Road test of Kawasaki1400 GTR 2008 The crossroads of another world

when you like to rack up the miles, you naturally turn to machines with big engines, big bodies and big tanks.when you see the Kawasaki GTR 1400, you stop in your tracks. Highly anticipated, the manufacturer's new super tourer had to deliver a notebook well above average. It's up to me to judge the composition.

ship or liner. One glides along, the other just glides along. Is the GTR 1400 more one than the other? It's hard to make up one's mind when you approach it, such is its astonishing physique. With the serious stature of a big tourer, an intimidating face and sporty looks, this Kawa wants to prove that it's going to pound the pavement for hundreds of kilometers. And when you know that it's the ZZR 1400 's engine that's beating away in there, you can already smell the scent of gunpowder around the windscreen.

With the Kypass in my pocket, I climb aboard with some trepidation. No need for a key - just turn a knob, the system wakes up, and all that's left to do is start. And then, at the first sound of the 1352 cm3 engine, the world of the GTR 1400 opens up.
A hushed, soothing world, like the muffled, calm sound of a deep-blown 4-cylinder. This large, newly awakened engine seems to relax its tone of voice, as if inviting you to caress it before shaking its pistons.

Premiere, in peanut butter. The GTR takes off and evolves at low speed with incredible suppleness and voluptuousness. It's not driving, it's assisted navigation in absorbent cotton. Its size is forgotten after a few meters, it puts you at ease a bend further on, and its smoothness intoxicates you throughout the low revs. Perhaps this is due to the variable intake timing? In any case, at the bottom of the rev counter, the GTR is a lady with refined manners.
With introductions made with flattering friendliness, you can relax, play with the electric windscreen before adjusting it, and deconstruct the wealth of information on the dashboard (engine speed, fuel consumption, etc.).information on the dashboard (speed, rpm, average fuel consumption, gear engaged, tire pressure, remaining range, etc.), gauge the width of suitcases before rushing between 2 lines of cars.

Strolling through the city center is no problem at all. Just enough time to wink at the onlookers for a moment (the GTR is noticeable ;-) and you're off the red light with a lick of torque.
Smooth and thrilling at low revs, the engine is less convincing when pushed harder. There's no denying that it pushes; it's full, it responds without a moment's delay, and it lifts the 300 kgs off the beast without a hitch... but you don't feel that formidable availability of torque that Kawasaki has so extolled. A lot of cubage, variable management and advanced solutions have set the bar high, and the big 1400 doesn't shake the pavement all that much. Admittedly, our expectations were very high, but all the same, we're still a little disappointed.
But where it really gets tiresome is in the damned throttle, especially when it breaks your stroke while you're packing.

the smoothness of the low revs gradually gives way at around 5,000 rpm to a more dynamic lightening of the voice. The engine changes its westons, puts on sneakers and starts to gallop. Perfect, because there's a long line of cars to pass quickly. Wringing it out, the Kawasaki takes off, gets restless, puts on muscle... and falters in its flight between 7 and 8,000 revs. I'm furious. The throttle is there and it's taking a toll on your momentum. It's precisely at this point that I'd have needed a good extra length and big watts to finish this overtake. With full power, the score would have been much different and much happier. All momentum, no need to play with the gearbox, all liveliness and spontaneity; what's more, with this 100hp French leash, the engine seems to communicate its dismay. It whispers "I want to do better, I can do better, but I don't understand! "Well, we do. You were born to be powerful, to compete against weight and wind, and a good part of your strength is taken away. Frustrating. We change gear and pull back a little earlier.
The playing field clears, widens and opens up the asphalt horizon. At last, it's time to take advantage of this Kawa's violin d'Ingres: the road. It demonstrates its capabilities without blushing, sailing along on a silk carpet. There's plenty to say and experience, but one thing is certain: the GTR 1400 is a real pleasure to ride. Wedged in a natural, comfortable position, well-protected legs can squeeze into a surprisingly narrow space around the fuel tank. The rider is right in the thick of it, ready to ride until he's blue in the face. Where the picture is less idyllic is on the bubble side. In the down position, the head picks up a good dose of wind and sound disturbance. One press of the left thumb, and the bubble rises up in front of the torso, deflecting these nuisances onto your forehead. It's a pity; a few centimetres more and the protection would have been close to excellent. Consolation: I can now open the visor without risking getting a bug on my nose.

