http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/020518-2018-kawasaki-ninja-400-krt-edition-f.jpg (http://www.motorcycle.com/manufacturer/kawasaki/2018-kawasaki-ninja-400-exclusive-dyno-run-and-measured-weight.html)
Kawasaki (http://www.motorcycle.com/manufacturer/kawasaki.html)’s all-new Ninja 400 is ready to upend the small-displacement sportbike category by offering the triumvirate of appealing motorcycle characteristics: class-leading power, a reasonable price, and swanky good looks.

At a base MSRP of $4,999, the new 400 retails for the same price as the previous Ninja 300, and the 400 is also endowed with a seriously attractive profile. But we already knew that when the Ninja 400 was announced (http://www.motorcycle.com/manufacturer/kawasaki/2018-kawasaki-ninja-400-coming-to-america.html).

What we can exclusively report now is the Ninja 400 produces more power than anything in its class, cranking out a considerable 44.0 horsepower at its rear wheel. Its torque is also healthy, at 25.0 lb-ft when run on the Dynojet 250i at our friend’s shop, Mickey Cohen Motorsports.

http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-hp-tq-dyno-633x450.png (http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-hp-tq-dyno.png)Exclusive Ninja 400 dyno run shows a lot of ponies and an impressively flat torque curve from its 399cc parallel-Twin motor. That’s nearly a 30% increase in horsepower over the Ninja 300!


Of course, the Ninja 400 is armed with more engine displacement than all but one of its rivals, so it brings a size advantage to the table. But a bike with a bigger engine and similar weight priced at the same or similar MSRP threshold is a net gain. Full of fuel (3.7 gallons), the ABS-equipped Ninja 400 scaled in at 366 pounds, which compares favorably to the claimed wet weight of the 321cc Yamaha R3 ABS (375 lbs) and 384-lb Ninja 300 (with 4.5 gallons of fuel).

http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-vs-competition-hp-dyno-633x450.png (http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-vs-competition-hp-dyno.png)The dominance of the Ninja 400’s engine (dark green trace) is evident in this horsepower chart, dwarfing its 300cc competition and revving to a top-end pull that even surpasses the output of Honda’s 471cc CBR500R. Note also how the Ninja keeps pace or exceeds the 373cc Single of KTM’s RC390.


Perhaps most appealing is how Kawasaki was able to hold the line on pricing, selling for the same MSRPs as the Ninja 300, at $5,299 for ABS. The sharp-looking KRT edition colorway retails for $5,499 and includes ABS.

For context, Yamaha’s base-model R3 also retails for $4,999. Honda’s CBR300R is cheaper by $300 but is down an enormous 18 horsepower. The CBR500R, while close in power to the Ninja 400, costs much more ($6,599) and weighs a massive 59 lbs extra. KTM’s RC390 retails for $5,499 but includes ABS as standard, and it weighed 364 lbs last time we tested it.

Beginnerish Sportbike Shootout (http://www.motorcycle.com/shoot-outs/beginner-ish-sportbike-shootout)

http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-vs-competition-torque-dyno-633x450.png (http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/2018-Kawasaki-Ninja-400-vs-competition-torque-dyno.png)Small-displacement sportbike engines are generally known for weak torque production, but the Ninja 400 is going to change that assumption.


In its brief time in our hands, the Ninja 400 was ridden only to and from the dyno by Sean Alexander, who, at 6-foot-2 and more than 250 lbs, isn’t the ideal candidate for a smaller sportbike. That said, Kawi’s 400 impressed him with its relative vigor, accelerating on an uphill freeway section to 105 mph while sitting upright. In a tuck on a downhill road, he saw 127 mph on the speedo and estimates an actual 120-mph top speed. He said it felt stable at speed but didn’t feel especially nimble. Brake feel, he says, was linear.

http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/020518-2018-kawasaki-ninja-400-abs-se-_EX400GJFA_GY1_000003-633x422.jpg (http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2018/02/020518-2018-kawasaki-ninja-400-abs-se-_EX400GJFA_GY1_000003.jpg)The Ninja 400 is also available in this Pearl Solar Yellow/Pearl Storm Grey/Ebony colorway.


While we never know for sure how a comparison test is going to turn out before we ride the bikes side by side, unless Kawi messed up the adroit handling of the Ninja 300, the new Ninja 400 is a solid bet to take the top honors in our 2018 Lightweight Sportbike Shootout.

