2006 Kawasaki ZX-14 Model Introduction

story by Gabe Ets-Hokin, Created Mar. 19, 2006
How many of you out there like to go fast? I see everybody raising their hands. Okay, how many of you like to go really, really fast? Not as many hands now, but still plenty.

All right then, how many of you like to go really, really fast all day long, and then, when you get where you're going, make a few passes at the local drag strip?

Believe it or not, there are actually a lot of you out there, and Kawasaki is betting they have the bike for you. It's the all-new 2006 ZX-14. It makes a claimed 187 hp (190 ps), will go 186 mph, and they showed it to the press in the global capital of wretched excess, Las Vegas Nevada.

After the requisite meet-n-greet booze-n-food fest on our first night in Sin Central, we were transported to the massively opulent Las Vegas Motor Speedway for a tech briefing and product demonstration. Karl Edmundson, Kawasaki's Sportbike Product Manager, kicked off the tech briefing by showing slides evoking Kawasaki's history as "the manufacturer of the most powerful motorcycles on the planet"; motorcycles like the fearsome H1 triple from 1969, the Z1 of 1973, the GpZ 900 (the first Ninja) of 1984 and most recently, the ZX-11, the bike that triggered the top speed wars of the 1990's.

Edmundson told us that the ZX-14 was "just a continuation of our legacy." In 2003, Kawasaki announced a "new focus on sportbikes", and introduced the ZX-6R followed by the '04 ZX-10R. Both bikes were great machines that shattered all kinds of performance and competition records, but Kawasaki felt they needed a "flagship" model, a motorcycle that would have a reputation for being the fastest machine available, while still being comfortable and pleasant to ride. The ZX-12R was plenty fast, but it just didn't have the reputation of being as comfortable and easy handling as some of the competing models.

The ZX-14 "evolved" from the ZX-12R. It has a similar monocoque chassis and engine architecture, but was designed to be lighter, faster and less intimidating. The boys in green achieved this by focusing on refining the chassis and motor.

We finally found something to make Sean look small.

"The motor of a super-powerful flagship bike like this will be the natural focal point."

The motor of a super-powerful flagship bike like this will be the natural focal point, so Kawasaki made sure it wouldn't disappoint. They started with bore and stroke figures of 84 by 61 mm for a displacement of 1352 cc. They added an extra counterbalancer so the engine would be smooth enough to be mounted as a stressed member, without vibration-absorbing mounts. Despite the extra displacement and components, the motor has smaller dimensions than the ZX-12R's.

It uses a 12.0:1 compression ratio to squeeze the mixture from the four 44 mm Mikuni throttle bodies. This produces a claimed 187 hp, 197 with ram air effect at speed. The last Hayabusa we put on the MO Dynojet Dyno, in 1999, made 157 hp at the back wheel. Top speed is limited by the bike's ECU to 186 mph, thanks to an international "gentlemans" agreement. Edmundson said the USA didn't receive ungoverned models, simply because dealers in countries with governed models would object; grey market importers would buy up USA models and sell them there.

Speed freaks, take heart: it's probably an easy software modification to make. On the way to the drag strip, one drag-bike website guy loudly proclaimed he could do it right there with a pair of wire-cutters.

Okay, we knew it would be fast. But how will it handle? The ZX-14 has a second-generation aluminum monocoque chassis. A monocoque, as those of you with a Vespa, Volkswagen Beetle or most any modern car will know, is a rigid structure made out of metal sheets. The design has "more inherent rigidity" than a twin-spar design, according to Kawasaki and is lighter and stronger than the ZX-12R design. It is more rigid laterally, but less rigid torsionally, for better handling and feedback at high speeds. Additionally, the solid engine mounts should provide better stiffness and rider feedback. Wheelbase measures a tidy 1460 mm, and the whole bike weighs in at a svelte (claimed) 480 pounds dry.

The 5.8 gallon fuel tank extends under the seat for better mass centralization, but is slim (for a bike this size) to keep the bike as manageable and comfortable as possible. The clip-on handlebars look lower than they actually are. Suspension components include 43 mm inverted forks up front (that look like the ZX-10R's) and a redesigned rear linkage and extra-long swingarm. The rear shock has a 13-way compression adjuster and an 11-way rebound adjuster as well as being adjustable for preload (but there's no remote adjuster). Front forks are adjustable for preload, compression and rebound as well.