I open a little harder. The needles turn to the right. The bike picks up speed, stays on course and doesn't budge an inch. A boat on a lake. But the faster it goes, the more I get the impression that a passenger is pushing my back, as if he wanted me to fall onto the dashboard. Strange, I set off alone.

Ah, well... With the bubble up, the eddies pass around you and the dynamic laws create a force behind the pilot, giving the impression of a big hand on your back. Not really annoying, but somewhat disorienting in terms of the rider's sense of longitudinal balance.

Sign for Vercors. Hey, it's nice out there. A good hard braking maneuver to avoid going wild on this junction allows me to validate the effectiveness of the braking. Initially supple, the brakes gradually and rapidly gain in power until they demonstrate their effectiveness. Despite the weight of the beast, it brakes hard and well. If you're feeling optimistic, the ABS is there to help. Too valiantly at the rear, in fact.

well, as I'm bound to get lost on these back roads, I'm off to install my GPS. It's a good thing I took a So Easy Rider V2 with me (it's really handy, that thing). Scritch scatch - 30 seconds to install it and I'm off with a virtual co-pilot. Off to the back roads, winding roads and the scent of squirrels.

In my ears, Cabrel romances one of his old hits, "Le pas des ballerines". A refrain that the big Kawa seems to appreciate. In fact, it's a real pleasure and a huge surprise to be able to take this beautiful beast with such ease. Admittedly, weighing in at 300 kg, the GTR 1400 doesn't have the liveliness of a sports bike or street fighter; but this is almost a detail, as the bike is easy to place and light on response. The smoothness of its directional changes almost makes you forget its size. Be careful, however, not to get too carried away by this frivolity, or you'll find your trajectory widening as you exit the bend. The weight distribution may have been judiciously worked out, and the handling first-rate, but a third of a tonne is well and truly in motion, and you have to be careful to hold it. The hand can do it without forcing, but it must remain present.

Some things shine by their eloquence, others are noticed and are far more gratifying by their discretion. One of the GTR's strengths is its gimbaled tetra-lever swingarm, and its striking bionic appearance. Such is its efficiency that at no time did the bike bother me with rear-end feedback, whatever the road or riding conditions. Above all, the only time I remembered there was a universal joint was when I put the bike back where it started.

with the GTR 1400, Kawasaki has added an extremely well-made sports tourer to its range. Extremely comfortable, surprisingly easy to handle and powerful, this machine doesn't miss a beat, and is likely to pose serious problems for the Yamaha FJR 1300 and BMW K 1200 GT. It won't be perfect this time, however. The engine could work harder at low revs, the glovebox on the tank seems to have been added in a bit of a hurry, and the protection isn't up to scratch. Mr Kawa, keep up the good work, correct these minor teething problems and you'll soon be producing a flawless GT.

GTR 1400 TEST BY SUPERKAWA,
ZZR1400 owner

aCT I

the weather's fine, and I've got a few things to do with my concess (squeaky brakes on my ZZR 1400... ) Plus I've got to show my sweetheart the MV-Agusta. At Cottard's, I have the pleasure of finally discovering, in real life, the GTR 1400. Another pleasant surprise: it's already being tested. I had my doubts about the possibility of trying it out on a sunny Saturday afternoon without an appointment, but the young guy who's been in charge of it for a while is as cool as ever, and 3 minutes later we're outside and he's explaining to me how the beauty works...

That's right, the starting system is done with a small key and a small box to keep on you. This means you don't have to use the key (which stays on the bike), which only turns if you have the box nearby. Personally, I didn't understand it all, and when I got home I couldn't get the key out, but that's okay, once you're on the road, it runs.

Back to the bike... I'm going to try a gray model. In the store, there's also a black and a gray one. The gray suits it very well, and the panniers fit in well with the lines. The result is a rather imposing bike, but not huge, and above all with a very nice face for a GT.

