For the truly power hungry, Kawasaki is adding even more to their premier power monster, the 2008 ZX-14. While refining the engine to meet strict noise and emission regulations, they actually increased power. On top of that, the frame is lighter, too. Lots of changes throughout.
From the Kawasaki press release:
Every champion knows sustained dominance is only possible with constant improvement. Such is the case with Kawasaki’s Ninja ZX-14. Since its debut in March of 2006, this motorcycle has ruled the open class sportbike roost with nearly non-stop magazine comparison victories. Even though the 1352cc Ninja ZX-14 won lavish praise for its massive torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to potential challengers.
The 2008 ZX-14 retains all the great features that made it a legend, plus more bottom, mid and top-end power. Changes to the engine and exhaust system allow it to comply with strict Euro-III emissions and tightening noise regulations. To meet noise standards, the engineers focused on reducing internal mechanical noise instead of muzzling the exhaust system. The result wasn’t a power loss, but an overall improvement of the engine character and an actual increase in the ZX-14’s legendary peak power! Yes, you read that correctly. Emissions and noise levels are lower, peak power is higher, the mid-range hit is stronger and smoother and low-end torque has been increased. A win-win solution for all, in our books.
To achieve those stringent emission levels, a third honeycomb catalyzer was added in the collector, joining the two honeycomb catalyzers already in each silencer. The secondary air ports in the cylinder head and its cover were made approximately 20 percent larger to permit an easier air flow into the exhaust system. A new Air Switching Valve (ASV) caps off the low emission updates and can handle approximately five percent more flow than the last year’s version.
Conquering the challenging Euro-III regulations is admirable, but Kawasaki took it to the next level on the ZX-14 with changes to its 1352cc engine which improve the power characteristics while meeting noise regulations. The injection system was first to receive attention in an effort to boost peak power, give a more linear mid-range and stronger low end torque with the same user-friendly personality. The fine-atomizing fuel injectors had their lateral spray angle increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake porting was revised to provide optimum flow characteristics. Outside of the engine, the exhaust silencers feature refinements to the capacity of the first and third chambers and the lengths of the pipes projecting from the baffle plates have been adjusted. Next the entrances to the connecting tubes (joining header pipes 1-4 and 2-3) were enlarged approximately 75 percent to compensate for the new collector shape, which was altered to allow the inclusion of a third honeycomb catalyzer. These changes were a major component of the enhanced the torque characteristics, especially in the low rpm range.
Reducing internal mechanical noise allowed for the engineers to employ comparatively little exhaust modification to meet noise mandates and consequently the exhaust system could remain free flowing for greater power. Lower mechanical noise was attained by revising the piston profiles and adding a urethane insulation sheet to the inside of the magnesium chain cover.
The engine and exhaust system weren’t the only areas updated for 2008. The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Switching to die instead of gravity casting for the cast aluminum sections of the main frame resulted in lighter parts, allowing the Kawasaki engineers to shave weight on the already slim and compact frame.
Featuring a relaxed sport riding position, the ZX-14 is compact without being cramped, with its bars positioned within easy reach. The narrow engine, monocoque frame, and fuel tank provide a slim rider interface. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make it easy to plant both feet on the ground when stopped. Comfort levels are high enough that riders might think they’re on a dedicated sport tourer, but one twist of the ZX-14’s throttle is all it takes to remind anyone this is the world’s quickest and most powerful production motorcycle.
Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front, with low beams in the two center lenses and the outer lenses containing the high beams and position lamps. The turn signals are cleanly integrated into the fairing and rear cowl with a unique ‘V’ design LED tail lamp capping off the sleek aerodynamics of the ZX-14 that reinforces Kawasaki’s aircraft heritage.
This blending of form, power, and handling characteristics yields a motorcycle with appeal that extends far outside of its high performance audience. The Ninja ZX-14 lives up to its Ninja heritage, by surpassing the competition.
Key Features:
– Reduced emissions and mechanical noise with more peak power and low-end torque for 2008
– Well-balanced aluminum monocoque frame provides superb stability and reflexive handling
– Flagship ride quality with rider friendly ergonomics and that distinctive Ninja styling
– Excellent control and feedback from the 43mm inverted fork and fully adjustable Uni-Trak rear suspension
1,352cc Four-Cylinder, DOHC Engine
– Tuned to provide smooth power across a very wide rev range while raising Kawasaki’s legendary horsepower standards to a new level
– Revised cylinder head and head cover with 20% larger secondary air ports to flow more air into the exhaust
– Carefully planned engine design keeps it compact and narrow
– Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs
Next-Generation Monocoque Aluminum Frame
– Lightweight, monocoque frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light
– New for 2008, the frame’s cast aluminum sections – steering head and swing arm pivot areas are now produced with a die casting process instead of gravity casting resulting in further weight savings
– Engine is rigidly mounted to the frame to increase its torsional rigidity. Using the engine as a stressed frame member also saves approximately four pounds
– Engine positioned forward in the frame, and the wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
– Massive head pipe casting contributes to frame rigidity
– Houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access
– Battery is also housed within the frame and has simple access through the back side of the frame
Wind Tunnel-Designed Bodywork
– Monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling.
– Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance
– Quadruple projector beam headlights give the ZX-14 a distinctive upper fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
– Lightweight Denso radiator with high-density cores provides maximum cooling efficiency
Specifications:
Engine: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement: 1,352cc
Bore x stroke: 84.0 x 61.0mm
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 44mm Mikuni throttle bodies (4)
Ignition: TCBI with Digital Advance
Transmission: Six speed
Final drive: X-Ring chain
Rake / trail: 23 degrees / 94 mm
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 57.5 in.
Front suspension / wheel travel: 43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 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 Brakes: Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear Brakes: Single 250mm petal disc with twin-piston caliper
Overall length: 85.4 in.
Overall width: 29.9 in.
Overall height: 46.1 in.
Ground clearance: 4.9 in.
Seat height: 31.5 in.
Dry weight: 485 lbs.
Fuel capacity: 5.8 gal.
Color: Metallic Midnight Sapphire Blue
Atomic Silver
Special Edition: Metallic Flat Spark Black/Metallic Persimmon Red
MSRP standard / Special Edition: $11,699 / $11,999
Warranty: 12 Months
PigIron says
The news about the updated Kawasaki Ninja 250R is even more interesting.
spicciani says
I second that
todd says
Do tell about the 250R, I’ll have to look it up. I think the Ninja 250 is the best deal in motorcycling, though I’ve never bought one myself…
-todd
todd says
Nice! The 250 is only $500 more this year (17% increase) but is light years ahead and looks great. I take it they are just upating to the Japanese spec 250. Now the Hyosung Comet has to work even harder.
-todd
todd says
Actually the 250R seems like a nice package for my spare XR650 motor…
-todd
todd says
OK, last shot: Now the KLX250S is finally available in California too. Hopefully they will offer a super motard to compete with the Yamaha WR250X. If they get the Versys here too Kawasaki will be doing quite well for itself this coming year.
-todd
RH says
If the info on the Kawasaki site is anything to go by, the 250 has the same old engine with new improved low end and midrange power. And bold new component styling!!!!!! Not a bad thing, but not the 18,000 rpm 50+ HP 200lb little screamer I’ve been hoping for.
aaron says
I’ve been thinking that the new ninja 250 wheels might go on the upgrades list for the thumper project. the 1999 zx6r wheels were way wider (and heavier) than I wanted, but most narrower wheels aren’t 17 inches. I figure a nice size would be 110-17 front, and around 130/140-17 rear. unless the new 250 gets all fashionable on me with stupid tire sizes, they could be perfect!
besides that, the I wonder if the new 14 will be enough to keep up with the 2008 ‘busa?
coho says
Quieter, better emissions AND more power. Nice.
So much for those being mutually exclusive as my idiot musclecar friends are continually saying.
It didn’t need any more power, but spec sheets sell bikes and halo bikes pay for development of Ninja 250s and such, so go, Kawasaki, go.
PS. That 650 in the Ninja R and the Versys would sure make a nice standard…
todd says
Aaron, I used 17″ wheels from a Suzuki GS500E for my BSA thumper/cafe racer project. They are the sizes you state; 110 front, 130 rear. Being that the GS500 has been around for, what, 20 years they are much easier to find on ebay than a set of 2008 Ninja 250 wheels. I think the Ducati Monster 620 also has the same size wheels as the Suzuki.
-todd
Michael says
Back to the topic, have you ever seen one of these ZX-14’s in person? I was toying with the idea of fighting the missus for one and checked them out. That fairing pokes out to nearly as far as the front wheel ! Looks like some kind of ghastly trunk in person.
todd says
Michael, I think the ZX-14 isn’t getting much attention because the bike doesn’t make much sense. The bike is built soley for keeping Kawasaki on top of the “mine is bigger than yours” game.
To be honest, I think the ZX-14 appeals to beginners more than the Ninja 250. Those of us who are long time riders could care less about this monstrosity.
-todd
Sean says
So, it needed to go faster? I like Kawasaki… I like them a lot. The faster you go, the bigger the grin.
todd says
seriously 600’s are faster than most people can ever get out of them. You mean to tell me that the only thing keeping you from going faster through your favorite road is a lack of power? More power doesn’t make a bike faster it only makes it bigger and heavier (and more expensive).