Brakes and clutch have been revamped, too. The brakes have four-piston, radial-mounted calipers with one pad per piston grabbing 310 mm "petal" type full-floating rotors. ABS is available in other markets; Kawasaki seems to think we're happy managing brake lock-up ourselves. The brake master cylinder is a radial-pumping job, as is the clutch master cylinder. Kawasaki seemed very proud of this last feature, calling it a "direct action" clutch. They claim the radial master cylinder gives the unit exceptional smoothness and feel.

"Good job with the styling, giving an impression of speed without being too boy-racer looking."

Kawasaki didn't stop with a great motor and chassis; they also wanted the styling to be as distinctive and aggressive as possible. The bike is two inches longer and one inch lower than the ZX-12R and is equipped with four projector-beam headlamps for maximum illumination and a distinctive look. On the sides of the bike are a pair of louvered side panels that blend in nicely with similar panels behind the front fender, even if I think they look more like styling touches than functional pieces.

Those louvers fit into the bike's aerodynamic scheme, very important for a flagship bike that desires to be the fastest and most powerful on the planet. They also reduce drag and add stability at highway speeds, according to Kawasaki. Overall, I think they did a good job with the styling, giving an impression of speed without being too boy-racer looking, but still on the good side of the exciting/bland border.

Kawasaki was also proud of the instrument display. There's an analog tachometer and speedometer: no wacky LCD tachometer for the flagship. Above the twin clocks is a large information display that shows instant and average miles per gallon, battery voltage, a gear indicator, and a diagnostics display. There's also programmable shift and launch lights to aid nascent drag racers. These instruments are operated by a Controller Area Network (CAN) that greatly reduces the size of the wiring harness and the weight and complexity of the instrument cluster.

Edmunton finished up the briefing by telling us we would have three riding portions to evaluate the bike over the next two days.

Page2High-speed stability would be demonstrated on the vast oval of the Speedway. The bike's "awesome" acceleration would be experienced on the quarter-mile drag strip, and finally a street ride would wow us with the bike's comfort and flexibility on the street. Say no more: we're ready to ride.

The first day of the introduction was reserved for the dragstrip and high-speed testing on the big oval of the Las Vegas Speedway. However, a threat of rain the next day prompted Kawasaki to set up a street ride for the afternoon. I would try my hand at the dragstrip in the morning; Publisher Sean "Dirty" Alexander would also do the dragstrip in the morning then he'd head out on the high-speed oval in the afternoon, while I took a spin on public roads. After dividing the journalists up into groups, we were driven to the dragstrip.

Gabe: What's 'pin it' mean? Gadson: Get off my racetrack!

"I was a bit nervous about popping my dragracing cherry..."

It was my first-ever dragstrip experience; I was a bit nervous about popping my dragracing cherry on the most powerful production bike ever built. I was hoping that Kawasaki's emphasis on rider-friendliness and the presence of dragracing champ Rickey Gadsen would help me look good.

The first day of the introduction was reserved for the dragstrip and high-speed testing on the big oval of the Las Vegas Speedway. However, a threat of rain the next day prompted Kawasaki to set up a street ride for the afternoon. I would try my hand at the dragstrip in the morning; Publisher Sean "Dirty" Alexander would also do the dragstrip in the morning then he'd head out on the high-speed oval in the afternoon, while I took a spin on public roads. After dividing the journalists up into groups, we were driven to the dragstrip.

It was my first-ever dragstrip experience; I was a bit nervous about popping my dragracing cherry on the most powerful production bike ever built. I was hoping that Kawasaki's emphasis on rider-friendliness and the presence of dragracing champ Rickey Gadsen would help me look good.