I recognize quite a few elements close to those of my ZZR, and the fuel tank can't be much different... The same goes for the speedometer block, which, apart from the background color (black on the GTR, white on the ZZR), is almost identical.

Well, to each his own, but frankly, it's not bad. The finish seems right, and the original BT021s reassure me, knowing that I've fitted them to my ZZR and they're a joy. Otherwise, the huge muffler looks scary in photos, but in real life, with the suitcases, I didn't even notice it. Nice little pocket on the fuel tank, too...

handling

My passenger, for her part, after having stepped over the suitcases (not without difficulty), also appreciates this static comfort... even if the suitcases are already bothering her legs a little (but I'll come back to her report at the end)

So I can finally leave the parking lot, and the first few laps of the wheel go off without a hitch. Clutch, gearbox and brakes are identical to those of the ZZR, i.e. a perfect hydraulic clutch, a smooth and precise gearbox, and biting, progressive and very powerful braking... more happiness. Add to this the regal, ultra-natural riding position, and you'll understand how easy and natural the whole thing is. What's more, the engine is extremely smooth and supple. Let's head for my test track, which should suit this bike just fine...

road handling

from the very first kilometers, the mostis the ease and lightness of the machine: you don't even have to think about weight and inertia (forget stationary maneuvers...)...). With this dominant, upright riding position and large handlebars, the bike goes where you want it to, no questions asked. It's not heavy, it's not light, it's natural. It's easy to get into a corner, without a stop, and it's easy to take on a large angle without forcing. Angle changes are neither ultra-fast nor instantaneous, but they are ultra-fluid and effortless. For fast, flowing use, it's impeccable. However... it rubs !!!! Okay, I admit, I think rubbing is in my blood, and I'm quick to take big angles, but even so, in the first roundabout while I'm still warming up the bike... here I am already with a good "schroutch.... "of the left footbrace. It's nothing too serious, and just goes to show how easy and reassuring the bike really is... But still ... !!!! And then, as soon as I start having fun in the corners, and as soon as the angles start to get really nice... it's the same penalty. (not serious, but frustrating). Worse than the ZZR !!!!

Otherwise, when the speed increases (say > 180-200), the bike is serene, but even in a straight line I'm surprised to feel a little blur, and it's the same on big curves at high speed (always around 200km/h) It's not that it really moves, but it's not totally rigorous and imperial. This is no doubt due to the rather soft suspension, which offers total comfort!

Finally, if you really want to ride a sportier bike, the GTR is up to the challenge, but it's not made for it. The ground clearance and soft suspension don't really provide absolute rigor. I don't hesitate to push it hard, but I wouldn't say that the confidence is total, nor that I'd go much faster... A flowing rhythm suits her much better

A quick word on the protection, and the electric bubble adjustable on the handlebars while riding... It's great for comparing and testing... The differences between the different positions are incredible. Despite my small stature, in the low position (due to the rider's upright position) there's very little protection, leaving the helmet and upper body exposed to the wind, rather more than on a ZZR.t than on a ZZR, you "almost" feel like you're on a roadster (which is cool in summer...)....) As you raise the bubble, the wind disappears, protecting your chest and then your helmet, even before you're in the upright position. In fact, when I'm in the top position, I start to feel turbulence, so I lower it a little, and it's perfect for me. So there's something for everyone.

engine

well... of course it's a bridled version... (with only 800 km on the odometer). This engine is really smooth and supple. From the very first 1,000 rpm, it revs and picks up with courage. In fact, it's forgotten all about the ZZR's slight reluctance at around 3,000 rpm. Of course, it has also forgotten its reactivity and character...

Clearly, in this limited version, the engine is totally linear from 1000 to 6-7000 rpm, and then it's all over. Above that, you can use the low gears from time to time to launch the machine quickly, but from 3rd or 4th gear onwards, you can forget about it (holy law... ) Admittedly, at around 3-4,000 and then 5-6,000, it certainly pulls a little better than before, but nothing extra. Let's just say that it accelerates without a hitch, and the gears follow one another, rapidly cruising at 180-200.

