It has a wider range of riding than the ZX-4R, and you can feel the dynamic performance that is completely different from its predecessor. Kawasaki Ninja 400 1000km Serious Test Ride [2/3]

Kawasaki Ninja 400…770,000 yen

Advantages that are different from the in-line 4-cylinder ZX-4R

As I mentioned in the first article, I have been going to circuits regularly since 2010 (although I have been taking a break recently due to financial difficulties), and I find the in-line twin-cylinder Ninja 400 quite appealing as a current model that I can just about bring out its potential with my skill level. However, when I talk about it with friends and acquaintances around me, I am surprised at how often they respond, “Wouldn’t the in-line four-cylinder Ninja ZX-4R be better?” However, while I acknowledge the capabilities of the ZX-4R, I still think the Ninja 400 is more suited to me.

That’s because the ZX-4R weighs 190kg, which is 23kg heavier than the Ninja 400. However, on the other hand, the ZX-4R’s maximum output is 77/80ps, which is 29ps higher than the Ninja 400 (32ps when ram air is applied), but having driven it on the circuit and truly realizing the importance of lightness, I’m still drawn to the Ninja 400.

In addition, the Ninja 400 also has the merit of being able to enjoy long runs without excess or lack. When using the ZX-4R, which is equipped with an ultra-high-revving in-line four-cylinder engine (maximum power and torque are generated at 14,500 and 13,000 rpm, while the Ninja 400’s are at 10,000 and 8,000 rpm), for touring, there are many situations where you can’t enjoy the engine’s full potential, or it’s difficult to match your pace with your fellow riders, which can be stressful. However, during the second half of this test ride, I went on a 700km tour (a two-day, one-night trip from western Tokyo to Joetsu City, Niigata Prefecture) with three friends, mainly on public roads, and I hardly encountered any of these problems.

Ground contact and security around the front

By the way, as I rode through various situations on my approximately 700km tour, one thing that really impressed me was the feeling of the front end gripping the ground when decelerating. I had vaguely noticed this before, but when you apply the front brake on the Ninja 400, or close the throttle after it had been moderately open, the weight naturally and just rightly shifts to the front end, and that weight doesn’t easily drop, regardless of the speed range or road conditions. This gives you a great sense of security when entering corners on mountain roads, and it’s also easy to lean the bike from there. This is a continuation of what I said in the first article, but I think it’s these qualities that have made me fall in love with the Ninja 400.

On the other hand, however, the feeling around the rear when opening the throttle on cornering wasn’t the best. At higher engine speeds, traction is clearly apparent, but below 6000 rpm, it feels a bit muffled. This issue could be resolved with a high-quality aftermarket rear shock or an aftermarket muffler that emphasizes the engine’s thrust, but perhaps a more favorable impression could be achieved by using high-grip sports tires (the original specification is Dunlop GPR-300) or shortening the final drive ratio.

In addition to that, one other thing that bothered me a little about the Ninja 400 was the physical fatigue after a long ride. That said, I didn’t feel any obvious pain anywhere in my body, and any bike will get tired to a certain extent when you ride about 700km mainly on public roads, but looking back, the Ninja 400 before 2017, which shared the same basic design as the Ninja 650, had a thick seat and a high windscreen (seat height and overall height: 805/1180mm for the 2017 model and earlier, 785/1120mm for the 2018 model and later), and it had a more relaxed ride feel, so I feel that its qualities as a sports tourer were superior to those of the current Ninja 400 from 2018 onwards.

Well, I originally fell in love with the current Ninja 400 because of its maneuverability, so I’m not sure if it’s appropriate to express any objections to this bike from that perspective. Also, considering the difference in size (curb weight and wheelbase for 2017 and earlier models: 211 kg and 1410 mm, and for 2018 and later models: 167 kg and 1370 mm), the reason I was able to easily push and pull the bike and ride along the narrow prefectural roads, farm roads, and paved forest roads during this test ride was probably because the current Ninja 400 is light and small.

In any case, through this test ride, I’ve come to like the Ninja 400 more than ever, and if I were to own this bike, I think I would customize it to improve its maneuverability and comfort. Writing this might give the impression that I’m rejecting the stock version, but it could be said that the desire to customize something during a test ride is a characteristic of Kawasaki motorcycles, and it’s precisely because the stock version has such excellent qualities that I want to customize it to my liking.

Have you come across your ideal customization by chance?

While I was thinking about this, I happened to come across a perfect example at a convenience store near my house. I met Mr. Komatsubara, the owner of a current Ninja 400, and when he showed me his bike, I found that the direction of the customization was quite similar to my preferences. What particularly impressed me was the aftermarket high seat and rearsets, which provide an excellent riding position that seems to allow for both sports riding and touring (I was bold enough to sit on the seat and check the riding position), but I also really like the high windscreen, which is expected to reduce the wind when riding, and the Yoshimura muffler, which gives you a clear, explosive exhaust sound with each hit.

By the way, there are plenty of aftermarket parts for the Ninja 400, and if you search the internet you’ll find a lot of different customizations. Komatsubara’s theme for his bike is that it can be used for touring comfortably, and since settling on the current specifications, the mileage has steadily increased, and he’s grown more and more attached to it. After hearing his story, I fell in love with the Ninja 400 even more.

*In the third installment, which will be published soon, the author will explain each part from his own unique perspective, as well as introduce the actual fuel consumption measured after driving approximately 1,200 km.

Now is the time to ride the Ninja 400. After realizing my own inadequacy, an ordinary middle-aged rider felt that this was the one. | ​​Kawasaki 1000km Serious Test Ride [1/3]

The Ninja 400 has a racing look, but is also a versatile bike that can be used for a variety of purposes, and is popular with many riders. However, what first caught my eye about this model was the exquisitely tuned weight and maximum output. REPORT: Nakamura Tomohiko PHOTO: Togashi Hideaki

https://motor-fan.jp/bikes/article/126628

Main specifications

Series:  MotorFan Bikes 1000km Serious Test Ride

Motorcycle test ride 2025.05.12

A detailed explanation of the thoroughly driven Suzuki Katana. 1000km test drive [3/3]　

Motorcycle test ride 2025.05.10

Suzuki Katana 1000km Test Drive [2/3] Experience the charm of a custom-made bike that’s different from its siblings　

Motorcycle test ride 2025.05.07

The Suzuki Katana is six years old. Its supermotard-like handling is hard to imagine from its appearance. | 1000km test drive [1/3]

Motorcycle test ride 2025.03.10

Although it’s not a model specifically designed for travel, the Kawasaki KLX230 Sherpa offers outstanding comfort and maneuverability, making it a great choice for long distance riding. A 1000km test ride [3/3]

Motorcycle test ride 2025.03.08

A 1000km test drive of the Kawasaki KLX230 Sherpa, which doesn’t have any of the negative aspects of a lowered bike. [Part 2/3]

Motorcycle test ride 2025.03.05

It’s not necessarily for everyone, but it seems like a great choice for riders who love forest road touring. | Kawasaki KLX230 Sherpa 1000km Test Drive [1/3]