-todd
PAQRIO says
I OWN A 2006 ZX 14 AND WILL BE TRADING IT IN AS SOON AS THE 2008 ZX 14 HITS THE STREET. TO ALL YOU BUSA FANS YOU AT THE WRONG SITE AND I LOVE THE PERFORMANCE OF THIS MACHINE, AND YES I SLAY BUSA. TO ALL YOU CRY BABIES, FACE THE MUSIC BECAUSE THE FAT LADY IS SINGING LOUD AND CLEAR. ZX 14 I HAVE NO SYMPATHY FOR CRY BABIES…(edit) DON’T HATE APPRECIATE, BECAUSE WHAT DOESN’T MAKE MUCH SENSE TO YOU DOES TO EVERY BUSA OWNER. BY THE WAY TODD I’VE BEEN RIDING FOR 28 YEARS AND HAVE OWNED EVERY THING FAST FROM SUZUKI TO YAMAHA V-MAX TO KAWASAKI. AND I HAVE NEVER RIDDEN ANYTHING AS FAST AS THE ZX 14. AND I THINK HIGHLY OF THE BUSA.
todd says
OK, got me there; I’ve never ridden a ZX-14. I’ve ridden a ZX-12 and I was no faster on that than I was on my friend’s CBR600 F3, actually I was slower. The bike’s extra power and weight made it more difficult to ride quickly. Even the CBR was a little too much in most places, I was never able to give it much more than 1/2 throttle. Even then a well heeled girl on a Ninja 250 and a guy on a F650GS were still much faster than the rest of the group riding ZX’s, Ducati’s and Gixxers.
PAQRIO, you’ve obviously never ridden around corners and riding down the boulevard once every few fair weather days in 28 years doesn’t make you a good rider.
-todd
Mr. Zed Equis says
Todd I think you may be a little confused, I’m as you put it a “long time rider” and own a ZX14. It’s been a great bike, I tour with it, ride two up with luggage, and rail through the twisties with it. It does all very well, is it as easy to ride in the tight stuff as a 600….no but I can run with most of them. Is it more comfortable and easier to ride on the super slab….without a doubt. If you have a girl on 250 running away from people on GSXR’s ZX’s and Duck’s then I suggest they all attend track school. As for your comment about “More power doesn’t make a bike faster it only makes it bigger and heavier (and more expensive)” try telling that to every racer and all the factory teams…maybe they’ll start fielding ninja 250’s in the AMA Superbike class. With your logic than the Busa also makes no sense….but man they sure sold a butt load of them didn’t they?
coho says
Senor ZX,
How many they’ve sold doesn’t equate to how good they are.
Examples: Budweiser, McDonalds, anything purchased at WalMart.
Tim says
After 32 yrs. of riding from my first; 76′ Honda 750four, to Jr., my 06 14. If I could I would buy each year they upgrade the 14. At 46 yrs. young, I have done two track days at Mid Ohio first stock then with Race Tech suspension f/r; Power Commander; Muzzy 4into1 s/s Titanium can; TRE for no secondary butterflies; The new Dunlop Qualifier Sport street/track day tire for 08. The second track day this year with Mid Ohio repaved & Jr. hooked up by Doug & Scottie at MPH Racing, the difference was astronomical to say the least. It’s hard to imagine they could make it better. Just don’t mess it up.
Eric says
I own both a 2006 ZX14 and a turbocharged Hayabusa. In general I find the ZX14 to be a nice motorcycle. It is smooth, well mannered, well balanced, good looking (once you get used to the styling) and the controls are well placed. My only real complaint about the bike is that it lacks mid-range torque. Of course another couple hundred horsepower might be nice too but I think it’s adequate for the street.
Really, the ZX14 feels like just another UJM (universal Japanese motorcycle). It’s hard to fault the bike. With some more power it will be just that much better.
leonard williams says
I just got the 2008 hayabusa today, the bike is faster than the zx14. i also dyno the bike in stock form. the bike peake at 199hp. this bike is wickedly fast. sorry for you zx14 guys RIP.
todd says
Sorry, you’re right. I don’t do much freeway sport riding (other than commuting), I guess that’s what the ZX14 and Hyabusa were designed for – high speed straight lines and stop-light sprints. All of my “fast” sport riding is done through twisty mountains where overall speeds don’t get very high and the only things that matter are: skill, light weight, high ground clearance, and tire grip. A bigger bike just makes it more difficult to ride quickly in these situations.
-todd
dangerous dan says
What is better, stock 08′ or 07′ with flies out, PC3, and exaust?
Alex says
I live in Orlando FL and we are blessed to have very long straight highways..for the people that live here it makes no sense to own the little 600 or 750 cc bikes..Beginner bikes are 600 and higher, riding a 250 on the highway is suicide, You have semi trucks passing you at 90 + mph, we do not have much for curves so guess what, racing is done on straights and it gets crazy since we can hit the tops speeds easily..
