Gentlemen,

It's been awhile since I’ve been on two wheels. Back in ’07 when my frame cracked, without explanation until the recall in ’08, my insurance bought me a new ‘07. Then in ’08 the dealer rebuilt the engine after a valve went rogue. 3,000 miles later in the early spring of ’09 the engine threw a rod. With two major defects on two new bikes, I won’t say that the dealer’s rebuild after the rouge valve caused the thrown rod, but I am suspicious. After the thrown rod in ’09 I put her in the garage, connected the trickle charger and covered her with the cape. She’s been that way since.

Recently, late in the midnight hours, bikes have been calling me from the expressway with those all to familiar exhaust notes. So I’m ready to give her a heart transplant and saddle up again.

As I’ve been away for a while, I have a couple of questions. I believe there were changes to the engine in ’08. Are the throttle bodies larger? Changes to the ECU? I’m not going back to the ’07 engine. Which model year engine, ’08 – ‘11, should I go with? Why?

Thanks in advance.

* Last updated by: snat426 on 5/27/2012 @ 3:16 PM *

Any year from 08-11.Stay away from 06-07 and remember the exhaust is different.08 and up is different.
Craig

I'm thinking if you go with 08 + you'll need the ecu and don't forget they upgraded the fuel pump also 08 and above

Thanks Craig & Scott. Tuesday, I'll call Brock's for info on a new set of headers and I've added a new fuel pump to my cart. I don't know which of the '08 - '11 engines I'll end up getting but fortunately they all use the same fuel pump.

@ Scott: I'm hoping that the engine will come with its ECU. If not, I was wondering if I could get my 2007 ECU reflashed to the model year of the replacement engine's specs?

Hey, snat. the 08-11 has a different piston dome from 06-07. Same T boddies.

Hey Rook. Are you still in or near the Chicagoland area? If so, maybe we can check out Galena near the end of June if not sooner. I should've done my research on the throttle bodies before I posted. According to an OEM parts finder, the '07 THROTTLE-ASSY,44EIDW part # is 16163-0105 while the '08 - '11s THROTTLE-ASSY,44EIDW part # is 16163-0108. Are the T-bodies bigger on the '08 - '11's ?

* Last updated by: snat426 on 5/27/2012 @ 10:55 PM *

throttle bodies are same size but totally re-designed. from what I've seen throttle bodies usually come with the motors

2008 Kawasaki ZX-14 Gets More Power
by PAUL CROWE - "THE KNEESLIDER" on 9/25/2007
in MOTORCYCLE BUSINESS

For the truly power hungry, Kawasaki is adding even more to their premier power monster, the 2008 ZX-14. While refining the engine to meet strict noise and emission regulations, they actually increased power. On top of that, the frame is lighter, too. Lots of changes throughout.

From the Kawasaki press release:

Every champion knows sustained dominance is only possible with constant improvement. Such is the case with Kawasaki’s Ninja ZX-14. Since its debut in March of 2006, this motorcycle has ruled the open class sportbike roost with nearly non-stop magazine comparison victories. Even though the 1352cc Ninja ZX-14 won lavish praise for its massive torque, effortless power, agile handling and comfortable ergonomics, Kawasaki engineers were not willing to leave the door open to potential challengers.

The 2008 ZX-14 retains all the great features that made it a legend, plus more bottom, mid and top-end power. Changes to the engine and exhaust system allow it to comply with strict Euro-III emissions and tightening noise regulations. To meet noise standards, the engineers focused on reducing internal mechanical noise instead of muzzling the exhaust system. The result wasn’t a power loss, but an overall improvement of the engine character and an actual increase in the ZX-14’s legendary peak power! Yes, you read that correctly. Emissions and noise levels are lower, peak power is higher, the mid-range hit is stronger and smoother and low-end torque has been increased. A win-win solution for all, in our books.

To achieve those stringent emission levels, a third honeycomb catalyzer was added in the collector, joining the two honeycomb catalyzers already in each silencer. The secondary air ports in the cylinder head and its cover were made approximately 20 percent larger to permit an easier air flow into the exhaust system. A new Air Switching Valve (ASV) caps off the low emission updates and can handle approximately five percent more flow than the last year’s version.

Conquering the challenging Euro-III regulations is admirable, but Kawasaki took it to the next level on the ZX-14 with changes to its 1352cc engine which improve the power characteristics while meeting noise regulations. The injection system was first to receive attention in an effort to boost peak power, give a more linear mid-range and stronger low end torque with the same user-friendly personality. The fine-atomizing fuel injectors had their lateral spray angle increased from 15 to 20 degrees to disperse the atomized fuel over a wider area and the intake porting was revised to provide optimum flow characteristics. Outside of the engine, the exhaust silencers feature refinements to the capacity of the first and third chambers and the lengths of the pipes projecting from the baffle plates have been adjusted. Next the entrances to the connecting tubes (joining header pipes 1-4 and 2-3) were enlarged approximately 75 percent to compensate for the new collector shape, which was altered to allow the inclusion of a third honeycomb catalyzer. These changes were a major component of the enhanced the torque characteristics, especially in the low rpm range.

Reducing internal mechanical noise allowed for the engineers to employ comparatively little exhaust modification to meet noise mandates and consequently the exhaust system could remain free flowing for greater power. Lower mechanical noise was attained by revising the piston profiles and adding a urethane insulation sheet to the inside of the magnesium chain cover.

The engine and exhaust system weren’t the only areas updated for 2008. The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Switching to die instead of gravity casting for the cast aluminum sections of the main frame resulted in lighter parts, allowing the Kawasaki engineers to shave weight on the already slim and compact frame.

