Is such a limitation commonplace in Canada?
Castro’s kid is in charge, so yeah.
Peak horsepower number is impressive but what’s under it. I’d like to see the torque and power curves to get a real sense of this engine.
It’s a 400cc, inline 4 cylinder with a 16 thousand rpm redline. That pretty much says it all right there.
Correct, math is easy. Figure about 2/3 the torque of the 600, or about 30+ lb-ft, or more than a DRZ400. The fours have nice and flat power bands, the ZX-6R has nearly flat torque between 3,000 and 15,000 rpm. Inline-fours have a much wider, larger, and flatter torque band than anything shy of a straight six. This bike should be no different.
The zx-6r (the 636 one) is pretty lumpy below 8000.
Like all highly-tuned-for-top-end engines, there’s a resonant low inn the area between approx 1/3 and 1/2 redline. It’s not incredibly visible on wide-open-throttle dyno runs, but at part throttle, which is what you normally use on the street, it is very noticeable, and a bit awakward, in practice.
Compared directly with to hotted-up singles, and even high strung twins, the inherent smoothness of any 4 may not make it that noticeable. But compared to themselves above 8000, or to lower-state-of-tune I4s (Ninja 1000 vs ZX-10R), it’s pretty darned startling.
Doesn’t mean the bike isn’t functional in the ower revs. But the bike is unlikely to amaze you, unless you plan to carry each gear high enough that each upshift lands you north of 8000. Conversely: Do that, and…. man!!!
Hope Kawasaki will widen the model range for this new 400 IL-4 and introduce a mini ZRX1200R, like Honda did with the CB400 Super Four.
I agree 100%
I agree 100%
I agree, but only about 82.2%
I agree, but only about 82.2%
🙂 Well done, sir! I agree 117.8%! 😉
ORT
I’m trying to figure whether he actually agrees 164.4%, since he posted it twice…
But since he made me giggle, all is forgiven.
I would like an exact look a like 800cc ZRX1200R in green, but must still have the vetical storage compartment so deep. What a wheele machine !
Another almost bought one story.
Lovely bike, it should be very fun in a circuit or mountain road, but I like also big horsepower, and this means big engine.
This is the type bike I’ve always wanted and, if I was 27 instead of 67, would jump on in a heartbeat.
Rarely does Japan come out with a high performance, smaller displacement motorcycle. Honda has released small displacement street legal, almost race bikes in the past, Yamaha has too. Actually, if I could, I would buy 2…. 1 to ride and 1 to store away and unveil in 20-25 years where everyone would go “wow…I remember that bike and how cool it was”
As others have said, nothing like riding a bike that one can actually use the power and handling up towards its limits and enjoy the sh*t out it.
I once rode an early 1970’s Kawasaki Mach III. Scary, hair trigger power band and terrible frame and handling….but way cool and an emotional rush. This has probably a little more power than the Mach III and far, far better handling and power delivery.
Good job Kawi!
Kawasaki released a ZX-25RR along with the 4RR that has ~ 50 hp! But not for US
Heres what I’m talking about regarding my comments above…from Cycle World
Back in Japan’s “bubble era” of the late ’80s a combination of Japanese license laws and an insatiable demand for technology led to a brief spate of exotic 250cc four-cylinder sportbikes. The Honda CBR250R, Suzuki GSX-R250, Yamaha FZR250R, and Kawasaki ZXR250 were only offered for a few, short years, briefly giving road-going riders the experience of bikes that revved as high as 20,000 rpm. Now Kawasaki is bringing those days back with the newly launched Ninja ZX-25R.
https://www.cycleworld.com/2020-kawasaki-ninja-zx-25r-first-look/
I’m a little surprised by the comments (well, not really) that say “you can get the XYZ bike for the same price and it has twice the displacement and only weights 3 pounds more”. You simply don’t understand the visceral experience of riding a machine such as this – and probably never will. If you equate displacement to dollars – you’ve missed the point. A bike like this demands your active participation, the reward being a bike that feels as though it is an extension of your body. It brings all of your senses alive. And if you are writing a snarky comment right now, realize that you didn’t understand a word you just read.
Fully agree, Gary. A recent ride on a new Z400 really opened my eyes to what a modern low capacity motor in a good chassis can give on a winding road. Changed my attitude completely.