Dirty Drags It In More Ways Than One

The wind noise is annoying, growing louder on the straights and subsiding just enough in the corners for me to hear the subtle grinding noises emanating from the lower left side of the new ZX-14. A little playful experimentation reveals that it sounds different through NASCAR turns one and two than it does between three and four. Funky, this exercise -- surreal even. Grinding noises switch to my left boot as I dip it below the lever to shift up from fifth to sixth gear just before Las Vegas' start/finish line. It seems like the ground is right under my kneepuck from the time I enter NASCAR turn three all the way around to the exit of NASCAR two. That means the only time the ZX-14 isn't cooking the left shoulder of its tires is when the bike is upright on the back straight.

Thanks to our man Al for immortalizing the moment!

Let's think about that for a second:

Speed: 180 mph.

Ground clearance: Zero.

Over a mile spent on one section of tire at speeds between 150- to 180-something mph. So what? Lots of bikes do those speeds, it really shouldn't be a problem, right? Wrong. This is a 550Lb motorcycle with a 210Lb rider, pulling insane banking-induced G-forces at extreme lean angles. Bring your diapers and hug your tire engineer.

Those Bridgestone engineers didn't want to hug me back when I stepped off the bike after my first five-lap session. It seems the other journalists in my "Torque" sub-group have been commenting on how fast I'm going through the banking and the laptimes (which they aren't "officially" recording) are in the neighborhood of 10 seconds per lap quicker than the other guys.

Now, there are Japanese techs pouring over the rear tire with temp guns and note pads and next thing I know the bike is whisked away for a tire-swap. I guess others hadn't taken Kawasaki's "no limits, go ahead and see what she'll do" speech seriously. By the way, the answer is: She'll effortlessly peg the speedo and stop pulling as the "gentleman's agreement" 300 kph (186 mph) soft-limiter takes hold. I figure my actual speed was probably closer to 170ish given the usual speedo error and the fact that it was achieved on the side of the tire, making the rpm and wheel speed read higher than they would if the bike was straight up on the longest circumference of the tires. Regardless, we were going plenty fast enough to verify the big Ninja's basic stability at elevated velocities and there's little doubt that the ZX-14 makes an excellent hyper-velocity gentleman's express.

If he tucked-in any more than this, Sean found his forward view obscured by the ZX-14's tall dash and black windscreen masking.

More impressive than the ZX-14's sheer speed and stability is the fact that Kawasaki didn't sacrifice comfort or handling to meet those requirements. In fact, I found it quite easy to initiate turn-in, even at speeds over 170 mph. The steering is very light with a surprisingly quick off-center response for such a long and stable chassis. This is a great combination of attributes and will probably allow the ZX-14 to comport itself well in the canyons, as long as its ground clearance limitations are kept in mind.

There was neither the room nor the proper geometry at LVMS to discover the true terminal velocity of a ZX-14, but I have absolutely no reason to doubt that it will be good for every one of those 186 mph on straight/level ground. Furthermore, I suspect that number will be closer to 195 mph once the aftermarket goes snip-snip on the limiter, 200+ with the limiter removed and the usual bolt-on exhaust and computer mods. Only one way to find out...

"It really seems like a piece of cake to launch this bike from a standstill."

In the mean time, the dragstrip doesn't lie, and the speed limiter doesn't come into play, when your 1320 feet ends at 150 mph. This means the engine's true potential becomes a bit clearer with a little extrapolation. Given the ZX-14's 550Lb claimed wet weight and the fact that LVMS' Drag Strip is located 2,100' above sea level, and that an internet weenie like Motorcycle USA'sKevin Duke takes a bone stock ZX-14 for multiple passes between 9.6 and 9.9 seconds with trap speeds in the 150 range and a non-drag racing 210Lb internet publishing weenie like myself drags one to a 10.33 at 145, it's probably safe to assume that a stock ZX-14 has enough motor to embarrass a stock Huyabusa.

"Sean is pretty sure this clutch could launch battleships without fading."

It really seems like a piece of cake to launch this bike from a standstill. The long wheelbase helps to tame the wheelies, while the excellent clutch makes torque modulation a snap. If you flub the launch, have no fear, as the Nuclear Reactor has no problem pulling even the fattest of editors back out of the hole. Speaking of fat editors and flubbed launches, the 14's new radial-master clutch lever and kryptonite discs seemed nearly immune to poor launch technique. I'm fairly certain this setup could launch battleships without fading. In fact, I think the total ZX-14 package is ideal for someone looking to get into streetbike drag racing. The chassis is friendly and the components are durable... just add gas, tie down the suspension and make passes till your heart's content.