Our boy Ryan Adams will be testing the Ninja 400 on street and the racetrack this week, so be sure to stay tuned to MO for his report.

Kawasaki
Ninja 400 Kawasaki
Ninja 300 KTM
RC390 Honda
CBR300R Honda
CBR500R Yamaha
YZF-R3 MSRPNon-ABS: $4,999
ABS: $5,299-$5,499Non-ABS: $4,999
ABS: $5,299-$5,599$5,499$4,699$6,599Non-ABS: $4,999
ABS: $5,299Engine
TypeLiquid-cooled, DOHC, 4-stroke Parallel-Twin, 8 valvesLiquid-cooled, DOHC, 4-stroke Parallel-Twin, 8 valvesLiquid-cooled, DOHC, 4-stroke Single, 4 valvesLiquid-cooled, DOHC, 4-stroke Single, 4 valvesLiquid-cooled, DOHC, parallel-Twin, four-stroke, 8 valvesLiquid-cooled, DOHC inline twin-cylinder; 8 valvesDisplacement399cc296cc373.3cc286cc471cc321ccBore x stroke70.0 x 51.8 mm62.0 x 49.0mm89.0mm x 60.0mm76.0mm x 63.0mm67.0mm x 66.8mm68.0mm x 44.1mmFuel
DeliveryFuel injection: ø32 mm x 2Fuel injection: ø32 mm x 2Electronic Fuel InjectionElectronic Fuel InjectionElectronic Fuel InjectionFuel InjectionCompression
ratio11.5:110.6:112.5:110.7:110.7:111.2:1IgnitionTCBI with digital advanceTCBI with digital advanceDigital ignition timing adjustmentDigital transistorized with electronic advanceDigital transistorized with electronic advanceTCI: Transistor Controlled IgnitionPeak
horsepower44.0 hp at 10000 rpm34.6 hp at 11100 rpm34.6 hp at 11100 rpm26.3 hp at 8400 rpm43.0 hp at 8400 rpm35.3 hp at 10800 rpmPeak
Torque25.0 lb-ft. at 8000 rpm17.6 lb-ft. at 9700 rpm17.6 lb-ft. at 9700 rpm17.5 lb-ft. at 6700 rpm29.1 lb-ft. at 6800 rpm18.9 lb-ft. at 9200 rpmTransmission6-speed6-speed6-speed6-speed6-speed6-speedClutchWet multi-disc, assist and slipper clutchWet multi-disc, assist and slipper clutchWet multi-disc, slipper clutchWet multi-disc clutchWet multi-disc clutchWet multiplate clutchFinal
DriveChainChainChainChainChainChainFrameTrellis, high-tensile steelSemi-double cradle, high-tensile steelSteel trellisSteelSteelDiamond-type steelFront
suspension41 mm telescopic fork with 4.7 inches travel37mm hydraulic telescopic fork/4.7 in travelWP 43mm inverted fork. 4.9 in travel37mm conventional fork. 4.7 in travel41mm convenional fork. 4.3 in travel41mm KYB telescopic fork; 5.1-in travelRear
suspensionBottom-Link Uni-Trak, gas-charged shock with adjustable preload with 5.5 inches travelUni-Trak with 5-way adjustable preload/5.2 inWP shock. Preload adjustable. 5.9 in travelPro-Link single shock. Preload adjustable. 4.1 in travelPro-Link single shock. Preload adjustable. 4.7 in travelKYB single shock, adjustable preload; 4.9-in travelFront BrakeSingle semi-floating ø310 mm petal disc with single balanced actuation dual-piston caliper, ABS availableSingle 290mm petal-type disc with 2-piston hydraulic caliper, ABS availableSingle 300mm disc. 4-piston, radial-mount caliper, ABSSingle 296mm disc. Two-piston caliperSingle 320mm wave disc. Two-piston caliper298mm hydraulic disc; ABS model availableRear
BrakeSingle 220 mm petal disc with dual-piston caliper, ABS availableSingle 220mm petal-type disc with 2-piston hydraulic caliper, ABS availableSingle 230mm disc. Single-piston caliper, ABSSingle 220mm disc. Single-piston caliperSingle 240mm wave disc. Single-piston caliper220mm hydraulic disc; ABS model availableFront
Tire110/70R17 M/C 54H110/70×17110/70-17110/70-17120/70-17110/70-17Rear
Tire150/60R17 M/C 66H140/70×17150/60-17140/70-17160/60-17140/70-17Rake/Trail24.7°/3.6 inches27°/3.7 inches23.5°/NA25.3°/3.9 inches25.5°/4.1 inches25.0°/3.7 inchesWheelbase53.9 inches55.3 inches52.8 inches54.3 inches55.5 inches54.3 inchesCurb
Weight366 pounds (weighed)383.7 pounds (claimed)324 (dry, claimed)357 (claimed)425 (claimed)368 pounds (claimed)Seat
height30.9 inches (claimed)30.9 inches (claimed)32.3 inches30.7 in30.9 in30.9 inFuel
Capacity3.7 gallons4.5 gallons2.6 gal3.4 gal4.1 gal3.7 galAvailable ColorsPearl Solar Yellow/Pearl Storm Gray/Ebony, Metallic Spark Black, Candy Plasma Blue, KRT EditionCandy Plasma Blue/Pearl Blizzard WhiteKTM Orange/White/BlackRed, Matte Black MetallicPearl WhiteRaven, Vivid White, Team Yamaha Blue2018 Kawasaki Ninja 400: Exclusive Dyno Run and Measured Weight! (http://www.motorcycle.com/manufacturer/kawasaki/2018-kawasaki-ninja-400-exclusive-dyno-run-and-measured-weight.html) appeared first on Motorcycle.com (http://www.motorcycle.com).