Now, imagine teenagers with Yoshimura slip-ons blazing through neighborhoods at 15,000 RPM… Or having a nice time on a public road at 12-16,000 RPM and the attention that’d draw from armed folks with the power to separate you from your freedom.
Teenagers on $10k sport bikes? I doubt they’ll be any louder and they’ll almost certainly be less numerous than piped 600’s were. Those were less numerous and less loud than open piped HD’s. You’ll get in more trouble for riding at the speeds that 12-16,000 rpm’s bring than the noise it makes.
mathMajor? Really?
Thank you Dave.
“…armed folks with the power to separate you from your freedom…”
Are we worried about shootings of young sportbike riders?
It is not. HD 883. Nothing else
“Say what?”
– Tone Loc
The idea is if you want another zzr, that is dangerous,
I prefer small money cool motorcycle.
You’re right. Nothing sucurely anchors medium sized boats like an 883.
What Kawasaki is trying to do is sell a cool little engine in a ridiculously heavy chassis for 10 grand to people who want to ride the thing. Though Kawasaki is a ship builder, this balasted motorcycle is not intended for use as an anchor the way an 883 is.
Cool bike, but Kawasaki might have missed the mark a bit on this one.
For just $1300 more I can a ZX6R that is 11lbs more, has 57 more horsepower, better suspension, and better tire choices.
Now if this came out in the RR form at say 370lbs, then we would be talking some serious stuff, but as it sits, it’s just not enough bang for the buck.
CMD – You’re injecting logic into this thread…not advisable.
LMAO!!
LMAO…ALSO!
The 636 is being forced off the street in more and more markets every year. 16000 rpm is marginally easier to meet emissions with, than 16000 in a 600/636. And 16000 is the whole point.
Maybe I missed it somewhere but I hope there’s a non-KRT edition with the same equipment but a less-busy paint scheme, preferably one that de-emphasizes the “ready for mating” tail section styling….
There are as many as 3 versions sold in other markets (I think the UK gets all 3). I’m not sure if any of them are exactly the same as this one or if it is a unique spec to the US market.
I was hoping for a modern version of a late 80’s Japanese 400. Low weight, aluminum frame and all. Stand down. Put the credit card away and forget a deposit. An XSR900 for basically the same money is a bargain and it only weighs 10 lbs more.
I’m actually curious if an Al frame would save that much. It is trellis – observe Al would be a more-massive casting or forging, and steel is stronger. I expect this design offers some “chassis suspension” advantages as well.
Depends on what they spend on the effort. There are high tech chromoly steels that are way lighter and stronger than the hi-ten steels commonly used in vehicles but they’re just as expensive as aluminum. KTM has been successful with steel frames but they’re still the most expensive dirt bikes.
I’m guessing they didn’t bother with the high grade chromoly alloys available. Had they done so, the bike would most likely be closer in weight to the 690 Duke than the Ninja 650.
Indeed. I was expecting a weight closer to the existing Ninja 400. We’ll see how it’s received when dealers start getting them.
I’m really disappointed about that, honestly. I kind of pictured this bike as something that might truly shake up the market a bit. A screaming 70hp with a lightweight, cutting edge chassis and high spec suspension and brakes would be a truly unique offering. I do almost no riding on the street anymore, but I’m pretty certain I would have bought that bike. That would have been something truly new to me, and I don’t think I could have resisted the temptation to experience that.
As it is, it feels more like a sleeved down zx6r with less suspension adjustment rather than something truly novel. Specs aren’t everything, though. Maybe it will be great in spite of the numbers.
The benefit from twin spar alloy frames, is in stiffness, more than weight. Stiffness which is primarily noticeable under very high loads. Which is mostly experienced on slicks. At “street speeds”, a somewhat more flexi steel frame may (just may) give better “feedback.”
The 600s were designed, amidst massive competition, to be as fast as they could be.
These 400s aren’t cut from that cloth. Instead, they are destined to provide “racy” sensations at (at least kinda-sorta-if-you-stretch-it-a-bit) street appropriate speeds. Their mission is more Miata/GR86 than S2000/Vette ZR.
