Based on feedback from racing activities, the Assist & Slipper Clutch uses two types of cams (an assist cam and a slipper cam) to either drive the clutch hub and operating plate together or apart.

Under normal operation, the assist cam functions as a self-servo mechanism, pulling the clutch hub and operating plate together to compress the clutch plates. This allows the total clutch spring load to be reduced, resulting in a lighter clutch lever feel when operating the clutch.

When excessive engine braking occurs – as a result of quick downshifts (or an accidental downshift) – the slipper cam comes into play, forcing the clutch hub and operating plate apart. This relieves pressure on the clutch plates to reduce back-torque and helps prevent the rear tire from hopping and skidding. This race-style function is particularly useful when sport or track riding.

Using high-precision electronic control for engine management, Kawasaki models can achieve a high level of fuel efficiency. However, fuel consumption is greatly affected by throttle use, gear selection, and other elements under the rider's control. The Economical Riding Indicator is a function that indicates when current riding conditions are consuming a low amount of fuel. The system continuously monitors fuel consumption, regardless of vehicle speed, engine speed, throttle position and other riding conditions. When fuel consumption is low for a given speed (i.e. fuel efficiency is high), an "ECO" mark appears on the instrument panel. By riding so that the "ECO" mark remains on, fuel consumption can be reduced.

While effective vehicle speed and engine speed may vary by model, paying attention to conditions that cause the "ECO" mark to appear can help riders improve their fuel efficiency – a handy way to increase cruising range. Further, keeping fuel consumption low also helps minimise negative impact on the environment.

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.

Kawasaki’s fully electronic throttle actuation system enables the ECU to control the volume of both the fuel (via fuel injectors) and the air (via throttle valves) delivered to the engine. Ideal fuel injection and throttle valve position results in smooth, natural engine response and the ideal engine output. The system also makes a significant contribution to reduced emissions.

Electronic throttle valves also enable more precise control of electronic engine management systems like S-KTRC and KTRC, and allow the implementation of electronic systems like KLCM, Kawasaki Engine Brake Control, dual-direction KQS, and Electronic Cruise Control.

Using the latest evolution of Kawasaki’s advanced modelling software and feedback from a compact IMU (Inertial Measurement Unit) that gives an even clearer real-time picture of chassis orientation, KCMF monitors engine and chassis parameters throughout the corner – from entry, through the apex, to corner exit – modulating brake force and engine power to facilitate smooth transition from acceleration to braking and back again, and to assist riders in tracing their intended line through the corner. The systems that KCMF oversees vary by model, but may include:
• S-KTRC/KTRC (including traction management and wheel lift management)
• KLCM (including traction management and wheel lift management)
      - Designed to optimise acceleration from a standstill under close-course conditions
• KECS
• KIBS (including pitching management and corner braking management)
• ABS (including pitching management and corner braking management)
• Kawasaki Engine Brake Control

Designed to help riders maximize their acceleration on the track by enabling clutchless upshifts with the throttle fully open, KQS detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged without having to use the clutch. On models that offer clutchless downshifts, during deceleration the system automatically controls engine speed so that the next lower gear can be selected without operating the clutch.

KTRC, Kawasaki's advanced traction control system provides both enhanced sport riding performance and the confidence to negotiate low-traction surfaces. Multiple rider-selectable modes (the number of modes varies by model) offer progressively greater levels of intrusion to suit the riding situation and rider preference.

Less intrusive modes maintain optimum traction during cornering. Designed with sport riding in mind, they facilitate acceleration out of corners by maximising forward drive from the rear wheel. And because Kawasaki’s 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.

In the more intrusive modes (and for some models, in any mode), when excessive wheel spin is detected, engine output is reduced to allow grip to be regained, effectively enabling riders to negotiate both short, challenging patches (train tracks or manhole covers) and extended stretches of low-traction conditions (wet pavement, cobblestone, gravel) with confidence.

Some models equipped with IMU incorporate chassis-orientation feedback to offer even more precise management.

For off-road models, KTRC facilitates acceleration out of corners by mitigating excessive rear wheel spin in low-traction conditions. Multiple modes allow riders to set the level of traction control to suit preference or course conditions.