-- Sean

I was trembling mildly as I found myself staring at the light tree, engine growling at 5,000 rpm, body leaned over the tank. Team Muzzy racers Gadsen and Ryan Schnitz were both there, full of helpful advice on my first run. The light turned green, and I gave it gas, releasing the clutch as the bike lurched forward.

"Drag racing is a singular sport; it's a lot of training, preparation and skill for 10 seconds of competition at a time."

I had a crummy start, but the bike still accelerated so fast I had to make a Herculean effort to get my feet back up on the footpegs to shift to second, fighting against gravitational forces trying to pull me off the bike. Second was followed almost immediately by third as I found myself hurtling down the track, literally accelerating faster than a cinder block dropped off of a bridge. The wind blast turned into a roar as I whipped past the quarter-mile marker. A glance down at the big speedometer showed the needle swinging back past the 140 mph mark. I had never experienced such an incredible increase of rate.

Turning the bike back towards the pits revealed a light-feeling and steering motorcycle. The brakes had the same sensitive and powerful feel that the 2006 ZX-10R has, seemingly not affected by the extra 90 pounds during regular riding. Returning to the pits, I was amazed at how much slower I was than the other riders, but pleased when I shaved a tenth of a second from my time every run I did.

Page3However, there's a lot more to it than just going as fast as you can in a straight line. It's all about the launch; those first one or two seconds where you are modulating the clutch and throttle to ensure the best time across the first 60 feet of track. I'm embarrassed to say I never really got the hang of modulating the clutch, even with the amazingly patient and understanding Gadsen lavishing me with attention.

Still, I was able to get my times down to just over 11 seconds, with a terminal speed of over 140 mph. That's fast, considering the pathetic, limp-wristed runs I was putting in, (actual Gadsen quote: "Man, you need to pin it! You didn't have it pinned in first, you didn't have it pinned in second, and I don't think you even had it pinned in third!") and a testament to the incredible clutch and throttle control sensitivity this machine possesses.

"Man, you need to pin it!" Rickey Gadsen tells Gabe Ets-Hokin. "You didn't have it pinned in first, you didn't have it pinned in second, and I don't think you even had it pinned in third!"

Drag racing is fun, but we wanted to test the bike on the street, so a few of us opted for a street ride rather than the high-speed oval. I hopped on a ZX-14 and followed the team of Kawasaki people and photographers out to the Valley of Fire State Park, about 50 miles from downtown Las Vegas.

During the ride to the park, I had more time to admire the build quality and nice features on the bike. It has a very high-quality, well-made feel to it. All the controls work smoothly and have a heavy, finished sense to them. Both the brake and clutch lever adjust to fit your hand. The instrument panel offers plenty of information in a wide, easy-to-read format. I entertained myself on the boring, flat, 75 mph ride out to the park by watching fuel economy on the rider information display vary between 25 and 55 mpg (expect about 38 on level ground at 75 mph).

I also noticed the comfort level; it's pretty good. The seat is broad, flat and supportive, with plenty of room to find a perfect position. The bars are pretty high and come back to meet the rider for a mild, yet sporty seating position, a little more comfy than a Honda VFR. The bike is also pretty compact, with a low center of gravity; 5'6" me could paddle the bike around a parking lot with both feet flat, thanks to the seat and tank being relatively narrow up front and a chassis that felt as light as the aforementioned VFR. The footpeg height felt about perfect for me.

"It's a true GT machine: big, fast and good-handling, showcasing the taste and social status of its well-heeled owner."

Comfort isn't as good as it could be, but there's always something imperfect with every bike, right? In the case of the ZX-14, the windscreen isn't quite the right height. It's designed for optimal aerodynamics at extreme speeds with the rider tucked in, not for a big guy with a wife and a tankbag. The windblast is noticeable at even 75 mph. Also noticeable is the seat, which feels good for an hour, then starts to bite a little because of too-soft foam. Invest in aftermarket seat and windscreen manufacturers if you want a stock tip. I also predict most sport-touring riders will want to add an inch or two to the handlebar mount for even more comfort.

