Hello, I'm a newbie here. Hope everyone is having an awesome 2022 so far (or as awesome as possible given COVID).

I just picked up a 2010 ZX14 (not the R, just the 14). It's a nice bike and is much more refined than the two ZX12Rs I used to own. However, the exhaust note is a bit average - I currently have the 2 stock exhausts.

Looking online for aftermarket exhausts, everything seems to be listed for the ZX14R and very little for just the normal/vanilla ZX14. I'm just wondering, for just slip-ons are the interchangeable? Can a 14R slip-on fit on a 14 etc?

I've been looking at the Yoshi R77 and the M4 retro dual - probably leaning towards the M4 since they are cheaper. But to be honest I will consider anything since I don't like the stock ones and anything would be better than that.

G'Day Mate.
Perth huh?
I'm originally from Sydney.

Welcome and enjoy.
Some really great knowledable people here.
And one absolute tool but I'll leave you to figure that one out.

This link might help re your question.

Yoshi Slip On Issue

* Last updated by: yannih on 1/16/2022 @ 11:49 PM *

Thanks Yannih - so do you reckon those ZX14R pipes would fit my vanilla (and less crazy) plain ZX14? I'm not sure if the exhaust systems have same OD pipes and same mount/fixing where the slip-ons, well, slip-on :-)

I always thought the Gen 1 (2006-2009) was just a "ZX14" and everything after that was
"ZX14R"
But then I'm a dope......

Mad

do you reckon those ZX14R pipes would fit my vanilla (and less crazy) plain ZX14?

From memory and experience, as long as your 14 is a 2008 or later you are good to go for a perfect fit all round with no retro fitting required at all, but check just to confirm and safe guard for your peace of mind.

I always thought the Gen 1 (2006-2009) was just a "ZX14" and everything after that was
"ZX14R"

Mad, the majorly updated Gen 2 "R" came in 2012.

Regarding the 2008 upgrades

From Kawasaki.
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.

* Last updated by: yannih on 1/17/2022 @ 12:41 PM *

The naming schemes are really confusing - even distributers seem to be confused when I ask.

From what I can gather so far:

From 2006 to sometime in 2012, the ZX14 and ZZR1400 are the same bike. ZZR1400 was the term used in the UK. Sometimes people will also call these bikes the ZX14R incorrectly

The ZX14R was released sometime in 2012, after which the ZX14R and the ZZR1400 were now the same bike. Short story - the term ZZR1400 actually refers to 2 different bikes depending on the year

It is not clear to me if ZX14 production continued once the 14R was released - I haven't come across any ZX14s that are younger than 2012, so if that's the case then the ZX14 was completely replaced by the ZX14R and that then would make sense why Kawasaki refer to both bikes as the ZZR1400.

A bit crazy if you ask me, especially if you own a ZX14 or ZX14R that was produced in 2012 when the crossover happened - imagine that?

Of course, if there weren't many differences between the bikes it would have been less of an issue - but there were lots of differences.

My specific question was whether the 4-to-2 part of the exhaust system was one of the changes and whether slip-ons for a 2012 ZX12R would fit a 2010 ZX14. The more I look into it the more I think it's unlikely they will fit

So as to show two of the same model, first gen is 1352cc. Second gen-R is 1441cc.
Parts pick wise, you could almost interchange the whole front end, whole rear end, all the body parts from both gens.

Now down to the exhaust years, you look up an OME parts page from say Ron Ayers, or Cheap parts, cross reference the exhaust gaskets from the head to the header connector gaskets and if both gens take the same gaskets, then any slip will do.

Now down to the exhaust years, you look up an OME parts page from say Ron Ayers, or Cheap parts, cross reference the exhaust gaskets from the head to the header connector gaskets and if both gens take the same gaskets, then any slip will do.

Sorry Hub, I rarely disagree with you when it comes to anything on any year of 14, but in this case I believe you are not on the money.

The general perception is 2006-11 is a Gen 1, and 2012-current is a Gen 2 where a major redesign took place.
Of course this is correct.
But what Kawasaki also addressed were some performance shortcomings in 2008.

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.

As a part of this injection redesign the headers (to the exhaust cans) on the 2008 onwards were increased from 51mm (2006-7) to 54mm. Not a well known fact but when I had my 2007 and I wanted Yoshi slip-on's I faced this issue. Took a lot of investigation but eventually found the above.
It's why Yoshi slip-ons only are made for 2008 and after.
But anyone reading this, please check and confirm for yourself...