Featuring a relaxed sport riding position, the ZX-14 is compact without being cramped, with its bars positioned within easy reach. The narrow engine, monocoque frame, and fuel tank provide a slim rider interface. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make it easy to plant both feet on the ground when stopped. Comfort levels are high enough that riders might think they’re on a dedicated sport tourer, but one twist of the ZX-14’s throttle is all it takes to remind anyone this is the world’s quickest and most powerful production motorcycle.

Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front, with low beams in the two center lenses and the outer lenses containing the high beams and position lamps. The turn signals are cleanly integrated into the fairing and rear cowl with a unique ‘V’ design LED tail lamp capping off the sleek aerodynamics of the ZX-14 that reinforces Kawasaki’s aircraft heritage.

This blending of form, power, and handling characteristics yields a motorcycle with appeal that extends far outside of its high performance audience. The Ninja ZX-14 lives up to its Ninja heritage, by surpassing the competition.

Key Features:
- Reduced emissions and mechanical noise with more peak power and low-end torque for 2008
- Well-balanced aluminum monocoque frame provides superb stability and reflexive handling
- Flagship ride quality with rider friendly ergonomics and that distinctive Ninja styling
- Excellent control and feedback from the 43mm inverted fork and fully adjustable Uni-Trak rear suspension
1,352cc Four-Cylinder, DOHC Engine
- Tuned to provide smooth power across a very wide rev range while raising Kawasaki’s legendary horsepower standards to a new level
- Revised cylinder head and head cover with 20% larger secondary air ports to flow more air into the exhaust
- Carefully planned engine design keeps it compact and narrow
- Chrome composite plated aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs

Next-Generation Monocoque Aluminum Frame
- Lightweight, monocoque 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
- New for 2008, the frame’s cast aluminum sections - steering head and swing arm pivot areas are now produced with a die casting process instead of gravity casting resulting in further weight savings
- Engine is rigidly mounted to the frame to increase its torsional rigidity. Using the engine as a stressed frame member also saves approximately four pounds
- Engine positioned forward in the frame, and the wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling
- Massive head pipe casting contributes to frame rigidity
- 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
- Battery is also housed within the frame and has simple access through the back side of the frame

Wind Tunnel-Designed Bodywork
- 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 upper fairing. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps
- Lightweight Denso radiator with high-density cores provides maximum cooling efficiency

Specifications:

Engine: Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
Displacement: 1,352cc
Bore x stroke: 84.0 x 61.0mm
Maximum torque: 154 N/m {15.7 kgf/m} 113.5 lb-ft @ 7,500 rpm
Compression ratio: 12.0:1
Fuel Injection: DFI® with 44mm Mikuni throttle bodies (4)
Ignition: TCBI with Digital Advance
Transmission: Six speed
Final drive: X-Ring chain
Rake / trail: 23 degrees / 94 mm
Front Tire: 120/70 ZR17
Rear Tire: 190/50 ZR17
Wheelbase: 57.5 in.
Front suspension / wheel travel: 43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
Rear suspension / wheel travel: Bottom-Link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
Front Brakes: Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
Rear Brakes: Single 250mm petal disc with twin-piston caliper
Overall length: 85.4 in.
Overall width: 29.9 in.
Overall height: 46.1 in.
Ground clearance: 4.9 in.
Seat height: 31.5 in.
Dry weight: 485 lbs.
Fuel capacity: 5.8 gal.
Color: Metallic Midnight Sapphire Blue
Atomic Silver
Special Edition: Metallic Flat Spark Black/Metallic Persimmon Red
MSRP standard / Special Edition: $11,699 / $11,999
Warranty: 12 Months

* Last updated by: scottjkyl on 5/28/2012 @ 7:11 AM *

I know the injectors are dif. The 08-11 has more holes and smaller for finer spray and also spray angle was changed somewhat.

Are you still in or near the Chicagoland area?

maybe we can check out Galena near the end of June if not sooner.

Always up for a ride. The trip to the Iowa is among the coolest I have of my riding memories. Let me know what's going on in Galena and when. I'm always here, bro.

* Last updated by: Rook on 5/28/2012 @ 7:42 AM *

From 2006 to 2011, swap 'any engine assembly.' Use your throttle body and ECU.

Remember: 440cc's are the early first gen. From 2008, both injectors turned to 330cc and so did the tweak of the ECU. What happens if you run 440's in with a 330 ECU? Nothing. Poor gas mileage and excess carbon buildup being too rich.

Remember: Can't swap a crank and outer clutch basket between firs gen and final gens. The gear drive off the crank to the clutch basket is conical in gears like the rear end of a car's ring gear. The later setup is straight cut gears.

Other than that, swap parts all you want, you can build a basket case engine with most any year. Jut remember the 'remembers.'

I put an 09' motor in my 07'. Used the 07' throttle bodies, ECU and my 07' exhaust from the headers back. I have had no fueling issues at all.

Thanks for the post Scott. It appears that there were considerable improvements to the 2008 model year. A better, stronger engine is a lot more assuring after two major engine failures. I’ve been looking for an ’08 or later engine in good shape on ebay and Craigslist but to no avail just yet.

Rook, good to hear back from you. Chicago to Galena is a nice, scenic, 3 hour trip. Looking forward to the first road trip back on two wheels.

Hub… Thanks. I think…

Heathun, I’m hoping that the engine I get comes with its ECU. If it doesn’t, I’ll use mine and get it reflashed to ’08 specs or later. Thanks for the 411.