It would be interesting to see a comparo between this bike and some historical competitors (a 70’s RD400, maybe an ’85 RZ350, a late 80’s FZR 400, something from the early 00’s (Japan only), etc.). Getting them together in one place might be a tough nut, but even a spreadsheet comparing specs would be an interesting thing to review – just how far has the engineering come in the last forty-five years? No doubt the newest bike will compare favorably with respect to emissions and safety, but what about on the real-world performance front, including inflation-adjusted pricing (affordability), and reliability/longevity (obviously unknown with the new model). I paid something like $950 for my ’76 RD400 – adjusted for inflation, what would that be? Maybe three grand?
A friend had a ’53 Indian, and there was more than a little difference between it and my 1993 V-Max. My guess is that the changes over the last forty years are much less striking than the previous forty. Guess you just can’t deny the limitations of physics on product development.
The price of your RD today would be $4950. But, then it’d still have crappy suspension, a flexible frame, wouldn’t meet emissions, and would have skinny bias ply tires.
I need to research your $4950 number, that seems high. The RD’s frame and suspension were appropriate for the RD’s power (about 40 hp, plus or minus), and were anything but criticized at the time – on a 70 hp bike, you’d probably be correct. Tires are replacement items, so you’re reaching on that. You’re absolutely correct on emissions.
But you missed my main point, that we seem to have reached a “plateau” for small displacement street bike performance back in the late 80’s or early 90’s, especially in terms of weight. Again, I can’t wait to see how the new Kaw’s real-world (especially street) performance would stack up to historical predecessors, and whether the bike’s obvious advantage in peak hp translates to actual rideability. Personally, I’m favoring the argument of the folks here who believe that on a “value” basis, you get a lot more bike for the money with a larger displacement model, the 600cc sport bikes of the last decade will probably be looked at by history as the pinnacle of the genre in decades hence.
“we seem to have reached a “plateau” for small displacement street bike performance back in the late 80’s or early 90’s,”
Since 600cc sport bikes have fallen out of favor we can see the same plateau in development for the past 10-15 years, yet Open class bikes have gone from 150 to 200hp over that time span.
Yes, open class and liter bikes are only now starting to catch up with the technology and specific power outputs that 600s were enjoying 10-15 years ago.
Specific power output, yes (not that they ever needed more than 160hp..). Technology, no. The open bikes always led the 600’s in that regard because they’ve always had a higher price ceiling.
I think this is a great bike for the rider who has the desire and roads for a bike like this.
I also see the MSRPs creeping up every time a new model makes its debut.
Wasn’t that what a ZX6R cost not too long ago?
I’m 57 years old now, and while I do not believe that means I’m too old for this new 400, it does mean that it would not be the bike I’d be shopping for if I were in the market for a 2023 street bike.
I’d probably go for another MT-07 – light, agile, great power delivery, great handling and feel.
For the roads I ride on, the MT makes much more sense to me.
Price keep going up? Well, time is marching on and we can’t stop it. You don’t honestly expect prices to remain contant 10 years on, do you?
$9700 is not bad at all for this screamer bike with the nanny features, good suspension and tire sizes that allow for good rubber options. And like the ZX-6R, it’s a 4 cylinder so the amount of labor to build it is the same, hence how close in price they are. More ccs generally doesn’t add cost all by itself.
The less expensive Ninja 650 is only 8000 and only weighs 4 more pounds. Plus it has about 60 RWHP and 50 lbs of torque throughot the midrange. I could have more fun on the 650 than the ZX-4RR because it’s a better power spread and available everywhere, not just above 11k rpms. There’s even money left over for an aftermarket can and ECU flash for more guts.
Prices are not going up.
The purchasing power of our currency is going down.
Wasn’t Donald Trump president not too long ago?
I bought a 400cc Honda CB-1 back when it was current, feeling that I was finally getting a taste of the tiny super-high rpm engines offered in Japan.
Then I moved to SoCal, where 80 mph is the de facto commuting speed on many roads at the right time of day. I
discovered that 80 mph was way up the the rev range and the screaming coming up from the engine room was unnerving to one not accustomed to it. No bad noises suggesting mechanical woes, but I just wasn’t used to it.
Figured I would get adapted, but I didn’t. Sold the bike with lo miles on the odo, with the thought that I might get nostalgic for time spent gazing at the beautiful engine, and the build in general. But no, I missed the fat midrange of bigger bikes. And could always look at photos of the sweet CB-1.
Who?