The last gear is an overdrive (the gear indicator shows OD instead of 6) and I was able to check that it indeed pulls even longer than the ZZR's 6 (and that's saying a lot, given how long the ZZR already pulls). It's simple: at 140 in 6th gear on the ZZR, you're at 4,500 rpm, whereas with the GTR it's only 4,000 rpm... In this ultra-long final gear, however, the strength of this engine is clear to see: despite being 50 kilos heavier than the ZZR, and despite a rider and his passenger, it's still able to pick up without a second thought. obviously, under 3,000 rpm it's not really violent, but it picks up again, and after that, it's effective and sufficient to quickly regain cruising speed.

Compared to the ZZR with torque limiting, under 3-4,000 rpm the GTR's engine doesn't feel as hollow as the muffled ZZR (I don't know if it picks up better, but it feels more natural).(I don't know if the GTR also suffers from torque limiting, but if it does, it's less "heavy" than the ZZR's). And then there's the extra 50 kilos... In terms of performance (still with the bridled version), where the ZZR still managed to be efficient and perform well between 5 and 8,000 rpm, the GTR suffers and proves, in my opinion, just sufficient. it's fine for riding, winding and picking up speed, but (at least in a duo) it's too little to have fun or to really get around with your little friends... an FZ6 will probably have to get past it... So it's hard to get a good feeling for it, and only the intermediate revs around 5000 rpm are a slight source of pleasure. Full throttle should do the trick... but here, 100hp, with 270 kilos dry and in duet, isn't necessarily enough.

the passenger

before concluding, a word about the passenger, because in my opinion, this type of bike is largely designed to offer comfort and peace of mind to a lovely passenger. Comfort and the seat are excellent, with a very upright and comfortable armchair-style position (with legs only slightly bent). On the other hand, the rider (even the "small" one), because of his very upright position, obscures the view... What's more, the side handles don't seem very practical (less so than a rear handle like on the ZZR). On the other hand, the passenger doesn't move from her seat, and is firmly in place. Otherwise, the suitcases are a hindrance to the legs if the passenger wishes to adopt a "sport" position by putting her toes on the footrests. Engine feel is limited, but roadholding and cornering are reassuring (but it rubs). Passenger protection is decent, but not fundamentally different from that of a ZZR.

Passenger's conclusion: It's cushy and must be good on the freeway, and the same seat on the ZZR would be great !!!!

conclusion

i've read a lot of good things about this GTR, and while I quite agree on some points, I'm still a little surprised and disappointed on others. Indeed, I did find a GT with a really amazing and great position and comfort, and all this while keeping a really agile and very easy bike, on the other hand the very relative rigor at speeds, or as soon as the pace picks up, plus the relatively limited ground clearance, and the ultra-linear engine don't make it a playful toy. In my opinion, the ZZR remains very, very superior, and when you consider that the ZZR already sometimes admits its limits in certain cases of (very vigorous) use...

So, for long or short daily rides, or for efficiently, serenely and fatigue-free cruising along France's lovely, varied roads, there's no denying that it's perfect (if not ideal), but for fun and adventure it's becoming, for my taste, too out of touch (if not unsuitable).

the rear suspension adjustment knob is very well located, at least 5 cm from the left passenger footrest (away from the foot), and very easy to reach. The same applies to front fork and headlight adjustment, all within easy reach and very simple to adjust. Of course, like all new machines, it has its faults, but with a few accessories, 98/100 of them can be eliminated or improved, or will be covered by the 3-YEAR warranty...... the clamping is very well done. The 1400 is present at all speeds. It's true that the poor VF is castrated by about 50hp and the torque is also limited at low revs by a second row of butterflies (VF and VO), which gives it a few minor inconveniences that can also disappear very quickly for those who wish.

So I've discovered a truly astonishing (and in some ways brilliant) category of motorcycle... ****** this position, this comfort and this ease... I still can't believe it) provided you know why you're buying it and what you want to do with it, because no, it can't really do everything... no matter what anyone says...

A word of advice... give it a try, it's amazing...

SUPERKAWA

M.B and SUPERKAWA - photos by the manufacturer and M.B
- The videos were taken on the track and
in an EU country where
motorcycles are not subject to any restrictions