Going into and through the park were lots of different kinds of curves to test the big bike's cornering abilities. Unfortunately, they had to be taken at mostly legal speeds, as one of Kawasaki's riders had received a present from the Nevada Highway Patrol the prior week; Kawasaki's PR department read us the riot act about speeding before the ride. Even so, at moderate speeds the Kawasaki felt light and easy-to-turn, imparting lots of rider confidence with a stable, friendly style that made me think this would be a very good sport-tourer. If you do get into a corner with too much speed, the outstanding binders should get you down to your comfort level quickly.

You can take the boy out of the trailer park, but you can't take the...

Since we're on the subject of "quickly", this is a bike that will intimately familiarize you with that word. The acceleration is scorching, and the heavy chassis irons out the ripples in the road and makes you feel like you're on your own personal bullet train. The motor is also very smooth, the extra counterbalancer giving the motor an electric feeling that has you leaving it in fourth or fifth gear if you ignore the gear indicator on the instrument panel. The bars, seat and footpegs transmit a minimal amount of vibration, even if you wedge your boot up against the frame where that 190 hp motor is solidly-mounted.

The Park had a few 15 mph turns that crested blind rises, but the bike only felt a little hard-to-manage in these. The ZX-14 isn't about earth-shattering power -- although it is the most powerful machine around -- or about blistering top speeds, as it's limited to only 186 mph. It's all about a smooth, refined, easy-riding package that will attract budding dragracers and experienced sport-tourers alike.

The next day started late because of rain, and Dirty and I started even later because of some extended craps-shooting and Scotch-drinking on a different kind of Strip the night before. Luckily, there was time for me to take another shot at getting my quarter-mile times down below 11 seconds.

I failed to do it, but plenty of other journos were able to. Several of us even got times down below 10 seconds, a feat for a bone-stock bike with no tie-down straps or wheelie bars. One very light and brave individual from a rival website was able to get his times below 9.7 seconds, just a tick slower than Gadsen and Schmitz's best times.

I've never thought about clutches so much at a new model introduction, but that's a testament to the ZX-14's very solid one. About 35 riders made at least 15 runs each on eight bikes, in addition to the many set-up and demonstration runs made by the Kawasaki people, but I didn't notice any notchy shifting or slipping until I was making my very last runs at the end of the day, on a bike that had probably done almost 100 launches.

The radial-pump clutch master cylinder and heavy-duty clutch pack (which must be made out of cast iron or whatever materiel lines Dirty's stomach) had astounding feel and sets a new standard for hydraulic clutches. For a rider learning the ins and outs of dragracing, this is an important feature, as it will be for a sport-tourer who will be piling up mileage on this big, fast, comfortable machine.

As a flagship bike, our initial impression is that the ZX-14 really works. Even if it can't go 200 mph, it offers ample speed blended with light handling and good comfort. It's a true GT machine: big, fast and good-handling, showcasing the taste and social status of its well-heeled owner. We here at MO are heels, if not actually well-heeled, and we look forward to testing this bike further, especially compared to some of the other manufacturers' flagship sportbikes like the Hayabusa or the BMW K1200S. In the meantime, I think Kawasaki has built a new favorite bike, one that is definitely good enough to hang the flagship banner from.


