Kawasaki was quoting 200bhp, 210bhp with ram air, backed up by a whopping 119ftlb of torque.
This is the Kawasaki ZZR 1400's killer punch, the engine, one of the finest you’ll find on any motorcycle. Like most Kawasaki calipers, the ZZR’s need a bit of love to keep them on song - regular cleaning helps keep the pistons moving freely, but it’s also worth changing the fluid once a year as well. Kawasaki changed the pad material for a less-harsh compound but the problem persists.
Some owners reported getting through several pairs during their warranty period. Almost every owner we spoke to recommended MCT at Stowmarket (Before you do anything to the suspension though (in servicing fact, before you even ride a brand-new ZZR), strip and grease the swingarm pivots, suspension linkages and head bearings - Kawasaki never got the hang of greasing them properly at the factory.Īnd the brakes? Warped discs are very common. The standard rear’s not really up to the job and there’s no remote preload/ ride height adjuster.Īn aftermarket rear shock (Nitron fitments start at £438), ideally with remote preload, is popular but a specialist can work wonders with the front. The front’s not too bad, though it’s a bit choppy over rough surfaces and you’ll sometimes find the stanchion coating wearing prematurely, causing leaky oil seals. Lots of gripes about this on most models (the Öhlins shock on the Performance Sport version is better). Buying a used Kawaaski ZZR 1400 - suspension and brakes Peg scraping, knee down angles of lean are easily achievable but at the same time it's stable at high speeds.
Stiffer springs have been fitted front and rear to give a sportier ride without compromising comfort.
The Kawasaki ZZR 1400 was slightly sportier after 2012 thanks to revised suspension and chassis which means it handles far better than its size suggests.
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