The difference between riding this and a larger sport bike is the usable rev range. On the track you can certainly ride a 1000 cc sport bike close to its full engine potential on the street however this is just not possible. This motorcycle with its broad rpm range and lower over all power begs to be ridden fully exploiting the engine. The soundtrack of 16000 rpm and tight handling is worth the price of admission.
No doubt it will be a fun bike. For the price I would have liked to see fully adjustable suspension, bolt on sub-frame and less weight.
Exquisite engineering undoubtedly, but I’m amazed that so many grown-up people, Americans especially, are fascinated by frenetic little buzz-bombs like this. OK, so 200bhp sports bikes are overkill but to see little 400s claiming top-end power as high as a decent 900 fills me with dread, considering the way this bike would need to be ridden to make use of it. Each to their own, of course.
I will just get a 1988 FZR400 and be happy with the better performance for less than half the price. And better styling. https://image.bikebros.co.jp/bike_img/0/9353/1_l.jpg
The used market must be good in California. A clean model here would cost twice as much as this Kawasaki.
Here’s an example of a pretty rare FZR400 that is selling for $6900. I would take it in a heartbeat over the new Kawi.
https://forums.13x.com/index.php?threads/1988-yamaha-fzr400-3en1-jdm-import.381297/
Wow. I know a guy here that sold a pristine one a year ago for $16K. Listed it and got three full asking price offers in the first hour plus a number of offers under asking. Some guy drove out to Denver from Michigan to pick it up. Though it may have been a different story if he listed it in today’s market.
I bet if we had the chance to do a real riding comparison, the 1988 FZR 400 wouldn’t look any better against this than the 1988 FZR 600 would against the current ZX6r. Those were cool bikes but that was a really long time ago.
Adjusted for inflation, MSRP on the ZX is almost EXACTLY the same as the FZR400 in its day. And I would wager this new bike will clean the Yamaha’s clock in every way.
We haven’t ridden the new Kawasaki yet but I can tell that you and Dave must have never ridden an FZR400. At Yamaha I got to sample all the new bikes from 1981 to 2017 when I retired and a few really stand out, the FZR400 among those. In fact it was the first of the sport models that felt like magic in the way it handled. The later R1s and R6s had that same magical feeling just with a lot more power. I’ll bet that a 1990 FZR400 with a set of modern tires and some R6 Blue dot calipers (an easy bolt on) would take on the 400 Kawasaki no problem.
I owned an FZR400. Yes, it was great in its day, but I believe the Kawi will be that much better. We shall see…
Curly, we’re not talking about nostalgia and “magic”, we’re talking about objectively measurable performance. If this new Kawasaki performs comparably to a 35 year old Yamaha then it’s 100% Kawasaki’s failing. There’s nothing you could bolt onto a FZR600 of similar vintage that would bring it past a 2022 ZX6r on the same tires.
“If this new Kawasaki performs comparably to a 35 year old Yamaha then it’s 100% Kawasaki’s failing.”
Simply keeping up with “Golden Era” bikes, while meeting current emissions, is a success. Not a failure.
16000 rpm, in a chassis worthy of it, is the point of this bike. Kawi being willing to dedicate resources enough to make that possible in this day and age, is pretty amazing.
I pulled up the factory specs for the 1990 FZR400 and I have to say if Kawasaki has hit the 415 pound wet weight and 70 crank horsepower then they have done a great job of matching the FZR400 which was also 415 pound wet even with the alloy frame and 65 horsepower at 12,000 (14k redline). The mags showed it at 59 hp but that was to keep the Japanese regulators happy who had that at the top limit for 400cc class bike. With a pipe and jet kit the FZR easily gains 10hp on top according to Dyno charts. The Kawasaki will probably gain as much with a reflash so it will be interesting to see just how good it is.
Was 59hp the published number or is that what FZR 400’s were testing at on rear-wheel dynos back then? If the latter then it tracks with the expected drive train losses. A quick look around found me a couple of examples of people getting 65hp at the wheel with jetting, pipe and airbox mods. These showed lumpy and peaky torque curves. I expect modern fuel injection to take care of that.
Ha ha. You guys think that spec sheets are what make a bike faster? Look around and find plenty of videos and forums where people have been able to beat modern, “higher performance” bikes on older bikes. It ultimately comes down to how well the bike is designed and how much the rider is able to connect with the bike to extract as much as he or she can out of it.
Those were incredible, and are examples of motorcycles that show how far we haven’t come in 30-odd years.