Click here for full story... (http://www.motorcycle.com/manufacturer/kawasaki/2018-kawasaki-ninja-400-exclusive-dyno-run-and-measured-weight.html)

That's some news worth moving up to the front sections.

Turbo it!

:thumbup: Who's the first member to put one in their garage?

I LOVE seeing yellow on a new Ninja. I would love to pull one of these into my driveway. Anyone with some insider info as to how this weighs 20 lbs less than the 300?

This, with a few minor upgrades (mostly suspension) could be my next street bike.

^^^ yepp. 366 lbs wet isn't all that far off from the pregen, and it's kissing the 45 hp Mark while still revving to 12,500. Sounds like a fun time!

Hopefully it isn't physically a 3/4 size motorcycle. I never could get past that on my pregen

Yeah, and it's over 40 hp from about 8,500 rpm to redline. That's impressive, and makes it easy to stay in the best part of the power curve when shifting.

My only concern is that the test rider said the bike didn't feel nimble. The front tires are the same between the 300 and 400, but the rear is a 150 on the 400, while the 300 has a 140. The rake difference is pretty significant, and surprisingly, the 300 is longer than the 400 by an inch! I think that a little tweaking could yield that "flick" that our ninjettes are famous for.

My money is that the 400 is replacing the 300, unless I missed something.

It also said the rider is 6'2" and 250 lbs. Not exactly your typical Ninjette pilot.

Safe bet that it'll feel a lot like the current bike only much more lively in the power and torque department. It's basically the same rev-happy little beastie we all love.

I sat on it at the IMS and it feels very similar to the newgen that I used to own. Notable difference is visual... the fairing is much wider up front, so it gives the impression that it's bigger than it is.

Personally I'm a bit "meh" about the styling. I think the H2 is hideous and they're picking up a lot of styling cues from that bike. It has that whole anime thing going on around the headlights. But that's just me.

PS: Full story link broken. They must have had some sort of snafu at Motorcycle.com.

:thumbup: Who's the first member to put one in their garage?

hoping to get one in spring but don't know if ill be the first on the board.

These are going to be VERY popular at the track!
I'm planning on buying the first wrecked one I can get my hands on and replacing my 300 with it

Kawasaki isn't marketing this as a sportbike... So, odds are the suspension geometry is still somewhat conservative. If you slightly drop the forks and raise the rear of the bike, I'm sure it'll liven right up.

Ari from Motorcyclist Online reviewed the bike as well, and was probably pushing harder than anyone else at Sonoma during the press review. He wasn't thrilled with the brakes, but said that all off the chatter and flex associated with the old chassis is no longer present. The bike is significantly more rigid and stable mid corner.