Alex says
On that note. If you dont ride at least a modified 1000, no way in hell will you win street races, roll ons or whatever..I’ve been riding here for 8 years and ” draggin knees ” is not what we do..Almost everyone is stretched and strapped..Only people that run the bikes on stock heights are the stunters..talk about dumb asses..anyhow..that’s how we do it in Orlando..My ride USE TO BE A 2003 BUSA, I was so tired of seeing BUSAS everywhere I couldn’t wait for the new ZX-14, As soon as it came out, BUSA SOLD. I love the ZX14, diablo black..and yes..it lookes a heck of a whole lot better than the BUSA, busas never looked good anyhow. This bike is gorgeous..specially the front of the bike..it looks like it’s going to eat you up. Anyhow..it is a matter of personal taste. Oh …and yes..it is a faster bike. The 08 models are going to be so close..it will be a matter of the rider and skill.
Alex says
Non of these bikes Dyno at 199 horsewpower stock..Hogwash..thats not true Mr. RIP Leonar Williams..So RIP back at you and post your Dyno chart on here so we can see to believe..I do not suspect he can provide it. There are also a few Dynos that have been done and the bikes are very close, so please..if you feel threatened by the ZX-14 go race one…Record a video and post it on YOU TUBE. If you claim 199, let us see the DYNO results..If not..stop lying
KENNY G says
SO FAR NO BODY CAN LAUNCH THE NEW HAYBUSA UNLESS ITS LOWERED. BUT IF YOU ARE LOOKING FOR STOCK
COMPARISONS THE BEST TIME I HAVE SEEN PUBLISHED IS A 9.95 ONCE AND MOST OF THE TOME IN THE LOW 10’S WHERE THE 2006 2007 ZX14 IS RUNNING
9.65 SO WE FIGURE THE 2008 ZX14 SHOULD BE EVEN A
LITTLE QUICKER,SO STOCK FOR STOCK THE NUMBERS SAY THE ZX14 IS QUICKER.
jermaine says
i have never seen a stock bike put out 199hp either thats just someone cheerleading for the busa apparantly they never rode or probably never owned a bike before but all you have to do is just look at the zx14 and you will feel threatened in some way so the way i look at it is 08 is on lock with kawasaki sorry all you busa fans maybe 09 or 2010 i honestly dont know when busa will be on top again. p.s. the busa has its hands full with the honda cbr 1100xx blackbird
tim says
I watched a stock zx14 with 87 octane run a 9.13 and it was an 07. It was on speed channel. Superbikes
t says
have you raced the Zx14 didn’t think so busa will loose unless you don’t have a driver
BRAD KAZ says
I OWN A ZX14 2009 TONS OF MID RANGE POWER TOP END WELL NEEDS PIPE AND POWERCOMANDER PUSHES 350KMS HA HA BUSA
Joe says
Well, now for a new perspective. Been riding for 18 years. First bike year ? hd soft tail, kaw 83′ 550gpz, kaw 95′ zx19, kaw 97′ zx9r, yam fj1200 90s’, suzuki 05′ 750 katana, and honda cbr 600 07. Now that is my history, what im into is comfort and out of all my past the katana was king… until the 07 zx14 got between my legs. guys, is the same freaking ride with x2 the power of the katana. Winner in my book and also for all the ladies who sit behind me. never complain about pain, so rides last. and thats what women want 😉 oh yes, you can spend money on corbin seats, but zx14 stock is enough. so to all you rocket junkies (me included) comfort is whats in. for the track give me a yam 09′ 600 and call it a day. ill see the chiropractor the following day but will smoke all at the track.
Peace and ride safe brothers.
Joe
GUS says
I OWE A ’06 ZX14….WHATA BIKE!! PERFORMANCE SUPERB HANG ON 4 DEAR LIFE OVER 6000rpm AND SUPERB HANDLING…I CHOSE IT ONLY ON LOOKS COMPARED TO B USA WHAAA LOOKS KAK WELL 2010 HAS A SUPERCHARGER FITTED EAT THAT BUSAS
TheRabid says
Well on the street I have only been riding for 10 yrs. As for all the hub bub about whats fast, is it in the straights, the curves? That Busa’s & 14’s are for beginners? Im not sure about that either. What I do know is that their is not a bike that comes close to fitting me. Im 6’7″ 285. I had only 2 choices in 2000. Busa/ZX12 I choose the 12r. Love it and still do. Now 3 12’s and the new 09 1400 Black/Orange SE later I dont even look back. I tried sittin on a litre bike and it was so tiny I could actually lift it off the ground and carry it! I ride straight and curves. I hold my own with some very experienced riders! I dont toot my horn about flying by anything nor do I think any other bikes are crap! I have seen a 65hp Honda dragrace a 320 hp Busa and win simply due to the rider itself! Blah blah you want a big fast bike get those two. You want something smaller than do it who really cares about the people who actually take the time to think they have or are the best?