Originally offered on Kawasaki’s on-road motorcycles, clever technology enables riders to connect to their motorcycle wirelessly. Using the smartphone application “RIDEOLOGY THE APP MOTORCYCLE,” a number of instrument functions can be accessed, contributing to an enhanced motorcycling experience. Vehicle information (such as the odometer, fuel gauge, maintenance schedule, etc) can be viewed on the smartphone. Riding logs (varies by model, but may include GPS route, gear position, rpm, and other information) can be viewed on the smartphone and shared with other app users. When connected, telephone (call, mail) notices are displayed on the instrument panel. Riders can also make changes to their motorcycle’s instrument display settings (preferred units, clock and date setting, etc) via the smartphone. On select models, features like Navigation and Voice Command are also supported. And on certain models, it is even possible to check and adjust vehicle settings (such as Rider Mode, electronic rider support features, and payload settings) using the smartphone.

On KX competition motorcycles with smartphone connectivity, riders can use the application “RIDEOLOGY THE APP KX” to adjust their bike’s engine maps. Real-time Engine Monitoring, and Maintenance and Setup Logs are also available. For KX models equipped with GPS, “RIDEOLOGY THE APP KX2” offers additional functions like Trip Logs that riders can use to create track maps and analyse their performance. Traction Control Selection and Launch Control Selection allow riders to set and fine-tune these functions from the smartphone.

For side x sides, all-terrain vehicles and personal watercraft, “RIDEOLOGY THE APP POWERSPORTS” contributes to an enhanced off-roading or on-water experience. In addition to Trip Log recording and sharing, and vehicle management and maintenance support functions similar to those offered for on-road motorcycles, functions unique to off-road four-wheelers and personal watercraft are also available. Group Ride enables group members to view each other’s locations on an in-app map on the smartphone. Geofence functionality alerts app users of no-entry and other zones. For select personal watercraft, RIDEOLOGY THE APP POWERSPORTS can also share person-overboard information with nearby app users.

Feature availability and functionality vary by model and application. For more information, please refer to the Kawasaki Connect web site.

RIDEOLOGY THE APP MOTORCYCLE:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/mc.html

RIDEOLOGY THE APP KX:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/kx.html

RIDEOLOGY THE APP POWERSPORTS:

https://www.global-kawasaki-motors.com/kawasaki_connect/en/ps.html

Kawasaki has long had a reputation for building great-sounding bikes – a characteristic inherent in the Kawasaki engine architecture – but it is only recently that effort has been put into crafting a specific auditory experience through careful sound tuning of either the intake or exhaust system.

Designed specifically to allow riders to enjoy their motorcycles aurally as well as physically, the carefully crafted auditory notes can be the key components of the street riding exhilaration offered by models that have benefitted from sound tuning. Sound tuning can include conducting sound research, designing intake and exhaust system components based on an acoustic test carried out in a sound room, and careful consideration of every detail of a system’s components to ensure a balance of performance and the desired sound.

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. On models with front-wheel ABS, the same principles apply.

Proper fit is key for comfort and control. However, the ideal fit varies from person to person, depending on their physical dimensions and (on motorcycles and personal watercraft) riding style.

ERGO-FIT is an interface system designed to allow riders and drivers to find their ideal riding or driving position. Various points of the chassis interface (the handlebar (or steering wheel), footpegs and seat, etc) can be adjusted through a combination of interchangeable parts and parts with adjustable positions. This enables a wide range of riders and drivers to find a position that offers both comfort and control, helping them feel at one with their machine.

*Adjustable parts and their range of adjustability vary by model.

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.

The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that, using minimal hardware, gives the ECU an accurate real-time picture of what the chassis is doing. Kawasaki’s proprietary dynamic modelling program examines changes in multiple parameters, enabling it to take into account changing road and tyre conditions.

The addition of an IMU (Inertial Measurement Unit) enables inertia along 6 DOF (degrees of freedom) to be monitored: acceleration along longitudinal, transverse and vertical axes, plus roll rate, pitch rate and yaw rate. This additional feedback contributes to an even clearer real-time picture of chassis orientation, enabling even more precise management for control at the limit.