kawasaki ninja 1000 ABS 2019 WALKAROUND INDEPTH REVIEW FEATURES EXHAUST...

Engine - It is largely unchanged since it's launch in 2011 except a few updated to the clutch to add clutch assist and slipper clutch a few years back. It is a 4-stroke, 4-cylinder, DOHC, 16-valve, liquid-cooled with a displacement 1,043cc putting out 142 bhp @10,000 rpm and a maximum torque of 111 N.m @7,300 rpm. Even at Low power mode it displaces 70% of it's power i.e. about 100 bhp!! But then why change something which is bulletproof. It has a solid reputation and I concur with whatever I have heard about this engine. There is a slight initial harshness as can be expected with any brand new engine which I have been told will smoothen out after the first service at 1000kms and once the bike has broken-in past 1600kms. So for the initial 800kms I am keeping the rpm levels down to 4k levels which means I should not be exceeding 85-90kmph. Post 800kms I can take the bike to 6k rpm till it reaches 1600kms. I am sticking to that for the time being. And have really not used the bike to it's potential which can only be done after the bike has been fully broken in. I have kept the bike at LOW power mode with Traction control at Level 2 (Level 3 is the most intrusive but is mostly for wet conditions) as recommended by the service technician till the break in is completed. Overall the engine is just a peach till now. It scared me a bit when I tried testing it's potential on the first day. It has so much power that right now I feel I am not using 20% (at 70-80kmph) of what it is capable of. Also it has a electronic speed limiter (as per wikipedia) because this engine is capable of exceeding 300 kmph in unrestricted form. However it is still capable of exceeding 250kmph even with this limiter in place. Now that's scary on our roads and therefore requires a mature head behind the bars. As I mentioned before, the engine oil used is of SAE 10W-40 grade and the dealership uses Motul 300V as standard. Capacity is 4.0L when completely dry, otherwise 3.8L is used on every oil change with the oil filter replacement. Though the company specifies a oil and oil filter change period of 12000kms (after the initial one at 1000 kms), I would recommend it to be changed at each service every 6000 kms keeping the Indian conditions in mind. Air cleaner element needs to be replaced every 18000 kms, the Coolant every 36000 kms or 3 years (capacity is 2.9L), Spark Plugs every 12000kms and the Brake Fluid every 2 years, as specified in the manual. 

Gearbox - Now that another gem. Butter smooth and with a positive neutral finder. And the gearing is a little short. In 5th and 6th you can easily potter around whole day in the city without feeling the need to shift down. I could easily use the 6th gear for speeds as low as 30kmph. So to think that it can do 30-250 in 6th is quite remarkable. 

Clutch - Again no issues. Light and responsive. The levers as I mentioned are adjustable for reach according to the size of one's hands. Also it has Clutch assist and Slipper Clutch as standards, though I am yet to use those capabilities. Read more about all these and more Kawasaki capabilities that are included in the bike here - https://www.kawasaki-cp.khi.co.jp/te..._clutch_e.html

Suspension and Wheels - The front suspension is a 41mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload with a wheel travel of upto 4.7 in while the Rear is a Horizontal monoshock with stepless rebound damping, remotely adjustable spring preload and with a additional wheel travel upto 5.7 in. No grouses there too. But I feel the wheel rims are made of softer aluminum alloy because they are more calibrated for perhaps the butter smooth roads of the West. Though the softer compound is good that on very bad roads it may bend a little rather than crack and can be easily set back in shape. Will have to wait and see how it copes with our actual riding conditions.

Handling and Ride Quality - The tyres are grippy. Though I have not tried any heavy cornering yet, the handling is very neutral and good and I do not foresee any issues there. Though the bike weighs 239 kgs for the Indian version (although I have taken out the saree guard and front plates to reduce the weight back to 235 kgs) the ride quality is quite smooth. Even with some heavy cross wind in yesterday's 100km ride, I could not feel the bike budge. The bike did not bottom out anywhere till now with it's 130mm of ground clearance even on our pretty bad NH58. Minimum turning radius is 3.1m. 

Braking - The Front Brakes are of Dual 300mm petal-type rotors with radial-mount 4-piston monobloc calipers and ABS and the Rear Brakes are a Single 250mm petal-type rotor with single-piston caliper and ABS. Both are manufactured by Nissin and have very good bite.

Ergonomics - I found the ergonomics to be spot on for my height (6') and weight (slightly heavy...lolz). The stance is a little forward and I did feel I could add a small riser to the handlebar to be more ideal for me. Though The Versys 650's stance and comfort would be slightly more than on this bike. On the 100kms ride yesterday I was less tired than I would have been on my Heritage and the seat is also comfortable enough. I can very well see myself doing 1000kms per day on this bike, if needed, with slight help for a air cushion pad. 

Extra Storage - As I mentioned that the extra panniers (side bags) are a costly affair on this bike (nearly a lac) but then this bike is incomplete without those. Will plan those shorty. 

So it's time to say good bye for now with some parting shots