For 2010 Kawasaki very sensibly left the engine and frame of their potent sports-tourer essentially untouchedand focussed on elevating safety, comfort and convenience features way above those of the earlier model that was in its own right very well equipped. After all, the first generation GTR collected a sizeable number of wins in sports-tourer shootouts, so why change anything you don’t need to?
The new Kawasaki offers traction control and improved second-generation linked ABS brakes that are lighter than the previous ones and offer the rider two modes to choose from. There’s also a Fuel Economy Assistance Mode for the engine management system than can be manipulated by the rider for leaner-running
fuel mapping to prioritise fuel economy over performance, an improved keyless access system that allows the bike to be operated without the key fob leaving its owner’s pocket or bag, and a taller and wider electronically adjustable windscreen that now offers either stepless adjustment or four preset positions.
There are standard handlebar grip warmers, and a deeper 0.9 litre stowage bin that locks automatically when the ignition is turned off. Add the slew of other standard electronic gizmos carried forward from the 2009 model, like low tyre pressure indicators that compensate for temperature variations, an all-purpose 40 W accessory socket, electronically adjustable headlight beam height, and the multi-function information display.
There’s no doubt that you have one seriously intelligent motorcycle here. The most significant of the new features of the GTR is the Kawasaki Traction Control (KTRC) that was designed, not to turn mediocre riders into Rossi clones around a racetrack, but to provide rider assurance and stability on the slippery road surfaces that litter the real world. The system utilises the latest ABS wheel sensors to monitor differences in speed between the front and back wheels, and when the rear tyre suddenly spins faster than the front, it discreetly juggles ignition timing, fuel delivery and airflow to reduce power until things are back on kilter again.
Those who love doing wheelies will lament the fact that KTRC interferes when the front wheel achieves lift-off, but if they really want to do stunts on a 304 kg (sans panniers) supertourer they’ll be pleased to discover that KTRC can be activated or deactivated with a flick of the left thumb. By default, the system will switch on once the engine is restarted, sparing the rider possible embarrassment further down the road.
The rest of the winning formula stays the same. The legendary 1 352 cm3 four-cylinder fuelinjected engine, developed from that of the ZX-14 hyperbike, delivers 117.6 kW (157.7 hp) of power (with Ram-Air) at 8 800 rpm and a whopping 139 Nm of torque at 6 200 rpm to the rear wheel via Kawasaki’s patented Tetra-Lever shaft drive, with a slipper clutch preventing wheel hop during heavy deceleration. The crisp six-speed gearbox features a tall top gear to keep revs low during high-speed cruising, and the dual 310 mm petal discs up front are clamped by twin four-pot callipers, while a twopot calliper bites down on a single 270 mm petal disc at the back end. And the aluminium monocoque frame and fully adjustable suspension remains much as it was, although the upside-down 43 mm front forks have been slightly tweaked for 2010.
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