It's been a very long time since Kawasaki last debuted a touring bike - 21 years, in fact, since we saw the GTR1000, whose engine was a modified version of the GPZ1000RX's, then the world's fastest production bike. The new GTR follows the same path, its power unit adapted from that of the fearsomely fast ZZ-R1400, and, as with the old bike, there are pointers to Kawasaki's inexperience in the touring sector.
The intentions are sound enough. The engine has had its power reduced from near 200bhp to 153bhp, and is the only current motorcycle engine to feature variable valve timing (the Honda VFR's VTEC switches between two- and four-valve operation, but leaves the timing unchanged).
The Kawasaki's VVT system is developed from Mitsubishi's car engine design, and advances or retards the inlet camshaft through 24 degrees according to throttle position and revs, in order to produce maximum torque. It ought, therefore, to have plenty of the urge at the low revs you need on a touring bike, especially on the sorts of twisting mountain roads we were riding on the French and German Alsace test routes.
But Kawasaki can't help being Kawasaki, and the motor doesn't really wake up until it's being revved, kicking in hard at 5,000rpm and firing down autobahnen like a big, comfy missile, whereas it would be more fit for purpose with less top-end thrust and more immediacy at the other end of the tacho.
It should also be particularly fuel efficient, but there's little sign of this. The onboard computer suggested my mixed riding was being rewarded with around 39mpg, although at fill-up time this proved optimistic, and I suspect many riders will find a true 37mpg is usual. In itself, it's not an issue but, combined with a fuel tank that holds 4.8 gallons, it means the range is only 180 miles, or 140 miles when you're starting to think about refuelling. That's sports-bike levels, not good enough for a tourer, and will deter those continent-crossing riders Kawasaki says the GTR was built for. With such thirst it needs another two gallons at least.
The VVT itself works extremely well, with none of the annoying power step that so irritates on the VFR, just a creamy increase in torque and, rightly, no external indicators of the mechanical complexities within. But the throttle response at low rpm is a little too sudden, and combined with some transmission backlash it makes low-speed riding jerky.
This is part of a package of minor issues which detract from the fluidity a touring bike needs for relaxed mile-eating. Taller riders will find the wind noise from the top of the electrically height-adjustable screen intrusive, along with a hint of turbulence that buzzes at your helmet. The gearchange can be a touch too heavy, the ride quality is fussy and bouncy and the steering tucks in very slightly at low speeds, demanding constant pressure on the bars in tight turns.
Each in isolation would make little difference, but in concert they make the bike unnecessarily tiring over a long distance. I could really feel 50 miles of first- and second-gear bend-swinging in my arm muscles from constantly holding the GTR on the line I wanted, even though the effort needed in each individual turn was minimal. Instead of sweeping effortlessly round a corner, you push rather than caress the gear lever on the approach, lean the bike over and pressure the outside bar to keep it on line, concentrate on the throttle to minimise the jerk as you reapply the power, then wait for the revs to build before the GTR accelerates as hard as a 1400 four should. It all adds up.
The bike handles well enough, though, with surprisingly good feedback for a machine in this class, and the shaft final drive, with its clever parallelogram geometry designed to mimic the behaviour of a chain-drive rear end, goes unnoticed, which is the point. Harsh surfaces are smoothed by the soft-sidewall Bridgestone tyres, designed specifically for the bike, but lumpy roads can evoke a choppy response rather than the plushness you'd hope for. There's less damping than you'd expect: push down on the forks and they bounce up, down and up again - three cycles where there should be one, and it's this inadequate wheel control that can make a meal even of motorways. It's possible to input more damping but this makes the ride harder too.
The seat is a little high for shorter riders, although the bike is beautifully balanced and disguises well its hefty 616lb dry weight, and it's all-day comfortable, front and rear. The panniers are well integrated into the GTR visually, but someone left them off when the mirrors were being designed as they fill a quarter of the rear view when fitted, and although Kawasaki says the bike is fine for commuting as well as touring, the mirrors make it very wide and won't let you filter through traffic easily. An LCD dash display offers some useful information, including tyre pressures and puncture warning as well as economy and range, although this last figure varies so much as you ride that the traditional trip is more useful. There's no ambient temperature though, which is a shame. The headlights are height-adjustable from the seat - important on any bike but missing on most - and the overall build quality is outstandingly good.
The brakes are very effective, with more feedback than on most tourers, so you can make full use of their power, and, naturally, ABS is fitted. Kawasaki avoided linking front and rear as, according to project leader Yuji Horiuchi, Kawasaki riders tend to be sportier and prefer independent control of each wheel.
It's those Kawasaki sports genes which show through on the GTR. Despite being a tourer, it handles sharply, is well braked, agile and powered by a motor that likes to be revved. While there's theoretical appeal in a combination of sportiness and comfort, it doesn't quite work that way. Some of the issues are minor, but a lack of range and low-rev torque handicap the GTR in its primary role as tourer.
General information | |
Model: | Kawasaki 1400 GTR |
Year: | 2012 |
Category: | Sport touring |
Displacement: | 1352.00 ccm (82.50 cubic inches) |
Engine type: | In-line four, four-stroke |
Power: | 152.88 HP (111.6 kW)) @ 8600 RPM |
Torque: | 136.00 Nm (13.9 kgf-m or 100.3 ft.lbs) @ 6200 RPM |
Compression: | 10.7:1 |
Bore x stroke: | 84.0 x 61.0 mm (3.3 x 2.4 inches) |
Valves per cylinder: | 4 |
Fuel system: | Injection. 40 mm x 4 |
Fuel control: | DOHC |
Ignition: | Digital |
Lubrication system: | Forced lubrication, wet sump |
Cooling system: | Liquid |
Gearbox: | 6-speed |
Transmission type, final drive: | Shaft drive (cardan) |
Clutch: | Wet multi-disc, manual |
Frame type: | Monocoque, pressed-aluminium |
Rake (fork angle): | 26.1° |
Trail: | 112 mm (4.4 inches) |
Front suspension: | 43 mm inverted fork with adjustable rebound damping and spring preload |
Front suspensiontravel: | 113 mm (4.4 inches) |
Rear suspension: | Bottom-Link Uni-Trak with gas-charged shock, Tetra-Lever. |
Rear suspension travel: | 136 mm (5.4 inches) |
Front tyre dimensions: | 120/70-ZR17 |
Rear tyre dimensions: | 190/50-ZR17 |
Front brakes: | Double disc. Semi-floating petal discs Dual radial-mount, opposed 4-piston, 4-pad. Optional ABS |
Front brakes diameter: | 310 mm (12.2 inches) |
Rear brakes: | Single disc. Petal disc Opposed 2-piston. Optional ABS |
Rear brakes diameter: | 270 mm (10.6 inches) |
Dry weight: | 300.0 kg (661.4 pounds) |
Power/weight ratio: | 0.5096 HP/kg |
Seat height: | 815 mm (32.1 inches) If adjustable, lowest setting. |
Overall height: | 1,345 mm (53.0 inches) |
Overall length: | 2,230 mm (87.8 inches) |
Overall width: | 790 mm (31.1 inches) |
Ground clearance: | 125 mm (4.9 inches) |
Wheelbase: | 1,520 mm (59.8 inches) |
Fuel capacity: | 22.00 litres (5.81 gallons) |