Objectively these were “really good” but they were failures in the US market because essentially the same bikes with 200cc more engine and only a few more pounds were available for the same price or even less.
I see this bike having a similar hill to climb. By not being tied to racing classes the new age of sport bikes are more and more being compared by what they do instead of the volume of their cylinders. I see the Yamaha R7 as this bike’s most natural competitor and it is formidable.
Super cool, respect to Kawasaki for putting this out there. I wish I had the spare cash to throw at a toy like this.
I won’t lie… I’m a bit disappointed.
I’m with you, a little.. “underwhelmed”. Looking at the historical competitors- FZR 400 and VFR/RVF 400 I see that even with their higher spec frames and swing arms they were about the same weight and likewise about the same weight as a 600. I guess the lesson is that it’s pretty difficult to make a 400cc 4 cylinder engine (or even the 250..) meaningfully lighter than a 600cc version, which in the early days were sleeved/stroked 400’s.
I thought this had potential, but it seems too heavy and too expensive. The price and weight of the Yamaha MT-09 is roughly the same, but the Yamaha has a ton more power and comes with fully adjustable suspension. Maybe this will be a competitive option in some racing classes, but there are better options for the street.
I’m guessing the 4 cylinder engine costs more to build and thus they didn’t have the profit margin to use an aluminum chassis to get it lighter at that price? Because I agree the MT-09 sounds like a better bargain for the street rider. I still wouldn’t be surprised if the 400 feels lighter and is easier to lean over further, but I doubt many streets can be trusted to be clean enough to take advantage of that. It will probably be a hoot on the track though.
It will be interesting to see how it compares to the R7 Yamaha as they have close to the same curb weight and peak power. The Yamaha will for sure have more torque with a wider spread at much lower revs though. I would rather Kawasaki had gone back to their three cylinder heritage and come with a 598cc triple based on the Ninja 400 parts.
This might be one of the interesting things about high performance bikes that aren’t tied to traditional racing classes. Comparisons will be based on performance delivered instead of engine class. Displacement becomes a secondary metric and instead more people may see different engine sizes and configurations as different ways to reach a performance target.
Maybe we’ll finally bin the notion that hp/cc is an important metric for measuring an engine’s value.
I’m a huge dirt bike fan (trail riding, not so much track anymore) and see the whole displacement/performance thing play out often. The most common displacements for performance trail four strokes are the 350cc and 500cc classes. The cost and weight difference between a 350 and a 500 are immaterial.
I’m one of the “fast guys” in our group. I ride a 350 because the handling is considerably better, faster, and less fatiguing in the rowdy singletrack terrain we usually ride. It’s not lighter on the scale than a 500, but man it feels 30 lbs lighter riding it. The other two fast riders in the group also ride 350s. Everyone else I can think of rides a 500 (or equivalently beastly 300 two stoke) because they want to ride “the best.” If the bike I wanted came in a 250, that’s likely what I’d be riding
I think this Kawasaki will be a similar animal to those 350s. People who know and appreciate the fact that the 400cc screamer is going to tip in and change direction without so much as a thought will be attracted to the bike. Everybody else will follow the more must be better mentality. I think Kawasaki knows this and expects relatively small numbers which might explain why they didn’t go through the extra development to get the weight down to 380lbs or so. They just wouldn’t have the scale to keep it under 10K.
A 300 two stroke similarly as beastly as a 500 diesel?
I’ll take zero credibility for the jackpot Alex.
Ride a 300, or a 250 as they are more or less interchangeable, back to back with your 350 on the tightest single-track you can find and get back to me on that beastly thing.
Just remember to learn how to ride a two stroke first. Run it at least one gear higher than your 350 in the woods. It will not flame out.
That said. If I were sentanced to four stroke only, I would ride a 350, if I kept riding. I had at least one four stroke for twenty years before I gave up on them entirely. Much to the chagrin of my militant four stroke riding buddies. They just have too much gryo and are way too high maintenance. But at least they weigh more and never seem to be in the right gear.
Oddly the fastest ice bike I ever had was my ’95 Husqvarna 610, it’s actual displacement was much lower than that. It may not have been the greatest at anything else, I plated it and used it as a dual sport most of the time in the summer, but it was a fantastic ice bike. It’s like the bike was designed and tuned for that spacific use. It’s only fault was that you could overheat the brakes, even on a cold day by winter in Minnesota standards. If they weren’t hot, they were good brakes though.
