Engine Management Technology

ELECTRONIC CRUISE CONTROL

Electronic Cruise Control allows a desired speed (engine rpm) to be maintained with the simple press of a button. Once activated, the rider does not have to constantly apply the throttle. This reduces stress on the right hand when traveling long distances, enabling relaxed cruising and contributing to a high level of riding comfort.

ECONOMICAL RIDING INDICATOR

ELECTRONIC THROTTLE VALVES

KAWASAKI ENGINE BRAKE CONTROL

 KCMF (KAWASAKI CORNERING MANAGEMENT FUNCTION)

KLCM (KAWASAKI LAUNCH CONTROL MODE)

Designed to assist riders by optimizing acceleration from a stop, KLCM electronically manages engine output to minimize wheel spin when moving off. With the clutch lever pulled in and the system activated, engine speed is limited to a determined speed while the rider holds the throttle open. Once the rider releases the clutch lever to engage the clutch, engine speed is allowed to increase, but power is regulated to minimize wheel spin and help keep the front wheel on the ground. The system disengages automatically once a predetermined speed has been reached, or when the rider shifts into third gear. Depending on the model, riders can choose from multiple modes, each offering a progressively greater level of intrusion.

KQS (KAWASAKI QUICK SHIFTER)

POWER MODES

SMARTPHONE CONNECTIVITY

S-KTRC (SPORT-KAWASAKI TRACTION CONTROL)

S-KTRC, Kawasaki's original predictive traction control, uses the same base technology as Kawasaki works machines. Designed to maximize acceleration, it allows riding at the edge of traction on the track. This technology continually controls the rear wheel slip that occurs when power is applied, ensuring optimal acceleration. In general, maximum forward drive requires a certain amount of slip. To ensure the most effective transfer of power to the tarmac, S-KTRC monitors the slip ratio in real time, and governs engine power delivery to optimize rear wheel traction.

S-KTRC monitors a number of parameters, including front and rear wheel speed (slip), engine rpm, throttle position and acceleration. Conditions are confirmed every five milliseconds, at which time the system looks at each of the parameters as well has how much they are changing (i.e. their rate of change). This unique Kawasaki method makes it possible to make interpolations and precisely calibrate engine output to suit traction conditions. By acting before slippage exceeds the limits of traction, drops in power can be minimized, resulting in ultra-smooth operation.

Because the sophisticated software bases its dynamic analysis on the chassis’ orientation relative to the track surface (rather than relative to a horizontal plane), it is able to take into account corner camber, gradient, etc., and adapt accordingly. It also automatically adjusts for tire wear, different tire profiles, high-grip tires, and numerous other factors that setting-type systems treat as fixed parameters. Models equipped with IMU incorporate chassis-orientation feedback to offer even more precise management.

Chassis Management Technology

ABS (ANTI-LOCK BRAKE SYSTEM)

Kawasaki ABS systems use front and rear wheel sensors to constantly monitor wheel speed. Should information from either of the sensors indicate that wheel lock has occurred, the ABS ECU directs the pump in the ABS unit to modulate brake fluid pressure (releasing and reapplying pressure so that traction can be regained) until normal operation resumes. ABS offers rider reassurance that contributes to greater riding enjoyment.

IMU-ENHANCED CHASSIS ORIENTATION AWARENESS

KIBS (KAWASAKI INTELLIGENT ANTI-LOCK BRAKE SYSTEM)

Kawasaki developed KIBS to take into account the particular handling characteristics of supersport motorcycles, ensuring highly efficient braking with minimal intrusion during sport riding. It is the first mass-production brake system to link the ABS ECU (Electronic Control Unit) and engine ECU. In addition to front and rear wheel speed, KIBS monitors front brake caliper hydraulic pressure, throttle position, engine speed, clutch actuation and gear position. This diverse information is analyzed to determine the ideal front brake hydraulic pressure. Through precise control, hydraulic pressure is modulated in much smaller increments than with standard ABS systems. The system limits rear wheel lift under heavy braking and takes downshifting into account while braking, allowing the rider to manage the rear brake. And because of the finer control, kickback to the brake lever is minimal, resulting in a very natural feeling.

HORIZONTAL BACK-LINK REAR SUSPENSION

Compared to the Kawasaki traditional Uni-Trak rear suspension, which mounts the shock unit vertically, with Horizontal Back-link Rear Suspension, the shock unit is almost horizontal. The original Kawasaki suspension arrangement locates the shock unit very close to the bike's center of gravity, greatly contributing to mass centralization. And because there is no linkage or shock unit protruding beneath the swingarm, this frees up space for a larger exhaust pre-chamber (an exhaust expansion chamber situated just upstream of the silencer). With a larger pre-chamber, silencer volume can be reduced, and heavy exhaust components can be concentrated closer to the center of the bike, further contributing to mass centralization. The result is greatly improved handling.

A secondary benefit is that the shock unit is placed far away from exhaust heat. Because it is more difficult for heat from the exhaust system to adversely affect suspension oil and gas pressure, suspension performance is more consistent.