2017 Kawasaki Ninja 1000 ABS | First Ride Review

2017 Kawasaki Ninja 1000
The 2017 Kawasaki Ninja 1000 ABS is a potent piece of sport touring machinery. (Photos by Drew Ruiz)

Let’s jump straight to the bottom line: If you’re hooked hard on all the performance advantages offered by liter-class hyper-sportbikes but your body rebels at the pretzel-like contortions necessary to fit on board, the largely revised 2017 Kawasaki Ninja 1000 ABS is your ticket to backroad bliss. Now a sharper tool than ever for active sport use, it retails for only $12,199—a trifling $200 more than the 2016 version. That’s a huge bonus, as are the quick-mount, color-matched 28-liter saddlebags that can be added for $1,164.75—about 100 bucks cheaper than before since no separate mounting brackets are required. So equipped, this is a fun, fun bike that’s ready and willing to slice and dice on your favorite backroads, lug your lunch and laptop to work, or whisk you away for a week-long trip. It all adds up to versatility in spades, on top of awesome sport capabilities.

2017 Kawasaki Ninja 1000
The new Ninja 1000 sports new bodywork that bears a greater resemblance to its ZX-10R World Superbike Championship-winning cousin.

New bodywork pushes the big Ninja’s visuals deeper into hyper-sport territory for 2017; there’s now a clear-cut connection to the looks of the reigning World Superbike Championship-winning Ninja ZX-10R. However, a few small tweaks improve rider comfort: a slightly taller (up 15mm), three-position-adjustable double-bubble windshield and wider two-piece fairing (up 28mm) help build a surprisingly effective still-air pocket. So riders fully enjoy a seating position that’s distinctly upright, in contrast to the ZX-10R’s forward-crouch track-ready position. The new seat is also wider than last year’s perch for added comfort, and it’s been carefully sculpted to reduce seat height a pinch, from 32.3 inches to 32.1. I’d prefer more padding; extended freeway drones can get you squirming in the seat after 100 miles or so. Kawasaki offers an accessory gel seat that might prove more comfy while offering an identical seat height. In addition, the passenger perch is longer, wider and more padded than before, and it’s shaped to help keep the passenger from sliding forward.

2017 Kawasaki Ninja 1000
A 3-position adjustable windscreen that’s 15mm taller than last year’s model helps to keep the rider in a nice, quiet bubble.

For those already familiar with the previous-generation Ninja 1000’s mechanicals, the basic 1,043cc in-line four engine and rolling chassis with aluminum twin-spar perimeter frame carry over from the bike we last tested in 2014. That’s a positive, not a negative; we previously described the 16-valve engine as “the epitome of silky smooth power, an engine that combines the performance of a sportbike with the civility of a sport tourer.” It remains all that and more. Kawasaki claims that new ECU settings contribute to smoother power delivery and we agree 100 percent. This engine is not only eye-watering strong, it also offers flawless metering from way down low, at 2,000 revs. That quickly builds to tons of midrange torque and a nice cammy rush kicks in at 7,000 rpm and keeps cranking all the way to the 11,000-rpm redline. There’s abundant power all the time, so much so that we kept searching for seventh gear—not because the engine is busy, but because there’s so much pull down low you automatically think it’s time to kick it up a cog. The gearbox is delightful in action, and an assist/slipper clutch makes for a wonderfully light clutch pull.

2017 Kawasaki Ninja 1000
The new Ninja 1000 benefits from ZX-10R-derived electronics, such as a 6-axis Bosch IMU that enables cornering ABS and traction control.

The previous model came equipped with 3-mode KTRC traction control and dual power modes, but now Kawasaki adds even more race-style ZX-10R electronics technology to the Ninja 1000. A new 6-axis Bosch Inertial Measurement Unit (IMU) bestows Kawasaki Cornering Management Function (KCMF) and Kawasaki Intelligent anti-lock Brake System (KIBS) capabilities. KCMF monitors engine and chassis parameters while cornering, modulating braking force and engine power to facilitate smooth transitions from acceleration to braking and back again, which helps the rider maintain the intended line through the corner. KIBS also monitors multiple systems—wheel sensors, front caliper hydraulic pressure, throttle position, engine speed, clutch actuation and gear position—to provide the best braking action possible under dynamic conditions. We tried all the different settings and in the end we just left things at full power and the KTRC 1 setting since it all works seamlessly together. Because the fuel metering is so precise and the driveline lash so well controlled, we didn’t feel a need to use reduced power settings even when rain showers turned roads slick.