I run a 320mm front rotor on my ice bikes now. Much better control and they never overheat.
I know a few fairly high level enduro racers, all long time experienced racers who’ve been competing since before 4-strokes became prolific. When 300cc 2T’s came out, they were excited and all of them bought these. All of them sold them in favor of 250 2-strokes or 4-strokes before the season was halfway over. I believe all of those still riding / racing are on 350 4-strokes now.
These guys all “knew how to ride a 2-stroke”.
“A 500 diesel”
LOL who wrote this?
Ah.
Done
I also have a 300 two stroke in addition to the 350 4T. And a 125 and previously had a 250 2T. I can get back to you all day on it. The 350 is an easier and less tiring bike to ride fast vs the 300. Which one is ultimately faster depends on the trail, but the 350 is almost always less tiring and usually the fastest. While the difference isn’t huge between a 300 and 250 two stroke, I prefer the 250. The 125 is probably my favorite for most of the terrain I ride. It is the most challenging to ride fast, which I think is why I enjoy it so much, but also the fastest to ride fast on the right trails.
Each bike has it’s strengths and weaknesses. The 350 is only the wrong choice in very slow, very gnarly stuff. That’s when I feel the extra weight, and the low speeds would often require either a radiator fan, a bigger water pump or both. The 300 or 250 will chug along happily all day in that kind of stuff.
Excited for the Ninja 400 vs. Ninja ZX-4RR instrumented comparison test.
Nice bike, but at $10k I’ll pass.
I’m excited to watch this languish in the showroom and pick it up cheaper in a couple years.
I waited two years for this but I have no regrets I bought a Triumph Street Triple-R instead. But thanks, Kawasaki, for doing this. It’s too bad dealers are going to mark up that $9700 list price–a lot.
Good observation TP. For several years in my region dealers have been adding 10%-30% markup $$$ on virtually all motorcycles on the floor. They then act like they’d be granting you a HUGE discount if you ask to pay “only” MSRP.
They’ll only mark it up if demand dictates that there will be fewer bikes to sell than buyers who want them. As cool as this bike seems I think a lot of us are still trying to get our heads around the value proposition of it.
Impressive for many reasons. First, I owned the Ninja 400 which was sold in 2021, mainly for a relocation to another State. My prior bike was the 300 which I found under powered. The main reason to trade up to 400. The 400 was excellent in many respects, handling and effortless acceleration. Understand it’s not a bat out of hell but for most situations it works really well. I am slender, weigh 135 pounds and the bike size works well for me. Love the weight of the 400, actually lighter than the 300. Now this new in-line 400 looks sweet. I owned a 2007 Suzuki GSX-R600 in the past with the 16,000 rpm limit. Really fun bike to rev, sweet sound. My only reservations are the weight of this bike. Over 400 pounds? It should be under 400 and the price. A price closer to $9,000 would cinch the deal.
I expected lighter as well, but that’s with 4 gallons of fuel. I expect it will feel lighter than it is, and probably be an absolute blast to ride for those willing to test their luck on twisty roads and tracks.
The mass-centralization in the bodywork-off shot looks very nice indeed. I expect an aftermarket can (if this is still possible from the cat back?) would help even further….
Beautifully done, Kawasaki. This is what others were too wussified to do. Make an inline 400cc four.
The only reason I will NOT be buying it is as I have said elsewhere on this site. I am closer to 70 than to 60 and cannot fit the “rider’s triangle” for this stunning motorbike. It is not the fault of the bike nor it’s designer(s). This bike should be successful enough that Kawasaki brings to life a ZRX400 model sometime soon. One can hope. I shall be both happy for and envious of those that can buy and ride this beautiful bike.
I remember Honda’s tag line from the ’80s: “Follow The Leader”. And then Yamaha, trying to pass Honda came out with theirs: “Follow No One”.
With this exciting new model perhaps Kawasaki’s should be “On Your Left!”?
Let it roll, Kawasaki. Let it roll.
ORT
As I observed to your “clip on” comments previously, I’d wait and actually try the bike – note in the direct-side view, the bars are low but not all that low. Most supersports the bars are in line with the seat top – the 2-3″ here is a big real-world difference.
Seat-peg relationship (knee bend) is where I tend to have issue so that is harder to tell just from looking….