For 2010 Kawasaki very sensibly left the engine and frame of their potent sports-tourer essentially untouched and 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 and Bike of the Year contests after its 2007 launch, so why change anything you don’t need to? Improve and add value where you can, but don’t mess with the rest.  

 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. This also secures itself automatically at 40 km/h to prevent accidental opening, although the rider can access it at any time by simply pushing a button. 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 40W accessory socket, electronically adjustable headlight beam height, and the multi-function information display (now including an outside-temperature readout) that can be easily scrolled through on the new model without removing a hand from the handle bars. There’s no doubt that you have one seriously intelligent motorcycle here.

 Kawasaki’s GTR design team obviously listened to their customers and the media when putting the new package together. The old model had a very useful cubby in the centre of the fuel tank top, but this has been shifted to the left on the new machine, because some riders complained that the previous location rendered it inaccessible when a tank bag was used. The designers then went a step further by providing sturdy hooks at the front of the tank to allow easier fitting of a tank bag. The windscreen is now 70mm taller and is also wider at the top, and has a memory function that returns it to the last preset height after restarting the bike – it automatically drops to the lowest setting when the ignition is turned off. Air slits incorporated in the screen now divert wind through the inner fairing to vents alongside the instrument panel, alleviating the lower pressure on the underside of the screen in the cockpit area and reducing turbulence around the rider’s head.

 One complaint voiced by some owners of the previous model concerned an uncomfortable heat build-up around their legs during city driving. The new model has redesigned side and centre cowlings to help reduce this, aided and abetted by a very effective exhaust pipe heat guard. As before, the bike comes standard with a pair of easily detachable waterproof side panniers comfortably capable of holding a full-face helmet each, and a sturdy but lightweight rear luggage carrier. Because some owners felt that the older bike’s panniers intruded on their rear view mirrors field of view the new Kawasaki GTR’s mirrors are situated 40mm higher than the old, also offering improved protection to the rider’s hands. The stainless-steel exhaust silencer has also been altered, and is now 40mm shorter, with a revised end-cap design.  

 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 discreetly juggles ignition timing, fuel delivery and airflow (via the sub-throttles) 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.

 Before the riders who’re more interested in the “Sports” than the “Tourer” part of the GTR equation get worked up, take note that KTRC adds no additional weight to the machine because the latest wheel sensors and ABS brake processors that do much of the work are both smaller and lighter than the earlier ones. They also work better - the upgraded ABS allows users to choose between a Standard (reduced effect) or High-Combined (more pronounced brake linking effect) setting to give themselves more or less feedback during the computer’s initial balancing of braking forces on the two wheels.      

 The rest of the winning formula stays the same. The legendary 1352 cm³ four-cylinder fuel-injected engine, developed from that of the ZX-14 hyperbike, delivers 117,6 kW of power (with Ram-Air) at 8800 rpm and a whopping 139 Nm of torque at 6200 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 310mm petal discs up front are clamped by twin four-pot callipers, while a two-pot calliper bites down on a single 270mm petal disc at the back end. And the aluminium monocoque frame and fully adjustable suspension remains much as it was, although the upside-down 43mm front forks have been slightly tweaked for 2010.

 Kawasaki built upon the success of the earlier 1400GTR in creating the new, but anybody imagining that this implies a dated machine has been dolled up with new technology to cover its age should read what Cycle World says about its recent shootout between what it calls “the two finest sport-touring motorcycles on the planet” in its October 2009 issue. The Kawasaki, sold in the USA as the Concours 14, took the title of Best Sport Touring Motorcycle in 2008, while its 1300 cm³ rival’s 1200 cm³ predecessor held the crown of in ’06 and ’07. At the conclusion of the contest to find the 2009 champion just five months ago, the magazine’s writers had this to say of the outgoing Kawasaki 1400GTR and its rival: “So what we have here are two shockingly fast, surprisingly agile, incomparably versatile motorcycles…   There's no question that the (other motorcycle) is an impressive piece of engineering that dazzles with its all-around performance, but in just about every area of on-the-road significance, the (2009) Concours either equals or surpasses it.

 Not bad for a bike on the brink of being replaced, hey!

 The 2010 Kawasaki 1400GTR comes with a two-year unlimited distance warranty.