All of this is sounding really, really good.

I'm selling my pregen here in another month or so, and likely replacing it with another first gen SV650 (I miss my old one!) ... but it's nice to know these new 400s might be a great option on the second hand market a few years from now.

Geometry has changed over the old bike. Swing arm longer, rake steeper. Those will sharpen it up a bit. But yeah, it's still a beginner/commuter bike.

Plus beefier fork tubes and new frame... all around, movement in the direction of livelier handling. All good.

They're also being smart with accessories and such. You can get a plug-and-play 12v socket, nicely integrated into the left fairing to feed your device addiction. And a higher seat if you're taller, while stock seat height stays at a beginner-friendly sub-31 inches.

https://youtu.be/IqM1_p9Q6nM

i cannot get the youtube embedding to work, but this is motorcyclist magazine with Ari Henning behind the bars.

IqM1_p9Q6nM

A new brake line would go a long way to improving the feel. I'd probably put on new pads, too.

Both my current bikes have braided lines... been awhile since I've experienced a rubber line, so out of curiosity when I sat on this bike at the motorcycle show I squeezed the lever and looked closely at the brake line... you can actually see it swell under pressure.

That's certainly not unique to this bike; just the nature of the beast, and the reason why braided steel lines are such a popular mod.

^^^ know what's crazy? Same thing on your car. You'd think when ones pays $25,000+ for a car, it would come with hard/stainless lines. Nope. Same squishy vinyl hose goes from the hard tubing to the calipers. Tssk tssk!

To be honest, brand new rubber lines really aren't all that bad in comparison to stainless. The impact from changing to stainless feels substantial to most folks, because they finally change the lines after a decade or so.

IMO, the budget feel results from the selection of budget pads, master cylinder, and caliper. This *is* a $5k bike...

A buddy of mine just got a couple of these 400s from Kawasaki for his race team. I'm going to see him this weekend and I'll get the dirt on them and pass it on next week.

I am loving all the input in this thread. I am very excited to take a look at a 400, Kawasaki.com says my local dealer has one, and the one in charcoal/yellow to boot-just too afraid that if I go in and see it, well, I will not walk out without it...

Loved hearing the sound of the engine in the Youtube link shared by cbinker.

I, for one, really like the styling of the 400, and think they did this bike right, judging from reviews I have seen and read. Definitely looks to be the first bike I buy new.

Notice in that vid how Ari keeps it wound up the whole time? That's the whole trick to having fun on any Ninjette, right there.

Does sound like they have made some improvements, but I just can't get on-board with the H2-derived styling.

I think it will be a good all-around street bike, like the previous gens, but I still would like to see something like the rumored CRB350RR with inverted forks, aluminum swingarm, and a more performance-oriented design (though still a twin and no aluminum frame...) come to the U.S.

What I really want in a small bike (250/400cc 4-cyl screamer with an aluminum frame and trick components) is long gone...never to be seen again...

Looks better in person. That's usually the case.

Got to sit on and look over one today. I’m not a fan, if I replace my N3 it’ll be an R3 or a CBR500 (after someone cracks the ecu).

The looks, width of the body work and some of the engineering have put me off. I don’t like how everything is hanging off of the engine case at all. Thats just going to add complexity when it’s time to dig in and work on the engine.

I don’t like how everything is hanging off of the engine case

Hanging off the engine case?

Hanging off the engine case?

https://i0.wp.com/www.asphaltandrubber.com/wp-content/uploads/2017/10/2018-Kawasaki-Ninja-400-15.jpg

Still not seeing it.

If you want to be pendatic about it...everything is hanging off of the engine ASSEMBLY.

That will get expensive after a crash or two

If you want to be pendatic about it...everything is hanging off of the engine ASSEMBLY.

That will get expensive after a crash or two

No, I mean I'm not seeing anything odd attached to the engine/mounts that wasn't there on my pregen or a newgen.

throttle body (or carb)
plugs/coils
water line
radiator
exhaust emissions junk
electrical


That all looks par for the course to me. Doesn't look like any undo equipment to remove when doing maintenance. Maybe I'm just being dense :idunno:

If we're being blunt: the whole motorcycle is attached to the engine. The whole motorcycle is expensive to crash.

There is no frame on the 400. It’s subframes bolted to the engine assy. The swing arm and shock mount to the back of the engine case.