** Specs provided by Kawasaki Motor Corp. **
Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
Displacement: 1352 cc
Bore & Stroke: 84.0 x 61.0 mm
*Claimed* Maximum Torque: 113.5 lb-ft / 7,500 rpm
Compression Ratio: 12.0:1
Fuel Injection: DFI with Mikuni 44mm Throttle Bodies (4)
Ignition: TCBI with Digital Advance
Transmission: 6-Speed
Final Drive: X-Ring Chain
Rake/Trail: 23 degrees / 94 mm.
Front Wheel Travel: 4.6 in.
Rear Wheel Travel: 4.8 in.
Front Tire Size: 120/70 ZR17
Rear Tire Size: 190/50 ZR17
Wheelbase: 57.5 in.
Overall Height: 46 in.
Overall Length: 85.4 in.
Overall Width: 29.9 in.
Front Suspension: 43 mm Inverted Cartridge Fork with Adjustable Preload, Stepless Rebound and Compression Damping
Rear Suspension: Uni-Trak with Adjustable Preload, Stepless Rebound and Compression Damping, Ride Height
Front Brake Type: Dual Semi-Floating Petal Discs with 4-Piston Calipers
Rear Brake Type: Single Petal Disc
Fuel Tank Capacity: 5.8 gal.
Seat Height: 31.5 in.
*Claimed* Dry Weight: 474 lbs.
Color: Passion Red, Ebony, Candy Thunder Blue
Warranty: 12 months
Good Times Protection Plan: 24, 36 or 48 months
MSRP: $11,499

* Price and specifications subject to change


Key Features According to Kawasaki:

Distinctive Ninja® Styling Most Powerful Production Kawasaki EngineNext Generation
Monocoque Aluminum FrameComfortable Riding Position

1,352cc Four-Cylinder, DOHC(KP) Engine

The most powerful production Kawasaki motorcycle engine ever.Tuned to provide smooth power across a very wide rev range while raising the legendary Kawasaki horsepower standards to a new level.Carefully planned engine design keeps it compact and narrow. Chrome composite plated(KP) aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs.

Gear-Driven Dual Engine Balancers(KP)

Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and rider support.

Ram Air Induction(KP)

Central Ram Air duct produces a straighter path to the airbox for maximum intake efficiency. Similar inlet design to the Ninja ZX-6R and ZX-10R gives the ZX-14 consistent Kawasaki Ninja styling. This system takes cooler, high-pressure air from in front of the fairing and guides it through the air cleaner and into the engine for maximum power output.

Digital Fuel Injection(KP)

44mm Mikuni throttle bodies are fitted with sub-throttle valves(KP) that are controlled by the ECU to provide precise response and make DFI performance smoother, with response similar to constant velocity carburetors.32-bit electronic control unit works with dual throttle valve system to further enhance throttle response and control.A digital computer feeds the engine exactly the amount of fuel it needs for cleaner emissions and maximum fuel economy.

Digital Ignition

Digital Timing Advance enhances low-and mid-range power.
Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant.

Radial Pump Clutch

Hydraulic clutch features a radial-mount clutch master cylinder for very smooth clutch operation.

Next-Generation Monocoque Aluminum Frame(KP)

Evolved from the ZX-12R, the frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light. Engine is rigidly mounted to increase the monocoque's torsional rigidity. Plus using the engine as a stressed frame member decreases the frame's weight by approximately four pounds. Engine positioned forward in the frame, wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling. The monocoque section houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access. The battery is also housed within the frame and has simple access through the back side of the frame. The steering head and swing arm pivot areas are cast aluminum for superior strength and rigidity.

Inverted 43mm Cartridge Type Front Fork(KP)

Damping rates offer stiff initial action to resist front-end dive when braking. Stepless damping adjustment improves suspension performance.

Bottom-Link Uni-Track® Rear Suspension(KP)

Linkage rates provide linear suspension action. The bottom-link design concentrates the weight lower in the chassis for a lower center of gravity, which makes the bike more flickable.

Radial Mounted Petal Front Disc Brakes

Radial mounted 4-piston front brake calipers. Instead of mounting the calipers with threaded tabs cast near the top of the caliper, the radial design utilizes integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation. A separate brake pad is used for each piston. One large pad can deform with the heat generated by hard track style riding, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel lap after lap. Petal design brake discs provide better cooling and warp resistance. Radial-pump front brake master cylinder improves brake performance and lever feel.

Wind Tunnel-Designed Bodywork

Since the monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling. Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance. Quadruple projector beam headlights give the ZX-14 a distinctive nose. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps.

Full Instrumentation

Dual analog speedometer and tachometer with white faces are easy to read. Multi-function LCD digital display includes an odometer, two trip meters, gear position indicator and a clock. Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift. Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch. A CAN (Controller Area Network) interface between the meter uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged.
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