2017 Kawasaki Ninja 1000
The optional luggage attaches without the need for separate brackets.

In dry weather, the Ninja 1000 is a hoot and a half on twisty canyon roads. Its 56.7-inch wheelbase is actually a touch shorter than that of the ZX-10R, and at 24.5 degrees its steering rake is a half-degree steeper than the 10R’s. So despite carrying about 60 pounds more weight, the Ninja 1000 feels plenty sporty in real-world use. Crisp, responsive and intuitive steering let the bike dance down backroads; you charge through corners effortlessly as the bike seemingly reads your thoughts. And the conventional, adjustable suspension components front and rear function very well, for reasonable cost. The brakes provide plenty of strong, linear stopping action and excellent feel.

2017 Kawasaki Ninja 1000
The Ninja 1000 is truly a liter-class sport bike with everyday comfort ergonomics.

The few complaints we can muster are only minor, showing up on extended highway stints. We’d like more seat padding (easily fixed), a slightly taller windscreen to keep bugs off our face shield, and a cruise control for more relaxing long-range use. Otherwise, the 2017 Ninja 1000 is simply as good as it gets for a no-fooling sportbike with comfortable ergonomics, long legs and an affordable price tag.

2017 Kawasaki Ninja 1000
The 2017 Kawasaki Ninja 1000 ABS without its optional luggage.
2017 Kawasaki Ninja 1000
The 2017 Kawasaki Ninja 1000 ABS with its optional luggage.

2017 Kawasaki Ninja 1000 ABS

Base Price: $12,199
Price as Tested: $13,363.75 (saddlebags)
Warranty: 1 yr., unltd. miles
Website: kawasaki.com


Type: Liquid-cooled, transverse in-line four
Displacement: 1,043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 11.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: Digital EFI w/ 38mm throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: X-ring chain


Ignition: TCBI w/ digital advance
Charging Output: 336 watts @ 5,000 rpm
Battery: 12V 8AH


Frame: Aluminum twin-spar perimeter w/ engine as stressed member, aluminum subframe & swingarm
Wheelbase: 56.7 in.
Rake/Trail: 24.5 degrees/4.0 in.
Seat Height: 32.1 in.
Suspension, Front: 41mm male-slider fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload (remote) & rebound damping, 5.4-in. travel
Brakes, Front: Dual floating 300mm petal discs w/ opposed 4-piston radial calipers & ABS
Rear: Single 250mm petal disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 532 lbs. (as tested)
Load Capacity: 414 lbs. (as tested)
GVWR: 946 lbs.


Fuel Capacity: 5.0 gals., last 1.1 gals. warning light on
MPG: 90 PON min. (high/avg/low) 40.5/36.9/34.2
Estimated Range: 185 miles
Indicated RPM at 60 MPH: 4,000

2017 Kawasaki Ninja 1000
The multi-function dash includes an analog tachometer, as well as LCD displays for gear position, speed, time of day, traction control and ride mode settings, fuel level, range and odometer/tripmeter.
2017 Kawasaki Ninja 1000
The optional Kawasaki Genuine Accessories luggage runs $1,164.75–about $100 cheaper than last year–and requires no additional mounting brackets.


  1. Sorry, but a chain drive tourer without even an optional center stand for on-the-go chain maintenance is a non option for me, regardless of how good the bike is.

  2. I owned the 2012 ninja 1000 and it was as perfect a road sports bike as I could imagine. Once you drop the front 5mm and put on a 55R rear it handled like a supersport but could cover 900kms days with ease. The only criticisms I could level at it has been entirely fixed in this new edition. They should really just describe it as a touring bike for sportsriders. Cardigan tourers really need not apply.

  3. I owned the 2012 Ninja 1000 and now have the 2018 version which is a significant improvement over the 2012 – a lot smoother and a little bit more nimble. Just wish Kawasaki would improve the rear shock; it’s too harsh and if you try to soften it, it wallows. IMHO, it offers the best combination of performance, comfort, and reliability

  4. I hope to get a 2017 or newer to see how much better it was than my 2014. I felt like I had to wrestle with it to corner quickly. Never tried the 55 series tire. I will if I get one of these and drop the front as Voon mentioned. Practically every single motorcycle forum I’ve read says the rear shock on ALL Japanese bikes are “junk”. Unless it’s an Ohlins equipped model. At least this has external preload adjustment. I’m in the market now and boy do they go quickly. I’ve seen people buy the good deals on Craigslist only to relist them weeks later for more money. Reckon that’s business though.


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