Wait! Are you commenting on the changed engine mounts and frame that's more cradle shaped rather than the diamond style of the older bikes?

Yeah, it looks like to do a valve job, everything on top of the head has to come off. Depending on dimensions, it might actually be easier to drop the whole engine, which would suck.

Is that what you're commenting on?

You cant “drop the engine out” of this bike.

You pull the front subframe triangle off, the rear subframe, then the swinger and shock then you can disassemble the engine

You pull the front subframe triangle off, the rear subframe, then the swinger and shock then you can disassemble the engine

I'm not seeing separate front and rear subframes. Look at the mount on the back of the head. That looks like 2 tubes butt welded onto that mount, not two separate pieces. I see that dogbone-looking member that boxes in the rear section of frame, but I don't see how the rear subframe is separate from the front subframe.

I see the swing arm mounting to the rear of the case directly. That's smart use of space.

It really looks like any other cradle-style frame, but it looks all one piece to me which is different than a "traditional" supersport where the cradle and the rear subframe are separate pieces.

Getting to the valve cover is likely just taking off the tank and airbox.

How often do you plan to work on the engine other than an oil change or valve job anyway?

Even still, you unbolt the “frame” and you still don’t have a roller.

Some of us do more with these bikes than just ride them. A proper race bike has it’s head off and new rings atleast once a season

Some of us do more with these bikes than just ride them. A proper race bike has it’s head off and new rings at least once a season
http://i0.kym-cdn.com/entries/icons/facebook/000/007/508/neildegrasse.jpg

I guess I used to be in the "some of us" category. :rolleyes:

hoping to get one in spring but don't know if ill be the first on the board.

I may beat you! Was supposed to get mine this past week as the first shipment arrived the week previous. However due to high demand for this bike my dealer has been bumped to the 2nd shipment in 'early March'. Peeved? You betcha. :mad:

They do appear to be selling well.

You cant “drop the engine out” of this bike.

You pull the front subframe triangle off, the rear subframe, then the swinger and shock then you can disassemble the engine

Even still, you unbolt the “frame” and you still don’t have a roller.

Some of us do more with these bikes than just ride them. A proper race bike has it’s head off and new rings atleast once a season

So you have a few extra bolts to take out and a pile of parts instead of a rolling chassis sitting in your garage. It might add an hour to disassembly and an hour to re-assembly.

That's two hours a season if you rebuild it like you claim.

If that really bothers you race something else.

The Ducati 1199 Panigale has the engine as a stressed member, doesn't it? Same deal.

I totally get it in terms of wanting a bike that's potentially easier to work on, but early word has it that the new layout is a lot stiffer than the old.

Ya pays yer money and ya makes yer choices.

So you have a few extra bolts to take out and a pile of parts instead of a rolling chassis sitting in your garage. It might add an hour to disassembly and an hour to re-assembly.

That's two hours a season if you rebuild it like you claim.

If that really bothers you race something else.

Yup, Yamaha will get my money

Even still, you unbolt the “frame” and you still don’t have a roller.

Some of us do more with these bikes than just ride them. A proper race bike has it’s head off and new rings atleast once a season

Certainly didn’t hurt Honda CBR600RR’s winning NINE World Supersport Championship titles having a stressed member engine. Actually Honda’s been doing that since the ‘60s.

It think Pat's pointing to serviceability, not performance.

He was talking about “proper race bikes”. Figured if you want to play, you go with what performs.

Not even sure what to do with a roller anyway. When I rebuild engine, I also do suspension as well, so doesn’t make a difference either way for me.

I may beat you! Was supposed to get mine this past week as the first shipment arrived the week previous. However due to high demand for this bike my dealer has been bumped to the 2nd shipment in 'early March'. Peeved? You betcha. :mad:

They do appear to be selling well.

yea you probably will beat me, and my area has not had one yet and I'm still thinking I'll buy in a different state to get a better deal.

Not to mention... at this point, it's industry standard. Just like the current generation of gearheads are learning on fuel injection, not carbs.

Roll with it.

This just in:

Very positive writeup in Cycle News. Nothing we don't already know, but worth taking a look. The author clearly understands why we find small bikes so appealing.

http://magazine.cyclenews.com/i/944493-cycle-news-issue-07-february-21